Beruflich Dokumente
Kultur Dokumente
DAVID J, HALPENNY
Portland Cement Association
Skokie. Illinois
INTRODUCTION
THE
DESIGN LIFE
of a city
dependent on
the
pavement
desi~n
loads
ice.
street
is
thickness
and
the
number and
weight
of
it receives while it is in
servOne aspect that is not
accounted
for
in pavement design is the affect of
utility cuts on pavement life.
Utility
cut repairs can drastically shorten the
service life if they are not constructed
properly,
however. a proper restoration
will have no effect on either the design
life or rideability of the pavement.
SIZE AND SHAPE
The shape and dimension of a
and
its
respect
repair
joints
and
edges
with
have
Fig.
3.
EXTERIOR-EDGE REPAIR - a repair
with a
length less than one full
lane
width.
and
a width no less than
4-ft.
One edge lies along the outside edge of
the
pavement and the other a
minimllm
distance
of
2-ft.
from
the
nearest
joint.
4.
INTERIOR-EDGE REPAIR - a repair
with a
iength less than one full
lane
width.
One edge lies along an interior
edge or joint of the pavement anci
the
other a minimum of 2-ft.
from the nearest joint or edge.
5.
INTERIOR
REPAIR - this
repair
has
a
length less than one
full
lane
width,
and
is less than one full panel
wide,
with no edge of the repair
lying
along a
joint or pavement
edge.
The
minimum distance of an edge to the nearest
joint or edge should be
2-ft.
If
less than 2-ft .. the repair shull extend
to
the joint or edge and be
classified
as an edge repair.
In
heavily
trafficked
roadways.
steel
dowels
are drilled and
grouted
into
the remaining slab to improve load
transfer
for plain
doweled
pavement~.
Pavements
with dowels follow the
same
rules and dimensions for utility cuts as
pavements without dowels.
Two additions
used in their construction are the
utilization
of tiebars in all
non-working
transverse
joints.
and
dowels in all
working
transverse joints as
shown
in
Fig. 2.
1.
FtTLL-PAVEMENT REPAIR - involves
all
lanes of the pavement.
These
repairs
are usually constructed one
lane
at
a
time and should have a
minimum
width of 6-ft.
Joints that fall within
the
limits of the restoration need
not
be
replaced.
If the utility cut falls
within 2-ft. of a joint. the restoration
must extend to the joint.
2.
SINGLE-LANE REPAIR
- involves
olily a single traffic lane and should be
at
least 6-ft.
in width.
All
joints
that are located within the utility Cllt
must
be replaced in their original
10r:ation.
Fig.
Joints form(ld
ond sealed
2.
25
Dowel
Diameter
in.
3/4
7/8
Table 1
Dowel
Total
Dowel Length
in.
14
14
14
bar size
When excavating
for the
utility,
the trench width must be a minimum of GIn. from all edges of the utility cut as
shown in Fig.
3.
Care must be taken to
not
undermine
the
existing
pavement
s 1 a b.
Pig.
26
Trench
wall
Fig.
When
backfillln(~
the
utility
trench,
every attempt should be mnde t'o
restore
the originHl uniformity o[
Lhf!
subgrade,
This normally involves backfilling with material previou~ly removerl
and compacted
to
a
proper
density.
Backfi-ll
material
that Is not of
the
same type as the rest of the roadway may
resl1lt
in difff!rential movement between
the
road surface and
the
restoration.
This may
be caused by the swelling of
expansive
soils or frost action of
two
dissimilar materials.
If the original excavated material
is
used.
the material mllst be frlle
of
frozen
lumps
of
earth
and
of
rocks
larger than 6-in. in diameter.
Uniformity
is accomplislled by proper choice of
backfilling materials and by compilctlnR
these
materials
in 6-in.
layers at
a
proper moisture content and density.
To
insure
proper compaction
and density,
the
material should be at optimum moisture content as determined by AASHO T99.
or
if fine-grained or
expansive Siliis
are
being used.
compaction at 1 to
3
percent
above optimum moisture content
is recommended.
In
some cases when proper compaction
is
difficult
or
expensive
to
achieve, it may be desireable to place H
contrOlled-density backfill o~ unshrink-
able fill.
Unshrinkable fill mix design'
should
have a maximum coarse
aggregate
size of 1 to 1-1/2 in.
in diameter, and
a
minimum 24 hour compressive
strength
of 10 psi. and a 28 day maximum cqmpressive strength of 60 psi.
As discussed
previously,
subgrade
uniformity
is a key factor in
pavement
performance.
When unshrinkable fill is
used
as backfill material,
the
trench
should be backfilled to a maximum height
of 18-in.
below the bottom of the slab.
The
remainder of the subgrade should be
backfilled with material similar to that
used
beneath
the
pavement
to
insure
uniformity -and
eliminate
differential
movement of the restoration with respect
to the roadway.
CONCRET.E PLACEMENT
In preparation for concrete
placement,
the subgrade and edges of the old
concrete
should
be
dampened
without
leaving
any standing water on the
subgrade.
All tiebars.
dowels. and reinforcing mesh should be straightened
and
realigned as necessary.
A thin coat of
grease should be applied to the protruding
end of smooth dowel bars but not to
deformed
tiebars.
Any original
reinforcing mesh should be supported in
the
restoration at the proper height.
The
thickness
of the
restoration
should be the depth of the existing slab
plus an additional 2-inches of
concrete
( Fig.
3).
OPENING TO TRAFFIC
The concrete restoration should not
be opened to traffic until the concrete
has attained 75% of the design flexural
strength.
27