July/August
2002
Texas
Tests Precast for Speed and Usability
by
David K. Merritt, B. Frank McCullough, and Ned H. Burns
Rapidly
gaining attention in the transportation
industry, precast pavement uses a thinner prestressed slab than conventional
concrete, while providing equivalent durability and high-performance.
Precast pavement enables construction crews to work overnight or on
weekends, and is ready to carry traffic almost immediately after placement.
Economically, precast concrete can lower roadway user costs, such
as fuel consumption and lost work time, due to delays caused by construction
activities.
|
Finished
set of base panels at the precast plant. Panels were cast on
a casting-bed approximately 122 meters (400 feet) long. |
Perhaps
even better, precast concrete will minimize or even eliminate some
problems common to conventional concrete paving, such as built-in
curl (due to moisture gradients), strength loss (due to insufficient
curing), and inadequate air entrainment. Eliminating these problems
will help roadway engineers stretch the lives of their pavements,
contributing to a decrease in long-term operational costs and work
zone congestion.
Given
precast concrete's success in the bridge and building industries,
the Federal Highway Administration (FHWA) and Texas Department of
Transportation (TxDOT) decided to sponsor a study that investigates
the feasibility of using precast concrete for pavements. At the conclusion
of the study, done by the Center for Transportation Research (CTR)
at The University of Texas at Austin, researchers developed a concept
for precast concrete pavement and recommended testing the concept
through pilot projects. In March 2002, TxDOT completed the first pilot
project on a frontage road near Georgetown, TX.
|
Looking
down the side form of the casting bed at the precast plant.
|
Concept
Features Interlocking Slabs
Several
projects throughout the United States and abroad prove the benefits
of post-tensioned pavement. Most notably, a 150-millimeter (6-inch)
thick, post-tensioned overlay on Interstate 35 near West, TX, requires
little maintenance and is in excellent condition after 17 years, despite
heavy volumes of truck traffic (27 to 30 percent).
The
concept for precast pavement calls for full-depth precast, post-tensioned
concrete panels. The panels are both pretensioned during fabrication
and post-tensioned together after setting them in place. Post-tensioned
panels provide the same design life as thicker conventional concrete
pavements using thinner slabs; therefore, a 200-millimeter (8-inch)
post-tensioned pavement would have the same life as that of a 355-millimeter
(14-inch) conventional pavement. Post-tensioning also increases durability
by minimizing or even eliminating cracking, and ties the individual
panels together, promoting load transfer between the panels.
|
Placement
of concrete in the forms at the precast plant. |
The downside
of using a long, post-tensioned pavement is the need to accommodate
significant expansion
and contraction movements. Consequently, armored expansion joints,
similar to those used in bridge decks are cast into several of the
precast panels and located approximately every 76 meters (250 feet)
along the length of the pavement.
A finished
precast pavement essentially consists of three types of panels. Joint
panels contain the armored expansion joint detail, mentioned previously,
and the post-tensioning anchorage. Central stressing panels contain
large pockets 122 centimeters by 20 centimeters (48 inches by 8 inches)
for completing the post-tensioning process. Base panels are
essentially "filler" panels placed between the joint and
central stressing panels, making up the majority of the pavement.
The post-tensioning
anchorage fastens to the armored expansion joint detail and is encapsulated
in the
joint panels. Self-seating (spring-loaded) wedges allow the post-tensioning
strands to be fed blindly into the anchors. The strands are fed into
the post-tensioning duct from the pockets in the central stressing
panel, threaded through the panels, and inserted into the anchors
in the joint panels. The strands then are tensioned from the pockets
in the central stressing panels. Although this post-tensioning method
appears labor-intensive, central stressing actually facilitates a
more continuous pavement placement operation, because strand tensioning
can be done without accessing the post-tensioning anchorage.
The study
postulated that a thin layer of asphalt pavement might be smooth and
flat enough as the all-important base for supporting precast panels.
Over the asphalt course, a single layer of polyethylene sheeting is
placed, prior to setting the panels. The polyethylene sheeting not
only serves as a bond-breaker, preventing the panels from bonding
to the leveling course; it decreases the frictional resistance between
the bottom of the slab and the leveling course, greatly reducing the
prestress losses during post-tensioning and the stresses that build
up in the
slab during normal expansion and contraction.
|
This
schematic of a typical three-panel precast pavement assembly
shows the keyed edges on all panels. The keyways enable the
individual panels to interlock at the transverse joints, ensuring
vertical alignment between panels and facilitating rapid assembly.
|
TxDOT
Pilots Project in Georgetown
The first
precast pavement pilot project near Georgetown, TX, was constructed
on the northbound frontage road of Interstate 35, which TxDOT closed
to traffic during construction. Although the ultimate application
for precast pavement will be urban freeways and intersections facing
extreme construction time constraints the frontage road provided an
ideal environment for testing and fine-tuning precast paving techniques,
without the hindrance of anticipated construction time restrictions.
|
This
location and slab layout of the Georgetown precast pavement
pilot project shows that each "slab" includes the
joint panels, central stressing panels, and base panels between
consecutive expansion joints. |
The pilot
research focused on a simple geometric layout to work out the basic
construction techniques; therefore, the site contained no horizontal
curves and very gradual vertical curves. Techniques for horizontal
curves and super elevations will be worked out on future projects.
This
project consisted of 700 meters (2,300 feet) of precast pavement on
both sides of a new bridge. The precast panel orientation was transverse
to the flow of traffic, requiring panels to span the full 11-meter
(36-foot) roadway width of two 3.7-meter (12-foot) lanes, a 2.4-meter
(7.9-foot) outside shoulder, and a 1.2-meter (4-foot) inside shoulder.
Although not necessary, researchers used both full-width 11-meter
(36-foot)and partial-width 5- and 6-meter (16- and 20-foot) panels
to test the concept for both applications.
Researchers
placed the full-width panels on the north side of the bridge, and
the partial-width panels, tied together transversely through post-tensioning,
on the south side. Additional flat, three-strand ducts were cast into
each partial-width panel for the transverse post-tensioning. Transverse
post-tensioning ensured a tight longitudinal joint between the 5-meter
and 6-meter panels and load transfer across that joint.
Panel
Fabrication and Casting
In addition
to post-tensioning, the panels were pretensioned lengthwise, in the
transverse pavement direction, during fabrication. The governing factor
for pretensioning was the stresses generated from handling the panels.
The panels
were fabricated on a 22-meter (400-foot) casting bed, accommodating
production of 10 full-width panels and up to 20 partial-width panels
at one time, end-to-end. The pretensioning strands extended continuously
through all the panels, the full length of the casting bed. Long line
casting required that engineers pay special attention to side forms,
where imperfections or misalignments might prevent the keyed panel
edges from matching up.
Panel
Placement and Tensioning
While
casting proceeded, the asphalt-leveling course was placed on the frontage
road as flatly and uniformly as possible.
After
a sufficient number of panels were cast, panel assembly began over
the asphalt-leveling course. The single-layer of polyethylene sheeting
(friction-reducing medium) was rolled out prior to the placement of
each panel. A 578-kN (65-ton) capacity crane was used to lift each
panel directly from the truck and set it in place. A slow-setting
segmental bridge epoxy applied to the panel edges acted as an assembly
lubricant and also bonded the panels together so they would act more
like a continuous slab after post-tensioning.
At the
start of the project, it took about 8 hours to place approximately
25 full-width panels. This placement rate varied depending on the
number of workers available. Toward the end of the project, 25 panels
could be placed in approximately 6 hours.
After
assembly of a section of panels (between expansion joints), the post-tensioning
strands were fed through the ducts from the central stressing panels,
and inserted into the self-locking anchors in the joint panels. The
strands were coupled in the stressing pockets and tensioned with a
monostrand post-tensioning ram. After post-tensioning, the stressing
pockets were filled and the post-tensioning strands were grouted in
the ducts.
|
| |
A
full-width panel is lowered into place. | | Trucks
carrying full-width panels line up to unload. |
|
Placement
of a partial-width base panel over the friction-reducing polyethylene
sheeting. |
Project
Details and Panel Dimensions Researchers selected a standard pavement length (between
expansion joints) of 76 meters (250 feet) based on prior experience
with post-tensioned pavement near West, TX. A longer length
of 100 meters (325 feet) for the partial-width panels and a
slightly shorter length of 68 meters (225 feet) for the full-width
panels also were incorporated. A standard precast panel width
of 3 meters (10 feet) was selected for all of the panels based
on casting-bed width and transportation (weight limit) considerations.
With this panel width, 26 precast panels were required for each
of the standard 76-meter (250-foot) pavement sections, including
22 base panels, 2 central stressing panels, and 2 joint panels
half of each joint panel at each end. In total, 123 full-width
and 216 partial-width panels were required for the finished
project. A
pavement thickness of 200 millimeters (8 inches) was chosen
primarily on the basis of handling considerations. With post-tensioning,
however,
this pavement has an expected fatigue life equal to a 355-millimeter
(14-inch) continuously reinforced concrete pavement. The compression
that post-tensioning induces in the pavement allows for this
reduction in pavement thickness and also should greatly reduce
cracking.
Although the equivalent of a 355-millimeter pavement is much
thicker than necessary for the Georgetown frontage road, the
design of the pilot section was to simulate the main lanes
of an interstate pavement. To
achieve the 355-millimeter-equivalent pavement thickness, a
maximum prestress of approximately 1.45 MPa (210 psi) was required
at the ends of the slab. This translated into 15-millimeter
(0.6-inch) diameter post-tensioning strands spaced at approximately
71 centimeters
(28 inches) across the width of the pavement. However, for the
purpose of standardizing strand spacing for future projects,
a strand spacing of 61 centimeters (24 inches) was selected,
which further increases the effective thickness of the pavement.
| Placement
of a full-width central stressing panel. |
|
For the
partial-width panels, a section of 6-meter panels was set in place
and post-tensioned, followed by the adjacent section of 5-meter panels.
They were then post-tensioned transversely to tie them together.
No additional
measures, such as surface-level diamond grinding, were required to
improve the ride quality of the finished pavement.
|
Post-tensioning
strands are fed by hand into the ducts at the pockets in the
central stressing panels down to the anchors in the joint panels.
|
Benefits
According
to Bill Garbade, district engineer for the Austin District of TxDOT,
"There were a lot more pros than cons. It's certainly well worth
the time and money to carry the experiment the next step." Mark
Herber, graduate engineer at the project site for the TxDOT Georgetown
Area Office, agreed, "Everything turned out as expected."
As mentioned
throughout this article, precast pavement offers several benefits
including:
- Expedited
construction almost immediate exposure to traffic
- Possibility
for overnight or weekend construction
- Roadway
user cost savings such as fuel consumption and lost work time
- Greater
control over concrete batching and curing
- Increased
durability from post-tensioning
- Material
savings through reduced pavement thickness
Although
at this time the construction costs associated with precast pavement
might be higher than conventional paving methods, the savings in user
costs will far outweigh any additional construction costs.
Precast
pavement panels can be cast and cured in a controlled environment
at a precast plant, providing greater control in ensuring a consistent
concrete mix, and properly curing the panels. Precast panels reduce
or eliminate curling, strength, and air-entrainment problems that
are common with conventional concrete paving.
Finally,
post-tensioning not only reduces the required pavement thickness,
but also greatly increases durability, lessening or even preventing
cracking in the pavement. This increases the life of the pavement,
contributes to a reduction in maintenance costs, and lessens the inconvenience
to the motoring public.
Only
the Beginning
Although
this first pilot project did not include all of the intricacies anticipated
in future precast pavement projects, it did demonstrate the viability
of basic precast paving techniques. Not only are precast panels effective
for rapid pavement construction, but also the incorporation of post-tensioning
actually increases durability, which minimizes maintenance over the
life of the pavement. Additionally, precast pavement is a construction
technique that can be used for night and weekend construction, making
it more "invisible" to roadway users.
As traffic
volumes continue to expand on the Nation's deteriorating infrastructure,
and as people become more frustrated with major traffic delays caused
by conventional construction methods, expedited construction techniques
will become critical. The precast pavement pilot project near Georgetown,
TX, is only the beginning of precast pavement construction.
References
1. Chia,
Way Seng, B.F. McCullough, and Ned H. Burns. Field Evaluation of
Subbase Friction Characteristics. Research Report 401-5. Center
for Transportation Research, The University of Texas at Austin, September
1986.
2. Mendoza Diaz, Alberto, Ned H. Burns, and B. Frank McCullough. Design
of the Texas Prestressed Concrete Pavement Overlays in Cooke and McLennan
Counties and Construction of the McLennan County Project. Research
Report No. 555/556-1. Center for Transportation Research, The University
of Texas at Austin, February 1986.
3. Merritt, David K., B. Frank McCullough, and Ned H. Burns. The
Feasibility of Using Precast Concrete Panels to Expedite Highway Pavement
Construction. Research Report No. 1517-1. Center for Transportation
Research, The University of Texas at Austin, February 2000.
David
K. Merritt is a research associate with the Center for Transportation
Research (CTR) at the University of Texas at Austin. He completed
a master of science degree in civil engineering at The University
of Texas at Austin in 2000 with an emphasis in structural engineering.
After completion of his degree, he started full-time research at CTR,
working on various concrete pavement research projects, specializing
in precast and prestressed concrete pavement.
B.
Frank McCullough is the Adnan Abou-Ayyash Centennial Professor
Emeritus of Civil Engineering at The University of Texas at Austin
and former director of the Center for Transportation Research. Dr.
McCullough has a particularly strong interest and background in pavement
design. During his career, he has supervised more than 50 research
projects involving development of quality assurance and quality control
specifications, planning, design, construction, rehabilitation, and
maintenance of pavements.
Ned
H. Burns is a Zarrow Centennial Professor Emeritus at The University
of Texas at Austin, where he has been involved in teaching, research,
and consulting in structural concrete for 40 years. He is an active
member of ACI Committee 423Prestressed Concrete and is a Fellow of
ACI. He is a member of the National Academy of Engineering.
Other
Articles in this issue:
Taking
Concrete to the Next Level
Getting
It Together
Fine-Tuning
Innovative Technologies
On
the Road Testing Roads
Paving
the Way
Making
Roads Better and Better
Texas
Tests Precast for Speed and Usability
The
Biggest Bang for Your Buck
New
Software Promises to Put Whitetopping on the Map
Road
Map to the Future