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Maintenance and Rehabilitation of Pavements
Published in Rajib B. Mallick, Tahar El-Korchi, Pavement Engineering, 2017
Rajib B. Mallick, Tahar El-Korchi
Concrete Pavement Technology Program (CPTP) Task 52 is the continuation of the FHWA’s SP-205 field demonstration program. The SP-205 is developing field-tested guidance on concrete pavement rehabilitation and repair techniques as well as strategies that emphasizes the do’s and don’ts, and whys and whens, for concrete pavement restoration (CPR) and preventive maintenance of concrete pavements. The rehabilitation and maintenance strategies considered are full-depth patching, partial-depth patching, subsealing, joint resealing, retrofitted load transfer, and grinding and grooving. Periodic evaluation of the field test sites is being carried out under CPTP. About 40 sites are under evaluation.
Concrete Technology in the Century of the Environment
Published in K. Sakai, Integrated Design and Environmental Issues in Concrete Technology, 2014
With greater volumes and heavier vehicle weights on the highways, pavement distress is accelerating. There is a tremendous challenge to preserve the highway network by rehabilitating these roads to restore serviceability. There are a number of rehabilitation strategies that can be selected based on the condition of the existing pavement. In case of Portland Cement Concrete (PCC) pavements, rehabilitation may involve: (i) concrete pavement restoration, which would involve full depth and partial depth patching, slab stabilization, diamond grinding, joint and crack sealing, and drainage and shoulder repair, (ii) resurfacing, and (iii) reconstruction and/or recycling.
A 3D Slab-Based Methodology to predict end of life for concrete pavements
Published in International Journal of Pavement Engineering, 2022
Georgene M. Geary, Yichang (James) Tsai
In a recent Federal Highway Administration (FHWA) publication, ‘Strategies for Concrete Pavement Preservation’, the authors note that CPR (concrete pavement restoration) preservation techniques are necessary to extend a concrete pavement’s life, but there may be a point that it is not the best strategy due to the rate of deterioration of the pavement (Van Dam et al. 2019). If the slabs continue to crack faster than they can be repaired it becomes uneconomical to continue CPR instead of performing reconstruction. Some states have empirically defined trigger levels to consider reconstruction. Washington State DOT defines trigger values for reconstruction based on cracking distresses as (1) 15% of slabs with multiple cracking (similar to shattered slab as described later) or (2) 60% of the slabs with transverse or longitudinal cracking (Li et al. 2012). The California DOT considers 10–20% severe cracking as a level of concern (CalTrans 2015). But both of these definitions depend upon the timing and amount of previous maintenance, particularly FDSR, that is performed on the pavement. There are no clear ways to define this ‘end of life’ based on the current literature.