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Jeffery RoeslerAssistant Professor
Department of Civil and Environmental EngineeringUniversity of Illinois at Urbana-Champaign
Continuously Reinforced Concrete Pavement (CRCP) for Airfields
CEAT Brown Bag Lunch Seminar SeriesNovember 10, 2005
Acknowledgements
• Illinois Department of Transportation– Bureau of Materials and Physical Research
(Amy Schutzbach and Dave Lippert)
• University of California - Davis– Erwin Kohler, Ph.D.
CRCP Characteristics
• No joints• Steel reinforcement bars• Numerous transverse cracks
History• First used in 1921• Experimental sections in the 1940’s• More than 28,000 miles in the USA
Why Continuously Reinforced Concrete Pavements?
• Smoothness
• Low maintenance costs– No transverse joints
• Thinner slab thickness relative to jointed concrete pavement
CRCP Cross-Section
Typical CRCP Design Features
• Concrete thickness (8 to 17 in.)• Steel Content (0.5 to 0.8%)• Depth to steel (3.5in to h/2)• Crack spacing
– natural vs. induced• Steel Bar Size (#5, #6, #7)• Grade 60 steel• 2-layer vs. 1-layer Steel
Aggregate Subbase
Asphalt Concrete Base
Cross-section (single layer)
Cross-section (double layer)
Single Layer Steel
Two-Layer Chairs
Two-Layer Steel
Longitudinal Steel Placement
Bar Splices
Concrete Placement
CRCP Stress Diagram
•Crack spacing prediction and crack width prediction
Illinois
ClusterY-crackMeanderingDivided
Crack SpacingAverage : 4.2Range: 1.6 - 10.1Std. Deviation: 2.7
Transverse Cracks
Crack development
Lane 1
0 100 200 300 400 500Station (feet)
07/15/0303/11/0312/10/0211/12/0210/10/0209/10/0208/12/0207/11/0205/13/0204/11/0203/12/0202/12/0201/11/0212/14/0112/10/01
Lane 2
0 100 200 300 400 500Station (feet)
07/15/0303/11/0312/10/0211/12/0210/10/0209/10/0208/12/0207/11/0205/13/0204/11/0203/12/0202/12/0201/11/0212/14/0112/12/0112/10/01
Natural cracks
• Crack location and time of crack surveys
• More cracks developed early in Lane 2
• Some natural cracks occurred in Lane 2
Crack development
0
20
40
60
80
100
120
140
Dec Feb Apr Jun Aug Oct Dec Feb Apr Jun AugTime, 2001-2003
Num
ber o
f Cra
cks
Lane 1Lane 2
Active
Passive
Natural Crack shapes and patterns
• Non-uniform crack patterns are detrimental and common• They lead to spalling and punchouts• Out of 23 sections studied (*) :
– 20 had cluster cracks, and some had them in several locations– All had Y-cracks (2% to 23%)– CRCP sections in IL, IA, OK, OR, PA, and WI
Cluster cracks
Y-cracks Meandering crack
Pavement Width
Divided cracks
(*) Tayabji et al. Performance of Continuously Reinforced Concrete Pavements. Volume 2 - Field Investigations of CRC Pavements, Report FHWA-RD-94-179, 1998.
Tape Insert
Saw-Cut Cracks
Soff-Cut “Joints”
CRCP Failure
• Deterioration of transverse cracks (Spalling)• Punchouts
σx
σy
CRCP Distress Development
Punchout• Longitudinal cracks propagate • Structural failure• Segment breaks and displace downwards
LTE and other factors leading to CRCP failure
MECHANISTIC DESIGN CONSIDERATIONS FOR PUNCHOUT DISTRESS IN CONTINUOUSLY REINFORCED CONCRETE PAVEMENT(1990) Zollinger, DG; Barenberg, EJ.
• High rebar stress at crack• Wide cracks→ spalling• LTE• Bending stress
Performance Factors
• Crack spacing• Crack width• Construction Time
– Temperature / humidity / curing– Thermal contraction
• Concrete materials– Cement content, aggregates, proportions– Drying shrinkage
Crack Spacing Prediction
coeff.friction subbase AASHTO :psi. strength, tensileconcrete :
in. spacing,crack mean :Where,
2
21
1
028
ffL
dcPUf
hCf
L
t
b
bm
PCCt
+
⎭⎬⎫
⎩⎨⎧
⎟⎟⎠
⎞⎜⎜⎝
⎛−−
=
ζσ
Factors affecting crack width• Temperature:
– Daily and seasonal variations– Max drop in temperature (crack formation)
• Drying shrinkage – Non-uniform in depth– Specially important at early age
• Subbase friction– Opposes movement – Depends on subbase material
• Bond-slip– bond-slip zone near crack’s face– bond stress in the bond-slip zone is complex
ΔCW = α ·ΔT · L (unrestrained)
DG2002 CW model
• DG2002 CW model for CRCPMechanistic-Empirical Pavement Design Guide
Crack spacingDrying shrinkage
Temperature dropRestraints
⎟⎟⎠
⎞⎜⎜⎝
⎛−Δ+⋅⋅=
iPCC
i
PCCiSHRi E
fcTLCCCW iσ
ςαε2
fLh
Cdc
PULfbi
m
2210
1i
+⎟⎠⎞
⎜⎝⎛ −+
⋅⋅⋅
=ςσ
σ
Base frictionCurling (thermal and moisture)Steel reinforcement
Depth to Steel
Slab thickness = 8 in
30
40
50
60
70
80
90
0 1 2 3 4 5 6 7
Depth of steel (in)
Cra
ck s
paci
ng (i
n)
Tset=70F
Tset=110F
Tset=140F
Slab thickness = 14 in
30
40
50
60
70
80
90
0 1 2 3 4 5 6 7
Depth of steel (in)
Cra
ck s
paci
ng (i
n)
Tset=70F
Tset=110F
Tset=140F
Depth to Steel vs. CW
• Crack spacing = 48in.Slab thickness = 8 in
0.000
0.050
0.100
0.150
0.200
0.250
0.300
0.350
2 3 4 5
Depth of steel (in)
Cra
ck w
idth
(mm
)
Tset=70Fz=steelTset=70Fz=1Tset=70Fz=3Tset=110Fz=steelTset=110Fz=1Tset=110Fz=3Tset=140Fz=steelTset=140Fz=1Tset=140Fz=3
Slab thickness = 14 in
0.000
0.050
0.100
0.150
0.200
0.250
0.300
0.350
2 3 4 5 6 7
Depth of steel (in)
Cra
ck w
idth
(mm
)
Crack Spacing and Width
4.5610.351.326.2240.0815
1.304.270.211.44150.0314
0.361.690.240.78330.0643
0.692.710.270.9027-2
2.047.860.271.40150.1161
STDVMaxMinAverage spacingNr. of cracks
Crack spacing (m)Crack width (mm)at depth of steel*Section
*Kohler and Roesler, ASCE Journal of Transportation Engineering, 131 (9),2005
Construction Issues
• Concrete mix design – Concrete shrinkage– Lower zero stress temperature!
• Mix temperature (water, aggregates) • Mix proportions (max. size aggregate)
• Curing– Minimize climatic effects– Solar radiation, wind, evaporation
• Base temperature (asphalt concrete)
Effect of Air Temperature on CRCP Failures
0%5%
10%15%20%25%30%35%40%
50-60 60-70 70-80 80-90 90-100Air temperature (°F)
Per
cent
age
of F
ailu
res
Schindler and McCullough (2002)
Existing CRCP Design
• FAA – empirical– Limiting criteria (CS, CW, σs)
• Mechanistic-empirical (DG2002)– Punchout prediction
• AASHTO (1993)– can’t apply to airfield pavements
FAA Design Method for CRCP
• Use same thickness as JPCP• Crack Spacing = 2 to 10 ft.• Steel content = 0.5 to 1.0%
Steel content must satisfy all three criteria:1) Subgrade restraint2) Temperature Effects3) Concrete to Steel Ratio
Subgrade Friction / Restraint
Ps (%) = (1.3-0.2F)*fr/fs
• Ps (%) = percent steel• F = friction factor (1.8)• fs = steel working stress = 0.75fy
(0.75*60ksi)• fr = tensile strength of concrete
– 0.67*MOR
Temperature Change
Ps (%) = 50*fr / (fs-195T)
• T = maximum seasonal temperature differential for pavement (°F)
Concrete to Steel Ratio
Ps (%)= 100*ft/fy
• Select maximum steel content to satisfy three criteria
Design Criteria
• CRCP thick = 80 to 90% of JPCP thick for highways– FAA says same thickness as JPCP
• CS = 3 to 8 ft• CW= 0.5mm (0.02in)
Mechanism of PunchoutDevelopment (DG2002)
PunchoutLongitudinal crack initiation
Direction of Traffic
Pavement edge
Deteriorated transverse crack
Punchout
Direction of Traffic
Pavement edge
Deteriorated transverse crack
Punchout
Loss of supportNarrow Crack spacing1
2
3
4
5
Tire footprint
Selezneva (2002)
Predicted Crack Width
Predicted Crack Width
0
2
4
6
8
10
12
14
16
18
0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44
Pavement age, years
Cra
ck W
idth
, mil
Crack Shear Capacity
mils. ,increment for timeh crack widt :in. slab, theof thickness:
increment for timecapacity shear initial :where,
05.0
0
032.00
icwh
is
ehs
i
PCC
i
cwPCCi
i−⋅⋅=
Transverse Crack Stiffness
capacityshear essdimensionl :constants :,,,,,
increment mecurrent tifor crack e transverson the stiffnessjoint :where
)(
sgefdcba
J
egedeaeJLog
c
eeeec
fes
cbsJ
fes
cbsJ
⎟⎟⎠
⎞⎜⎜⎝
⎛ −−⎟
⎠⎞
⎜⎝⎛ −
−⎟⎟⎠
⎞⎜⎜⎝
⎛ −−⎟
⎠⎞
⎜⎝⎛ −
−−−−− ⋅++=
Total Crack LTE
% crack, e transversacross LTE theon tocontributilayer base :entreinforcem allongitudin ofpercent :
entreinforcem steel by the provided transfer load Residual :inarea, loaded afor radius :
ini,increment for time computed stiffness relative of radius :where
1001
18.1/))log(183.0214.0(log1
1111001
Base
Base
c
TOT
LTEPbR
LTE
RJLTE
α
α
l
l ⎪⎪⎭
⎪⎪⎬
⎫
⎪⎪⎩
⎪⎪⎨
⎧
⎟⎠⎞
⎜⎝⎛ −
⎥⎥⎥⎥
⎦
⎤
⎢⎢⎢⎢
⎣
⎡
⎥⎦⎤
⎢⎣⎡ −−−+
−−∗=−
Shear Transfer Deterioration of Cracks
PCC
i
hcw
isΔ
If < 3.8 iiref
ijji
j
PCC
i
i ESRn
hcw
s ⎟⎟⎠
⎞⎜⎜⎝
⎛⎟⎟⎠
⎞⎜⎜⎝
⎛
⎟⎟⎟⎟⎟
⎠
⎞
⎜⎜⎜⎜⎜
⎝
⎛
⎟⎟⎠
⎞⎜⎜⎝
⎛⋅+
=Δ ∑ − τ
τ67.5 10
11
0.005 (55a)
otherwise iiref
ijji
j
PCC
i
i ESRn
hcw
s ⋅⎟⎟⎠
⎞⎜⎜⎝
⎛⎟⎟⎠
⎞⎜⎜⎝
⎛
⎟⎟⎟⎟⎟
⎠
⎞
⎜⎜⎜⎜⎜
⎝
⎛
⎟⎟⎠
⎞⎜⎜⎝
⎛−⋅+
+=Δ ∑ − τ
τ698.1 10
361
0.068004.0 (55b)
Concrete tensile stress at top
DEVELOPMENT OF RAPID SOLUTIONS FOR PREDICTION OF CRITICAL CONTINUOUSLY REINFORCED CONCRETE PAVEMENT STRESSES(2001) Khazanovich, L; Selezneva, OI; Yu, HT; Darter, MI ,
Prediction of failure Stress: crack spacing
σy
σx
D0
200
400
600
800
1000
1200
1400
0 2 4 6 8 10 12 14 16
Crack spacing (ft)
Ppal
stre
ss (p
si)
BottomTop
50 kips
40 kips
Load between cracks (centered)
0
100
200
300
400
500
600
700
0 2 4 6 8 10 12 14 16
Crack spacing (ft)
Ppal
stre
ss (p
si)
BottomTop
50 kips
40 kips
Load next to a crack
0
100
200
300
400
500
600
0 2 4 6 8 10 12 14 16
Next to crackBetween cracks
ΔT=0
ΔT=+20
Stress at top. Load=45 kips
Fatigue Damage
constantsn calibratio :,
magn. load todue increment at time stress applied :psi , ageat rupture of modulus PCC :
magn. load todue timeduring loading of No. allowable :where
1)log(
21
,
,
,
,
,1,
2
cc
jiiMR
jiN
Nn
FD
MRcN
ji
i
ji
ji
ji
C
ji
iji
σ
σ
∑=
−⎥⎥⎦
⎤
⎢⎢⎣
⎡⋅=
Punchout Modeling
constantsn calibratio :,,year of end at the damage fatigue daccumulate :
mileper punchouts of No. predicted total:where,
1
βα
α β
AyFD
PO
FDAPO
th
⋅+=
Accelerated Load Testing
• 10 to 60 kips load, at the edge
• >400,000 wheel passes applied
CRCP Sections
• Sec.1 - 5: natural cracks, simulated wheel loads applied, and results reported in this study.
• Sec. 6 - 10: induced cracks, not loaded Kohler and Roesler, Transportation Research Record 1900, pp 19-29, 2004
p=0.55%, #5h=254, d=89
p=0.80%, #6 p=1.09%, #7 p=0.80%, #6 p=0.80%, #6
p : percent of steel# : bar size (US system)h : concrete thickness (mm)
p=0.80%, #6 p=1.09%, #7 p=0.78%, #7 p=0.78%, #7
150 m
Lane 2
Lane 1
p=0.55%, #5
6 7 8 9 10
1 2 3 4 5
26 m
h=254, d=89 h=254, d=89 h=254, d=89 h=254, d=178
h=356, d=114h=254, d=89h=254, d=89h=254, d=89 h=356, d=89 & 178
d : depth of the steel layer (mm)
Crack spacing
4.6 ft
3.0 ft
2.6 ft
4.8 ft
n/a
(Advanced Transportation Loading ASsembly)
ATLAS
Sensors & Load Application
LVDTs to measure crack movement
Granular fill
LVDT holders
12 ft Ref.block
Subbase and subgrade layers
10 or 14” CRC Slab
Loading at pavement edge
Loading Levels
• Load history, total ESALs, and ESALs at failure for each section
050
100150
200250
- 25 50 75 100 125 150 175 200 225 250Lo
ad (k
N) Section 3
Reps= 163,400ESALs= 627 MESALs f= 548 M
0
50
100150
200
250
- 25 50 75 100 125 150 175 200 225 250Thousand Passes (Reps)
Load
(kN
) Section 4Reps= 64,300ESALs= 764 MESALs f= --
0
50100
150200
250
- 25 50 75 100 125 150 175 200 225 250
Load
(kN
)
Section 1Reps= 246,800ESALs=911 MESALs f=511 M
050
100150200250
- 25 50 75 100 125 150 175 200 225 250Thoussand Passes (Reps)
Load
(kN
) Section 2Reps= 118,600ESALs= 778 MESALs f= 230 M
13no5
750no4
650Yes3
800Yes2
900Yes1
Total ESALSFailureSection
Load Transfer Efficiency
High LTE 90-100% throughout the
loading test
High LTE at time of failure
Effect of temperature
Section 3
L T E 5 7 .2
5 0
6 0
7 0
8 0
9 0
1 0 0
1 1 0
0 5 0 1 0 0 1 5 0
P a s s e s (T h o u s a n d s )
LTE
(%)
1 0 k ip s
3 0 k ip s
5 5 k ip s
LT E 63.1
50
60
70
80
90
100
110
0 10 20 30 40 50 60 70
Passes (T housands)
LTE
(%)
10 kips
35 kips
45 kips
55 kips
Section 3
Section 4
Edge cracking
83 82 81 80
83 82 81 80
75
79 78 77 76 75
79 78 77 76
Profile • Longitudinal profile at the edge as loading
progressed • 20 mm peak permanent deformation
-35-30-25-20-15-10
-50
0 2 4 6 8 10 12 14 16 18 20 22 24 26Station (m)
Ele
vatio
n (m
m)
Existing Airport Applications
• Houston Hobby (1980’s)• O’Hare (1960’s and 1970’s)• Kennedy (1960’s)• Dallas-Fort Worth (early 1970’s)• Military Bases (CA, MD, GA, IL)
CRCP Summary
• Crack spacing• Crack width• Construction• Materials
• Load capacity
Comments / Questions
OMP Concrete Mix DesignDate 20-Oct 22-Sep 27-May 3-Jun 30-Aug 31-May 9-Sep 22-Sep 30-Aug
ID
688.38 (1.5" CA) CLEAN
AGG
688.38 standard (3/4 " CA)
688.44 (1.5" CA)
688.38 (1.5" CA)
571.44 (1.5" CA)
571.38 (1.5" CA)
571.44 Nof (1.5" CA)
535.44 (1.5" CA)
555.44 (1.5" CA)
water (lb/yd3) 261 262 303 261 251 217 251 235 244cement (lb/yd3) 588 588 588 588 488 488 571 535 455fly ash (lb/yd3) 100 100 100 100 83 83 0 0 100
CA (lb/yd3) 1842 1850 1772 1842 1924 1982 1938 1984 1942FA (lb/yd3) 1083 1103 1042 1083 1132 1166 1140 1167 1142
AEA (oz/yd3) 19.4 12.7 19.4 19.4 16.1 16.1 16.1 15.1 15.6w/cm 0.38 0.38 0.44 0.38 0.44 0.38 0.44 0.44 0.44
CA/ FA 1.7 1.68 1.7 1.7 1.7 1.7 1.7 1.7 1.7cm 688 688 688 688 570.96 570.96 571 535 555w/c 0.44 0.45 0.51 0.44 0.51 0.44 0.44 0.44 0.54Fl\y Ash/ CM 0.15 0.15 0.15 0.15 0.15 0.15 0.00 0.00 0.18
Slump (in) 6.13 7.63 9.00 6.25 7.38 2.50 2.25 8.63 7.88Air (%) 7.0 6.5 6.0 8.0 2.9 7.3 6.5 2.9 3.7
Density (pcf) 143.8 145.1 141.8 141.8 150.4 143.9 146.2 150.9 150.2
fs7 (psi) 362 526 275 440 412 416 505 390 480 fs28 (psi) #DIV/0! 570 423 454 513 429 524 415 490 fc7 (psi) 3,393 4,045 3,267 3,241 3,608 3,369 3,329 2,338 3,327 fc28 (psi) #DIV/0! 4,217 4,131 3,785 4,344 3,744 5,366 3,369 4,212 Ec7 (psi) 3,236 3,476 4,177 4,031 3,879 4,224 3,326 3,426 3,692 Ec28 (psi) #DIV/0! 3,752 3,695 3,438 4,204 3,881 3,958 3,311 4,209
MOR28 (psi) #DIV/0! 802 668 639 688 651 794 619 663 MOR 7(psi) 557
Har
dene
d P
rope
rties
Fres
h pr
oper
ties
Shrinkage DataExperimental Shrinkage Data for all Mixes
-0.1
0
0.1
0.2
0.3
0.4
0.5
0.6
0 20 40 60 80 100 120
Age of Concrete (days)
Shrin
kage
(mm
/m)
688.38ST Total 688.44 Total 688.44 Autog. 688.38 Total688.38 Autog. 571.44 Total 571.38 Total 571.38 Autog.
571.44 NF Total 535.44 Total 555.44 Total
Detailed Strength SummaryConcrete
Mix
688.38 (1.5" CA) CLEAN AGG
688.38 standard
(3/4 " CA)
688.44 (1.5" CA)
688.38 (1.5" CA)
571.44 (1.5" CA)
571.38 (1.5" CA)
571.44 Nof (1.5" CA)
535.44 (1.5" CA)
555.44 (1.5" CA)
A 6.25 8 9.00 5.25 7.5 2.5 3.25 8.75 7.5B 6 7.25 9.00 7.25 7.25 2.5 1.25 8.5 8.25A 7.5 6.5 6.0 7.5 3.0 7.0 7.8 2.8 3.8B 6.5 6.5 6.0 8.5 2.8 7.5 5.3 3.0 3.6A 143.2 144.4 142.0 141.6 150.2 144.6 143.0 151.0 150.0B 144.3 145.8 141.6 142.0 150.6 143.2 149.4 150.8 150.4A 340 520 296 478 352 406 432 386 451 B 383 531 254 403 472 426 577 394 509 A 575 N/A 450 506 413 410 422 433 B 564 423 458 520 446 638 408 547 A 3,281 3,925 3,152 3,222 3,630 3,417 3328 2,273 3,299 B 3,506 4,165 3,381 3,261 3,586 3,320 3330 2,402 3,356 A 4,252 3,943 3,718 4,360 3,934 3,833 3391 4,212 B 4,181 4,320 3,853 4,328 3,555 6,898 3348 N/AA 2,992 3,440 4,232 3,935 N/A 4,176 3162 3,435 3,695 B 3,480 3,512 4,122 4,126 3,879 4,272 3489 3,418 3,690 A 3,885 3,345 3,400 4,293 3,710 3,628 3,126 4,209 B 3,618 4,045 3,477 4,115 4,053 4,288 3,496 N/AA 834 639 638 658 664 715 646 658 B 770 697 639 717 638 873 592 667 A 557 B 690
Slump (in)
Ec7 (ksi)
Density (pcf)
Air (%)
fs7 (psi)
fs28 (psi)
fc7 (psi)
fc28 (psi)
Ec28 (ksi)
MOR28 (psi)
MOR7 (psi)
Preliminary Findings
Larger coarse aggregate size (1.5”) lowers MOR and splitting strength at 28 days.
Coarse aggregate size no affect on compressive strength at 28 days.
Higher Fly ash/CM ratio reduces the compressive strength and MOR,
15% fly ash, the W/CM ratio changes (0.38 to 0.44) was not strong
Fracture energy (GF) significantly higher for 1.5” MSA at <7days
Two vs. One Layer Reinforcement
• Texas DOT used for 15 years– Should perform better?
• No performance information
• Cluster cracking (Zollinger 1999)– Result of curing and depth of steel
• Don’t coincide two layer of transverse reinforcement
• Longitudinal reinforcement on top of each other
2 vs. 1-Layer Reinforcement
• No theoretical analysis• Can’t be used in DG2002 (by Zollinger)
• ATLAS– No failures on sections 4 and 5– response difference in 2 vs. 1-layer steel
ATLAS Responses (S4 vs. S5)
Table 3 Rebound deflections
Section\Load 10kips 35kips
4 0.09-0.13 0.30-0.64
5 0.10-0.11 0.37-0.53
Table 5 Crack openingCrack closing
(microns) Standard crack width
atTop
Mid-top
Section 4
cr.1 25-54 14-27 48
cr.2 43-66 41-50 50
cr.3 43-78 28-51 42
cr.4 25-50 14-30 25
Section 5
cr.1 10-51 3-9 67
Two-layer constructability
• No difference in consolidation on test sections
020406080
100120140160180200
4a 4b 5a 5bSample core
Con
cret
e de
insi
ty (l
b/ft3
)
DrySaturated
Summary
Section comparison:– Thicker sections less vertical deformation
– Not able to detect effect of percent of steel• Smaller CS and CW
– Insufficient cracking in double layer steel section
Projects Publications• Kohler, E.R. and Roesler, J.R. (August 2005), “Crack Spacing and Crack Width
Investigation from Experimental CRCP Sections,” submitted for publication to International Journal of Pavement Engineering, 25pp.
• Kohler, E.R. and Roesler, J.R., (August 2005), “Non-destructive Testing for Crack Width and Variability on Continuously Reinforced Concrete Pavements,” submitted for publication to Transportation Research Record, Journal of Transportation Research Board, Paper No. 06-1530, 20 pp.
• Kohler, E.R. and Roesler, J.R. (2005), “Crack Width Measurements in Continuously Reinforced Concrete Pavements,” ASCE Journal of Transportation Engineering, Vol. 131, No. 9, pp. 645-652.
• Kohler, E.R. and Roesler, J.R. (2004), “Active Crack Control for Continuously Reinforced Concrete Pavements,” Transportation Research Record 1900, Journal of Transportation Research Board, National Research Council, Washington, D.C, pp. 19-29.
• Kohler, E. and Roesler, J.R. (2005), “Repeated Load Behavior of Continuously Reinforced Concrete Pavement,” 8th International Conference on Concrete Pavement, August 13-18, 2005, Colorado Springs, CO, 17 pp.
• Kohler, E. and Roesler, J. “Avances en la investigación de pavimentos CRCP,” XVSimposio Colombiano Sobre Ingenieria de Pavimentos - 2005, Bogota, Colombia, March 9-13, 12 pp.
• Kohler, E.R. and Roesler, J.R. (2004), “Crack Width Determination for Continuously Reinforced Concrete Pavements,” Second International Conference on Accelerated Pavement Testing, September 25-29, 2004, Minneapolis, Minnesota, 19 pp.
Projects Reports• Kohler, E. and Roesler, J., “Accelerated Pavement Testing of Extended Life
Continuously Reinforced Concrete Pavement Sections,” Draft Final Report, Transportation Engineering Series No., Illinois Cooperative Highway and Transportation Series No., University of Illinois, Urbana, IL, June 2005, 200 pp.
• Kohler, E., Long, G., and Roesler, J., “Construction of Extended Life Continuously Reinforced Concrete Pavement at ATREL,” Transportation Engineering Series No. 126, Illinois Cooperative Highway and Transportation Series No. 282, UILU-ENG-2002-2009, University of Illinois, Urbana, IL, December 2002, 54 pp.