Continuously reinforced concrete pavements (CRCP) are frequently used in Belgium on roads having heavy traffic because they have a better long-term performance and require low maintenance. Free cracking is allowed in CRCP but the cracking pattern is controlled by the continuously longitudinal reinforcement. The problem is that in reality the crack pattern is not as desired. Distances between cracks are sometimes smaller, creating clusters of cracks. These clustered cracks can evolve over time, and, after many heavy axle load passages, lead to destructive punch-outs. To obtain a uniform crack pattern, the active crack control technique tries to force the cracks to originate in the young concrete at regular distances, perpendicular to the axis of the road. This is done by making some saw cuts in the new pavement, within 24 hours after placement, along the side of the CRCP slab. This research study tries to find the optimal dimensions of the saw cuts which result into a uniform crack pattern. To do this, a numerical 2D model of a road segment is made with the finite element program Samcef Field. The length between the notches (= saw cuts) and the width and depth of the saw cuts are varied and deformations and stresses in the concrete and reinforcement are compared. The same is done for a 3D model which is generated based on the 2D model. The results from the parameter study show that the dimensions of the active crack control technique applied nowadays, i.e. saw cuts of 40 cm long, 4 cm deep, every 1.20 m, works properly.
Knowledge of acoustic aging of road pavements is needed by road administrators when developing policies and strategies for noise abatement. It is important to know how noise-reducing pavements, as well as pavements without such acoustic properties, perform over time. Methods such as the American traffic noise model method or the Nordic NORD2000 method use acoustic aging for accuracy in predicting noise. Noise performance models for road pavements are necessary if noise is to be integrated as an active parameter in pavement management systems. This paper contributes to ongoing international development in the field of acoustic aging by performing a comprehensive analysis of results from four Californian and Danish long-time noise measurement studies on asphalt pavements. There is not much information on which changes in the surface structure cause an increase in noise in the period between when the bitumen film is worn off and when the pavement begins to deteriorate with distresses such as raveling, cracking, and so forth. This study analyzes and compares trends in the development of noise over time. The development of the noise spectra is also analyzed. The increase of noise has normally been analyzed in relation to the age of pavements. The traffic load and an artificial indicator, defined as the change of noise predicted as a combination of actual physical age and traffic load, are investigated.
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