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In the fall of 1984, the Kansas Department of Transportation constructed a project involving cracking, seating, and overlaying a portland cement concrete pavement. The project is located in Wyandotte County on K-7 highway, north of K-32. This project is on the west side of the Kansas City metropolitan area. Eight experimental sections and one control section were stipulated for this project. One section of regular construction was selected for the control section. Four of the eight test sections were designated to be cracked at 0.9 m (3 ft) centers, and the other four were cracked at 1.5 m (5 ft) centers. One half of each spacing pattern was saw cut at the quarter points of the 18.7 m (61.5 ft) panels [approximately 4.6 m (15 ft) spacing, minimum 127 mm (5 in.) deep, maximum 13 mm (0.5 in.) wide] prior to cracking. Four sections had minimal joint repair; four had normal joint patching. There have been no easy determinants as to why the transverse cracking is low in some sections, and high in others. In some years it appears to be one factor, but the next year the factor has appeared to change. After 10 years there is no difference attributable to the cracking spacing, probably because both spacings are too large to adequately distribute the thermal movements. Slightly better performance was noted in sections that have minimal joint patching. More recent projects have used rubblizing as a rehabilitation technique. These have not shown significantly better performance than the cracking method. More investigation needs to be done to quantify the effect of various components that are used in this technique.
Paper 1 evaluates the use of welded wire fabric reinforcement to alleviate rutting and/or shoving of pavement at intersections, and compares the effectiveness of extra thickness of asphaltic concrete overlays over portland cement concrete vs the use of welded wire reinforcement in the asphaltic concrete overlay to control reflection cracking in the asphaltic concrete surface. Paper 2 concerns a method of controlling reflection cracks in bituminous concrete overlays over the transverse joints of rigid pavements. Paper 3 concerns the experiences in district no. 4 of the New York State Department of Public Works with the salvage and restoration of old concrete pavements. Paper 4: Maintenance programs during the first 8 years of commercial airline operation at Willow Run Airfield are described.
This book gathers peer-reviewed contributions presented at the International Conference on Structural Engineering and Construction Management (SECON’21), held on 12-15 May 2021. The meeting served as a fertile platform for discussion, sharing sound knowledge and introducing novel ideas on issues related to sustainable construction and design for the future. The respective contributions address various aspects of numerical modeling and simulation in structural engineering, structural dynamics and earthquake engineering, advanced analysis and design of foundations, BIM, building energy management, and technical project management. Accordingly, the book offers a valuable, up-to-date tool and essential overview of the subject for scientists and practitioners alike, and will inspire further investigations and research.
This report encompasses the results of a literature search, a survey of state highway departments, and an on-site field inspection of techniques used by state and federal agencies to control reflection cracking in asphaltic concrete overlays principally on portland cement concrete pavements. Procedures were generally for the purpose of isolating the overlay from the effect of movement in the underlying pavement or reinforcing the overlay. These procedures are made more effective by measures designed to prevent or minimize the underlying pavement movement. The methods found helpful in reducing reflection cracking include wire mesh reinforcement in the asphaltic concrete (AC) overlay; use of bond-breakers between the portland cement concrete (PCC) and the AC overlay; addition of an aggregate base course over the PCC followed by an AC overlay; pretreatment of the old PCC, such as mudjacking, subsealing, or cracking the old pavement by heavy rolling or with a hydraulic or pneumatic hammer; use of additives and other modifications in the AC composition. Many of the test installations inspected are 3 to 13 years old and in good to excellent condition. Normally, when using regular AC overlay procedures, reflection cracking begins to show up within 1 year or season cycle and cracks are larger than when special techniques are used. Results of the study indicate that there is no known 100% effective method for eliminating reflection cracking. Overall, a number of techniques have substantially delayed serious transverse reflection cracking, appear to have reduced longitudinal reflection cracking at pavement widening joints, and have reduced maintenance considerably. (Author).