Composite Pavement Systems

Based on statistics compiled in 2000, approximately 30 percent of the urban interstate system and just over 20 percent of the rural interstate system is classified as composite pavement asphalt concrete overlay on a portland cement concrete (PCC) pavement. While asphalt overlays over PCC are commonly used to rehabilitate a pavement, the use of a high-quality asphalt concrete layer(s) over a new concrete layer is rare. This technique has great potential to provide a long-lasting pavement needing minimal maintenance.<span style="mso-spacerun: yes"> </span>The concrete substructure provides a durable, strong, long-lasting base, while the asphalt concrete provides a rapidly renewable riding surface as well as protective layer from salts and other harmful substances to concrete.<span style="mso-spacerun: yes">  </span>Additionally, the asphalt surface provides performance in terms of acceptable friction, noise reduction, improved ride quality, and reduced splash and spray. This technique may be well-suited for meeting the goals of rapid renewal. Initial construction of a composite pavement may not be rapid, but the pavement would be long-lasting and traffic disruption would be minimized throughout the life by providing a surface that can be quickly and easily maintained (i.e., patched, milled and replaced, overlaid, etc.).  Another promising strategy in the construction of new pavements is the use of a relatively thin, high-quality concrete surface atop a thicker, less expensive concrete layer.<span style="mso-spacerun: yes">  </span>The lower concrete layer may include high proportions of recycled or substandard materials that are not suitable for use in the surface layer.<span style="mso-spacerun: yes">  </span>Construction may be accelerated by placing the concrete surface layer on top of the other concrete layer before that layer has set to facilitate an excellent bond between the two layers of concrete; this construction technique has led to use of the term "wet on wet" concrete. While the use of this technique is rare in the <st1:country-region w:st="on">United States</st1:country-region>, these types of pavements have been constructed in <st1:country-region w:st="on"><st1:place w:st="on">Austria</st1:place></st1:country-region> and elsewhere. While many transportation agencies may have performance data and models for conventional pavement systems (flexible and rigid), the behavior of new composite pavements is not well understood. Models for the performance of these hybrid systems are needed for design, performance prediction, and life-cycle cost analysis.<span style="mso-spacerun: yes"> </span>Guidance on specifications, construction techniques and quality management procedures are also needed by the transportation community. This project will investigate the design and construction of new composite pavement systems, and not those resulting from the rehabilitation of existing pavements.<span style="mso-spacerun: yes">  </span>The research will focus on two promising applications of composite pavement systems: (1) an asphalt layer(s) over a PCC layer and (2) a PCC surface over a PCC layer.<span style="mso-spacerun: yes">  </span></font></p>


  • English


  • Status: Active
  • Contract Numbers:

    Project R21

  • Sponsor Organizations:

    Strategic Highway Research Program 2

    Transportation Research Board
    500 Fifth Street, NW
    Washington, DC    20001
  • Project Managers:

    Bryant, James

  • Performing Organizations:

    Applied Research Associates, Incorporated

    811 Spring Forest Road, Suite 100
    Raleigh, NC  USA  27609-9199
  • Principal Investigators:

    Darter, Michael

  • Start Date: 20070924
  • Actual Completion Date: 20110903
  • Source Data: RiP Project 16702

Subject/Index Terms

Filing Info

  • Accession Number: 01462667
  • Record Type: Research project
  • Source Agency: Transportation Research Board
  • Contract Numbers: Project R21
  • Files: TRB, RiP
  • Created Date: Jan 3 2013 2:08PM