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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Concrete pavements in the USA and the second international conference on concrete pavement design</title>
      <link>https://trid.trb.org/View/1206397</link>
      <description><![CDATA[The report records some observations made and impressions gained while the author was on a study tour of the USA to examine portland cement concrete pavements (road and airfield) and from attendance at the second international conference on the design of concrete pavements and a workshop on concrete pavements held in conjunction with the conference.  Amongst other topics the report discusses: problems associated with different types of concrete pavements; the apparent swing to short slab length unreinforced concrete pavements, particularly on highways; the realisation that the base under a concrete pavement is a vital factor in its subsequent performance particularly on heavily trafficked roads; the different attitudes towards the use of dowels in concrete pavement joints and the performance of dowelled and undowelled joints; the dramatic failures of some continuously reinforced concrete pavements and the consequential reaction against the use of such pavements; joints and joint sealants in concrete pavements; prestressed concrete pavements; concrete shoulders on highways; concrete pavement design; overlaying old concrete roads; the construction of composite concrete pavements using normal portland cement concrete and lean mix concrete; and the usefulness of pavement performance data in the development of a better understanding of those factors which affect the performance of pavements (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 21:38:20 GMT</pubDate>
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      <title>A SUMMARY OF EXPERIMENTAL CONCRETE PAVEMENTS IN NEW YORK</title>
      <link>https://trid.trb.org/View/286550</link>
      <description><![CDATA[This report summarizes a 22-year study of concrete pavement design features.  It included construction of a test road with numerous variables, two roads with several major design changes, and several roads among the first to incorporate a major change in load-transfer devices across transverse joints.  The work involved the first major contract in New York to use a slip-form paver, the first short-slab unreinforced pavements, the first concrete shoulders, and skewed transverse joints.  Performance of all these items is discussed, along with a number of minor changes.  Since a great deal of monitorng was needed, many types of measurements are reviewed, along with their practicality and importance in assessing pavement performance.  In addition, several pieces of equipment were developed or refined and others were evaluated.  This large monitoring program will provide standards for measurement and interpretation on future work.  Many findings have been implemented and have improved performance and/or cost-effectiveness of concrete pavements in New York.  Experience gained through this work also led to improved assessment of other features, including rationales for not investigating some design options.]]></description>
      <pubDate>Wed, 30 Nov 1988 00:00:00 GMT</pubDate>
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      <title>UNREINFORCED CONCRETE SURFACINGS WITH UNDOWELLED JOINTS</title>
      <link>https://trid.trb.org/View/185728</link>
      <description><![CDATA[The evoluation of the Californian construction technique up to the 1970's is outlined, together with the main modifications made to the short-slab construction method with undowelled contraction joints and stabilised sub-base. This form of construction is the subject of a preliminary assessment as is the behaviour of pavements built according to this modified technique.  The aims of the modifications examined in this paper are: (1) to improve the resistance of the sub-base and shoulder materials to water and/or to eliminates the free (unbonded) fine particles in contact with the slab; (2) to provide lateral drainage for the interface of the concrete slab with the sub-base and to improve the water imperviousness of the joints (construction and maintenance); and (3) to reduce vertical deflection movements of the slab ends at the joints by reducing the length of the slabs and/or strengthening their edges. Construction sites are evaluated as regards the mechanical properties of the sub-base concrete, its behaviour under site traffic, and precautions from preventing cracks from spreading upwards to the concrete surfacing.  The materials to be specified for lateral drainage are examined.  The study of the behaviour under traffic relates to the functioning of the lateral drainage systems, the time-related vertical movement of the slab at the joints, and the development of cracking.  Finally, the author reviews the behaviour of thick slabs without a sub-base under traffic, with particular reference to deflection. (TRRL)]]></description>
      <pubDate>Sat, 30 Jul 1983 00:00:00 GMT</pubDate>
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      <title>SHORT-SLAB UNREINFORCED CONCRETE PAVEMENTS AND SHOULDERS - A FIVE-YEAR PERFORMANCE SUMMARY</title>
      <link>https://trid.trb.org/View/186039</link>
      <description><![CDATA[The first experimental installation of 20-ft unreinforced (or "plain") concrete slabs on New York State Rte 23 is reported.  This report summarizes the performance of these experimental projects through their initial 5 years of service.  Because of unexpectedly high levels of early distress one of the two contrasts, two task forces were formed to report on distress causes in both pavement and shoulders and appropriate design changes for concrete shoulders.  The findings and recommendations of these groups form the basis for part of this report.]]></description>
      <pubDate>Fri, 29 Apr 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/186039</guid>
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      <title>SHORT-SLAB UNREINFORCED CONCRETE PAVEMENT AND SHOULDERS: A FIVE-YEAR PERFORMANCE SUMMARY</title>
      <link>https://trid.trb.org/View/179004</link>
      <description><![CDATA[In 1975, two contracts for I 88 were built with short unreinforced concrete slabs and concrete shoulders.  They were separated by another contract with standard 63-ft 6-in. mesh-reinforced slabs and asphalt shoulders, which is being used for control purposes.  Also, two portions on each short-slab contract were built with slab lengths of 23 ft 4 in. and 26 ft 8 in., and one of these sections on each contract was constructed with no longitudinal joint between lanes.  In addition, a concrete secondary road relocated as part of another nearby I 88 contract was placed 7 in. thick without reinforcement, with slab lengths in the pattern of 18-22-16-20 ft.  After 1 year of service, one of the short-slab pavements on the mainline exhibited an unusual amount of deterioration.  Random and longitudinal cracks were present in several areas, as were spalls over the tie-bars across the pavement-shoulder longitudinal joint. This situation led to more intensive monitoring and observation on the experimental and control pavements than had been anticipated during the initial years of service. The results, as well as interpretations and recommended design considerations, are presented in this report. Basically, it was found that the relatively substantial distress was occurring on only one of the experimental contracts, indicating that several material, design, and construction variations were responsible for a significant portion of the distress.  These included the quality of subgrade material, subbase thickness, and treatment of the longitudinal pavement-shoulder joint.  Several changes have already been made and applied to subsequent contracts, but these experimental contracts will continue to be monitored to determine the consequence of having no mesh to control cracking.  (FHWA)]]></description>
      <pubDate>Thu, 30 Dec 1982 00:00:00 GMT</pubDate>
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