01373814

Component

https://doi.org/10.3141/2305-07

http://scholar.google.com...+Won&publication_year=2012

Portland cement concrete (PCC) pavements have long been thought to expand and push bridge structures, with bridge damage resulting. To protect bridge structures from expanding PCC pavements, three terminal systems are currently used in Texas: anchor lug (AL), wide flange (WF), and expansion joint (EJ). Even though the Texas Department of Transportation uses all three systems in continuously reinforced concrete pavement (CRCP), the effectiveness of these three systems has not been fully evaluated. The parameters affecting CRCP movement near bridge terminal areas are investigated: whether thermal expansion of CRCP is damaging bridge structures, and if so, which terminal type is most cost-effective. Extensive field evaluations reveal that slab movement at the end of the CRCP are substantially restrained by subbase friction. Slab length from the end of the CRCP that significantly contributes to slab movement is limited to about 200 ft (60.96 m) for the CRCP system with asphalt base typically used in Texas. Slab movement rates due to seasonal temperature variations are larger than daily slab movement rates. The movement at the end of the CRCP can be accommodated by a simple EJ with subbase friction, which can be achieved with typical asphalt-stabilized base. The use of an AL system is not needed to restrain concrete slab movement. The benefits of WF and AL systems are doubtful when one considers that their cost is higher than that of the simpler EJ system.

01470561

12-4257

English

pp 62–73

2012

Transportation Research Record: Journal of the Transportation Research Board

9780309263139

Print

Figures; Photos; References; Tables

Anchorages; Continuously reinforced concrete pavements; Cost effectiveness; Expansion joints; Flanges; Friction; Lugs; Subbase (Pavements); Thermal expansion

Texas Department of Transportation

Damage (Bridges)

Texas

Design; Highways; Pavements; I22: Design of Pavements, Railways and Guideways

TRIS, TRB, ATRI

Feb 8 2012 5:23PM

• Calibrating "Mechanistic–Empirical Pavement Design Guide" for North Carolina: Genetic Algorithm and Generalized Reduced Gradient Optimization Methods
• Comparison of Design Thicknesses for Flexible Airfield Pavement Based on Agency Limiting Subgrade Strain Criteria
• Concrete Pavement Joint Diagnostics with Ultrasonic Tomography
• Development of Mechanistic–Empirical Design Procedure for Fully Permeable Pavement Under Heavy Traffic
• Establishing Effective Linear Temperature Gradients for Ultrathin Bonded Concrete Overlays on Asphalt Pavements
• Evaluating the Effect of Concrete Slab Curling on Joint Load Transfer Responses
• Evaluation of Representative Loading Frequency for Linear Elastic Analysis of Asphalt Pavements
• Improved Mechanistic–Empirical Continuously Reinforced Concrete Pavement Design Approach with Modified Punchout Model
• Induction Healing of Porous Asphalt
• Joint Load Transfer and Support Considerations for Jointed Precast Concrete Pavements
• Load and Resistance Factors and Design Parameter Offsets for "Mechanistic–Empirical Pavement Design Guide"
• Method for Evaluating Implications of Climate Change for Design and Performance of Flexible Pavements
• Modification of "Mechanistic–Empirical Pavement Design Guide" Procedure for Two-Lift Composite Concrete Pavements
• New Warping and Differential Drying Shrinkage Models for Jointed Plain Concrete Pavements Derived with Nonlinear Shrinkage Distribution
• Reliability-Based Mechanistic–Empirical Pavement Design with Statistical Methods
• Streamlining Use of "Mechanistic–Empirical Pavement Design Guide"
• Structural Coefficient of Open-Graded Friction Course