TRB Committee AFH50 PCC Pavement Construction

TRB Committee AFD50 Rigid Pavement Design

2011 TRB Webinar
Improved Practices for Design and
Construction of Continuously
Reinforced Concrete Pavements
(CRCP) Part 2: Construction
June 1, 2011
Time: 1:00 PM 3:00 PM EDT
TIME TOPIC
1:00 PM Webinar Instructions Lisa Marflak, Transportation Research Board (TRB)
1:05 PM

Webinar Overview Roger Schmitt, Florida Department of Transportation and Dulce

Rufino Feldman, California Department of Transportation (Caltrans)

1:10 PM CRCP Technical Considerations Shiraz Tayabji, Fugro Consultants, Inc.

1:20 PM

CRCP Plans and Specification Highlights Lisa Lukefahr, Texas Department of

Transportation

1:35 PM Concrete Requirements for CRCP Paul Tikalsky, University of Utah

1:45 PM CRCP Construction Best Practices Mike Plei, CMC Americas
2:15 PM CRCP Repairs Jeff Roesler, University of Illinois at Urbana-Champaign
2:30 PM Questions and Answers
3:00 PM Adjourn

Transportation Research Board Webinar

Organized by TRB Committees:
Rigid Pavement Design (AFD50)
Portland Cement Concrete Pavement Construction (AFH50)

Webinar Overview: Improved Practices

for Design and Construction of CRCP
Part 2 Construction
Roger Schmitt, P.E.
Florida DOT
Dulce Rufino Feldman, Ph.D., P.E.
California DOT
June 1, 2011

Presentation Outline
CRCP Technical Considerations (10 min)
Shiraz Tayabji, Fugro Consultants, Inc.

CRCP Plans and Specification Highlights (15 min)

Lisa Lukefahr, Texas Department of Transportation

Concrete Requirements for CRCP (10 min)

Paul Tikalsky, University of Utah

Presentation Outline (Cont.)

CRCP Construction Best Practices (30 min)
Mike Plei, Commercial Metals Company, Inc.

CRCP Repairs (15 min)

Jeff Roesler, University of Illinois at UrbanaChampaign

Questions and Answers

Transportation Research Board Webinar

Organized by TRB Committees:
Rigid Pavement Design (AFD50)
Portland Cement Concrete Pavement Construction (AFH50)

Improved Practices for Continuously Reinforced Concrete

Pavements: Part 2 - Construction

CRCP Technical Considerations

Shiraz Tayabji, Fugro Consultants, Inc.
June 1, 2011

What is CRCP?

CRCP differs from other concrete pavements

No transverse joints
Continuous longitudinal reinforcement interacts
with concrete to produce tight cracks at about 3
to 6 ft spacing
CRCP can extend, joint-free, for many miles
with breaks provided only at structures
Concrete slab (no transverse joints)

Continuous
Longitudinal
Steel

CRCP: A Low Maintenance

Long-Life Pavement
First introduced in1921
Production use during 1940s
Widely used since 1960s
Over 30,000 lane miles in the U.S.
Majority of Interstate system in IL,

TX, OR ; used in other states too

Several States use CRCP as
pavement of choice for highways
with heavy truck traffic
3

Design Basis for CRCP

The design of CRCP has evolved over the

years and is currently based on a combination of:
Experience of highway agencies
Experimental road tests
Research studies
Empirical design procedures (AASHTO 1986/93)
Mechanistic-empirical design procedures
(AASHTO MEPDG & other)

Theoretical concepts as well as empirical

data are needed to obtain more reliable designs
4

CRCP Failure Modes

Structural failure (addressed by structural

design): Design Webinar (April 2011)
Materials related failure (addressed by material
selection, concrete mixture design/proportioning
& construction practices): This Webinar
Ride related failure:
Initial ride: addressed by construction quality
This Webinar
Long-term ride degradation: addressed by
structural design, materials selection & construction
quality
5

CRCP Structural Failure Modes

Load

Wide Cracking
(Design/construction
related)
Punchouts (Traffic related)

CRCP Structural Design Criteria

Crack spacing is ideally

between 3 and 6 ft
Crack width is
recommended to be very
narrow (typically ~0.020-in. at
the top of the slab)
Cracks MUST be tight for a
high crack load transfer
effectiveness (need >90%)

CRCP Key Design Features

Structural section
Base/subbase
Drainage
Slab thickness (Not the only design feature)
Widened lane/shoulder type
Steel amount, placement, layout
Terminal treatment
Concrete properties - strength & durability
8

CRCP Design Issues:

Terminal Joints

Wide flange beam

joints
Accommodates
movement
Preferred by
many agencies

Anchor lugs

Restrains end
movement
9

CRCP Concrete

Strength
Flexural: 600 to 650 psi (each 50 to 60 psi ~ 1 in.)
Compressive: ~4,000 psi
Modulus, E: ~4,000,000 psi
Durability - Free of Materials Related Distress (eg.,
ASR, D-cracking, etc.)

Workability Very important for CRCP

CRCP Design Elements

Thickness: 6 to 14 in.
Base type: Granular, ATB, CTB; stabilized
permeable bases not recommended
Reinforcement:
0.65 to 0.8 %, typically single layer
Placed on transverse steel
Need to manage design/construction compatibility
Design concrete strength & thickness matched with
design steel amount
If actual thickness is larger or concrete strength is
higher, crack spacing/width may be affected

Summary

CRCP has the potential to provide long-term

zero-maintenance service life under heavy traffic
loading, provided marginal features/conditions
are not built into the pavement.
Quality construction is essential for long-life
CRCP

12

Greetings from Washington

THANK YOU!

TRB Webinar on Improved Practices for Construction of CRCP

Texas Experience and Directions

Elizabeth (Lisa) Lukefahr, P.E.

Texas Department of Transportation
June 1, 2011

Outline
Primary Distress Types in Texas CRCP
Specification Efforts to Prevent or Mitigate
Distress
Summary

Punchout is Primary Distress in Texas

Punchout: 1 per 8.8 lane miles

Concrete Patch: 1 per 4.6 lane miles
Asphalt Patch: 1 per 88 lane miles
Majority of punchouts in Texas not directly
related to design: construction/materials
related

Information courtesy M. Won, R.S. 0-6274

I: Header Steel Design and/or

Construction (consolidation) Issues

Photo courtesy M. Won, R.S. 0-6274

II: Shallow Spalling Associated with

High CoTE/MoE Coarse Aggregates

Photo courtesy M. Won, R.S. 0-6274

III: Mid-Slab
Cracking
Associated with
New
Initiatives
High CoTE/MoE Coarse Aggregates or
Slab(in
support
rarersystem
instances) Low k-value
ME design procedures
Bridge terminal systems
CoTE requirement

Photo courtesy M. Won, IAC MTIA018

Design and Specification Efforts to

Prevent or Mitigate Distress
Header Punchouts:
Continued research efforts looking into steel
design
Collaboration with paving industry to develop
better construction specifications and
practices
oConsolidation
oCuring

Design and Specification Efforts to

Prevent or Mitigate Distress (Cont.)
Shallow Spalling:
Specification requirement for max concrete
coefficient of thermal expansion (CoTE):
oPreviously specified value 6.0 strain/ F
oFuture requirement of 5.5 strain/ F
Will have 2 standards based on concrete CoTE:
oLow CoTE (<4.8); less long. steel (~ 0.55%)
oRegular CoTE (>4.8, <5.5) (~0.63%)
Continued investigation into role of modulus of
elasticity (MoE) and thermal properties such as
conductivity, etc.

Design and Specification Efforts to

Prevent or Mitigate Distress (Cont.)
Mid-Slab Cracking Associated with High
CoTE/MoE Coarse Aggregates or Low k-value
Specification Requirement for maximum
concrete coefficient of thermal expansion
Regional, site-specific testing (plate, FWD,
DCP) to better quantify subgrade support
and/or subbase layers
oTxDOT currently requires 1 of 2 Subbase options:
4 HMAC or 6 CTB + 1 bond breaker

Summary
Excellent CRCP performance
Majority of punchout distress in Texas related to
construction/materials
Initiatives to further improve CRCP performance:
Improved header design and construction
CoTE testing and specification requirements
oMaximum CoTE requirement
o2 CRCP standards: low CoTE and regular CoTE

MoE testing
Better site-specific k-value design input

Concrete Requirements
for CRCP
PAUL TIKALSKY, UNIVERSITY OF UTAH

TRB WEBINAR ON IMPROVED PRACTICES FOR

CONTINUOUSLY REINFORCED CONCRETE PAVEMENTS:
PART 2 - CONSTRUCTION
JUNE 1, 2011

CRCP: Concrete Design

Requirements
Fresh Concrete Properties
Hardened Concrete
Mechanical Properties
Chemical Properties
Durability

Tikalsky University of Utah

Fresh Concrete Properties

Low to Moderate Slump
Reduce subsidence
Placement without excessive manipulation
3.5 to 5.0% Air
Mitigates damage from freezing and thawing
Modest amounts reduce scaling

Tikalsky University of Utah

Concrete Requirements for CRCP

Moderate Strength
Low Shrinkage
Modest Strength

Development
Low Thermal Expansion
Blended Cement to resist
ASR, etc
Low Diffusion Concrete

Tikalsky University of Utah

Moderate Strength
3500 to 4000 psi minimum 28-day compressive

strength
Higher strength concrete develops higher modulus and
stiffness (restraint)
Lower strength concrete creeps more
Lower strength concrete has lower amounts of paste

Tikalsky University of Utah

Low Shrinkage
Less than 500

maximum 28-day shrinkage

Larger size maximum size aggregates shrink less

Lower paste content concrete shrinks less
Moderate w/cm 0.42-0.47 is easily placed and shrinkage
is modest
Well-graded aggregates and coarse sand

PCA, Kosmatka'

Tikalsky University of Utah

Modest Strength Development

28-day to 7-day strength ratio < 1.25

Rapid strength develop high stiffness at early age

Plastic strains develop lower stresses and reduce cracking
of concrete
Drying shrinkage stains are reduced in impact

Tikalsky University of Utah

Low Thermal Expansion

Thermal Expansion of aggregates less than 6.0 x

10-6 / F
Reduces thermal stresses; thereby reduces cracking.
Reduces diurnal and other cyclic strains

Tikalsky University of Utah

Blended Cements
Reasons for Blending
Cost savings
Increased production
Energy savings
Reduce carbon footprint

Type IS
25-70% granulated blast
furnace slag
Silicates and aluminosilicates with calcium

Other Factors

Type IP
15-40% fly ash or natural
pozzolan
Silicates and aluminosilicates with calcium

Sulfate resistant
ASR resistant
Lower heat
Low permeability

Tikalsky University of Utah

Pozzolans
Low Calcium Fly

Ash; Class F

GGBFS: Grade 100

or 120
Natural Pozzolans
Tikalsky University of Utah

Low Diffusion Concrete

Resist Corrosion Potential
Moderate W/CM
Pozzolans
Resist Saturation during F-T cycles
Deicing Salts (Cl-)
Local Anode

O2 & Moisture
Local Cathode

eMicro-Cell Action

Anode
}
e-

Macro-Cell Action
Cathode

Tikalsky University of Utah

Recommended Air Contents

Tikalsky University of Utah

THANK
YOU!

Transportation Research Board Webinar

Organized by TRB Committees:
Rigid Pavement Design (AFD50)
Portland Cement Concrete Pavement Construction (AFH50)

Improved Practices for Continuously Reinforced

Concrete Pavements: Part 2 - Construction

CRCP Construction
Michael Plei, Commercial Metals Company, Inc.

June 1, 2011

What Affects CRCP Performance?

CRCP performance is sensitive to design
parameters: slab thickness, amount of
longitudinal bars, base friction, temperature
assumptions
CRCP performance is sensitive to construction
quality: bar placement, concrete material
uniformity, consolidation, curing, weather
conditions

CRCP Layers

CRC Pavement

CRC Pavement

Separation Layer

Separation Layer

Aggregate Base

Cement- or LimeTreated Base

Subgrade

Subgrade

Outline Constructing CRC Pavement

Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details

Outline Constructing CRC Pavement

Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details

Base/Subbase/Subgrade
CRCP performance
depends on
Support should be
uniform
Friction between base or
separation layer and slab:
friction forces develop due
to restraint of pavement slab
expansion/contraction

Base provides support for

control of grade, bar
placement & paving
Ensure grade, density &
surface meets specs

Steel Reinforcement

Materials
Support
Placement
Splicing/Lapping

Steel Reinforcement Materials

Deformed steel reinforcing
bars conforming to ASTM
A615/AASHTO M31
Grade 60 (metric grade 420),
yield strength 60,000 psi
Main bars are longitudinal
Bar sizes #4, #5, #6, #7 depending on slab thickness
& percent steel
Occasionally epoxy coated, if
in corrosive environment

Longitudinal Bars
Carry tensile stress that is transferred from concrete
Vertical placement affects performance: load transfer, crack width,
crack spacing, resistance to corrosion
Quantity of bars based on ratio of steel/concrete area, shown as %
Industry targets range from 0.60 to 0.80%
With these percentages stress in bars kept below of yield
strength
12 slab with #6 (Metric #19) bars at 5 o.c. = 28 bars = 0.73%
steel
8 slab with #5 (Metric #13) bars at 6 o.c. = 25 bars = 0.65% steel
Check for minimum Bond Area of 0.030 sq in. per cubic in. of
concrete. Source: FHWA "Technical Advisory Continuously Reinforced
Concrete Pavement T5040.14, June 5, 1990

Longitudinal Bars
Standard mill lengths are 60
Brought to jobsite in bundles
Bars should not have kinks or bends that may prevent
proper assembly, placement or performance

Transverse Bars
Most often placed first to support longitudinal
bars
Used as tie bars in multi-lane paving
Provide some restraint if longitudinal cracks
develop

Bar Placement
Manual Method:
seat bars on bar
supports prior to
concrete slip-forming
Common work-rate =
1000 lbs/manhour
Work-rate with TBAs
= 1300 lbs/manhour,
according to AHT
Mechanical Method
(out of favor): vibrate
into concrete during
concrete slip-forming

Bar Supports
Arrangement & spacing of supports is such that
bars are supported in proper position without
permanent deflections or displacement occurring
during paving (in excess of allowed tolerances)
Should have sufficient bearing at base to prevent
overturning & to avoid penetration into base
Should not impede placing & consolidation of
concrete
Welding of individual supports to transverse bars is
permitted

Individual Bar Supports

Continuous Bar Supports

Bar Placement

Size

Weight per 60, lbs

#4

40

#5

63

#6, shown

90

#7

123

Bar Placement

Typical horizontal
placement
tolerances +/-

Bar Placement

Longitudinal secured
by wire ties or clips
Welding longitudinal
bars to transverse
bars is not permitted

Lap Splices of Bars

Only applies to long.
bars
Splicing pattern
staggered or skewed to
avoid rebar/concrete
interference
Minimum lap length to
ensure sufficient load
transfer thru bond
development length
Splices secured with 3
tie wires

Outline Constructing CRC Pavement

Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details

Test Slab or Mock-Up

Test or Mock-up
Slabs

Pre-Paving Rebar Inspection

Inspect:
Depth & cover
Horizontal
placement
Lap lengths &
splice pattern
Tying of bars
Bar supports

Concrete Paving Daytime

Concrete Paving Nighttime

Steady Concrete Delivery

Concrete Delivery

Have a good truck haul plan:

Are truck routes well planned out?
Are at least 2 trucks waiting to avoid stops/starts?
Are biggest haul trucks being used to maintain continuity?

Concrete Delivery

Concrete Delivery
Concrete Placement

Concrete Vibrating

Maintain uniform concrete mix

Concrete Consolidating

Provide proper consolidation

Concrete Finishing
Concrete Finishing

Concrete Texturing
Concrete Curing

If the evaporation rate is too low,

then potential for long crack
spacing patterns exists
If the evaporation rate is too high,
then short crack spacing patterns
& reduced concrete strengths can
result

Joint Sawing

Only need to saw

a longitudinal joint

Inspection During Paving

Concrete materials testing
Slab thickness measurement
Longitudinal bar depth
measurement

Ambient Conditions During Paving

Understand effects of
changes in temperature,
wind, relative humidity,
etc., since they affect
concrete volume changes
Use FHWA Hiperpav to
evaluate changes in
ambient conditions or
materials at jobsite

CRCP Crack Formation

A crack will occur when & where concrete stress
exceeds tensile strength of concrete
In CRCP, most transverse cracks form at very early ages
before pavement is open to traffic
If concrete slab is assumed to be homogeneous, the
new crack will occur at midpoint between 2 previously
formed transverse cracks because maximum concrete
stress due to environmental loads occurs at the
midpoint
Because tensile strength of concrete is governed by
weakest element in it, however, variation exists in
concrete tensile strength from location to location

CS = crack spacing

Crack at 2 days
Edge, 12 CRCP

I-75 Tifton, Georgia, 2010

Hot Weather Paving

Texas: concrete temperature max. at 95 F, wetting of
base & rebar just in front of paver
Virginia: outside temperature max. 104 F
Illinois: concrete temperature max. at 95 F, whitewash
on asphalt base
Georgia: no extra measures taken
Australia NSW: Concrete Placing Concrete shall not be
placed when the air temperature in the shade is below
5 C or above 38 C. The temperature of the concrete
shall be neither less than 10 C nor more than 32 C

Outline Constructing CRC Pavement

Pavement Materials
Base/Subbase/Subgrade
Steel Reinforcement
Concrete
Paving Operation
Special Details

Transverse Construction Joints

Placed whenever paving
operations interrupted for
more than 30 minutes
Weak spot with no natural
aggregate interlock, rely
solely on longitudinal bars
for load transfer
Add additional bars thru
each side of joint
No lap splices near joint
Special manual concreting:
concern, especially at
corners

Transverse Construction Joints

Stabilize adjacent slab temp. if more

than 5 days elapse before
continuation to reduce potential high
tensile stresses in longitudinal bars
Accomplished by placing insulation
material on completed slab for
distance from free end for specified
time prior to placing new concrete

Bad construction joint (above);

bad construction joint repair

End Terminals Wide Flange

To accommodate
movement, use wide
flange (Burdell) joints

End Terminals Anchor Lugs

To resist movement, use
anchor lugs (rely on
resistance of soil; cannot be
used for cohesionless soils)
Anchor lug terminal consists
of 3-5 transverse reinforced
concrete lugs
Placed in subgrade prior
to pavement placement
Rebar extends up from
lugs to tie to pavement

Shoulders for CRCP

Shoulders with edge support (tied) minimal maintenance
Jointed plain concrete (OK, IL)
o Must be paved after CRCP mainline reaches satisfactory strength
o Keep tie bars within middle 1/3 of JPC panel, away from transverse joint;
use bondbreaker

Continuously reinforced concrete (TX, GA, AR, AZ)

o Same section as mainline

Shoulders without edge support requires maintenance

Roller-compacted concrete (GA)
Asphalt
Widened mainline slab (widened lane)
Usually with roller-compacted or asphalt shoulders (VA, GA,
IL ISTHA)
At least 13 feet wide, striped at 12 feet
Moves stresses due to loads away from slab edge

Shoulders for CRCP

FHWA Technical Advisory T5040.29 recommends that
shoulders be constructed of the same materials as the
mainline pavement to facilitate construction, improve
performance, and reduce maintenance costs
Benefit of CRCP shoulders:
Can be constructed with mainline lanes or
separately, in no special sequence
Can be used as a future travel lane
Recommended to offer alternate shoulder types to
contractors to price according to chosen construction
staging

Blockout for Utility Access

Construction Wrap-Up
Familiarization with unique CRCP aspects
Refer to Project specifications, special provisions,
Pavement Manual, Standard Drawings
Most important: bar placement, concrete
consolidation, curing
Transverse construction joint & end terminal
details
Recognition of effects of changes in ambient
conditions

CRCP Ready for 30+ Years

CRCP Ready for 40+ Years

Continuously Reinforced Concrete

Pavement (CRCP) Repairs
Jeffery Roesler
Associate Professor
University of Illinois at Urbana-Champaign
June 1, 2011

CRCP Repair and Rehabilitation

Distress Mechanisms
Temporary Patching
Asphalt full-depth repairs

Permanent Patching
Partial- and Full-Depth Repairs

Terminal Joint Repair

Rehabilitation
Overlays (AC or PCC)
Reconstruction

CRCP Repair and Restoration

Determine distress (type, extent, severity)
Repair isolated/localized areas of distress to
preserve pavement
Full-Depth Repair (FDR)
Partial-Depth Repair (PDR)

Prevent reoccurrence by delaying and/or

stopping deterioration
Retrofit w/ tied shoulders
Retrofit with edge drains

Restore ride quality, e.g., diamond grinding

or AC overlay

CRCP Distress Types

Punchout
Transverse crack deterioration
Moderate/high severity cracks
Spalling along cracks
Rebar corrosion, steel overstress/yielding
Localized distress: construction & terminals joint
Longitudinal and horizontal cracking
Plastic shrinkage cracks
Blowup
D-cracking & ASR
Existing patch repair deterioration

D-Cracked Concrete (Freeze-Thaw)

I-39 CRCP Photos (16 yr)

Spalling along Transverse Cracks

Aggregate shape &
bond with paste
Poor finishing,
curing
Infiltration of
incompressibles

Construction Joint Deterioration

Inadequate vibration
& consolidation
Inadequate
reinforcing details
across cold joint
Stabilize adjacent
slab temperature if
>5 days elapsed.

Longitudinal Cracking
Crack paralleling sawed centerline joint:
Caused by late sawing or loading slab before sawing

Crack in interior (center 8 ft) of lane:

Due to temp. stresses, base problems

Can lead to crack spalling, eventual faulting, &

infiltration of water causing further damage to
foundation

Horizontal Cracking
Punchout-like distress
with Y- & X-shaped
cracks forming
fishheads
Delamination occurring
at level of reinforcing
steel when at mid-slab
High reinforcement
amounts, difficulty in
consolidation
Shear stress in slabs has
parabolic distribution,
with highest stress at
mid-slab

Horizontal Cracking (Cont.)

CRCP Edge Punchouts

Common distress
Punchouts formation steps:
Shoulder-slab seal loss
Moisture infiltration leads to
erosion, loss of support
Erosion, loss of support
leads to slab edge deflection
under heavy traffic
Slab edge deflection leads to
longitudinal cracking
Transverse cracks
deteriorate & lose aggregate
interlock
Concrete breaks into blocks
Steel bars yield or rupture

CRCP Repair Basics for Success

Patch Timing
Deterioration extent
Restore support layer
Proper load transfer design & maintain
steel continuity
Quality of construction & repair materials
Curing & opening to traffic
Consider ambient conditions
Avoid crushing of patch concrete or
adjacent existing concrete

CRCP Full-Depth Repair

Purpose
Replace distressed concrete

oPunchouts
oDeteriorated transverse/longitudinal cracks
oLocalized distress
oBlow-ups
oD-cracking
oDeteriorated repairs
Prevent further deterioration of CRCP
Prepare for eventual resurfacing

Full-depth bituminous patches not recommended

Temporary repair

Full-depth patches with plain concrete

Rarely recommended

Full-Depth Repair Procedure

Define the patch area
Saw and remove the concrete
Prepare the patch area
Install reinforcement
Place and finish concrete
Cure the concrete
Open to traffic

National Guidelines for CRCP Repair

Minimum repair length
6 ft if rebar is tied/lap spliced
4 ft if rebar is mechanically-spliced or welded

Transverse cut should be perpendicular to

centerline
Cracks tend to cross skewed cuts
If not possible, cut along crack

Repairs should not be closer than 18 in.

Full width patches recommended
Minimum repair width 6 ft

Replace as single area

Full & Partial-Depth Sawcuts

Source:
NHI, 2001

CRCP Full-Depth Repair (Plan)

CRCP Full-Depth Repair (Profile)

Patch Reinforcing Steel Placement

Match existing rebar sizes
Connect to existing rebar
Tied lap splice, mechanical or welded splice

Provide support (chairs) to prevent bending

Provide minimum 2.5 inch concrete cover
Provide supplemental transverse rebar
Drilling & grouting some rebar into existing
concrete can be used to maintain continuity

Reinforcing Steel Placement

Source: NHI, 2001

Partial-Depth Repair
Repair for localized distress
that exist in upper 1/3 of slab
or surface
Retard future deterioration
Identify repair dimensions
Locate unsound concrete; area
extends beyond visible distress
Repairs are square or
rectangular
Min. dimensions of 100 x 300
mm (4 x 12 in.)

Remove concrete by sawing &

chipping to sound concrete
Clean repair area by
sandblasting or high-pressure
water blasting, followed by air
blowing

Illinois DOT Repair & Rehabilitation

Recommendations
Full-depth repair
NO partial-depth repair
Fiberglass fabric repair system
No longer used

Asphalt overlay
Concrete overlays of CRCP
Unbonded CRCP overlays

CRCP Patching Performance

Illinois DOT

Lap splices in patches

Tied splices >16 in. for #5 bar; 22 in. for #6 bar

Welded splices >8 in.

Patch length
Min 4.5ft (tied steel) and 3.0ft (welded)
18 inches from transverse crack

Full width patches (preferred)

Extra deep concrete patches (CRCP, subbase, subgrade)
Partial-depth patches for concrete
Dont use partial depth AC patches

Full-depth asphalt lasts 1 to 2 years

No steel patches didnt perform well esp. w/ D-cracking
Source: Darter et al., 1982

IDOT Study
CRCP Patch Performance
Conventional CRCP patch provided best
performance with:
Transverse reinforcement @ 12-in c-c

Slight improvement w/ steel fibers

Drilled Tie bar as anchorage for
longituidnal steel in CRCP patches
Didnt work well

Unsuccessful use of mechanical coupler

Source: Jenkins 1998

IDOT Patching Technique

Class A Patch

Source: IDOT

IDOT Patching Technique, cont

Class A Patch

Source: IDOT

IDOT Patching Technique, cont (2)

Class A Patch

Source: IDOT

IDOT Patching Technique, cont (3)

Class A Patch

Source: IDOT

SHRP2 Project R05

Precast reinforced panels used with slots
at top and bottom
Based on South Carolina DOT approach

Source: Tayabji, 2010

Other Restoration Methods

Diamond grinding
Lane-shoulder joint sealing
Shoulder repair
Tied shoulder or extended lane
AC shoulder repair

Pressure grouting and slab jacking

Subdrainage/retrofitted edge drains
Cathodic protection (?)
Cross-stitching longitudinal cracks

Repair of Expansion/Terminal Joints

Terminal joints accommodate movement
minimizing potential for damage to
adjacent structures
Deterioration of joint causes:
Spalling
Water Infiltration
Roughness

Terminal Joint Repair

Poor Section I-57/I-64 NB

Rehabilitation/Resurfacing
Rehabilitate to increase structural and functional
capacity
Rehabilitation when number of failures (i.e.
punchouts) exceed:
10 to 20 PO per mile (IDOT)
10 PO per mile (M-E PDG)

Pavement resurfacing to extend service life

Pavement has medium levels of distress
Preservation is no longer effective

Resurfacing and Reconstruction

Resurfacing methods
Bonded concrete overlay
Unbonded concrete overlay
oLong-term rehabilitation solution

HMA overlay over intact CRCP

oIncrease functional capacity and cost-effective

HMA overlay over rubblized CRCP

oRepairs pavements with high level of distresses

Unbonded CRCP (2002)

Clark County, IL
12 ft.

24 ft.

12 PCC
SHOULDERS

12 UNBONDED
CRCP OVERLAY

MILL OR OVERLAY TO GRADE LINE

BITUMINOUS OVERLAY
BITUMINOUS OVERLAY

BITUMINOUS
SHOULDER

8 CRCP
4 Asphalt BASE

6 ft.

12 PCC
SHOULD.

Proposed I-57 / I-64

Mt. Vernon (2011)

Mill existing HMA overlay

Rubblize existing 8-inch CRCP
Place 3-inch HMA interlayer
10.5-in. CRCP overlay w/ 0.7% steel

CRCP Repair / Rehabilitation

Summary
Full-Depth Repair
Patch size, bar continuity, support layer

Partial-Depth Repair less common

Asphalt patching minimal effectiveness
Overlay options
AC overlay of CRCP
AC overlay w/ Rubblization
CRCP Unbonded Overlay of Existing CRCP

Bibliography
Zollinger, D. G. and E. J. Barenberg, Continuously Reinforced Pavements:
Punchouts and other Distresses and Implications for Design, University of
Illinois and Illinois Department of Transportation, Report No. FHWA-IL-UI-227,
1990.
Hall, K. T., M. I. Darter, and W. M. Rexroad, Performance of Bare and Resurface
JRCP and CRCP on the Illinois Interstate Highway System-1991 Update,
University of Illinois and Illinois Department of Transportation, Report No.
FHWA-IL-UI-244, 1993.
Darter, M. I., T. L. Barnett, and D. J. Morrill, Repair and Preventative
Maintenance Procedures for Continuously Reinforced Concret Pavement,
University of Illinois and Illinois Department of Transportation, Report No.
FHWA-IL-UI-191, 1982.
Construction Handbook on PCC Pavement Rehabilitation, Federal Highway
Administration, US Department of Transportation, January 1984.
Resurfacing of D-cracked CRC Pavements, Construction Memorandum No. 9559, Bureau of Materials and Physical Research, Illinois Department of
Transportation, January, 1995.
Talley, A., The Dan Ryan Expressway: A look back (and forward) at the CRCP
that works, Long Life Concrete Pavements Conference, 2006.

Bibliography (Cont.)
Pava, J. D., Performance Monitoring of Mechanistically-Designed
Pavements, , Bureau of Materials and Physical Research, Illinois
Department of Transportation, Report No. FHWA-IL-PRR-159, 2011.
Jenkins, P. F., Design, Construction, and Analysis of CRCP Patching
Techniques, , Bureau of Materials and Physical Research, Illinois
Department of Transportation, Report No. FHWA-IL-PRR-124, 1998.
Tayabji, S., Jointed Full-depth Repair Of Continuously Reinforced Concrete
Pavements, FHWA ACPT Techbrief.
"Unbonded Concrete Overlay - Pavement Interactive." Welcome to
Pavement Interactive! - Pavement Interactive. 30 May 2011
<http://pavementinteractive.org/index.php?title=Unbonded_Concrete_O
verlay>.
Lenz, R. W., Pavement Design Guide, Texas Department of
Transportation, 2011.
Edward , R. Harrington, William E. Uffner, and Richard T. Janicki.
"Chemically Modified High Oil Asphalt - Owens-Corning Fiberglas
Corporation." Patent Searching and Invention Patenting Information. Web.
30 May 2011. <http://www.freepatentsonline.com/4485145.html>.