Top-Down Cracking of Rigid Pavements Constructed with Fast-Setting Hydraulic Cement Concrete

2000 ◽  
Vol 1712 (1) ◽  
pp. 3-12 ◽  
Author(s):  
Andrew C. Heath ◽  
Jeffery R. Roesler
Keyword(s):  
Drying Shrinkage ◽  
Plain Concrete ◽  
Negative Temperature ◽  
Traffic Load ◽  
Cement Concrete ◽  
California Department ◽  
Hydraulic Cement ◽  
Field Instrumentation ◽  
Finite Element Package ◽  
Pavement Testing

Test sections of jointed plain concrete pavement were constructed with fast-setting hydraulic cement concrete (FSHCC) as part of the California Department of Transportation accelerated pavement-testing program. Many of the longer slabs cracked under environmental influences before any traffic load was applied to them. Data from field instrumentation were recorded and analyzed along with laboratory test data to determine the cause of the cracking. Cores drilled through the cracks indicated that cracking began at the top of the slabs and propagated downward. This was confirmed with the ILLI-SLAB (ILSL2) finite-element package in which high tensile stresses were predicted at the top of the slab as a result of the differential drying shrinkage between the top and base of the slab and the nonlinear nature of the negative temperature gradients through the slab. Laboratory free-shrinkage tests with the test section concrete indicated significantly higher levels of shrinkage compared with that achieved with ordinary Type II portland cement. Load plus environmental stress analysis with ILSL2 suggested that the critical failure location for the FSHCC pavements would be near the corner of the slab and not at the midslab edge.

Evaluation of Mix Designs for Rapid Construction of Bonded Concrete Overlays on Asphalt

2018 ◽  
Vol 2672 (26) ◽  
pp. 155-164 ◽  
Author(s):  
Julio Paniagua Fernandez ◽  
Fabian Paniagua Fernandez ◽  
John Harvey ◽  
Angel Mateos
Keyword(s):  
Portland Cement ◽  
Drying Shrinkage ◽  
California Department ◽  
Accelerated Pavement Testing ◽  
Pavement Rehabilitation ◽  
Concrete Overlays ◽  
Road Users ◽  
Rapid Construction ◽  
Complete Study ◽  
Pavement Testing

Road users in California have a low tolerance for delays during pavement rehabilitation. Therefore, the California Department of Transportation (Caltrans) is interested in evaluating bonded concrete overlays on asphalt (BCOA) as a potential rehabilitation alternative for distressed asphalt pavement. The use of high early strength concrete to facilitate rapid construction of BCOA has not been used in other U.S. states. This paper summarizes a complete study for the evaluation of concrete mix designs for rapid construction of BCOA that were placed on a set of full-scale test sections for accelerated pavement testing. Two types of mixes were created according to selected targets for opening times (OT) to traffic. The concrete mixes for use in night closures require an opening time of four hours, and the mixes for use in 55-hour weekend closures require an OT of 10 hours. Type III Portland cement and calcium sulfoaluminate (CSA) cement were used to design the 4H-OT mixes. Two 10H-OT mixes were designed using the same Type II/V portland cement. One of the 10H-OT mixes included light weight aggregate instead of a portion of conventional sand to evaluate the effects of this approach for internal curing to reduce drying shrinkage stresses.

scholarly journals Mechanistic Responses of Asphalt Concrete Overlay Over Jointed Plain Concrete Pavement Using Finite Element Method

2020 ◽  
Vol 15 (5) ◽  
pp. 80-93
Author(s):  
Amadou Oury Diallo ◽  
Muhammet Vefa Akpinar
Keyword(s):  
Finite Element ◽  
Portland Cement ◽  
Asphalt Concrete ◽  
Tensile Strain ◽  
Plain Concrete ◽  
Element Model ◽  
Concrete Pavement ◽  
Traffic Load ◽  
Portland Cement Concrete ◽  
Cement Concrete

This study focused on the development of a three-dimensional Finite Element Model of an asphalt concrete overlaid on a jointed plain concrete pavement to assess the mechanical behaviour of the pavement under traffic load. The objective of this study was to determine the influence of different asphalt concrete thickness, asphalt concrete modulus, the interface bond between the asphalt concrete and the Portland cement concrete layer, Portland cement concrete modulus, and joint width on the tensile strain at the bottom of the asphalt overlay. The results showed that changes in the pavement parameters result in a large range of variations on the magnitude of pavement responses. The magnitude of the longitudinal tensile strain at the bottom of the overlay varied between 25 με and 460 με. Asphalt concrete thickness, interface contact condition, and asphalt concrete modulus parameters had the most influence on the pavement responses. The interface bonding condition was significant, regardless of the thickness of the surface layer.

Analysis of Concrete Pavement Responses to Temperature and Wheel Loads Measured from Intrumented Slabs

1998 ◽  
Vol 1639 (1) ◽  
pp. 94-101 ◽  
Author(s):  
H. Thomas Yu ◽  
Lev Khazanovich ◽  
Michael I. Darter ◽  
Ahmad Ardani
Keyword(s):  
Structural Response ◽  
Plain Concrete ◽  
Negative Temperature ◽  
Concrete Pavement ◽  
Temperature Gradients ◽  
Critical Conditions ◽  
Test Analysis ◽  
Longitudinal Edge ◽  
Critical Edge ◽  
Using Data

The structural response of jointed plain concrete pavement slabs was evaluated using data obtained from instrumented slabs. The instrumented slabs were a part of newly constructed jointed plain concrete overlay that was constructed on existing asphalt concrete pavement on I–70 in Colorado, near the Kansas–Colorado border. The instrumentation consisted of dial gauges for measuring curling deflections at the slab corner and longitudinal edge and surface-mounted strain gauges for measuring load strains at the longitudinal edge at midslab. The through-thickness temperature profiles in the pavement slabs were also measured at 30-min intervals during the field test. Analysis of the field data showed that the instrumented slabs had a considerable amount of built-in upward curling and that concrete slabs on a stiff base can act completely independent of the base or monolithically with the base, depending on the loading condition. The built-in upward curling of the slabs has the same effect as negative temperature gradients. These findings suggest that the effects of temperature gradients on the critical edge stresses may not be as great as previously thought and that the corner loading, in some cases, may produce more critical conditions for slab cracking. Another important finding of this study is that a physical bond between pavement layers is not required to obtain a bonded response from concrete pavements.

Control of Cracking with Shrinkage-Reducing Admixtures

1997 ◽  
Vol 1574 (1) ◽  
pp. 25-36 ◽  
Author(s):  
Surendra P. Shah ◽  
Shashidhara Marikunte ◽  
Wei Yang ◽  
Corina Aldea
Keyword(s):  
Drying Shrinkage ◽  
Plain Concrete ◽  
Type Specimen ◽  
Wire Mesh ◽  
Restrained Shrinkage ◽  
Shrinkage Cracking ◽  
Restrained Shrinkage Cracking ◽  
Tensile Forces ◽  
Parking Garages ◽  
Shrinkage Reducing Admixtures

Shrinkage cracking can be a critical problem in concrete construction, especially for flat structures such as highway pavements, slabs for parking garages, and bridge decks. One way to reduce the shrinkage cracking is to provide reinforcement in the form of wire mesh to resist tensile forces. In recent years, short, randomly distributed fibers have been used to control shrinkage cracking. The efficiency of shrinkage-reducing admixtures (SRAs) in controlling restrained shrinkage cracking of concrete is reviewed. A ring-type specimen was used for restrained shrinkage cracking tests. The SRA selected for this investigation was a propylene glycol derivative, which was used at 1 and 2 percent by weight of cement. Free (unrestrained) shrinkage, weight loss, compressive strength, and fracture toughness were also investigated. The results of SRA concretes were compared with that of plain concrete with the same water-to-cement ratio. A theoretical model based on nonlinear fracture mechanics was developed for predicting transverse cracking of the concrete ring specimen caused by drying shrinkage. The model prediction of time to cracking compared well with the experimental data. The model can be extended to different geometries and dimensions than those considered in this research.

Performance of Dowel Bar Retrofitted Concrete Pavement Under Heavy Vehicle Simulator Loading

2003 ◽  
Vol 1823 (1) ◽  
pp. 141-152 ◽  
Author(s):  
John T. Harvey ◽  
Lorina Popescu ◽  
Abdikarim Ali ◽  
David Bush
Keyword(s):  
Load Transfer ◽  
Heavy Vehicle ◽  
California Department ◽  
Accelerated Pavement Testing ◽  
Control Section ◽  
Vehicle Simulator ◽  
Pavement Testing ◽  
Load Transfer Efficiency ◽  
Dowel Bar ◽  
Heavy Vehicle Simulator

The California Department of Transportation uses dowel bar retrofit (DBR) as a rehabilitation strategy for concrete pavements. Two test sections were retrofitted with dowel bars and a third section was designated as a control on US-101 near Ukiah, California. All three sections were subjected to accelerated pavement testing by using the Heavy Vehicle Simulator (HVS). The results obtained with the HVS demonstrated a large improvement in load transfer efficiency (LTE) and decreases in maximum vertical deflections and vertical deflection differences from DBR. LTE was not damaged by trafficking on the sections with DBR and was less sensitive to temperature changes than the control section. Falling weight deflectometer testing showed damage to the interlock at the joint on the control section and no damage on the sections with DBR. Joint and crack deflections and deflection differences increased with trafficking. A total equivalent loading of approximately 11,000,000 equivalent single-axle loads was applied to each of the sections with DBR without failure occurring.

EXPLORATORY STUDY ON THE MECHANICAL AND PHYSICAL PROPERTIES OF CONCRETE CONTAINING SULFUR

2015 ◽  
Vol 77 (32) ◽  
Author(s):  
David Yeoh ◽  
Koh Heng Boon ◽  
Norwati Jamaluddin
Keyword(s):  
Portland Cement ◽  
Physical Properties ◽  
Ordinary Portland Cement ◽  
Cement Content ◽  
Drying Shrinkage ◽  
Portland Cement Concrete ◽  
Cement Concrete ◽  
Complete Replacement ◽  
Mechanical And Physical Properties ◽  
Ordinary Portland Cement Concrete

This research is an exploratory experiment into sulfur concrete used not as a complete replacement of cement but as an additional material in percentage of the cement content. The aim of this research was to explore the possible appreciation of mechanical and physical properties of concrete containing sulfur with percentages of 1%, 5% and 10% of the cement content. The sulfur used here was not heat-activated, hence the binding effect in sulfur was absent. The experimental results revealed that concrete containing sulfur did not perform better in their strength properties, both compressive strength and flexural strength. The physical properties such as water penetration and water absorption for concrete containing sulfur also showed poor performance in comparison to ordinary Portland cement concrete. Such phenomena are very likely due to the sulfur not being activated by heat. Carbonation test did not show good results as a longer term of testing is required. Drying shrinkage property was found to be encouraging in that concrete containing 10% sulfur had quite significant reduction in drying shrinkage as opposed to ordinary Portland cement concrete. 

scholarly journals Characterization tools for shrinkage-compensating repair materials

2018 ◽  
Vol 199 ◽  
pp. 07002
Author(s):  
Benoît Bissonnette ◽  
Samy-Joseph Essalik ◽  
Charles Lamothe ◽  
Marc Jolin ◽  
Luc Courard ◽  
...  
Keyword(s):  
Effective Strain ◽  
Drying Shrinkage ◽  
Portland Cement Concrete ◽  
Cement Concrete ◽  
Test Procedures ◽  
Expansive Agent ◽  
Change Behavior ◽  
Repair Materials ◽  
Field Quality ◽  
Volume Change Behavior

Achievement of dimensional compatibility is one of the most important considerations in order to consistently achieve lasting repair works that do not undergo harmful cracking. Drying shrinkage of Portland cement concrete is generally inevitable and, although its magnitude can be reduced by optimizing or modifying the composition parameters, it remains significantly larger than its ultimate tensile strain. Conversely, the use of shrinkage-compensating concrete (ShCC) may allow to achieve a zero-dimensional balance with respect to drying shrinkage, through the use of a mineral expansive agent. The experimental work carried out in recent years at Laval University to evaluate the potential of shrinkage-compensating concretes (ShCC) for use as repair materials has in fact yielded quite promising results. Nevertheless, more research is required to turn ShCC systems into a truly dependable and versatile repair option. Among the issues still unresolved, suitable tests methods must be developed, not only to better characterize ShCC, but also to guide the specifications and perform field quality control. Efforts have thus been devoted to adapt or develop test procedures intended to better capture the particular volume change behavior of ShCC’s. The paper presents two test procedures intended to assess the shrinkage-compensating potential and the effective strain balance of ShCC in restrained conditions.

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