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Deterioration of Concrete Roads. 2 Concrete Roads Joint Spalling Punch outs Cracking Faulting Slab failures Riding Quality Models From  USA  Chile.

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Presentation on theme: "Deterioration of Concrete Roads. 2 Concrete Roads Joint Spalling Punch outs Cracking Faulting Slab failures Riding Quality Models From  USA  Chile."— Presentation transcript:

1 Deterioration of Concrete Roads

2 2 Concrete Roads Joint Spalling Punch outs Cracking Faulting Slab failures Riding Quality Models From  USA  Chile

3 3 Absolute (Concrete HDM-4)  Predicts the future condition CONDITION = f(a0, a1, a2)  Limited to conditions model developed for  Problems with calibration Incremental (Asphalt HDM-4)  Predicts the change in condition from the current condition:  CONDITION = f(a0, a1, a2)  Can use any start point so much more flexible Types of Deterministic Models

4 4 Concrete Roads Surface Types

5 5 Jointed Plain Concrete Pavement without Dowels

6 6 Jointed Plain Concrete Pavement with Dowels

7 7 Jointed Reinforced Concrete Pavement

8 8 Continuously Reinforced Concrete Pavement

9 9 Distress Modes

10 10 The principal data for predicting the deterioration of concrete pavements:  Properties of materials  Percentage of reinforcement steel  Drainage conditions  Load transfer efficiency (across joints, and between slabs and shoulder)  Widened outside lanes Structural Characteristics

11 11 Transverse cracking occur due to high stress levels in the slabs or defects originating from material fatigue The stresses are caused by the combined effect of thermal curling, moisture-induced curling and traffic loading Cracking

12 12 Transverse Cracking

13 13 Transverse cracking (% of slabs cracked) is modelled as a function of cumulative fatigue damage in the slabs and:  Cumulative ESALs  Temperature gradient  Material properties  Slab thickness  Joint spacing Cracking in JP Pavements

14 14 The number of deteriorated transverse cracks per km is predicted as a function of:  Cumulative ESALs  Pavement age  Slab thickness and E c  Percentage of reinforcement steel, PSTEEL  Base type  Climate/environment (FI, MI) Cracking in JR Pavements

15 15 Curling

16 16 Curling

17 17 Curling and Traffic Loading

18 18 Curling and Corner Distresses

19 19 Faulting is caused by the loss of fine material under a slab and the increase in fine material under nearby slabs This flow of fine material is called pumping, and is caused by the presence of high levels of free moisture under a slab carrying heavy traffic loading The effects of thermal and moisture-induced curling and lack of load transfer between slabs increase pumping Faulting

20 20 Faulting

21 21 The average transverse joint faulting is predicted as a function of:  Cumulative ESALs  Slab thickness  Joint spacing and opening  Properties of material  Load transfer efficiency  Climate/environment (FI, PRECIP, DAYS90)  Base type  Widened outside lanes Faulting

22 22 Faulting

23 23 Faulting

24 24 Transverse joint spalling is the cracking or breaking of the edge of the slab up to a maximum of 0.6 m from the joint. Transverse joint spalling can be caused by: Presence of incompressible materials Disintegration of concrete under high traffic loading Improper consolidation of the concrete in the joint Wrongly designed or built load transfer system Spalling

25 25 Transverse joint spalling is predicted as a function of:  Pavement age  Joint spacing  Type of seal  Dowel corrosion protection  Base type  Climate/environment (FI, DAYS90) Spalling

26 26 Spalling

27 27 Spalling

28 28 Localised failures include loosening and breaking of reinforcement steel and transverse crack spalling These are caused by high tensile stresses induced in the concrete and reinforcement steel by traffic loading and changes in environmental factors The number of failures is predicted as a function of:  Slab thickness  Percentage of reinforcement steel  Cumulative ESALs  Base type Failures in CR Pavements

29 29 This is a subjective user rating of the existing ride quality of a pavement (ranging from 0 extremely poor to 5 extremely good) For JR pavements, the change in PSR is calculated as a function of cracking, spalling and faulting For CR pavements, the change in PSR is calculated as a function of slab thickness, cumulative ESALs and pavement age Present Serviceability Index

30 30 For JP concrete pavements, roughness is calculated as a function of faulting, spalling and cracking For JR and CR concrete pavements, roughness is calculated as a function of PSR Roughness

31 31 IRI IRIo Transversal Cracks Faulting Spalling = f ESAL IRI IRIo Roughness on JPCP

32 32 Modulus of elasticity of concrete, E c Modulus of rupture of concrete, MR28 Thermal coefficient of concrete,  Drying shrinkage coefficient of concrete,  Poisson’s ratio for concrete,  Modulus of elasticity of dowel bars, E s Modulus of elasticity of bases, E base Modulus of subgrade reaction, KSTAT Property of Materials

33 33 Maintenance Works (1)

34 34 Maintenance Works (2)

35 35 Maintenance Works (3)

36 36 HDM Series – Volume 4


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