aarnold wed rigid pavement distress strategy

7/29/2019 Aarnold Wed Rigid Pavement Distress Strategy

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4/15/2009 International Grooving & Grinding Association 1

Rigid Pavement Distressand

Strategy Selection


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PCCP Preservation Techniques Full-depth repair

Partial-depth repair

Slab stabilization

Retrofitting dowels

Cross-stitching longitudinal cracks/joints

Diamond grinding

Joint & crack resealing


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Concrete Pavement Preservation

First level of response for deteriorating

concrete pavements should always bePCC Preservation

Least cost Cheaper than reconstruction

Least service disruption

Increases safety

Environmentally sound

Addresses operator comfort


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Factors to Consider

Ride Skid

Noise

Distress Types

Durability/Longevity


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Purpose of CPP

Used early when

pavement has little

deterioration.

Repairs isolated areasof distress.

Repairs someconstruction defects.

Manages the rate ofdeterioration.


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PCCP Preservation Techniques Full-depth repair

Partial-depth repair

Slab stabilization

Retrofitting dowels

Cross-stitching longitudinal cracks/joints

Diamond grinding

Joint & crack resealing


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Full-Depth Repair

Corner BreaksCorner Breaks

Multiple CracksMultiple Cracks


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Full Depth

Patching


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Partial Depth Repairs

Repairs deterioration in the top 1/3 of the slab. Generally located at joints, but can be placed

anywhere surface defects occur.

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Partial Depth

Patching


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Slab Stabilization / Slab Jacking

Insertion point

zPressure insertion of flowable materialbeneath the PCC slab


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SlabStabilization/

Jacking


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Load Transfer Restoration

Placement of load transfer devices acrossjoints or cracks of existing pavements

Candidate projectsPoor load transfer (< 70 %)

PumpingFaulting

Corner breaks


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Purpose of Load TransferRestoration

Reestablish load-

transfer across joints or

cracks

Load-transfer is a slabsability to transfer part ofits load to its neighboringslab

Used in JRC and JPCpavements to limit future

faulting

Load Transfer = 100% (Good)

L= xU= 0

Load Transfer = 0% (Poor)

L= x U= x


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Dowel Bar

Retrofit


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35- 45Epoxy rebar into place

T

Subbase

Slab

Cross-sectional View

25 mmMinimum

Cross Stitching


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24 in. min.

Transverse Joint

Cross-stitch Holes (Typ.)(Alternate sides of crack)

See Note B

35-45

0.75-in. dia. RebarEpoxy into Place

T

Subbase

Slab

Note A: Distance between holesis 24 in. for heavy traffic; 36 in.for light trafficNote B: Determine distance fromlongitudinal crack to hole basedon slab thickness T and drillangle. Slabs less than 12 inchesthick require a 35 insertion

angle.

Top View

Cross-sectional View

See Note A


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Cross

Stitching


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Diamond Grinding


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Grinding &Texturing Concrete


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Diamond Grinding of

Roadways Was Invented inCalifornia

Diamond grinding was first used in California in1965 on a 19-year old section of I-10 to eliminatesignificant faulting (Neal and Woodstrom 1976).

In 1983, CPP was conducted on this samepavement section, including the use of additionalgrinding to restore the rideability and skid resistanceof the surface. In 1997, the process was repeated.

Since its first use in 1965, the use of diamondgrinding has grown to become a major element of

PCC pavement preservation.


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Effectiveness of Diamond Grinding -CALTRANS

CALTRANS has determinedthat the average life of a

diamond ground pavementsurface is 17 years and that apavement can be ground atleast three times withoutaffecting pavementstructurally. See IGGA.net forfull report

STATE OF CALIFORNIADEPARTMENT of TRANSPORTATION

DIVISION OF

ENGINEERING SERVICES

MATERIALS ENGINEERING

AND TESTING SERVICES

OFFICE OF RIGID PAVEMENT

AND STRUCTURAL CONCRETE

5900 Folsom Boulevard

Sacramento, California 95819

THE EFFECTIVENESS OF DIAMOND GRINDING

CONCRETE PAVEMENTS IN CALIFORNIA

November 2004


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Joint/Crack Resealing Application of a sealant material in concrete

pavement joints and cracks

Purpose

Minimize moisture infiltration

Prevent intrusion of incompressibles

Sealant Materials

Rubberized asphalt

Silicone


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Joint andCrack

Resealing


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Sequencing of TechniquesRestoration Slab Stabilization

Retrofit Edge Drains

Trans/Long. Crack Repair

Tied PCC Shoulders

Dowel Bar Retrofit

Grooving

Full-Depth Repair

Part.-Depth Repair

Diamond Grind.

Joint andCrack Resealing


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Determine the cause of distress.

Structural, Functional , Material, Drainage

Consider multiple perspectives

Ride Quality, Traffic, Noise, MaintenanceRequirements, Lane-Condition Uniformity,Future Performance, Cost

Rehabilitation Strategy

SelectionDetermining correct strategy is NOT complicated.


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Caltrans Approach to SelectingMaintenance Treatments

Assess Existing Pavement Conditions

Conduct visual site inspection and/or review

project informationPerform testing on the existing pavement, as

conditions require

Define the performance requirements for thetreatment

Chapter 3 Strategy Selection


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Pavement Distress Types

Structural Distress

Cracking

Joint / Crack deterioration

Durability distress

Punchouts (CRCP)

Functional Distress

Faulting

Noise

Surface polishing & surface defects

Concrete Pavement


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Transverse Cracking

Loading

Long joint spacing

Shallow / late jointsawing

Curling / warping

Loss of support Settlement / heave

Base / edge restraint


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Corner Cracking

Loss of support

Pumping of fines

Long joint spacing

Curling / warping

Settlement / heave


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Longitudinal Cracking

Near Centerline Shallow / late joint

sawing

Long joint spacing

Near Edge

Loading Loss of support

Settlement / heave


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Intersecting Cracks

Loss of support


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Full Depth Repair


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Joint / Crack Deterioration

Incompressible inJoint / Crack

Material DurabilityProblem

Metal / plastic joint

inserts Extreme cases can

cause Blow-ups


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Curling & Warping


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The difference in

elevation between

slabs.

Poor Load Transfer

Loss of Support

Pumping of fines

Faulting


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Tire/pavement

noise generation

may be a factor in

some urban areas.

Transverse tining

Roughness due to Faulting

Construction

Noise


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Pavement Distress TypesFriction


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Why Concrete Pavement

Preservation for City Streets? Diamond Grinding does not reduce the

reservoir capacity of the gutter

Curb reveal is not reduced

Man-hole covers and drainage inlets do notrequire adjustment

Guide-rails and overhead fixtures do notrequire adjustment

Residential driveways do not require

expensive tie-in operations


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Gutter Capacity Unaffected


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Maintain Curb Reveal


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Manholes Do Not Require

Adjustment


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No Additional Work at

Driveway Entrances


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Lower Ambient Temperatures

and Energy Costs


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Assess Existing Pavement Conditions

Conduct visual site inspection and/or review

project informationPerform testing on the existing pavement, as

conditions require

Define the performance requirements for thetreatment

MTAG Chapter 3 Strategy Selection

Caltrans Approach to Selecting


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Data Item Grind-ingLoad TransferRestor-ation

Partial-DepthRepair

Full-DepthRepair

Existing Pavement Structure X X X X

Original Construction Data * * * *

Age * * *

Materials Properties X * *

Subgrade

Climate

Distress X X X X

Skid *

Accidents *

NDT X *

Destructive Testing/Sampling

* * X X

Roughness *

Surface Profile X

Drainage X X

Previous Maintenance * * *

Utilities XTraffic Control Options X X X X


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Proposed Trigger Values andExpected Life



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Approach for Selecting Maintenance

Treatments


S


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Summary

Many available treatments for PCC pavements

Each has advantages and limitations Performance and cost vary with given conditions

Applying the right treatment to the right pavementat the right time

No universal method available

Take advantage of local contractor experience

IGGA is ready to assist


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International Grooving and GrindingAssociation

igga.net

aarnold wed rigid pavement distress strategy

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