A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
Evaluation of Concrete Inlay for Continuously Reinforced Concrete Pavement Rehabilitation
In 1996, WisDOT constructed a concrete inlay test section on I-43 in Manitowoc County. The existing pavement was CRCP constructed in 1978 and was badly deteriorated with punch-outs. In the area of the 2777-foot test section, the existing pavement was removed, the foundation was replaced with a drained system, and an 11-inch JPCP concrete inlay was constructed. The remainder of the project, including a control section, received CRCP patching and an HMA overlay ranging in thickness from 3 to 6 inches. The pavement was evaluated after 14 years in service. The concrete inlay was in excellent condition. Only isolated slab cracking was noted. The 6-inch HMA overlay control section had more distresses, most notably transverse cracking. The PDI values for the test and control sections were 7 and 43, respectively. A series of LCCAs using 1996 construction costs showed that the HMA overlay rehabilitation alternative was more cost-effective than concrete inlay. Because it is not the most cost-effective large-scale pavement rehabilitation alternative, concrete inlay is not recommended for routine use on Wisconsin roadways.
Evaluation of Concrete Inlay for Continuously Reinforced Concrete Pavement Rehabilitation
In 1996, WisDOT constructed a concrete inlay test section on I-43 in Manitowoc County. The existing pavement was CRCP constructed in 1978 and was badly deteriorated with punch-outs. In the area of the 2777-foot test section, the existing pavement was removed, the foundation was replaced with a drained system, and an 11-inch JPCP concrete inlay was constructed. The remainder of the project, including a control section, received CRCP patching and an HMA overlay ranging in thickness from 3 to 6 inches. The pavement was evaluated after 14 years in service. The concrete inlay was in excellent condition. Only isolated slab cracking was noted. The 6-inch HMA overlay control section had more distresses, most notably transverse cracking. The PDI values for the test and control sections were 7 and 43, respectively. A series of LCCAs using 1996 construction costs showed that the HMA overlay rehabilitation alternative was more cost-effective than concrete inlay. Because it is not the most cost-effective large-scale pavement rehabilitation alternative, concrete inlay is not recommended for routine use on Wisconsin roadways.
Evaluation of Concrete Inlay for Continuously Reinforced Concrete Pavement Rehabilitation
I. K. Battaglia (author)
2010
17 pages
Report
No indication
English
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