Materials selection for concrete overlays : the final report Page: 53
xviii, 192 p. : col. ill. ; 28 cm.View a full description of this report.
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During the two previous surveys the condition of the section was excellent. The cracks
were narrow, none of them was spalled, and the section did not show any early age distresses.
There were no punchouts. Another indication of the good condition of the pavement at the time
of those surveys was the crack pattern: all the cracks were transverse, none of them were
meandering. On this occasion, a few meandering cracks were found, and the observance of
distress shows some signs of deterioration, but the condition is still very good, and those types of
distress, even though some of them are severe, are normal, given the type of traffic that the
section carries.
The traffic forecasts obtained from the District at the time the rehabilitation was designed
indicated that the highway will carry approximately 50 million ESALs in the 30-year design
period following the placement of the whitetopping overlay.
3.13.4 Discussion and Recommendations
The previous two surveys indicated that the pavement was in excellent condition. No
early-life distress symptoms were found, and this could be attributed to important design and
construction factors at the time the overlay was constructed. The following are the most
important factors that are believed to have contributed to the successful performance of the
whitetopping:
* The decision to use a low coefficient of thermal expansion coarse aggregate
(limestone) resulted in a low coefficient of thermal expansion concrete, which in
turn reduced climatic distresses and cracking.
* The placement occurred during low temperature months, i.e., December and
January, also minimizing climatic stresses and cracking.
* The quick application of curing compound (which could be accomplished because
of the elimination of tining).
The distress found in the current survey can be considered normal, and the overall
condition is still very good. It seems that the crack pattern has stabilized, considering that the
pavement is eight years old. The existing distress has most likely occurred as a result of the
heavy traffic that the pavement carries. The few punchouts need to be repaired in the near future
to prevent further deterioration. Those few locations will need full-depth repairs. Further
evaluation to assess the extent of the need for full-depth repairs at those locations will include
sounding, which could indicate the possibility of delaminated areas in the vicinity of the
punchouts. An even more comprehensive evaluation could be done by the measurement of
deflections. Regarding the spalls, it seems that the few existing spalls are of low severity, and
will not affect the ride quality, so those may not require repair for the time being, or perhaps
some proper patching could be enough for those repairs in the future.
3.14 El Paso - IH 10
On October 20 and 21, 2010, CTR made a field trip to the site of the BCO section on IH-
10 in El Paso. The overlay is significantly thicker (6.5 in.) than other BCOs in Texas studied
under this project. The project was intended as an expedited BCO when it was constructed.
Between Franklin St. Bridge and Missouri St. Bridge in downtown El Paso lies a segment of IH-
10 known as the "depressed section" because it goes from four lanes in each direction to three53
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Kim, Dong H.; Fowler, David W.; Ferron, Raissa P.; Trevino, Manuel M. & Whitney, David P. Materials selection for concrete overlays : the final report, report, July 2012; Austin, Texas. (https://texashistory.unt.edu/ark:/67531/metapth303706/m1/73/: accessed July 17, 2024), University of North Texas Libraries, The Portal to Texas History, https://texashistory.unt.edu.; crediting UNT Libraries Government Documents Department.