Professional Documents
Culture Documents
11R-01
*
Member, Accelerated Rigid Paving Techniques Task Group.
Chairman, Accelerated Rigid Paving Techniques Task Group.
Note: ACI Committee 325 Associate Members Gerald F. Voigt and William R. Hook also participated in the report preparation.
This report covers the state of the art of accelerated-concrete paving tech- Keywords: accelerated paving; airports; admixtures; aggregates; cement;
niques, often referred to as fast-track concrete paving. Accelerated-con- construction; concrete pavement; curing; fast-track paving; gradation;
crete paving techniques are appropriate for roadways, airfield, and other highways; intersections; joint sealing compound; jointing; nondestructive
paved surfaces where quick access is required. Considerations include plan- strength testing; specifications; streets; temperature; opening-to-traffic.
ning, concrete materials and properties, jointing and joint sealing, curing
and temperature control, concrete strength testing, and opening-to-traffic cri- CONTENTS
teria. Applications and uses of accelerated-concrete paving are discussed.
Chapter 1Introduction, p. 325.11R-2
ACI Committee Reports, Guides, Standard Practices, 1.1General
and Commentaries are intended for guidance in planning, 1.2Changes to construction specifications and processes
designing, executing, and inspecting construction. This
document is intended for the use of individuals who are Chapter 2Project applications, p. 325.11R-2
competent to evaluate the significance and limitations of 2.1General
its content and recommendations and who will accept re- 2.2Highways and tollways
sponsibility for the application of the material it contains. 2.3Streets
The American Concrete Institute disclaims any and all re-
2.4Intersections
sponsibility for the stated principles. The Institute shall
2.5Airports
not be liable for any loss or damage arising therefrom.
Reference to this document shall not be made in con-
tract documents. If items found in this document are de- ACI 325.11R-01 became effective January 3, 2001.
sired by the Architect/Engineer to be a part of the contract Copyright 2001, American Concrete Institute.
All rights reserved including rights of reproduction and use in any form or by any
documents, they shall be restated in mandatory language means, including the making of copies by any photo process, or by electronic or
mechanical device, printed, written, or oral, or recording for sound or visual reproduc-
for incorporation by the Architect/Engineer. tion or for use in any knowledge or retrieval system or device, unless permission in
writing is obtained from the copyright proprietors.
325.11R-1
325.11R-2 ACI COMMITTEE REPORT
might not otherwise be feasible because of lengthy concrete Table 3.1Important considerations for planning
curing intervals. Some specifications require cure intervals accelerated-concrete paving projects
from 5 to 14 days for conventional concrete mixtures.3 With Important planning considerations
accelerated paving techniques, concrete can meet opening Access for local traffic
strengths in less than 12 hours.2,4,5 Local business disruption
Utility work
Construction equipment access and operation
2.2Highways and tollways Availability of suitable materials
Work-zone safety
Many highway agencies use accelerated techniques for con- Pavement edge drop-off requirements
crete paving techniques to expedite construction and ease Crossovers that disrupt both directions of traffic
Detour routes that can suffer damage and congestion from prolonged
work-zone congestion. Major projects in Chicago and Denver construction zone detours
have shown how accelerated-concrete paving can decrease Using fast-track concrete near the end of one days paving can facilitate
next-day startup
construction time for urban and suburban roadways.6,7
Tollway authorities lose revenue as a result of lane clo-
sures because traffic delays cause many drivers to find alter- tions, runway extensions, and runway keel sections. This may
native routes. Accelerated-concrete pavement minimizes be necessary to maintain traffic at commercial airports or for
revenue loss by allowing earlier access at high-congestion the national defense at military air bases. Accelerated-con-
areas like toll booths and interchanges. crete paving reduces the time that passenger loading gates are
The need for accelerated techniques on rural highway or out of service at commercial airports for apron reconstruction.
road construction is more limited. A contractor may use ac-
celerated techniques to speed construction on portions of a CHAPTER 3PLANNING
project to allow construction equipment on the pavement 3.1Planning considerations
sooner than usual. The contractor also may use accelerated- Developing a traffic-control plan before construction is es-
concrete paving for the last portion of a project to speed final sential for projects with high traffic volumes. The goal is to
opening to public vehicles. The Federal Highway Adminis- reduce the construction period and minimize traffic disrup-
tration (FHWA) is encouraging all highway agencies to use tion. An agency will benefit because meeting this goal will
accelerated techniques for concrete paving to meet special reduce public complaints, business impacts, user-delay
construction needs.2 costs, and traffic-control costs. The contractor will benefit by
reducing workers exposure to accidents and reducing the
2.3Streets time for which equipment is committed to a project.
Accelerated paving technology also provides solutions for Planners should include accelerated paving techniques
public access on residential and urban streets. Residents when assessing project feasibility or when developing con-
along suburban streets can usually gain access to their drive- struction staging plans. Table 3.1 lists other issues that
ways within 24 hours. should be considered when planning an accelerated project.
One common method specifiers use to ensure project com-
2.4Intersections pletion by a certain date is through a time-of-completion
Intersections pose major construction staging and traffic in- contract that offers monetary incentives and penalties to the
terruption challenges because they affect two or more streets. contractor. The agency specifies the completion date and the
A unique project by the Iowa Department of Transportation daily incentive or penalty value. The contractor earns the in-
involved the replacement of nine intersections using acceler- centive for completing the project before the deadline or
ated paving.8,9 Using two concrete mixtures and night con- pays the penalty for finishing late. These arrangements are
struction, the contractor finished each intersection without easily understood and usually ensure timely construction.
disrupting daily rush-hour traffic.9 Certain new lane-rental contracting techniques may be more
Reconstructing intersections one quadrant at a time allows useful for accelerated-concrete pavement construction, be-
traffic to continue to use the roadways. With accelerated cause they encourage more contractor flexibility and innova-
construction techniques and quadrant construction, a con- tion than a completion-time contract.
tractor can pave the intersection in less than one week.
Where it is feasible to close the entire intersection for a short 3.2Lane rental
time, a contractor can use accelerated paving techniques to Lane rental is an innovative contracting practice that en-
complete reconstruction over a weekend. courages contractors to lessen the construction impact on
road users.10,11 There are three basic lane rental methods:
2.5Airports cost-plus-time bidding; continuous site rental; and lane-by-
On airport aprons, runways, and taxiways, accelerated-con- lane rental. For each method, the agency must determine a
crete paving speeds sequential paving placements. Such pave- rental charge for use of all or part of the roadway by the
ment gains strength quickly and allows contractors to operate contractor. The rental charge usually coincides with the
slipform equipment sooner on completed adjacent paving user cost estimate for delays during project construction.
lanes. The construction schedule is reduced by shortening the The user costs vary for each project and, consequently, so
wait before paving interior lanes. Accelerated paving tech- should rental charges. Computer programs are available to
niques also can speed reconstruction of cross-runway intersec- determine work zone user costs.12
325.11R-4 ACI COMMITTEE REPORT
Table 3.2Sample hourly lane-by-lane rental construction. Allowing the use of minimum clearance, slip-
charges* form paving machines, dowel bar inserters, and early-age
Peak time periods saws (See Section 3.5) are examples. Permitting more than
6 to 9 a.m. one concrete mixture also will allow a contractor to meet dif-
Closure or obstruction 3 to 6 p.m. All other hours
ferent construction needs within a project.
One lane $X 0.25 $X
End-result specifications provide the most freedom to the
One shoulder 0.25 $X 0.0625 $X
contractor. With end-result specifications, the contractor must
One lane and shoulder 1.25 $X 0.3125 $X
provide a pavement meeting strength, slab thickness, and
Two lanes 2.25 $X 0.625 $X
smoothness criteria. The agency does not closely control pro-
Two lanes and
shoulder 2.50 $X 0.6875 $X portioning of the concrete mixture or the method of paving.
*Proportional to a base amount $X for one lane during peak hours, for a given Accelerated-concrete pavement construction automatically
project length.10 becomes a contractor option with end-result specifications.13
Providing a choice of concrete mixtures is a simple way of
Not all projects warrant lane-rental assessments. A lane- expanding contractor flexibility. Project specifications for
rental contract requires special contracting terms and is most accelerated-concrete paving might include a mixture for nor-
suitable for large projects where construction congestion mal, moderate, and high-early-strength concrete. The con-
management is critical. To reduce congestion on smaller tractor can choose from the different concrete mixtures to
projects, an agency can modify concrete materials and con- suit different construction situations and environmental con-
struction specifications to decrease road or lane closure time. ditions. For the majority of a large project, the choice would
Contract management and record keeping on lane-rental probably be the normal mixture. The contractor might decide
projects can be difficult. Accounting for partial completion to use high-early-strength concrete for the final batches each
of portions of a project can be confusing. Therefore, it is im- work day to ensure that sawing can be done before nightfall.
portant for contract language to cover these situations. The high-early-strength mixture also will ensure that the
Cost-plus-time bidding (also called A+B bidding) di- concrete at the construction joint (header) is strong enough
vides each contractors bid into two parts: the construction for startup the following day. A mixture with a moderate rate
cost and the time cost.10,11 Along with construction costs, of strength gain would be useful for areas where construction
the contractor must include an estimate of the number of traffic enters and leaves the new slabs.
days necessary to complete the project in the bid. The agency
multiplies the time estimate by a daily time-value charge to
3.5Innovative equipment
determine a time cost, and then adds the time cost to the con-
Recent improvements in paving equipment enhance their
struction cost to determine each contractors total bid value.
versatility in accelerated-concrete paving. Minimum-clear-
The contractor with the lowest combined cost receives the
ance slipform paving machines allow placement of concrete
contract for construction. To encourage maximum produc-
pavement adjacent to traffic lanes or other appurtenances.
tion, cost-plus-time bidding should also include a comple-
This allows single-lane reconstruction or resurfacing next to
tion-time incentive and disincentive.
traffic on adjacent lanes or shoulders.
With lane-by-lane rental, the contractor pays for the lanes
or combination of lanes occupied by the crew during con- Baskets to support dowel bars at contraction joints are not
struction. The agency can vary the lane rental rates depend- needed when dowel bar inserters are used. The dowel inser-
ing on the lane in use (outside, inside, shoulder) or upon the tion equipment mounts to a slipform paving machine and
time of day or week (Table 3.2). This encourages the con- frees the construction lanes for concrete haul trucks and oth-
tractor to occupy lanes in off-peak hours and to plan con- er construction vehicles. Tests of the modern dowel bar in-
struction thoughtfully. This contracting arrangement may serters show that their placement accuracy is as good as or
not be suitable for certain reconstruction projects with limit- better than that with traditional dowel baskets.14
ed staging options. Advancements in large-diameter (up to 1270 mm [50 in.])
coring equipment may reduce urban construction time. The
3.3Partnering new equipment can cut concrete around existing or planned
For rapid-completion projects, the agencys goal is usually manholes and eliminate the need to place utility boxouts be-
clearperform the work with minimal traffic disruption. fore paving new streets. The coring equipment is also useful
Many agencies and contractors are now using partnering ar- to cut around a manhole so it can be raised for an overlay.
rangements to focus on project goals and to maintain open
communication. The result is timely decision making that CHAPTER 4CONCRETE MATERIALS
keeps construction moving, saves money, and reduces the 4.1Concrete mixture proportioning
chance that a problem will become a dispute. One of the primary ways to decrease facility closure time
is to use a concrete mixture that develops strength rapidly.
3.4Specifications Rapid strength gain is not limited to the use of special blend-
Small specification changes that expand the contractors ed cements or sophisticated construction methods. It is usu-
construction and equipment choices often result in signifi- ally possible to proportion such a mixture using locally
cant time and cost savings while maintaining the quality of available cements, admixtures, and aggregates.
ACCELERATED TECHNIQUES FOR CONCRETE PAVING 325.11R-5
Table 4.1Example concrete mixture components Table 4.2Some factors that influence fresh and
for accelerated pavements15 hardened mixture properties3,16
Material Type Quantity Fresh or hardened
mixture property Mixture proportioning or placement factor
415 to 475 kg/m3
ASTM C 150 Type I Low water-cementitious materials ratio
(700 to 800 lb/yd3) Cement (composition and fineness)
Cement
415 to 475 kg/m3 Aggregate type
ASTM C 150 Type III Long-term strength Entrained air content
(700 to 800 lb/yd3)
Presence and type of admixtures
10 to 20% of cement Concrete temperature
Fly Ash ASTM C 618
by weight Curing method and duration
Water-cementitious Cement type (Type III, etc.)
materials ratio 0.37 to 0.43
Water-cementitious materials ratio
Air-entraining Concrete temperature
ASTM C 260 As necessary Early strength gain rate
admixture Mixture materials temperature
Presence and type of admixtures
Accelerating Curing method
ASTM C 494 As necessary
admixture
Aggregate quality and grading
Water-reducing Entrained air (bubble size and spacing)
ASTM C 494 As necessary Freeze-thaw durability
admixture Water-cementitious materials ratio
Curing method and duration
Aggregate particle shape
Combined aggregate grading
Total water content
Workability
Entrained air content
Presence and type of admixtures
Presence of pozzolans
Aggregate hardness
Abrasion resistance Compressive strength
Curing method and duration
4.2Cement
Fig. 4.1Contribution of cement compounds to strength ASTM C 150 Types I, II, or III portland cement can pro-
development.18 duce successful accelerated paving mixtures.17 Certain
ASTM C 595 portland/pozzolan cements and several propri-
When proportioning concrete mixtures for accelerated etary cements that develop high early strengths may also be
paving, concrete technologists also should be aware of the useful for accelerated paving applications.4 Not every port-
additional influences of heat of hydration, aggregate size dis- land cement will gain strength rapidly, however, and testing
tribution, entrained air, concrete temperature, curing provi- is necessary to confirm the applicability of each cement.18,19
sions, and ambient and subbase temperature. These factors The speed of strength development is a result of the hydra-
may influence early and long-term concrete strength. Many tion and heat-generation characteristics of a particular com-
different combinations of materials will result in rapid bination of cement, pozzolan, and admixtures. Cements play
strength gain. Table 4.1 shows acceptable materials and pro- a major role in both strength and heat development, and these
portions to achieve rapid early strength gain. A complete list properties depend on the interaction of the individual com-
and discussion of admixtures is provided in ASTM C 494. pounds that constitute the cement. High levels of tricalcium
A thorough laboratory investigation is important before silicate (C3S) and finely ground cement particles will usually
specifying an accelerated paving mixture. The lab work result in rapid strength gain.18 Tricalcium aluminate (C3A)
should determine plastic and hardened concrete properties also can be a catalyst to enhance the rate of hydration of C3S
using project materials and should verify the compatibility of by releasing heat early during cement hydration. C3A does
all chemically active ingredients in the mixture. Table 4.2 not contribute much to long-term strength, and in general,
shows some factors that influence mixture properties and C3S is the major chemical contributor to both early and long-
may aid mixture proportioning. term strengths (Fig. 4.1).18,19
Generally, accelerated-concrete pavement will provide Finely ground cement increases surface area and allows
good durability. Most accelerated paving mixtures have en- more cement contact with mixing water and, consequently,
trained air and a relatively low water content that improves the cement hydrates faster. Type III cement, which is much
strength and decreases chloride permeability.3 Freeze-thaw finer than other types of portland cement, usually develops
deterioration can occur if water freezes and expands within a strength quickly. Blaine fineness values for Type III cement
325.11R-6 ACI COMMITTEE REPORT
range from about 500 to 600 m2/kg. Blaine fineness values for pavements. Class C fly ash has some cementitious proper-
Type I cement usually do not exceed 300 to 400 m2/kg.3,18 ties that allow it to hydrate like cement. When compatible
Although the greater fineness of Type III cement provides with portland cement, fly ash will also lower water demand,
a much greater surface area for the hydration reaction, it also improve workability, and increase long-term strength.3
may require more water to coat the particles. Because Type Although concrete employing Class C fly ash has been used
III cement is ground finer than other cements, however, there on most accelerated paving projects, Class F also may produce
is more potential for problems that may result from overheat- acceptable results. Class F fly ash is generally not cementi-
ing the cement during the grinding phase of manufacture, in- tious and can only react with the chemical products of portland
cluding false set. False set is a rapid stiffening of the concrete cement hydration. Therefore, Class F fly ashes do not contrib-
shortly after mixing. This is not a major problem, and it is ute much to the early strength of concrete. Class F fly ash can
possible to restore workability without damaging the normal extend long-term strength, reduce permeability, and combat
set of the concrete through further mixing in a transit mix- the deleterious effects of sulfates or alkalis.3
er.18 The materials engineer and contractor should be aware
Evaluating accelerated-concrete pavement mixtures con-
of these phenomena when testing mixtures and trial batches.
Tests should be conducted using the same cement that the taining fly ash is important. The total weight of the fly ash
contractor will use in construction. and cement is used to determine the w/cm for mixture pro-
A low water-cementitious material ratio (w/cm) contributes portioning.21 Strength tests should be made through a range
to low permeability and good durability.18 A w/cm between of probable mixture temperatures to indicate how tempera-
0.40 and 0.50 provides moderate chloride permeability for ture influences rate of hydration. Knowledge of this temper-
concrete made from conventional materials. A w/cm below ature sensitivity will be useful to the inspector and contractor
0.40 typically provides low chloride permeability.20 Some ac- during construction under field conditions, particularly in the
celerated-paving mixtures have a ratio less than 0.43 and, con- spring and fall. Accelerating admixtures will probably be
sequently, provide moderate to low permeability. necessary should the laboratory study show unacceptable
It is important to remember that durability is not a function strength gain with fly ash.
of early strength but is a function of long-term strength, w/cm 4.3.3 Ground granulated blast-furnace slagGround gran-
permeability, a proper air void system, and aggregate quality. ulated blast-furnace slag is another cementitious material that
Mixtures using these materials may appear to meet the quick might be acceptable in accelerated-concrete paving (ASTM C
strength development necessary for accelerated-concrete pav- 989). In concrete, ground granulated blast-furnace slag can in-
ing but may not provide adequate durability. Because of this crease long-term strength and improve finishability.3 Because
inconsistency, a mixture should be evaluated at various ages its effects are temperature sensitive, however, laboratory stud-
to ensure it meets both early strength and long-term durability ies are necessary to determine the optimal dosage rate and the
requirements. effects of temperature on strength development. Strength de-
Type III cement has been primarily used for the manufac- velopment should be similar to normal concrete at tempera-
ture of precast concrete products. Before using a specific tures around 21 C (70 F).3 For cooler temperatures, it may be
Type III cement in paving, it may be advisable for agency necessary to extend the curing and insulating period, or im-
and contractor material technologists to confer with the ce- pose temperature and seasonal limitations.
ment supplier or local precast concrete manufacturers that
are experienced with the cement. At least one state uses a 4.4Air-entraining admixtures
minimum specimen strength for mortar cubes (ASTM C Air-entraining admixtures meeting ASTM C 260 require-
109) to test Type III cement.5 The cement must reach 9.0 ments are used to entrain microscopic air bubbles in con-
MPa (1300 psi) in 12 hours to qualify for use in accelerated-
crete. Entrained air improves concrete durability by reducing
concrete paving.
the adverse effects of freezing and thawing.3,18,19 The vol-
With proper proportioning, concretes using Type I and
ume of entrained air necessary for good durability varies ac-
Type II portland cement also can produce adequate charac-
cording to the severity of the environment and the concretes
teristics for accelerated-concrete paving. To develop ade-
maximum aggregate size. Mixtures with larger coarse aggre-
quate early strength, concrete made from these cements will
gates usually have less mortar and require less air than those
usually require chemical admixtures.
with smaller maximum aggregate sizes. Typically, concrete
mixtures have 4.5 to 7.5% total air content.
4.3Supplementary cementitious materials
4.3.1 GeneralIt is possible to use fly ash or ground gran- Air entrainment is as necessary for accelerated-concrete
ulated blast-furnace slag in addition to portland cement in mixtures as for normal-setting mixtures in freeze-thaw en-
accelerated-concrete pavements. During cement hydration, vironments. During field mixing, it is important to use the
these supplementary cementitious materials react with the appropriate air-entraining admixture dosage rate so that the
chemical products of portland cement to extend strength air content is adequate after placement. Higher percentages
gain. They also act as fine particle fillers in the binder to aid of entrained air can reduce the early and long-term strength
concrete workability and finishability.3 of the mixture, while lower percentages may reduce the con-
4.3.2 Fly ashTwo fly ash classifications, ASTM C 618 crete durability. Therefore, close control of air content is
Class C and Class F, have been used in accelerated-concrete necessary for successful projects.
ACCELERATED TECHNIQUES FOR CONCRETE PAVING 325.11R-7
Table 4.3Water-reducing admixtures specified in may be more appropriate for high-slump mixtures or when a
ASTM C 494 lower w/cm is desired.
Type and classification Effect
Fig. 4.2Grading plot showing gap-graded mixture and mixture with adequate intermediate particles.
more mobile under vibration than flat or elongated aggre- erated-paving projects to meet conventional ride specifica-
gate. The good mobility allows concrete to flow easily tions, and agencies should not modify their smoothness
around the baskets, chairs, and reinforcing bars, and is ideal specifications for accelerated-concrete pavements.
for pavements.
Flat or elongated intermediate and large aggregates can 5.2Curing and temperature management
cause mixture problems.3,14 These shapes generally require 5.2.1 Importance of curingCuring provisions are neces-
more mixing water or fine aggregate for workability and, sary to maintain a satisfactory moisture and temperature
consequently, result in a lower concrete flexural strength condition in concrete for a sufficient time to ensure proper
(unless more cementitious materials are added). Allowing no hydration.3 Internal concrete temperature and moisture di-
more than 15% flat or elongated aggregate by weight of the rectly influence both early and ultimate concrete properties.
total aggregate3 is advisable. Use ASTM D 4791 to deter- Therefore, applying curing provisions immediately after
mine the quantity of flat or elongated particles. placing and finishing activities3,24 is important. Even more so
than with standard concrete, curing is necessary to retain the
4.8Water moisture and heat necessary for hydration during the early
The sooner the temperature of a mixture rises, the faster strength gain of accelerated-concrete pavement. Accelerated
the mixture will develop strength. One way to raise the tem- pavements require especially thorough curing protection in
perature of plastic concrete is to heat the mixing water; how- environmental conditions of high temperature, low humidity,
ever, this is more practical for small projects that do not high winds, or combinations of these.
require a large quantity of concrete, such as intersection re- Air temperature, wind, relative humidity, and sunlight
construction. influence concrete hydration and shrinkage. These factors
Several factors influence the water temperature needed to may heat or cool concrete or draw moisture from exposed
produce a desirable mixture temperature at placement. The concrete surfaces. The subbase can be a heat sink that draws
critical factors are ambient air temperature, aggregate temper- energy from the concrete in cold weather or a heat source that
atures, and aggregate free moisture content. When necessary, adds heat to the bottom of the slab during hot, sunny weather.
ready-mixed concrete producers heat water to 60 to 66 C (140 Monitoring heat development in the concrete enables the
to 150 F) to elevate mixture temperature sufficiently for cool- contractor to adjust curing measures to influence the rate of
weather construction. In such conditions, the use of blanket strength development, the window for sawing (see Section
insulation is advised. To avoid a flash set of the cement, the 5.3.1), and the potential for uncontrolled cracking. Monitor-
hot water and aggregates should be combined before adding ing temperature when environmental or curing conditions
the cement when mixing batches.3 See ACI 306R for addi- are unusual or weather changes are imminent is particularly
tional guidance on controlling the initial concrete temperature. important.23 Maturity testing allows field measurement of
Hot water only facilitates early hydration, and its benefits concrete temperature and correlation to concrete strength.
are generally short-lived. Several hours of heat containment Chapter 6 describes maturity testing in more detail.
through insulation may be necessary for rapid strength gain 5.2.2 Curing compoundsLiquid membrane-forming
to continue, particularly when cool conditions prevail. curing compounds should meet ASTM C 309 material re-
quirements. Typically, white-pigmented compound (Type 2,
CHAPTER 5CONSTRUCTION Class A) is applied to the surface and exposed edges of the
5.1General concrete pavement. The materials create a seal that limits
No special equipment is necessary for a contractor to place evaporation of mixing water and contributes to thorough ce-
accelerated-concrete pavement. Because the time for place- ment hydration. The white color also reflects solar radiation
ment can be shorter than with conventional paving, however, during bright days to prevent excessive heat build up in the
accelerated paving requires well-planned construction se- concrete surface. Class A liquid curing compounds are suf-
quencing. Contractors and specifying agencies should be ficient for accelerated-concrete paving under normal place-
aware that operation adjustments will be necessary while the ment conditions when the application rate is sufficient.
paving crew becomes accustomed to mixture characteristics. Agencies that build concrete pavements in mountainous
It will take time for workers to become comfortable with ac- and arid climates often specify a slightly heavier dosage rate
celerating their duties. Constructing test slabs will familiar- of resin-based curing compound meeting ASTM C 309,
ize an inexperienced crew with the plastic properties of the Type 2, Class B requirements. The harsher climate causes
accelerated-concrete before starting full-scale operations. dramatic daily temperature changes, often at low humidity
Contractors have built successful accelerated-concrete levels. As a result, the concrete is often more susceptible to
pavements using both slipform and fixed-form construction plastic-shrinkage cracking and has a shorter window for
techniques. There are no reports indicating unusual prob- joint sawing.
lems with mixing, placing, and finishing accelerated-con- Most conventional paving specifications require an appli-
crete paving. The contractor and agency should carefully cation rate around 5.0 m2/L (200 ft2/gal.). Accelerated-con-
consider concrete haul distances on large projects. crete pavement mixtures rapidly use mixing water during
The adjustments that accompany construction start-up on early hydration and this may lead to a larger potential for
accelerated projects for concrete pavement normally will not plastic shrinkage at the surface. Therefore, increasing the
interfere with the ride quality. Contractors have built accel- application of curing compound for accelerated paving
325.11R-10 ACI COMMITTEE REPORT
projects to about 3.75 m2/L (150 ft2/gal.) is advisable. Because Fig. 5.2Chart to calculate evaporation rate under prevail-
deep tining increases surface area, the higher application rate ing environmental and concrete temperature conditions.3
also is important where surface texture tine depth exceeds
about 3 mm (1/8 in.). Bonded overlays less than 150 mm progresses may be acceptable. In any case, it is inadvisable
(6 in.) thick require an application rate of 2.5 m2/L (100 ft2/gal.). to wait until after finishing all joint sawing to start placing in-
The thin overlay slabs have a large ratio of surface area to sulating blankets. Figure 5.1 shows how effective insulating
concrete volume so evaporation consumes proportionately blankets are in maintaining the temperature of concrete com-
more mixing water than with typical slabs.25 pared to an exposed surface of the same mixture.
The first few hours, while the concrete is still semiplastic, Experience indicates that an insulating blanket with a mini-
are the most critical for good curing. Therefore, the contrac- mum thermal resistance (R) rating of 0.035 m2 K/W (0.5 h
tor should apply the curing compound as soon as possible af- ft2 F/Btu) is adequate for most conditions.5,21,24-27 The blan-
ter final finishing. Construction and public vehicle tires may ket should consist of a layer of closed-cell polystyrene foam
wear some of the compound off of the surface after opening, with another protective layer of plastic film. Additional blan-
but this does not pose a problem because the concrete should
kets may be necessary for temperatures below about 4 C (40 F).
have reasonable strength and durability by that time. Curing
compound should be applied in two passes at 90 degrees to 5.2.4 Plastic shrinkageThe temperatures of accelerat-
each other. This will ensure complete coverage and offset ed-paving mixtures often exceed air temperature and re-
wind effects, especially for tined surfaces. quire special attention to avoid plastic-shrinkage cracking.
5.2.3 Blanket insulationInsulating blankets provide a Plastic-shrinkage cracks can form during and after concrete
uniform temperature environment for the concrete. Insulat- placement when certain prevailing environmental conditions
ing blankets reduce heat loss and dampen the effect of both exist. The principal cause of plastic-shrinkage cracking is rapid
air temperature and solar radiation on the pavement, but do evaporation of water from the slab surface.3 When this occurs
not negate the need for a curing compound.5 The purpose while concrete is in a plastic or semiplastic state, it will result
of blanket insulation is to aid early strength gain in cool in shrinkage at the surface. Air temperature, relative humid-
ambient temperatures. Table 5.1 indicates when insulation ity, wind velocity, and concrete temperature influence the
is recommended.24 rate of evaporation. The tendency for rapid evaporation in-
Care should be taken not to place blankets too soon after creases when concrete temperature exceeds air tempera-
applying a curing compound. In warm conditions, waiting ture.24 Additional guidance on controlling plastic-shrinkage
several hours and placing the blankets as the joint sawing cracking is given in ACI 305R.
ACCELERATED TECHNIQUES FOR CONCRETE PAVING 325.11R-11
Research indicates that a drop in surface temperature of soils provide the least frictional restraint and the longest
more than 9.5 C (15 F) can result in excessive surface sawing time.
shrinkage and induce cracking if sawing has not been com- Mixtures with softer limestone aggregates require less
pleted.28 This is critical in most regions during the spring and strength for sawing than do mixtures with harder coarse aggre-
fall because air temperature often drops significantly from day gates. Table 5.1 shows cylinder compressive strengths neces-
to night. Differential shrinkage also occurs from rain showers sary to begin sawing different mixtures for acceptable and
that cool the slab surface. Therefore, the contractor should excellent results.28
monitor the weather and saw joints as soon as possible when
Contractors have successfully cut joints using wet-sawing,
conditions change from placement conditions.
dry-sawing, and early-age sawing equipment.29 It is usually
Thermal shock also may occur within a few hours after re- possible to dry-saw the concrete slightly earlier than it is to
moving curing blankets from a new slab. Removing only the wet-saw it. Dry-sawing also does not require a water flush-
blankets needed to allow joint sawing may be necessary. To
ing for slurry removal and may shorten the drying time nec-
minimize uncontrolled cracking from thermal shock, blan-
essary before sealing.
kets should not be completely removed until after comple-
tion of all sawing. A contractor should choose a saw blade depending on the
hardness of the aggregate in the concrete. Silicon carbide or
To decide when to begin sawing any concrete pavement
carborundum (dry-sawing) blades are only effective for softer
requires some experience and judgment. The quality of saw
aggregates like limestone. Wet-saw diamond blades are
cut will vary with concrete strength. Excessive spalling and
acceptable for all types of aggregates and are most advanta-
raveling along the joint face will result if the sawing is too
soon. Slight raveling is acceptable if a second saw cut will be geous for concrete containing hard aggregates. A contractor
made to form a sealant reservoir. also may saw through most aggregates without water using
certain diamond blades mounted on saws powered by less
Some design factors also influence the optimal time to be-
than 26 kW (35 hp) engines.
gin sawing. Subbase or subgrade friction will restrain
shrinkage as the concrete cools after final set. The high-fric- Early-age saws allow cutting very early during the initial
tion surface of asphalt or cement-stabilized subbases de- concrete set stage. Cutting is feasible after compressive
creases the time allowable before sawing is necessary. In strengths reach about 1.0 MPa (150 psi), usually an hour or
some extreme cases, bond between the surface and subbase two after paving. All cutting should be done before the final
has induced cracking before sawing was possible without set of the concrete. Most currently available early-age saws
unacceptable raveling. A double application of a wax-based provide only a shallow initial cut of about 18 to 33 mm deep
curing compound can be used to reduce friction between the (3/4 to 1-1/4 in.) and require a second cut using a standard
concrete pavement slab and a lean concrete subbase, a bitu- saw for a sealant reservoir or to meet typical specifications
minous subbase, or a cement-treated subbase, thus extending of saw cut depths of 1/3 or 1/4 of the slab thickness (D/3 or
the time for sawing. Fill-in lanes for airport pavements and D/4). Using early-age sawing equipment can allow cutting
parking areas also tend to have a shorter time for joint saw- before curing blanket placement and can be effective for ac-
ing due to edge restraint. Granular subbases and subgrade celerated-concrete paving projects.
ACCELERATED TECHNIQUES FOR CONCRETE PAVING 325.11R-13
6.3Pulse velocity
Pulse velocity is another available nondestructive test for
determining concrete strength at early ages. A true nonde-
structive test, it measures the time required for an ultrasonic
wave to pass through the concrete from one transducer to an-
other. The distance between the transducers is divided by the
travel time to obtain the pulse velocity. The velocity of the
wave correlates to concrete strength.24,31 Further informa-
tion is available in ACI 228.1R and Reference 33.
Like maturity testing, pulse-velocity testing requires labora-
tory calibration for reliable in-place strength estimates. The
distance between the transducers has to be accurately deter-
mined. Trial batches must contain the same mixture materials
at similar proportions as the project mixture. In the laboratory,
technologists take pulse-velocity measurements through a
Fig. 6.3Typical transducer arrangement for pulse velocity
representative number of cast concrete specimens, test the
specimens for strength, and plot the results against the pulse-
velocity readings to create a calibration curve (Fig. 6.2).
CHAPTER 7TRAFFIC OPENING
Field measurement of pulse velocity is relatively simple.
7.1 Strength criteria
Technologists hold the sending and receiving transducers
The chief issue in accelerated pavement construction is de-
flush to the pavement surface. Sometimes it may be neces-
termining when traffic can begin to use the new pavement.
sary to grind a rough surface, but usually a layer of grease or
The basis for this decision should be made on the concrete
gel will sufficiently fill surface voids and provide full trans-
strength and not arbitrarily on the time from placement.34
ducer contact. Optimal readings occur with the transducers
Strength directly relates to load-carrying capacity and pro-
held axially for direct measurement, but this arrangement
usually requires a cast-in boxout in the slab. An acceptable vides certainty that the pavement is ready to accept loads by
alternative is to hold the transducers in a perpendicular ar- construction or public traffic.
rangement providing a semidirect measurement. Figure 6.3 For concrete pavement applications, flexural strength is the
shows typical arrangements. most direct indicator of load capacity. Flexural-strength val-
Comparing field pulse-velocity readings to the calibration ues indicate the tensile strength at the bottom of the slab where
curve provides an early-age estimate of concrete strength. wheel loads induce tensile stresses. For that reason, this docu-
Studying the manufacturers equipment instructions for spe- ment lists opening criteria in terms of flexural strengths of test
cific recommendations and to make reading corrections nec- beams under third-point loading. Flexural strength tests from
essary for concrete temperature and moisture content is ASTM C 78 are very sensitive to the beam fabricating and
necessary.24,31 To avoid inaccurate measurements, take testing procedures. Many agencies realize this shortcoming
readings away from any embedded steel that will affect trav- and use compressive strength tests (ASTM C 39) to evaluate
el of the ultrasonic pulses. concrete for acceptance and opening.34
ACCELERATED TECHNIQUES FOR CONCRETE PAVING 325.11R-15
To use the flexural strength opening criteria in this publi- projects. It is important to keep public traffic off the pavement
cation with compressive strength data, a correlation should until after joint sawing to avoid overstressing the concrete.
be developed between compressive strength and flexural
strength in the laboratory for each specific mixture. 7.2Construction traffic
The strength necessary to allow vehicles onto a new pave- Typical construction vehicles include slipform pavers, span
ment will depend on the following factors:34 saws, haul trucks, and water trucks. Except for slabs less than
Type, weight, and number of anticipated loads during 175 mm (7.0 in.) thick, span saws do not induce concrete fa-
early-age period; tigue even during very early ages. The 80 kN (18,000 lb) sin-
Location of loads on slab; gle axles and 151 kN (34,000 lb) tandem axles on construction
Concrete modulus of elasticity; trucks induce much higher stresses. Fortunately, operators
Pavement design (new construction, unbonded overlay, tend to drive these vehicles within the center of new slabs to
bonded overlay, or overlay on asphalt); avoid drop-offs that exist before shoulder placement or final
Slab thickness; grading. Table 7.1 provides opening criteria for span saw and
truck loads and assumes that these loads will occur at least 0.6
Foundation support (modulus of subgrade reaction, k); and
m (2.0 ft) from the edge of the slab.
Edge support condition (widened lane, or tied curb and
gutter, or tied concrete shoulder).
7.3Public traffic
As slab support or pavement thickness increase, stress in
Public traffic includes many different vehicles. To deter-
the concrete will decrease for a given load. This relationship
mine the acceptable opening strength for public traffic
allows different opening strength criteria for different pave-
requires an estimate of the number of loads before the con-
ment designs and early traffic loads.28,34 An opening
crete reaches design strength.34
strength as low as 1.0 MPa (150 psi) in third-point loading is
acceptable if the pavement will carry only automobiles.28 If The public traffic opening criterion for municipal and high-
the pavement will carry trucks, a strength of up to 4.5 MPa way pavements is found in Appendix A, Table A.1. The use of
(650 psi) may be necessary for thin slabs.28,34 Table A.1 requires estimates of traffic volume, slab thickness,
Wheel-load location also influences the magnitude of and foundation support. Table A.1 assumes a 0.6 m (2.0 ft)
stress. Critical flexural stresses occur from wheels that ride offset of traffic from the lane edge. Wide truck lanes, tied
directly on the pavement edge away from a slab corner. concrete shoulders, and curbs and gutters all serve to reduce
Wheel loads that ride near the center of the slab induce con- load stresses to levels equivalent to a 0.6 m (2.0 ft) traffic
siderably lower stress than edge loads. These flexural stresses offset. If the pavement design does not include these fea-
lead to pavement fatigue cracking. Often, however, stresses tures, the contractor can place barricades to prevent edge
less than 50% of the flexural strength of the pavement do not loads. Normally, after the concrete flexural strength reaches
induce fatigue damage. 3.0 MPa (450 psi), the contractor may remove the barricades.
Two traffic categories exist for early opening assessment: It may be necessary to wait for concrete to gain full design
construction and public traffic. In most cases, the construction strength on thin municipal pavements that require more than
contractors vehicles use the pavement before any public traf- 4.5 MPa (650 psi) flexural strength for opening. Appendix A
fic; however, this may not be typical for accelerated paving provides an example calculation.
325.11R-16 ACI COMMITTEE REPORT
7.4Aircraft traffic The above publications may be obtained from the follow-
No studies have been made to determine early-age open- ing organizations:
ing criteria for aircraft traffic. The Federal Aviation Admin-
istrations current specifications allow opening to traffic at American Concrete Institute
3.8 MPa (550 psi) flexural strength with no time limitation.35 P.O. Box 9094
Farmington Hills, Mich. 48333-9094
CHAPTER 8REFERENCES
8.1Referenced standards and reports
The standards and reports listed below were the latest edi- American Society for Testing and Materials
tions at the time this document was prepared. Because these 100 Barr Harbor Drive
documents are revised frequently, the reader is advised to West Conshohocken, Pa. 19428-2959
contact the proper sponsoring group if it is desired to refer to
the latest version. 8.2Cited references
1. Fast-Track Concrete Pavements, 1994, TB004.02P,
American Society for Testing and Materials (ASTM) American Concrete Pavement Association, Skokie, Ill.
ASTM C 33 Standard Specification for Concrete Aggregate 2. Ferragut, T., 1993, Fast Tracking, The Texas Regional
ASTM C 39 Test Method for Compressive Strength of Concrete Pavement Conference: Session Notes, Center for
Cylindrical Concrete Specimens Transportation Research, Austin, Tex., Nov., p. 28.
ASTM C 78 Test Method for Flexural Strength of Concrete 3. Kosmatka, S., and Panarese, W., 1998, Design and Con-
(Using Simple Beam with Third-Point Loading) trol of Concrete Mixtures, Thirteenth Edition, EB001.13T,
ASTM C 109 Text Method for Compressive Strength of Portland Cement Association, Skokie, Ill.
Hydraulic Cement Mortar 4. Jones, K., 1998, Special Cements for Fast Track Con-
ASTM C 150 Standard Specification for Portland Cement crete, Iowa Department of Transportation, June.
ASTM C 260 Standard Specification for Air Entraining 5. Grove, J., 1989, Blanket Curing to Promote Early
Admixtures for Concrete Strength Concrete, Research Project MLR-87-7, Iowa De-
ASTM C 309 Standard Specification for Liquid Membrane- partment of Transportation.
Forming Compounds for Curing Concrete 6. The Walsh Group Is Fast-Tracking With Two-Track
ASTM C 494 Standard Specification for Chemical Admix- SF-350 From CMI, 1992, CMI News, Fall Edition, CMI Cor-
tures for Concrete poration, Oklahoma City, Okla.
ASTM C 597 Test Method for Pulse Velocity through 7. Excellence in Concrete Pavement, 1993, Concrete
Concrete Construction, V. 38, No. 12, The Aberdeen Group, Addison,
ASTM C 595 Standard Specification for Blended Hydraulic Ill., Dec.
Cements 8. Highway 100Collins Road Cedar Rapids, Iowa Fast
ASTM C 618 Standard Specification for Fly Ash and Raw or Track II, 1989, Demonstration Project No. 75, Field Man-
Calcined Natural Pozzolan for Use as a Miner- agement of Concrete Mixes, and Special Project No. 201, Ac-
al Admixture in Portland Cement Concrete celerated Rigid Paving Techniques, Federal Highway
ASTM C 803 Test Method for Penetration Resistance of Administration, Washington D.C., Sept.
Hardened Concrete 9. Grove, J.; Jones, K.; Bharil, K.; and Calderwood, W.,
ASTM C 805 Test Method for Rebound Number of Hard- Fast Track and Fast Track II, Transportation Research
ened Concrete Record 1282, Transportation Research Board, National Re-
ASTM C 900 Test Method for Pullout Strength of Hard- search Council, Washington, D.C., pp.1-7.
ened Concrete 10. Gaj, S., 1992, Lane RentalAn Innovative Contract-
ASTM C 989 Specification for Ground Granulated Blast- ing Approach, TR News, No. 162, Transportation Research
furnace Slag for Use in Concrete and Mortars Board, National Research Council, Sept.-Oct.
ASTM C 1017Standard Specification for Chemical Admix- 11. Innovative Contracting Practices, 1991, Transporta-
tures for Producing Flowing Concrete tion Research Circular, Number 386, Transportation Research
ASTM C 1074Practice for Estimating Concrete Strength by Board, National Research Council, Washington, D.C., Dec.
the Maturity Number 12. Memmott, J., and Dudek, C., 1984, Queue and User
ASTM C 1150Test Method for the Break-Off Number of Cost Evaluation of Work Zones (QUEWZ), Transportation
Hardened Concrete Research Record 979, Transportation Research Board, Na-
ASTM D 4791Test for Flat or Elongated Particles in Coarse tional Research Council, Washington, D.C., pp. 12-19.
Aggregates 13. Graham, A., 1989, Whats the Future for Fast Track?
Construction Digest, Allied Publications, Indianapolis, Ind.,
American Concrete Institute (ACI) July, pp. 16-22.
228.1R In-Place Methods to Estimate Concrete 14. Tayabji, S., and Okamoto, P., 1987, Field Evaluation
Strength of Dowel Placement in Concrete Pavements, Transportation
305R Hot Weather Concreting Research Record 1110, Transportation Research Board, Na-
306R Cold Weather Concreting tional Research Council, pp. 101-109.
ACCELERATED TECHNIQUES FOR CONCRETE PAVING 325.11R-17
15. Ferragut, T., 1990, Accelerated Rigid Paving Tech- 33. Malhotra, V. M., and Carino, N. J., eds., 1991, CRC
niques, Concrete in Highway Transportation, No. 7, Port- Handbook on Nondestructive Testing of Concrete, CRC Press.
land Cement Association, Skokie, Ill., Apr. 34. Early Opening of PCC Pavements to Traffic, 1994,
16. Shilstone, J., 1990, Mixture Optimization for Fast- Final Report, Special Project 201, Federal Highway Adminis-
Track, Shilstone & Associates, Inc., Dallas, Tex., Jan. tration, Washington D.C., June.
17. Riley, R., and Knutson, M., 1987, Fast Track Concrete 35. Standards for Specifying Construction of Airports,
Paving Opens Door to Industry Future, Concrete Construc- 1990, Advisory Circular 150/5370-10A, Federal Aviation Ad-
tion, The Aberdeen Group, Addison, Ill., Jan. ministration, Washington D.C., June.
18. Young, J., and Mindess, S., 1981, Concrete, Prentice-
Hall, Inc., Englewood Cliffs, N.J. 8.3Other references
19. Popovics, S., 1979, Concrete Making Materials, Hemi- An Appraisal of the Membrane Method of Curing Con-
sphere Publishing Co. crete Pavements, 1948, Bulletin 108, Michigan Engineering
20. Whiting, D., 1981, Rapid Determination of the Chlo- Experiment Station.
ride Permeability of Concrete, FHWA/RD-81/119, Federal Design and Construction of Joints for Concrete High-
Highway Administration, Washington, D.C. ways, 1991, Technical Bulletin TB010P, American Con-
21. Chase, G.; Lane, J.; and Smith, G., 1989, Fast Track crete Pavement Association, Arlington Heights, Ill.
Paving: Meeting the Need for Early Use of Pavement, Pro- AASHTO Guide for Design of Pavement Structures, 1993,
ceedings of the 4th International Conference on Concrete American Association of State Highway Officials and
Pavement Design and Rehabilitation, Purdue University, Transportation Engineers, Washington D.C.
West Lafayette, Ind., Apr., pp. 579-585.
22. Shilstone, J., 1990, Concrete Mixture Optimization, APPENDIX AOPENING TO PUBLIC TRAFFIC
Concrete International, V. 12, No. 6, June, pp. 33-39. A.1Flexural strength requirements
23. Shilstone, J., 1988, Concrete Mixture Proportions for Table A.1 can be used to determine the flexural strength
Construction Needs, Shilstone & Associates, Inc., Dallas, Tex. required to open concrete pavement to public traffic.
24. Temperature Management of Slabs, 1994, Final Re-
port, Special Project 201, Federal Highway Administration, A.2Example
Washington D.C., June. For example, consider a 200 mm (8.0 in.) municipal pave-
25. Guidelines for Bonded Concrete Overlays, TB007P, ment designed to carry 3 million equivalent single-axle loads
American Concrete Pavement Association, Arlington (ESALs) one way in the design lane for a 20-year period us-
Heights, Ill. ing the AASHTO procedure for concrete pavement design.35
26. Blanket Curing Promotes Early Strength, 1989, Better The pavement is plain-doweled with curb and gutter and rest-
Roads, V. 59, No. 8, Park Ridge, Ill., Aug., pp. 14-15. ing on a foundation with an equivalent subgrade modulus of
27. Parry, J., 1991, Fast Track Concrete Pavement, 1991 27.2 MPa/m (100 psi/in.). The design thickness is based on an
Wisconsin Experiences, Final Report, Wisconsin Depart- average third-point flexural strength of 4.8 MPa (700 psi).
ment of Transportation, Madison, Wis., Dec. In laboratory conditions, the concrete achieved 4.8 MPa
28. Okamoto, P.; Nussbaum, P.; Smith, K.; Darter, M.; Wil- (700 psi) flexural strength in 24 hours. The pavement is be-
son, T.; Wu, S.; and Tayabji, S., Guidelines for Timing Joint ing built in the fall, so the concrete may take longer to reach
Sawing and Earliest Loading for Concrete Pavement, 1994, 4.8 MPa (700 psi) in field conditions. For illustrative pur-
V. 1Final Report, FHWA-RD-91-079, Federal Highway poses, assume 48 hours from the time the concrete is place
Administration, Washington, D.C., Feb. until the design strength of 4.8 MPa (700 psi) is achieved
29. Fast TrackFast Pay, 1986, American Concrete in the field.
Pavement Association, Arlington Heights, Ill., June.
30. Joint and Crack Sealing and Repair for Concrete Pave- 3,000,000 ESALs 20 yr 365 day/yr =
ments, 1993, TB012P, American Concrete Pavement Asso- 411 ESAL/day
ciation, Arlington Heights, Ill.
31. Handbook on Nondestructive Testing, 1992, NDT 411 ESALs/day 2 days =
Workshop at ACPA 29th Annual Meeting, Federal Highway 822 ESALs to specified design strength
Administration, Washington, D.C., Dec.
32. Maturity Method, State of the Practice, 1990, Federal From Table A.1, the required opening flexural strength is
Highway Administration, Washington, D.C., Jan. 2.3 MPa (340 psi).
325.11R-18 ACI COMMITTEE REPORT
Table A.1Flexural strength requirements for opening concrete pavements to use by public traffic1,34
Modulus of rupture for opening, MPa (psi),
Foundation to support estimated ESALs repetitions to specified strength*
Slab thickness, support k,
mm (in.) MPa/m (psi/in.) 100 ESALs* 500 ESALs* 1000 ESALs* 2000 ESALs* 5000 ESALs*
27.2 (100) 3.4 (490) 3.7 (540) 3.9 (570) 4.1 (590) 4.3 (630)
150 (6.0) 54.3 (200) 2.8 (410) 3.1 (450) 3.2 (470) 3.4 (490) 3.6 (520)
135 (500) 2.3 (340) 2.6 (370) 2.6 (370) 2.8 (400) 3.0 (430)
27.2 (100) 3.0 (430) 3.2 (470) 3.4 (490) 3.6 (520) 3.8 (550)
165 (6.5) 54.3 (200) 2.4 (350) 2.7 (390) 2.8 (410) 3.0 (430) 3.1 (450)
135 (500) 2.1 (300) 2.2 (320) 2.3 (330) 2.4 (350) 2.6 (370)
27.2 (100) 2.6 (370) 2.8 (410) 3.0 (430) 3.1 (450) 3.3 (480)
Municipal 175 (7.0) 54.3 (200) 2.1 (310) 2.3 (340) 2.5 (360) 2.6 (370) 2.8 (400)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.2 (320)
27.2 (100) 2.3 (330) 2.6 (370) 2.6 (380) 2.8 (400) 3.0 (430)
190 (7.5) 54.3 (200) 2.1 (300) 2.1 (300) 2.2 (320) 2.3 (330) 2.4 (350)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
27.2 (100) 2.1 (300) 2.3 (330) 2.3 (340) 2.5 (360) 2.6 (380)
200 (8.0) 54.3 (200) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.3 (330)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
27.2 (100) 2.6 (370) 2.8 (410) 3.0 (430) 3.1 (450) 3.2 (470)
200 (8.0) 54.3 (200) 2.1 (310) 2.3 (340) 2.4 (350) 2.6 (370) 2.7 (390)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (310)
27.2 (100) 2.3 (340) 2.6 (370) 2.6 (380) 2.8 (400) 3.0 (430)
215 (8.5) 54.3 (200) 2.1 (300) 2.1 (300) 2.2 (320) 2.3 (330) 2.4 (350)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
27.2 (100) 2.1 (300) 2.3 (330) 2.4 (350) 2.5 (360) 2.7 (390)
225 (9.0) 54.3 (200) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.2 (320)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
Highway
27.2 (100) 2.1 (300) 2.1 (300) 2.2 (320) 2.3 (330) 2.4 (350)
240 (9.5) 54.3 (200) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
27.2 (100) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.2 (320)
255 (10.0) 54.3 (200) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
27.2 (100) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
+265 (+10.5) 54.3 (200) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
135 (500) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300) 2.1 (300)
*Traffic is estimate of the total one-way ESALs35
that will use the pavement truck lane between time of opening and time concrete reaches design strength (usually 28-day strength.)
Slabs greater than 265 mm (10.5 in.) thick can be opened to traffic at a flexural strength of 2.1 MPa (300 psi) or greater with barricade protection of free edges. Reduce opening
strengths by 30% (2.1 MPa [300 psi] minimum) if no barricades protect free edges, but the pavement includes a 4.2 m (14 ft) wide or greater truck lane and/or tied concrete shoulders.