Precast Concrete Pavement

PRECAST CONCRETE PAVEMENT
CHAPTER-1 INTRODUCTION
1.1 PRECAST CONCRETE PAVEMENT
Precast concrete is a form of construction, where concrete is cast in a reusable mould or "form" which is then cured in a controlled environment, transported to the construction site and lifted into place. In contrast, standard concrete is poured into site specific forms and cured on site. Precast stone is distinguished from precast concrete by using a fine aggregate in the mixture so the final product approaches the appearance of naturally occurring rock or stone. Precast pavement technology comprises new and innovative construction methods that can be used to meet the need for rapid pavement repair and construction. Precast pavement components are fabricated or assembled off-site, transported to the project site, and installed on a prepared foundation (existing pavement or re-graded foundation). The system components require minimal field curing time to achieve strength before opening to traffic. These systems are primarily used for rapid repair, rehabilitation, and reconstruction of both asphalt and portland cement concrete (PCC) pavements in high-volume-traffic roadways. The precast technology can be used for intermittent repairs or full-scale, continuous rehabilitation. In intermittent repair of PCC pavement, isolated full-depth repairs at joints and cracks or full-panel replacements are conducted using precast concrete panels. The repairs are typically full-lane width. The process is similar for full-depth repairs and full-panel replacement. Key features of this application are slab panel seating and load transfer at joints. Use of precast concrete pavements for reconstruction and rehabilitation is a very viable alternative to conventional cast-in-place concrete pavement construction, especially in situations where high traffic volumes and consideration of the delay costs to users due to lane closures favor reconstruction and rehabilitation solutions that allow expedited opening to traffic. Precast concrete also offers the advantage of being factory made in a more controlled environment than cast-in-place construction and thus is potentially more durable and less susceptible to construction and material variability.
Dept of Highway Technology, DSCE
Page 1
1.2 PAVEMENT TYPES

Hard surfaced pavements are typically categorized into flexible and rigid pavements:
1.2.1 FLEXIBLE PAVEMENTS:

Those which are surfaced with bituminous (or asphalt) materials. These types of pavements are called "flexible" since the total pavement structure "bends" or "deflects" due to traffic loads. A flexible pavement structure is generally composed of several layers of materials which can accommodate this "flexing".
1.2.2 RIGID PAVEMENTS:

Those which are surfaced with portland cement concrete (PCC). These types of pavements are called "rigid" because they are substantially stiffer than flexible pavements due to PCC's high stiffness. Each of these pavement types distributes load over the subgrade in a different fashion. Rigid pavement, because of PCC's high stiffness, tends to distribute the load over a relatively wide area of subgrade. The concrete slab itself supplies most of a rigid pavement's structural capacity. Flexible pavement uses more flexible surface course and distributes loads over a smaller area. It relies on a combination of layers for transmitting load to the subgrade. This Guide focuses on flexible pavements. In general, both flexible and rigid pavements can be designed for long life (e.g., in excess of 30 years) with only minimal maintenance. Both types have been used for just about every classification of road. Certainly there are many different reasons for choosing one type of pavement or the other, some practical, some economical, and some political.
Page 2
1.3 BENEFITS OF PRECAST PRESTRESSED CONCRETE PAVEMENT

1.3.1 FASTER CONSTRUCTION: What do we mean by faster construction? We're not necessarily talking about how fast the pavement can be constructed, but rather how fast it can be opened to traffic. Conventional cast-in-place pavement requires several days of additional curing time after the concrete is placed before it is strong enough to withstand traffic loading. While "fast-setting" concrete mixtures have been developed for this purpose, these can be cost-prohibitive for large-scale pavement construction. 1.3.2 REDUCED USER DELAY COSTS: What are user delay costs? These are costs to the drivers of the roadway that are directly attributable to congestion caused by construction activities. Increased fuel consumption, lost work time, increased vehicle wear and tear, and increased air pollution are just a few of these costs. The savings in user delay costs realized through limiting construction to only off-peak travel times (at night or over a weekend) can be substantial. This is where the primary economic benefit of precast pavement will be realized.
1.3.3 IMPROVED DURABILITY AND PERFORMANCE: Precast concrete has a proven track record as a durable high-performance product for bridge and commercial building construction. This is the result of a high degree of quality control that can be achieved at a precast fabrication plant. High strength, low permeability concrete mixtures with a low water-cement ratio and uniform aggregate gradation are used routinely by precast fabrication plants. At most plants concrete batching and quality control is done on-site and the concrete is transported only a short distance from the batch plant to the forms, minimizing changes in concrete properties between the mixing and placing operations. What's more, precast fabrication plants offer tremendous flexibility over the curing operation. Precast concrete elements can be fabricated indoors, they can be wet-mat cured, steam cured, and curing can be maintained as long as necessary after casting. Problems that can plague cast-in-place pavement construction such as surface strength loss, "built-in" curling, and inadequate air entrainment, can all be eliminated with precast concrete
Page 3
1.3.4 WHY PRESTRESSED PRECAST PAVEMENT? Prestressing has a proven track record for enhancing the performance and durability of concrete structures. And though it has seen very limited use in pavements, there are clearly benefits of prestressed concrete pavement, such as... 1.3.5 REDUCED CRACKING: While conventional pavements are "designed" to crack at specific locations or at regular intervals, in general cracking is not desirable. Cracks can spall, they can permit water to penetrate the underlying base, they can fault, and they can eventually lead to severe pavement failures such as punch outs. Prestressing helps to minimize or even eliminate cracking. By putting a pavement in compression there is less likelihood of cracking due to tensile stresses. What's more, the so-called "elasto-plastic" behavior of prestressed concrete will help keep any cracks that do form tightly closed. 1.3.6 REDUCED SLAB THICKNESS: While the underlying pavement structure is also a factor, the primary controlling factor in pavement thickness design is the magnitude and number of wheel load repetitions on the pavement over its expected design life. For a given pavement support structure and a given wheel load, tensile stresses in a thinner pavement will be higher than those in a thicker pavement. These higher stresses wear out or fatigue a concrete pavement faster. Prestressing can be used to reduce the tensile stresses in a thinner pavement slab to those of a much thicker pavement slab, increasing the design life of the pavement. 1.3.7 BRIDGING CAPABILITY: Prestressing gives the pavement a certain "bridging" capability that permits the pavement slab to span small voids and "soft" base materials beneath the pavement. This is critical for pavement removal and replacement operations that are limited to short (overnight) construction windows when it is often not possible to recondition or replace the underlying base material.
Page 4
CHAPTER-2 PRECAST PAVEMENT CONCEPT
The basic precast prestressed pavement concept consists of a series of individual precast panels that are post-tensioned together in the longitudinal direction after installation on site. Each panel can be pretensioned in the transverse direction (long axis of the panel) during fabrication, and ducts for longitudinal post-tensioning are cast into each of the panels. The basic features (typical) of the PPCP system are as follows: 1. Panel size: up to 38 ft (11.6 m) wide, typically 10 ft (3 m) long, and 7 to 8 in. (178 to 203 mm) thick (or as per design). 2. Panel types: a. Base, joint, and central stressing panels (as originally developed). b. Base and joint stressing panels (as installed at a demonstration project in Missouri). 3. Tongue-and-groove transverse epoxied joints. 4. Post-tensioning details: a. 0.6-in. (15 mm) diameter 7-wire monostrand tendons typically spaced at 24 in. (600 mm). b. Tendon load: 75 percent of ultimate tendon load, typically. c. Prestress force: sufficient to ensure about 150 to 200 lbf/in2 (1.0 to 1.4 MPa) residual prestress at the mid-point of each series of prestressed panels. d. Grouted post-tensioning ducts. 5. Expansion joint spacing: ~ 250 ft (76 m), typically. 6. Base type: a. Hot-mix asphalt concrete base with polyethylene sheet over base or asphalt concrete interlayer in the case of an overlay application. b. Permeable base (as used in the Missouri demonstration project). c. Lean concrete base (as used in the California demonstration project). d. Aggregate base (as used in the Iowa demonstration project). 7. Injection of bedding grout to firmly seat panels (after post-tensioning).
Page 5
Figure 2.1. Cross section of the precast panels
Figure 2.2. PPCP design details and panel types. Figure 2.2 illustrates the design concept underlying this precast pavement technology. The base panels make up the majority of the post-tensioned pavement section and are placed between the joint panels and central stressing panels, if used. All of the panels have continuous tongue-and-groove keyways along the transverse face of the panels (see figure 2.3). The joint panels are located at the ends of each post-tensioned section of pavement. The joint panels contain dowelled expansion joints that allow the expansion and contraction movements of the post-tensioned section. The joint panels also contain the post-tensioning anchorage for the longitudinal post-tensioning tendons. The anchors are cast into the joint panels on either side of the expansion joint. Block outs or pockets cast into the joint panels provide access to the post-tensioning anchors. Figure 2.4 shows the placement of a panel on a prepared base. Dept of Highway Technology, DSCE Page 6
Figure 2.3. Tongue-and-groove keyway.
Figure 2.4. PPCP panel being placed over polyethylene sheet placed over a base.
When the central stressing panels are used, the post-tensioning strands are fed into the ducts at the large block outs cast into the central stressing panels. Strands are fed in either direction from each block out down to the anchors in the joint panels. The strands from either side of the block out are then coupled together and tensioned. The post-tensioning can also be applied at the joint panels without use of the central stressing panels.
2.1 PANEL ASSEMBLY:

The basic precast prestressed pavement concept consists of a series of individual precast panels that are post-tensioned together in the longitudinal direction after installation on site. Each of the panels are pretensioned in the transverse direction (long axis of the panel) during fabrication, and ducts for longitudinal post-tensioning are cast into each of the panels. The basic panel layout consists of three types of panels.
Page 7
2.2 BASE PANELS:

Base panels make up the majority of the post-tensioned pavement section and are placed between the joint panels and central stressing panels. All of the panels have continuous tongue and groove keyways along the edges of the panels. The pretensioning strands extend along the length (long axis) of the panels, and the post-tensioning ducts are oriented across the width (short axis) of the panels.
Figure 2.5. Base Panel
2.3 JOINT PANELS:

The joint panels are located at the ends of each post-tensioned section of pavement. The joint panels contain dowelled expansion joints which "absorb" the expansion and contraction movements of the post-tensioned section. Each half of the joint panel is tied to the panels on either side of the actual expansion joint. The joint panels also contain the posttensioning anchorage for the longitudinal post-tensioning tendons. The anchors are cast into the joint panels on either side of the expansion joint. Block outs or pockets cast into the joint panels provide access to the post-tensioning anchors.
Page 8
2.4 CENTRAL STRESSING PANELS:

Post-tensioning is completed at the central stressing panels. The post-tensioning strands are fed into the ducts at the large block outs cast into the central stressing panels. Strands are fed in either direction from each block out down to the anchors in the joint panels. The strands from either side of the block out are then coupled together and tensioned.
Figure 2.6. Joint Panels
2.5 PANEL JOINTS:

As described above, tongue and groove keyways are cast into the edges of the precast panels. These keyways help ensure vertical alignment between panels as the panels are installed. The keyways also provide temporary load transfer between panels prior to posttensioning. It should be noted that the panels are not match-cast. The tolerances of the keyway dimensions are such that the panels can be fabricated on a long-line casting bed without the need to match-cast. What's more, match-casting requires the panels to be installed in a very specific sequence, whereas "standard" panels can be utilized for long-line fabrication.
Page 9
A highly viscous epoxy is normally applied to the keyways prior to assembling the panels. The epoxy acts as a lubricant during panel installation and also seals the joints between panels to prevent the intrusion of water and incompressibles. The epoxy also bonds the panels together so that they act as a continuous slab after post-tensioning.
Figure 2.7 Panel Joints
2.6 EXPANSION JOINTS:

As described above, the joint panels contain the expansion joints at the end of each post-tensioned section of pavement. Up to four inches of movement can be expected at the expansion joints, so they must be robust and able to withstand repeated heavy wheel loading. Both armored joints (similar to those used for bridge decks) and plain dowelled joints have been utilized on projects to date. The type of joint will depend on the expected traffic loading and movement of the pavement slab. Regardless of the type of joint used, dowels across the joint are essential for providing load transfer.
CHAPTER-3
Dept of Highway Technology, DSCE Page 10
PANEL FABRICATION
3.1 PROCEDURE
The precast panels are fabricated at an established precast plant, preferably as close as possible to the installation site. For larger jobs, particularly in remote locations, it may be possible to set up a temporary precast bed near the jobsite. The concrete mixtures used are similar to those utilized for other precast prestressed elements and are not be restricted to "paving" mixtures. Steam curing, wet mat curing, or membrane curing are all options for precast pavement panels. The panels were fabricated on a wide flat steel casting table which was long enough to produce up to two panels end to end. Steel sideforms and bulkheads were custom made for the panels. The pretensioning strands extended through both panels, anchored at bulkheads at either end of the self-stressing casting bed. Bulkheads between the precast panels, bolted down to the casting bed, were used to hold the pretensioning strands at the proper elevation at the ends of the precast panels. Steel chairs were used to harp the strands within the precast panels to match the strand profile provided in the panel detail drawings. Figure.8 shows the forms as the pretensioning strands are threaded through the forms. In general, two base panels were cast each day. Panels were normally stripped from the forms in the morning and the bed was cleaned and set up for an afternoon pour. Joint panels required additional form set-up time due to the anchor blockouts and additional reinforcement and post- tensioning anchors. Joint panels were each cast in two halves on separate days. A separate sideform was used to hold the dowel bars in place and form the recess for the header material at the expansion joint. The first half of the joint panel was cast and steam cured, but the pretensioning strands were not released until after the second half had been subsequently cast and cured.
3.2 PANEL TREATMENT

3.2.1 REINFORCMENT
Minimal mild-steel (non-prestressed) reinforcement was provided in the base panels. As the panel detail drawings in the Appendix show, only perimeter steel at the top and bottom of the panel was provided for the base panels. Joint panels also had perimeter steel, but were heavily reinforced with stirrups around the stressing pockets and post-tensioning anchors. Epoxy-coated grade 60 No. 4 deformed bars were specified for all non-prestressed reinforcement. For the joint panels abutting the existing cast-inplace pavement, the half of the panel not post-tensioned was reinforced with mild steel in the longitudinal direction. No. 6 epoxy-coated reinforcing bars spaced at 200 mm (8 inches) on center provided approximately 0.65 percent steel for this portion of the precast panel. Figure 3.1 shows the reinforcement for the non-post-tensioned half of a joint panel prior to concrete placement.
Figure 3.1. Reinforcement for the non-post-tensioned joint panel.
3.2.2 PRETENSIONING
Page 12
All pretensioning steel was 13 mm (0.5 inch) diameter, Grade 270 low relaxation 7wire strand. For the base panels, eight strands were required. The strands were spaced evenly across the width of the base panels and alternated above and below the posttensioning ducts to minimize any prestress eccentricity. For the joint panels, the pretensioning strands were concentrated in the outer edges and along the expansion joint to avoid crossing through the post-tensioning blockouts. Twelve strands were specified for the joint panels for to provide additional flexural strength for handling panels with posttensioning blockouts. For both the base panels and joint panels, the strands were maintained at a constant depth over the portion of the panel which was 200 mm (8 inches) or thicker (traffic lanes). However, in the shoulder regions of the panels, it was necessary to harp the strands slightly to follow the top surface of the panels. It should be noted that the pretensioning strands were only tensioned to 75 percent of their ultimate strength, rather than 80 percent assumed during the design process. While this will reduce the effective prestress in the panels, the lump-sum prestress loss assumed in the design calculations is likely very conservative anyway. Based on actual lifting and handling of the precast panels, the pretensioning level was clearly adequate to prevent cracking
3.2.3 POST-TENSIONING
Monostrand post-tensioning ducts with an inside diameter of 23 mm (0.9 inches) were used for the longitudinal post-tensioning tendons. The ducts were developed specifically for monostrand post-tensioning and are made of corrosion-proof polyethylene material. The ducts are ideal for monostrand bonded tendons, with ribs to facilitate bond with the concrete and two continuous channels along the length of the duct to facilitate the flow of grout. The ducts are flexible and required adequate chairing and the use of bar stiffeners inserted in the ducts during concrete placement to prevent sagging and bowing of the duct under the mass of fresh concrete.
Encapsulated monostrand anchors were used for the post-tensioning anchors. The anchors were cast into the joint panels and bolted to the post-tensioning blockout formers. Dept of Highway Technology, DSCE Page 13
Grout ports were located just in front of the anchors and in every 5th base panel along the length of each post- tensioned section of pavement. Trumpeted openings and recesses for the foam gaskets were formed at the ends of the post-tensioning ducts in each panel using machined steel recess formers. Figure 3.2 shows the post-tensioning duct, anchor, and blockout former used in the joint panels.
Figure 3.2. Post-tensioning duct, anchor, and blockout former in a joint panel.
3.2.4 CONCRETE PLACEMENT, FINISHING, AND CURING
Page 14
The concrete mixture was transported from the batch plant to the forms. Concrete was placed in the forms in two lifts; the first filling the forms to the level of the posttensioning ducts, and the second, immediately following the first, filling the forms to the top surface. The flowable nature of the mixture required only minimal vibration to consolidate the concrete around the reinforcement, ducts, and blockouts. A hand screed was used to initially strike off the concrete surface, flowed by a vibratory screed to achieve a uniform, smooth surface. An intermediate curing compound was sprayed over the surface between the hand screed and vibratory screed to minimize moisture loss from the large surface area of the fresh concrete. Immediately following the vibratory screed, a light broom texture was applied along the length of the panels (transverse to the direction of traffic flow). A carpet drag texture was specified in the original Job Special Provisions, but was changed to a broom finish after problems were experienced with the carpet drag. Figure 3.3 show the screeding and texturing operations. .
Figure 3.3. Application of the light texture to the panel surface.
After application of the surface textures,the panels were covered with tarps and steam cured overnight. The steam was generally turned off by 5 am at which time strength Dept of Highway Technology, DSCE Page 15
was checked. If the strength was adequate for release, the tarps were removed and the pretensioning strands de-tensioned. If strength was not adequate, the steam was turned back on for 1-2 hours until adequate strength had been achieved. While steam curing was used to achieve the necessary release strength overnight, some additional form of curing on the top surface and sides of the panels was required for a minimum of 72 hours after concrete placement or until the 28-day strength had been achieved. This requirement was satisfied by covering the panels with wet burlap and plastic sheeting for an additional 24 hours after they were moved from the forms to the storage area, as shown in Figure 3.4.
Figure 3.4. Curing and Storage.
CHAPTER-4 PAVEMENT CONSTRUCTION

4.1 BASE PREPARATION

The reconstructed base beneath the PPCP section consisted of 100 mm (4 inches) of permeable asphalt treated base over 100 mm (4 inches) of dense graded granular base. To better ensure that the precast panels would be properly supported and the polyethylene sheeting used as friction-reducing material beneath the precast panels was rolled out just prior to placement of each panel. Figure show the construction of the permeable base and the final surface.
Figure 4.1. Construction of the permeable asphalt treated base.
4.2 PANEL INSTALLATION 4.2.3 TRANSPORTATION AND STAGING

Delivery of the precast panels to the site is a critical aspect of the installation process. Enough delivery trucks must be available to meet the required installation rate. Care must be taken during the delivery process to ensure that the panels are not damaged in any way during shipment The panels were transported to the job site on flat bed tractor trailers truck. The crawler crane used for panel installation was positioned on the base in front of the panel installation. Panel delivery trucks lined up on the existing pavement south of the project, then pulled onto the shoulder next to the PPCP section where the crane picked the panels off the truck and lowered them into place, as shown in Figure 4.2.
Figure 4.2. Staging of delivery trucks and the installation crane.
4.3 INSTALLATION PROCEDURE

Prior to lifting each panel from the delivery truck, epoxy (segmental bridge adhesive) was applied to the mating faces of the panels, and the compressible foam gaskets were Dept of Highway Technology, DSCE Page 18
installed in the recess around each post-tensioning duct on the recessed keyway side of the panel. After the polyethylene sheeting was rolled out each panel was installed. In general, two precast panels were installed before moving the crane. A laser was used to align the precast panels to the centerline of the pavement. The laser was set on the panels already in place and aligned to nail heads marking the pavement centerline, pre- surveyed into the base. An alignment guide was installed in the post-tensioning duct at the centerline of each precast panel, and aligned the laser. Figure 36 shows the alignment laser and the alignment guide installed in a panel.
After two consecutive panels were installed, two temporary post-tensioning strands, located approximately at the quarter points, were fed through the panels. Post-tensioning rams were then used to temporarily post-tension the panels together from the face of the newly installed panels.
Figure 4.3. Laser and alignment guide used to align the precast panels.
4.4 POST- TENSIONING 4.4.1 STRAND INSTALLATION
Page 19
After all of the panels for each section were installed, the final longitudinal posttensioning strands were inserted into the ducts from the stressing pockets in the joint panels and threaded through all of the panels to the stressing pockets at the opposite end of the section. A mechanical strand pusher was used to feed the strands through the panels.
5.4.2 TENDON STRESSING

Final longitudinal post-tensioning was completed from the stressing pockets in the joint panels using stressing rams with a banana nose attachment. The banana nose permitted the ram to protrude from the pockets in the precast panels, minimizing the required size of the pockets. Two tendons were stressed simultaneously; tendons were stressed to 80 percent of the ultimate strength of the strand.one on either side of the pavement centerline (Figure.15). Stressing began with two tendons near the pavement centerline and progressed outward towards the outside edges of the pavement.
Figure 4.4. Final longitudinal post-tensioning using two post-tensioning rams.
4.4.3 EXPANSION JOINTS

As described above, the joint panels contain the expansion joints at the end of each post-tensioned section of pavement. Up to four inches of movement can be expected at the expansion joints, so they must be robust and able to withstand repeated heavy wheel loading. Dept of Highway Technology, DSCE Page 20
Both armored joints (similar to those used for bridge decks) and plain dowelled joints have been utilized on projects to date. The type of joint will depend on the expected traffic loading and movement of the pavement slab. Regardless of the type of joint used, dowels across the joint are essential for providing load transfer.
4.4.4 FILLING POCKETS

After completion of final longitudinal post-tensioning, the stressing pockets and midslab anchor sleeves were filled and finished flush with the pavement surface using a pea gravel concrete mixture. Subsequent diamond grinding of the pavement surface removed any roughness associated with the stressing pockets.
4.5 TENDON GROUTING

Grouting of the post-tensioning tendons was essentially the final step in the construction process, and was completed following post-tensioning and filling of the stressing pockets. The post-tensioning system used for precast prestressed pavement is a bonded post-tensioning system. Grouting not only provides an additional layer of corrosion protection for the post-tensioning strands, but also bonds the tendons to the pavement so that if it is necessary to remove a precast panel at a later time, the post-tensioning system will remain intact. In addition to tendon grouting, underslab grouting may also be required to fill any voids beneath the pavement. Grout ports can either be cast into the panels or drilled on site. Underslab grouting is essentially a "gravity" fed process as applying pressure can actually lift the pavement.
Similarly to post-tensioning, grouting can be completed during a subsequent construction operation if time constraints do not permit grouting immediately following panel placement. Grouting should not be completed, however, until all post-tensioning tendons are stressed and the pockets in the joint panels are filled.
Page 21
4.6 DIAMOND GRINDING

Diamond grinding to meet Interstate Highway smoothness requirements was expected. While the finished pavement surface was smooth enough to open to traffic if necessary, it did not meet smoothness specifications for concrete pavement. Diamond grinding was used to bring the pavement surface back into specification. No major surface repairs were required for the finished pavement. While a number of minor spalls were observed at the joints between panels, diamond grinding removed many of these spalls. Deeper spalls will be monitored over time so that repairs can be made if needed.
Figure 4.5. Final pavement surface after diamond grinding.
4.7 OPEN TO TRAFFIC:

Precast pavement can be opened to traffic as soon as the panels are installed. Posttensioning and grouting operations can be completed during a subsequent operation if necessary. The surface will be smooth enough to open to traffic and can be diamond ground during a subsequent operation if necessary. Dept of Highway Technology, DSCE Page 22
4.8 RECOMMENDATIONS FOR FUTURE CONSTRUCTION

This demonstration project showed once again the adaption of PPCP technology to specific project needs. Future projects should focus on applying PPCP technology under circumstances where lane closures for construction are severely limited, such as busy urban corridors. This type of project will require very careful planning and preparation to ensure that none of the issues encountered on this initial demonstration project will occur during short construction window projects.
Figure 4.6. Finished precast pavement after opening to traffic.
CHAPTER-5 CASE STUDIES

CASE STUDY-1
Page 23
5.1 THE TEXAS PILOT PROJECT
Figure 5.1 Georgetown PPCP project layout. The first PPCP project was constructed in Georgetown, Texas, during 2001 (Merritt 2001). Texas DOT placed approximately 2,300 ft (700 m) of two-lane pavement (plus shoulders) on the frontage road along I-35. The project layout and panel sy stems used are shown in figure 6.1. The project details are as follows: Constructed: Fall 2001 Project location: Northbound I-35 frontage road near Georgetown, Texas Project length: 2,300 ft (701 m) (2 lanes plus shoulders) Panel dimensions: 10 ft x 36 ft (3.1 m x 11.0 m), 10 ft x 20 ft (3.1 m x 6.1 m), and 10 ft x 16 ft (3 m x 4.9 m)
Panel thickness: 8 in. (200 mm) Number of panels: 339
Page 24
Number of post-tensioned sections: 7 at 250 ft (76.2 m), 1 at 225 ft (68.6 m), 1 at 325 ft (99.1 m) Panel installation rate: 25 panels/6 hours Features: Both full-width and partial-width construction. Project was the first application of precast prestressed concrete pavement on a large scale. For this project, it was decided to use both full-width (36 ft [11 m]) and partial-width (16 ft and 20 ft [5 m and 6 m]) panels for the frontage road to test the concept for partialwidth panel construction. The partial-width panels were tied together transversely through post-tensioning with an additional post-tensioning duct cast into each of the partial-width panels. The precast, pretensioned panels were placed over a well-finished hot-mix asphalt leveling course overlain with polyethylene sheets and then post-tensioned together in the longitudinal direction. The tongue-and-groove connection at the transverse joints ensured satisfactory vertical alignment during installation. As the contractor became more familiar with the construction process, approximately 25 panelsequaling 250 ft (76 m) of pavementwere installed Figure 5.1 Georgetown PPCP project layout. in a 6-hour period. Texas DOT found that post-tensioning, completed after the panels were installed, generally took just a few hours for each section of pavement. Aside from demonstrating the efficacy of placing the slabs on grade, the Georgetown project demonstrated the viability of post-tensioning the panels together in place. The project also showed that match-casting, which is commonly used for precast segmental bridge construction, was not required to ensure a tight fit between panels and to align the post-tensioning ducts. Because match casting is not necessary, the manufacturer can fabricate the panels faster, and shipment and installation are simplified. The Georgetown pilot project presented many challenges for precast pavement implementation (Merritt 2001). The most difficult aspect of the project was considered to be the meshing of precast concrete and concrete pavement specifications. This required flexibility on the part of both the precast supplier and Texas DOT. This pilot project also represented unknown territory for the contractor, precast supplier, and Texas DOT. Flexibility and a willingness to develop new techniques on the part of all parties Dept of Highway Technology, DSCE Page 25
were essential for the success of this project. After almost 7 years (as of November 2008), the project is performing well and no maintenance-related issues have been reported.
Figure 5.2. Installation of the precast prestressed concrete pavement system in Georgetown, Texas.
CASE STUDY-2 6.2 THE CALIFORNIA DEMONSTRATION PROJECT
Page 26
The Caltrans demonstration project used the PPCP system as a part of the widening project on I-10 to provide high-occupancy vehicle lanes and reduce traffic congestion. Most of the construction work was completed at night. The construction added 27 ft (8 m) of traffic lanes and 10 ft (3 m) of shoulder to the existing lanes on the eastbound direction. The project details are as follows: Constructed: April 2004 Project location: Eastbound I-10, El Monte, California Project length: 248 ft (76 m) (2 lanes plus shoulder) Panel dimensions: 8 ft x 37 ft (2.4 x 11.3 m) Panel thickness: 10 to 13 in. (254 to 330 mm) Number of panels: 31 Number of post-tensioned sections: 2 at 124 ft (37.8 m) Panel installation rate: 15 panels/3 hours Features: Nighttime construction. Change in cross slope cast into the panel surface. Photographs of the installation are shown in Figure 6. The project was located on a section of the Interstate that had no change in vertical curvature and very minimal horizontal curvature. The longitudinal geometry of the pavement was simple, but the pavement cross section was more complex, with a change in cross slope from 1.5 percent in the traffic lanes to 5 percent in the shoulders, which required variable thickness in the panel.
CASE STUDY-3 6.3 THE MISSOURI DEMONSTRATION PROJECT:
Page 27
The Missouri DOT evaluated the feasibility of using the PPCP as an alternative solution for rapid pavement construction and rehabilitation. The project details are as follows: Completed: December 2005 Project location: Northbound I-57 near Sikeston, Missouri (~ 10 mi (16 km) north of I-55/I-57 interchange) Project length: 1,010 ft (307.9 m) (2 lanes plus shoulders) Panel dimensions: 10 ft x 38 ft (3.0 m x 11.6 m) Panel thickness: 5.7511 in. (146280 mm) Number of panels: 101 Number of post-tensioned sections: 4 at 250 ft (76.2 m) Panel installation rate: 12 panels/6 hours Features: Pavement crown cast into the panel surface. Non continuous keyways between panels The existing pavement was a jointed reinforced concrete pavement with 61.5-ft (18.8 m) joint spacing. The cross section consisted of an 8-in. (203 mm) slab resting on a 4-in. (102 mm) granular base. The new PCPP cross section consists of a concrete slab of variable thickness ranging from 10.9 in. (275 mm) at the peak crown to 7 in. (178 mm) at the edge of the inside shoulder and 5.6 in. (142 mm) at the edge of the outside shoulder. The variable thickness was necessary to accommodate the 2 percent crown. The PCPP slab rests on a 4in. (102 mm) permeable asphalt base. The panels were fabricated in Memphis and transported to the project site, a distance of over 200 miles (320 km). Two panels were fabricated each day. Figure 7 illustrates the construction process of the precast panels. A few panels exhibited full-depth hairline longitudinal cracking at the fabrication plant. It is believed that the panels may have experienced thermal shock during removal of the panels from the forms. The temperature and strain data collected during the fabrication process did indicate high and rapid changes in concrete temperature during fabrication. Dept of Highway Technology, DSCE Page 28
CHAPTER-6 CONCLUSION
Page 29
1. As discussed above, precast concrete pavement technology is ready for implementation, excellent concrete quality with respect to strength and durability and with respect to continuous applications. 2. The short-term performance of the installed PPCP systems indicates that PPCP systems can provide rapid reconstruction and rehabilitation that will be durable.
3. The quality of the concrete used for the precast panels appears to meet the expectations for durable concrete and there is no evidence of early age concrete failures. 4. Precast pavements may have a higher first cost, the rapid installation that minimizes lane closures and the long-term durability can easily offset the higher initial costs. 5. It is expected that innovations in this technology will ensure a permanent place for the application of the precast concrete pavement technology for durable, rapid repair and rehabilitation of existing pavements and will help reduce the cost of panel fabrication and installation. 6. Rapid construction techniques can significantly minimize the impact on the driving public, as lane closures and traffic congestion are kept to a minimum.
CHAPTER-7 REFERENCES
1. FHWA Concrete Pavement Technology Program Update: Precast Prestressed Concrete Pavement - CPTP Project Update. Dept of Highway Technology, DSCE Page 30
2. FHWA Concrete Pavement Technology Program. 3. MoDOT/FHWA Precast Prestressed Concrete Pavement Showcasing Workshop update. 4. Shiraz Tayabji, Dan Ye, and Neeraj Buch.,Precast concrete pavements Technology overview and technical considerations Journal. 5. Tinu Mishra, Phil French, and Ziad Sakkal., Engineering a better road: Use of two-way prestressed precast concrete pavement for rapid rehabilitation journal. 6. Shabbir Hossain and Celik Ozyildirim., Evaluation of Concrete Pavement Repair Using Precast Technology Journal. 7. Shiraz Tayabji and Neeraj Buch., Precast Concrete Pavement Technology Journal.
Page 31

Precast Concrete Pavement

Cargado por

Información del documento

Descripción original:

Título original

Derechos de autor

Formatos disponibles

Compartir este documento

Compartir o incrustar documentos

Opciones para compartir

¿Le pareció útil este documento?

¿Este contenido es inapropiado?

Copyright:

Formatos disponibles

Precast Concrete Pavement

Cargado por

Copyright:

Formatos disponibles

PRECAST CONCRETE PAVEMENT

Dept of Highway Technology, DSCE