Continuously Reinforced Concrete Pavements

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ontinuously Reinforced Pavements is pavement in which the continuity of the longitudinal reinforcing steel is interrupted only at structures or at the ends of the project. There are no transverse joints other than construction joints, and expansion joints at structures. The whole idea of continuously reinforced pavement is based essentially on the so-let-it-crack philosophy rather than the fussy concept of avoiding cracks at any p ri c e. The important difference, howe ve r, is that a continuously reinforced pavement is designed to keep the cracks tightly closed so that the slab will retain its structural integrity. In an unreinforced slab cracks which occur will normally widen and get progressively worse under the effects of traffic and climatic conditions. During periods of contraction of the concrete fine dirt enters the wide cracks. Subsequently faulting, spalling, cracking and blow-ups develop, requiring extensive repairs and early resurfacing to restore the surface smoothness. The amount of reinforcement needed to control cracking is relatively low if the length of the slab is short. But as the length of the slab increases the amount of steel needed also increases. This is the main reason why the length of conventional slabs has always stayed within 40 to 100 feet. It has simply proved more economical, from a first cost standpoint. Howe ve r, the steel is not directly proportional to the slab length, as is usually assumed in the design of conventional jointed reinforced pavement. As a matter of fact the relationship is a parabolic function with the steel increasing at a progressively decreasing rate as the slab length increases and reaching a maximum at slab length of 600 to 800 feet. Beyond this length, the steel requirement does not increase. It has also been found that as the amount of steel in the slab is increased, the number of cracks also increases. Theoretically, this is highly desirable because it means that stresses due to any cause will be distributed more evenly among the cracks and no single crack will then show a tendency to open excessively. An excessive number of cracks has no real influence on the structural efficiency of the slab. The design, therefore, should include only the optimum amount of steel that will (1) cause sufficient cracks to occur, and (2) ensure that they will remain tightly closed under service.

In this picture of a paving train a concrete spreader (1) is followed by a rotating wheel tie-bar installer (2) mounted on the spreader, and a double screed strike-off (3). Mesh placer (5) depresses deformed welded wire fabric (4) to specified elevation in concrete. Final finishing, floating and curing follow these operations.

Slab design
There are not, as yet, any generally accepted design formulas determining the thickness of continuously reinforced slabs even though a vast amount of re s e a rc h data from both laboratory and fields tests is now avail-

able for this purpose. There have been a number of mathematical analyses proposed for determining the required thickness of continuously reinforced concrete slabs. Generally these are based on the usual theory which treats the pavement as a thin elastic plate or as a dense elastic solid. The Bureau of Public Roads in November, 1959, set forth certain minimum design criteria for continuously reinforced concrete pavements on Federal aid projects. These stipulated a thickness of 8 inches for heavy traffic roads, with a 7-inch thickness for highways expected to carry relatively little truck traffic. Recently a few states have adopted an interim design policy for determining the structural design of continuously reinforced concrete pavement based on volume and composition of traffic, length of time the pavement is to carry the traf-

Some Historical Notes...

Continuously reinforced concrete pavements are not new. The earliest known use of continuously reinforced pavement dates from 1921 on the Columbia Pike, near Arlington, Virginia. While these slabs were only 200 feet long, as compared to the lengths measured in miles being placed today, they yielded much valuable design information. At that time, however, there seemed to be too many uncertainties still to be solved and interest lagged until the fall of 1938 when a large number of slabs in lengths up to 1,310 feet were placed as a cooperative research project by the Indiana State Highway Commission and the Bureau of Public Roads. In the late 1940s and early 1950s this exploratory work was extended by the construction of mile-long, or more, pavements by several states. The interest continued to increase and by 1959 the method had left the experimental stage and was being accepted as a standard form of construction. Since that date, when roughly 100 miles of pavement has been built over a period of 21 years in eight states, growth has boomed to the point where today over 2,000 miles of continuously reinforced pavement have been built or placed under construction in 21 states.

fic, and the strength characteristics of road bed soil. These design methods employ the AASHO Road Test Rigid Pavement Pe rf o rmance Equation with modifications based on experience and on engineering judgment. Most of the mathematical analyses and interim design policies indicate that for the same traffic loads, the thickness of continuously reinforced concrete pavement is approximately 70 to 80 percent of that required for reinforced jointed concrete pavement. Performance studies of existing continuously reinforced concrete pavements have shown that an 8-inch slab is adequate to withstand most traffic conditions on heavily traveled interstate routes. By far the greater mileage of continuously reinforced concrete pavement constructed to date has been 8 inches in thickness although 9 and 10 inches have been used on a few projects where unusually high volume of heavy truck traffic was anticipated. On a few projects, mainly on frontage roads, thicknesses of 6 and 7 inches have been used.

terval of 4 to 8 feet. Texas specifies a concrete with a minimum modulus of rupture of 550 psi and a maximum of 675 psi. With these strength limitations of concrete and variations of temperatures expected in Texas, a 0.5 percent steel content has been used. In the states farther north, a concrete with 650 to 800 psi modulus of rupture is commonly used with 0.6 percent to 0.7 percent steel. The concrete should have an air content of 4 to 6 percent and a slump of 2 to 3 inches.

The steel
Since very high tensile stresses are developed in the steel reinforcement of continuous pavement, it is more economical to require the longitudinal reinforcing steel to have a minimum yield strength of 60,000 psi. Most types of high-yield steel reinforcement will perform with equal success, although deformed bars or deformed welded wire fabric have definitely proved to be more effective. Design specifications must naturally be adjusted to suit the characteristics of the steel being used and reinforcing bars or fabric must conform to the applicable AASHO or ASTM designations. The cross sectional area and spacing of the transverse members for welded deformed wire fabric and for deformed bars or bar mats are limited to the size and spacing that is necessary to maintain the longitudinal reinforcing steel at its proper position in the slab during concrete placing, consolidation, and finishing. Usually 1/4-inch diameter deformed wire at 12-inch centers and #4 deformed bars at 30-inch centers are the minimum used. Where loose reinforcing bars are assembled on the grade, the longitudinal members for economy should be not less than 30 feet in length. The maximum length is limited to that which can be handled and installed properly. The length of bar mats or wire fabric sheets should be a minimum of 16 feet with a maximum length to that which can be handled and installed properly. The width of bar mats or fabric sheets should be not less than 4 feet

The subbase
Continuously reinforced pavements have proved less susceptible than conventional slabs to many of the damaging influences associated with foundation weakness. Because each pavement section is tied to the next by the continuous reinforcement, slight settlements can be tolerated without resulting in pumping or vertical offset between the adjacent sections. Howe ve r, it has been the general practice to require the same state standards for type of subbase material, thickness and construction as is specified for conventional reinforced jointed slabs.

The concrete
The concrete should be of such strength and quality to produce the required durability for the climatic conditions to which the pavement will be subjected. The greater the strength of the concrete the more steel is required to develop the optimum transverse cracking in-

nor more than 1/3 the width of a 2-lane pavement. This is to permit a proper longitudinal staggering of the adjoining mats or sheets. The maximum diameter of longitudinal members should be not greater than 3/4 inch. The longitudinal members should be spaced not less than 4 inches nor more than 8 inches center-to-center.

Lapping of reinforcing steel

Limited research now available indicates that the longitudinal overlap for welded deformed wire fabric having deformations complying with ASTM Designation A 496 and deformed reinforcing bars (ASTM A 432) should be 25 diameters if staggered or 30 diameters if not staggered, with a minimum of 16 inches. Minimum lap of 6 inches should be provided at the end of the transverse wires of adjoining welded wire sheets. One inch selvage is usually specified on the edge of the sheets next to the center line joint and the side forms. For deformed bar mats, a minimum lap of 8 inches should be provided at the end of the transverse bars of adjoining mats. When a pavement is placed 2 lanes at one time, a longitudinal center line joint must be provided. This serves a double purpose: to divide the pavement into traffic lanes and to avoid unsightly longitudinal cracks. This joint is normally a weakened-plane type. It may be formed in the plastic concrete by inserting a separating strip or may be sawed after the concrete has hardened. Usually these joints are 1/4-inch wide and must extend from the surface of the pavement to a minimum depth 1/4 the thickness of the slab. A crack will form below this g ro ove and divide the pavement into two parts. These two parts must be held together with tie bars placed at approximately the mid-depth of the slab as is the practice in conventional pavements. [END] THE SECOND PART OF THIS TWO-PART ARTICLE WILL DISCUSS THE VARIOUS METHODS OF BUILDING A CONTINUOUSLY REINFORCED PAVEMENT.

Reinforcing bars in place, showing lapping. Longitudinal members should be spaced not less than 4 inches nor more than 8 inches center-to-center.

PUBLICATION #C650211
Copyright 1965, The Aberdeen Group All rights reserved