Experimental Study on Water Seepage Rate with Crack Width of Continuously Reinforced Concrete Pavement

2011 ◽  
Vol 243-249 ◽  
pp. 4288-4292 ◽  
Author(s):  
Zhu Luo ◽  
Bo Tian ◽  
Ying Liu
Keyword(s):  
Experimental Study ◽  
Reinforced Concrete ◽  
Crack Width ◽  
Damage Mechanism ◽  
Concrete Pavement ◽  
Pavement Performance ◽  
Simulation Test ◽  
Seepage Rate ◽  
Water Damage ◽  
The Relationship

In order to discover the water damage mechanism of CRCP, the simulation test was established to study the relationship between crack width and seepage rate. The results show that the seepage rate increases with the widening of crack. For reducing water damage and improving pavement performance, some essential waterproof measures, according to the amount of rainfall, should be taken in designing the CRCP.

scholarly journals Transverse Crack Behavior in Continuously Reinforced Concrete Pavement with Basalt Fiber Reinforcement

2020 ◽  
Vol 10 (21) ◽  
pp. 7458
Author(s):  
Yating Zhang ◽  
Zhiyi Huang
Keyword(s):  
Elastic Modulus ◽  
Reinforced Concrete ◽  
Crack Width ◽  
Basalt Fiber ◽  
Concrete Pavement ◽  
Crack Spacing ◽  
Design Parameters ◽  
Mean Values ◽  
Crack Behavior ◽  
Reinforcement Content

Continuously reinforced concrete pavement (CRCP) is a pavement structure with a high performance and long service life. However, the corrosion of the longitudinal steel can result in a poor bond relationship between the steel and the concrete, affecting the load transfer efficiency between the adjacent panels and being responsible for the development of CRCP distresses. Basalt fiber-reinforced polymer (BFRP) is corrosion-resistant and has the potential to be used in CRCP. In this paper, the layout of a CRCP test section with BFRP bars constructed on G330 National Road in Zhejiang Province, China, is presented. An analytical model is proposed to predict the crack behavior of CRCP with BFRP reinforcement, with the predicted results are compared to field-measured ones. A sensitivity analysis of the BFRP design parameters on the crack spacing and crack width is conducted as well. The results show that the mean values for field-measured crack spacing and crack width are 4.85 m and 1.30 mm, respectively, which are higher than the results for traditional CRCP with steel due to the lower elastic modulus of BFRP. The analytical predictions agree reasonably well with the crack survey results. The higher the elastic modulus of BFRP, the reinforcement content (with both BFRP spacing and diameter related), and the bond stiffness coefficient between the BFRP and concrete, the less the crack spacing and crack width will be. Given the same or similar reinforcement content, a lower diameter with a smaller spacing is recommended because of its contribution to a smaller crack spacing and width.

Experimental study on crack width and crack spacing for Glass-FRP reinforced concrete beams

2017 ◽  
Vol 131 ◽  
pp. 231-242 ◽  
Author(s):  
C. Barris ◽  
L. Torres ◽  
I. Vilanova ◽  
C. Miàs ◽  
M. Llorens
Keyword(s):  
Experimental Study ◽  
Reinforced Concrete ◽  
Crack Width ◽  
Concrete Beams ◽  
Crack Spacing ◽  
Reinforced Concrete Beams ◽  
Glass Frp

scholarly journals Experimental continuously reinforced concrete pavement parameterization using nondestructive methods

2016 ◽  
Vol 9 (2) ◽  
pp. 263-274
Author(s):  
L. S. Salles ◽  
J. T. Balbo
Keyword(s):  
Reinforced Concrete ◽  
Load Transfer ◽  
Structural Condition ◽  
Concrete Pavement ◽  
Pavement Performance ◽  
Falling Weight Deflectometer ◽  
Matching Process ◽  
Load Transfer Efficiency ◽  
Falling Weight ◽  
The University

ABSTRACT Four continuously reinforced concrete pavement (CRCP) sections were built at the University of São Paulo campus in order to analyze the pavement performance in a tropical environment. The sections short length coupled with particular project aspects made the experimental CRCP cracking be different from the traditional CRCP one. After three years of construction, a series of nondestructive testing were performed - Falling Weight Deflectometer (FWD) loadings - to verify and to parameterize the pavement structural condition based on two main properties: the elasticity modulus of concrete (E) and the modulus of subgrade reaction (k). These properties estimation was obtained through the matching process between real and EverFE simulated basins with the load at the slab center, between two consecutive cracks. The backcalculation results show that the lack of anchorage at the sections end decreases the E and k values and that the longitudinal reinforcement percentage provides additional stiffness to the pavement. Additionally, FWD loadings tangential to the cracks allowed the load transfer efficiency (LTE) estimation determination across cracks. The LTE resulted in values above 90 % for all cracks.

Variation of Crack Width over Time in Continuously Reinforced Concrete Pavement

2007 ◽  
Vol 2037 (1) ◽  
pp. 3-11 ◽  
Author(s):  
Jeong-Hee Nam ◽  
Dong-Ho Kim ◽  
Seongcheol Choi ◽  
Moon C. Won
Keyword(s):  
Reinforced Concrete ◽  
Crack Width ◽  
Concrete Pavement ◽  
Over Time

Crack Width Calculation of Steel Reinforced Concrete Beams Considering the Bond-Slip

2012 ◽  
Vol 166-169 ◽  
pp. 1395-1398
Author(s):  
Cao Xiu Li ◽  
De Jian Shen ◽  
Pei Ling He ◽  
Xian Feng Dong ◽  
Hong Fei Zhang
Keyword(s):  
Experimental Study ◽  
Reinforced Concrete ◽  
Crack Width ◽  
Concrete Beams ◽  
Reinforced Concrete Beams ◽  
The Other ◽  
Bond Slip ◽  
Steel Reinforced Concrete ◽  
Slip Effects ◽  
Current Standards

Bond-slip performance between section steel and concrete has effect on crack width of steel reinforced concrete（SRC）beams based on experimental results. Current standards about SRC structures do not involve bond-slip effects when calculating the crack width of SRC beams, and this is not valid exactly . This article describes a new method of crack width calculation for SRC beams, which considering the bond-slip effects on crack width. Crack width of SRC beams are divided into two parts: one part ignoring the bond-slip between steel and concrete, and the other part considering additional crack width caused by the bond-slip. The total crack width is the sum of the two parts. Results show that the proposed method in this article is coincide with experimental study.

Continuously Reinforced Concrete Pavement Cracking Patterns and Properties with Internal Curing and Active Cracking

2021 ◽  
pp. 036119812110416
Author(s):  
Sachindra Dahal ◽  
Jeffery Raphael Roesler
Keyword(s):  
Reinforced Concrete ◽  
Crack Width ◽  
Concrete Pavement ◽  
Crack Spacing ◽  
Internal Curing ◽  
Temperature Management ◽  
Crack Control ◽  
Crack Patterns ◽  
Transverse Cracking ◽  
Control Section

Transverse cracking in continuously reinforced concrete pavement (CRCP) develops over time and may exhibit irregular patterns such as cluster cracks, Y-shaped cracks, and divided cracks. These undesirable cracking patterns can increase the probability of premature spalling and punchouts. Ideally, a uniform transverse cracking pattern with small crack widths leads to favorable long-term performance in CRCP. An experimental field project was constructed with internally cured concrete and active cracking to control crack initiation timing, patterns, and properties. Prewetted fine lightweight aggregate was used for internal curing, and edge notches of 2 in. depth and 2 ft length every 4 ft along the test section were sawcut for active crack control. The three experimental CRCP sections in Illinois were monitored for crack spacing, crack width, and formation of undesirable cracks over a 4-year period. Internally cured concrete significantly reduced the undesirable crack patterns relative to the control section. Internally cured concrete coupled with active crack concrete produced superior crack patterns and properties, that is, uniform crack spacing of 3.6 ft without cluster cracks, 0.2 mm surface crack width, and only a small number of undesirable cracks. Active crack control produced a higher number of transverse cracks near the terminal joint (last 150 ft) compared with the control section. Moisture and temperature management with active crack control during construction of the CRCP provided a desirable crack pattern and properties that should increase the overall service life of a pavement.

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