Laboratory Characterization of The Load Transfer-Crack Width Relation for Innovative Short Concrete Slabs Pavements

Abstract

Aggregate interlock is the dominant load transfer mechanism in non-dowelled Jointed Plain Concrete Pavements, as the innovative short concrete slabs. Although the Load Transfer Efficiency of this pavement innovation is based on that mechanism, the structural design methods do not relate the Load Transfer Efficiency by aggregate interlock with its direct cause, which is the Crack Width under the joints. The objective of the present article is to characterise in the laboratory the Load Transfer Efficiency−Crack Width relation for innovative short slabs Jointed Plain Concrete Pavements. Additionally, as an alternative to large-scale laboratory tests to study the Load Transfer Efficiency, a practical test on a reduced scale is proposed. The results confirmed that short slabs Jointed Plain Concrete Pavements with high-quality aggregates are able to provide adequate Load Transfer Efficiency (above 70%) without dowels bars. Based on the laboratory results, complemented with previous field data, a Load Transfer Efficiency−Crack Width curve is proposed and made available for structural design methods of short slabs Jointed Plain Concrete Pavements. Finally, the laboratory test on a reduced scale is useful to develop specific Load Transfer Efficiency−Crack Width relations using standard equipment available in traditional concrete laboratories.

Sustainable Engineering: Load Transfer Characterization for the Structural Design of Thinner Concrete Pavements

“…Due to the importance of the LTE-CW relation in the non-dowelled JPCP design and the need to extend its development to all regions, a test method that can be replicated with traditional concrete laboratory equipment was developed. This test is based on the experimental proposal designed and validated at Delft University of Technology (TU Delft) by Pradena et al [46], which uses prismatic beams of the typical dimensions for shrinkage tests (100 mm × 100 mm × 400 mm) and load frames to evaluate the joint performance.…”

“…This is because dimensional changes are considered in the equivalent load procedure. In effect, for the test to be valid, the load applied must generate stresses that are equivalent to those produced in the in-service pavements [46]. The equivalent load procedure consists of relating the wheel load to the contact area between the faces of the crack under the contraction joint.…”

“…By relating this stress to the cross-section of the sample, the equivalent load required in the laboratory test is defined. The basis of the equivalent load procedure has been applied for the evaluation of concrete pavements by Arnold et al and Pradena et al [46]. More details can be found, for instance, in Pradena et al [46].…”

“…The basis of the equivalent load procedure has been applied for the evaluation of concrete pavements by Arnold et al and Pradena et al [46]. More details can be found, for instance, in Pradena et al [46].…”

“…In addition, the typical joint performance evaluation methods are based on studying the response of pavement sections or real-scale laboratory samples [22,44,45]. This represents a barrier to traditional concrete laboratories, where the equipment and resources needed to complete this evaluation are not necessarily available [46]. Therefore, it is necessary for a method to define the LTE-CW relation for this context.…”