PCC pavement acceptance criteria for new construction when built-in curling exists.
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PCC pavement acceptance criteria for new construction when built-in curling exists.

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    Top-down, mid-slab cracking from built-in curling/warping is a major distress type that exists with two Michigan jointed plain concrete pavement (JPCP) projects (Interstate-94, CS 11017 and Interstate-96, CS 47065) on unbound open-graded drainage course (OGDC). A characteristic feature of this distress is its rapid initiation and development rate. Within 5 years after construction, 90% or more of slabs in the truck lane have developed full-depth cracking with associated spalling and faulting. Rehabilitation options are generally not cost effective. This study's major objectives are two-fold: (1) Determine, from field and laboratory measurements, the magnitude of built-in curl/warp from a temperature gradient and moisture shrinkage gradient from Michigan conditions; and the resulting effect on JPCP resistance to mid-slab, top-down fatigue cracking. (2) Establish, based on these results and finite element analysis, critical values for built-in curl/warp to develop additional Michigan Department of Transportation (MDOT) quality control/quality assurance acceptance criteria. This research study achieved its objective of providing justification for the development of new acceptance criteria (specifications) to be used during construction for concrete pavement placement. Also, because the contractor's construction practices can have long term ramifications affecting the concrete slab's condition, continued department monitoring of its condition after construction (contract) is completed, is warranted. A major new finding of this study is that moisture warping from exposure to water at the slab bottom causes permanent slab joint/corner uplift resulting in fatigue cracking from truck loading at these unsupported joints.
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