A platform for research: civil engineering, architecture and urbanism
A platform for research: civil engineering, architecture and urbanism
The Kentucky Transportation Center was contacted by the Cumberland Gap Tunnel Authority in 2001 to conduct a Falling Weight Deflectormeter (FWD) test on the concrete pavement structure at two locations in the southbound tunnel that appeared to be settling. The FWD test showed at the time that the sub-grade strength was much less in the tested areas (CP 5 and CP 8 1/2) than the surrounding pavement sub-grade. In 2002 the Cumberland Gap Tunnel Authority contracted with Uretek to place expansive foam material beneath the pavement at CP 5 and CP 8 1/2 to raise the pavement structure. The foam was somewhat successful in raising the slabs back to normal elevation. After placement of the foam material both areas were tested again using the FWD. Results obtained from the FWD test indicated that no real gain in sub-grade strength was obtained by using the foam material. CP 5 and CP 8 1/2 were tested again in 2003 and 2004 using FWD. The FWD results from 2003 and 2004 also showed low sub-grade strengths in both areas. In 2005 the Kentucky Transportation Center used ground penetrating radar (GPR) to identify void areas beneath the concrete pavement at CP 3, CP 5, and CP 8 1/2 in both tunnel directions. The following results indicate the location and the approximate size/depth of the void areas at all three locations in both the north and sound bound tunnels.
The Kentucky Transportation Center was contacted by the Cumberland Gap Tunnel Authority in 2001 to conduct a Falling Weight Deflectormeter (FWD) test on the concrete pavement structure at two locations in the southbound tunnel that appeared to be settling. The FWD test showed at the time that the sub-grade strength was much less in the tested areas (CP 5 and CP 8 1/2) than the surrounding pavement sub-grade. In 2002 the Cumberland Gap Tunnel Authority contracted with Uretek to place expansive foam material beneath the pavement at CP 5 and CP 8 1/2 to raise the pavement structure. The foam was somewhat successful in raising the slabs back to normal elevation. After placement of the foam material both areas were tested again using the FWD. Results obtained from the FWD test indicated that no real gain in sub-grade strength was obtained by using the foam material. CP 5 and CP 8 1/2 were tested again in 2003 and 2004 using FWD. The FWD results from 2003 and 2004 also showed low sub-grade strengths in both areas. In 2005 the Kentucky Transportation Center used ground penetrating radar (GPR) to identify void areas beneath the concrete pavement at CP 3, CP 5, and CP 8 1/2 in both tunnel directions. The following results indicate the location and the approximate size/depth of the void areas at all three locations in both the north and sound bound tunnels.
Cumberland Gap Tunnel Pavement Problem
B. Rister (author)
2005
24 pages
Report
No indication
English
Cumberland Gap Twin Tunnel Project
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Tunnel driving in the Cumberland mountains
Engineering Index Backfile | 1929