Assessment of mitigating transverse joint faulting on portland cement concrete pavement with polyurethane foam on LA 1 Bypass, state project number 034-30-0023.
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Assessment of mitigating transverse joint faulting on portland cement concrete pavement with polyurethane foam on LA 1 Bypass, state project number 034-30-0023.

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  • Creators:
  • Corporate Creators:
    Louisiana Transportation Research Center
  • Corporate Contributors:
    United States. Federal Highway Administration
  • Subject/TRT Terms:
  • Publication/ Report Number:
  • Resource Type:
    Tech Report
  • Geographical Coverage:
    Louisiana
  • Corporate Publisher:
    Louisiana Transportation Research Center
  • Abstract:
    A case study was conducted by the Louisiana Transportation Research Center (LTRC) to assess the effectiveness of reducing faulting on jointed concrete

    pavement (JCP) with polyurethane foam (PF) on LA 1 Bypass, S.P. 034-30-0023. The PF fault correction process entailed reducing faults to

    approximately 0.25 inches by saw cutting full depth through the joints and lifting the slabs with PF whose free rise density was 6 pcf.

    A sampling plan was established where the entire project was measured for faulting and roughness by a high speed profiler before treatment with the PF

    fault correction process and 0.6, 2.1, 3.4, and 4.4 years after treatment. Three test sections with 11 slabs each were assessed with the falling weight

    deflectometer (FWD), ARRB walking profiler, and manual fault measurements. Seventeen cores were taken at various locations to obtain in-place PF

    samples. Statistical hypothesis testing was conducted comparing the density and strength of PF before and after it was injected into the pavement.

    Testing results indicated that repair goals of reducing faults were realized by the PF fault correction process, but at the sacrifice of severely reducing load

    transfer efficiency (LTE) at the transverse joints. Service life extensions of approximately 6.0 and 8.3 years on the north and south bound roadways,

    respectfully, for fault height reduction were discovered. Unfortunately, the PF fault correction process severely impacted the LTE with 80 percent of joints

    having poor load transfer, 20 percent increase of joints needing load transfer improvement, and 0 percent of the joints in good condition. Deflections at the

    joints and center-intermediate slab locations were increased as much as 46 percent by the PF process indicating lower strength conditions. Void potentials

    were increased slightly (8 percent) by the process.

    The estimated service life extension based on the IRI parameter was 3.1 years and 5.7 years for the north and south bound roadways, respectively.

    Taking into account all the parameters analyzed in this study, the PF fault correction process was not recommended as a pavement preservation treatment

    for fault correction or ride quality improvement due to the detrimental effects discovered in this study.

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