1. Deterioration of concrete pavement is c.

Spalling is the breaking or chipping of

due to the joint edges. It is the result from
stress brought about by 1 rad, moisture excessive stresses at joint, weak concrete,
and poorly designed or constructed joints.
temperature.

Distress of concrete is generally grouped 2. To avoid cracking, by limiting the

into the stresses induced in the concrete by
following categories: restricting the amount of movement and/or
a. Distortion the level of restraint. The second is to
b. Cracking assume that cracking will occur and to
c. Disintegration control crack widths by providing
sufficient, correctly detailed
Distortion is a vertical displacement of
reinforcement.
concrete
slab at the joint of the cracks. Distortion is
due to
failure or weakness of concrete joints. 3. TRANSVERSE EXPANSION JOINTS
Expansion Joints provide space allowance
Faulting is the result of pumping for the lengthening of slab due to
tremendous expansion. Because of the many buckling
force or load that developed under the upward of concrete pavement, Engineers
pavement. have come up with a conclusion that these
For faulting to occur, there must be free blowups serves as conclusive evidence
water on that expansion joint is necessary.
the top of the base course and pavement
deflection across the joint due to heavy
axle loads. 4. LONGITUDINAL JOINTS
Longitudinal joints are provided between
Causes of faulting: adjacent traffic lanes. It is considered as
a. Loss of slab support hinges to provide edge support, but allows
b. Erosion of sub base rotation between the slabs. By this joint,
flexural stresses that might cause irregular
Cracking can take many forms in cracks along the length of the road
concrete are relieved or neutralized. Longitudinal
pavement that could be the result from; joints cannot be considered as a major
applied problem under the following assumptions:
load, temperature or moisture changes
The most common type of cracks: 1. That there is no big load transfer across
it.
a. Corner cracks associated with excessive 2. That, the expansion and contraction
corner deflection. movement developed across the pavement
width is very small.
Disintegration appears in the form of
3. When lanes are constructed at different
durability
time using side forms, the joints are
cracking, scaling or spalling, as the result
provided with key way in the first slab to
of mix
accept load transfer.
design or construction related problems
4. For longitudinal joint, deformed tie bars
like:
are used because the purpose is to hold the
slabs tightly together, rather to allow the
a. Durability cracking. Result from freeze
joints to open and close.
thaw
5. The diameter and spacing of tie bars are
action.
based on the forced needed to pull the
narrow pavement slab over the sub-grade
b. Scaling. A network of shallow fine
to the joint.
hairline
6. The length of tie bar is determined from
cracks which extend through the upper
the embedment inside the concrete
surface of the concrete. This is the result
necessary to develop the strength of the
from deicing salts, improper construction,
bar.
freeze-thaw cycle, or steel reinforcement
too closed to the surface
5. CONSTRUCTION JOINT
If concrete pouring will be interrupted for
quite some time that cold joint will be
inevitable, the practice is to provide a
transverse construction joints. Deformed tie
bars are used to hold the joint tightly closed
together. However, if the construction joint
replaces a contraction joint, the use of dowels
is the alternative.
Construction joints and cracks should be
cleaned and sealed to prevent infiltration of
water to the sub-grade and to keep dirt out of
the joints. Materials for such purpose includes
harder paving and air blown asphalt sometimes
mixed with mineral filler, rubber asphalt, and
various rubber compounds. They are poured
hot and stiff, then cooled, and others are placed
cold. There are some pre-formed sealant made
of strips of extruded neoprene compressed for
insertion into the groove joints, the sealant will
expand and fill the space completely.
3. Fine aggregates should not contain more than
3 mass percent of materials passing the 0.075mm
(No. 200) sieve by washing nor more
than one mass percent each of clay lumps or
shale.
4. The use of beach sand will not be allowed
without the approval of the supervising
engineer.
5. If the fine aggregate is subjected to 5 cycles of
the sodium sulfate soundness test, the
weighed loss should not exceed 10 mass
percent.
6. If fine aggregate is subjected to test for
organic impurities and a color darker than the
standard is produced, it should be rejected.

6. DPWH SPECIFICATIONS ON
CONCRETE PAVEMENT
Concrete pavement is categorized under
item 311 of DPWH standard specifications,
which
provides that:
“ This item shall consist of Portland cement
Concrete pavement with or without
reinforcement, constructed on the prepared
base in accordance
with the plans and specifications. “

MATERIAL REQUIREMENTS
PORTLAND CEMENT
- shall conform to the applicable requirements
of
Item 0-700, hydraulic cement. Only type 1 or
the
normal or common Portland cement should be
used. Different brands or the same brands from
different mills shall not be mixed nor shall
they
be used alternately unless approved by the
supervising
engineer.

FINE AGGREGATE
1. Fine aggregate shall consist of natural sand,
stone screening or other inert materials with
similar characteristics or combination thereof,
having hard, strong and durable particles. It
shall be free from injurious amounts of
organic impurities.
2. Fine aggregates from different sources of
supply should not be mixed or stored in the
same pile nor used alternately.