HomeMy WebLinkAboutU.S. Department of Transportation, FHWA - Precast Concrete Pavement Demonstration Project (2016)
FHWA REPORT NO. FHWA-HIF-17-001
FHWA PROJECT R05 IAP FUNDED PROJECT CASE STUDY
HONOLULU INTERSTATE H1 PRECAST
CONCRETE PAVEMENT
DEMONSTRATION PROJECT
October 2016
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1. Report No.
FHWA-HIF-17-001
2. Government Accession No
3. Recipient’s Catalog No
3. Title and Subtitle
FHWA Project R05 IAP Funded Project Case Study: Hawaii Interstate H1
Precast Concrete Pavement Demonstration Project
5. Report Date
October 2016
6. Performing Organization Code
7. Authors
Shiraz Tayabji, Ph.D., P.E.
8. Performing Organization Report No.
9. Performing Organization Name and Address
Applied Research Associates, Inc.
100 Trade Centre Drive, Suite 200
Champaign, IL 61820
10. Work Unit No. (TRAIS) C6B
11. Contract or Grant No.
DTFH61-13-C-00028
12. Sponsoring Agency Name and Address
Office of Infrastructure
Federal Highway Administration
1200 New Jersey Avenue, SE
Washington, DC 20590
13. Type of Report and Period Covered
Final Report
January 2015 – June 2015
14. Sponsoring Agency Code
Project No. 1983
15. Supplementary Notes
Contracting Officer’s Representative: Sam Tyson, P.E.
16. Abstract
The production use of precast concrete pavement (PCP) has come a long way over the last 15 years. The technology is
gaining wider acceptance in the U.S. for rapid repair and rehabilitation of concrete pavements as well as for heavily
trafficked asphalt concrete pavements and intersections. Several U.S. highway agencies, including Caltrans, Illinois
Tollway, and the New Jersey, New York, and Utah State Departments of Transportation (DOTs), have implemented
the PCP technology, and other agencies have constructed demonstration projects.
In the U.S., the PCP technology is being used for intermittent repairs (full-depth joint repairs or full panel
replacement) and for continuous applications (longer length/wider area rehabilitation) with service life expectations of
at least 20 years for intermittent repairs and at least 40 years for continuous applications, without significant future
corrective treatment.
The Strategic Highway Research Program 2 (SHRP2) Project R05 was conducted from 2008 to 2012 to develop
technical information and guidelines that would encourage the rapid and successful adoption of PCP technology. In
2013, the SHRP2 Implementation Assistance Program (IAP) was created to help State DOTs, metropolitan planning
organizations, and other interested organizations deploy SHRP2-developed products order to deliver more efficient,
cost-effective solutions to meet the complex challenges facing transportation agencies. On March 28, 2014, as part of
round 3 of the IAP, four lead adopters were selected to receive financial support from the Federal Highway
Administration for implementation of PCP technology. Hawaii Department of Transportation, one of the agencies
selected as a lead adopter, received an award of $300,000 to help offset the cost of the implementation of PCP
technology in the State.
This case study report provides details of the 2015 PCP implementation on a concrete pavement rehabilitation project
along a section of Interstate H1 in the Honolulu area.
17. Key Words
Precast concrete pavement system, construction,
pavement rehabilitation, SHRP2, SHRP2 Project
R05
18. Distribution Statement
No restriction.
Security Classification (of this
report)
Unclassified
19. Security Classification (of this
page): Unclassified
20. No. of Pages
31
21. Price
Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
ii
SI* (MODERN METRIC) CONVERSION FACTORS
APPROXIMATE CONVERSIONS TO SI UNITS
Symbol When You Know Multiply By To Find Symbol
LENGTH
(none) Mil 25.4 micrometers μm
in Inches 25.4 millimeters mm
ft Feet 0.305 meters m
yd Yards 0.914 meters m
mi Miles 1.61 kilometers km
AREA
in2 square inches 645.2 square millimeters mm2
ft2 square feet 0.093 square meters m2
yd2 square yards 0.836 square meters m2
ac Acres 0.405 hectares ha
mi2 square miles 2.59 square kilometers km2
VOLUME
fl oz fluid ounces 29.57 millimeters mL gal Gallons 3.785 liters L
ft3 cubic feet 0.028 cubic meters m3
yd3 cubic yards 0.765 cubic meters m3
NOTE: volumes greater than 1000 L shall be shown in m3
MASS
oz Ounces 28.35 grams g lb Pounds 0.454 kilograms kg
T short tons (2000 lb) 0.907 megagrams (or "metric ton") Mg (or "t")
TEMPERATURE (exact degrees)
°F Fahrenheit 5 (F-32)/9
or (F-32)/1.8
Celsius °C
FORCE and PRESSURE or STRESS
lbf Poundforce 4.45 Newtons N
lbf/in2 (psi) poundforce per square inch 6.89 kiloPascals kPa
k/in2 (ksi) kips per square inch 6.89 megaPascals MPa
DENSITY
lb/ft3 (pcf) pounds per cubic foot 16.02 kilograms per cubic meter kg/m3
APPROXIMATE CONVERSIONS FROM SI UNITS
Symbol When You Know Multiply By To Find Symbol
LENGTH
μm Micrometers 0.039 mil (none)
mm Millimeters 0.039 inches in
m Meters 3.28 feet ft
m Meters 1.09 yards yd
km Kilometers 0.621 miles mi
AREA
mm2 square millimeters 0.0016 square inches in2
m2 square meters 10.764 square feet ft2
m2 square meters 1.195 square yards yd2
ha Hectares 2.47 acres ac
km2 square kilometers 0.386 square miles mi2
VOLUME
mL Milliliters 0.034 fluid ounces fl oz
L Liters 0.264 gallons gal
m3 cubic meters 35.314 cubic feet ft3
m3 cubic meters 1.307 cubic yards yd3
MASS
g Grams 0.035 ounces oz kg Kilograms 2.202 pounds lb
Mg (or "t") megagrams (or "metric ton") 1.103 short tons (2000 lb) T
TEMPERATURE
°C Celsius 1.8C+32 Fahrenheit °F
FORCE and PRESSURE or STRESS
N Newtons 0.225 poundforce lbf
kPA kiloPascals 0.145 poundforce per square inch lbf/in2 (psi)
MPa megaPascals 0.145 kips per square inch k/in2 (ksi)
iii
TABLE OF CONTENTS
INTRODUCTION ........................................................................................................................ 1
SHRP2 PROJECT R05 BACKGROUND .......................................................................................................... 1
SHRP2 PROJECT R05 PRODUCT IMPLEMENTATION PROGRAM ...................................................... 2
PROJECT DETAILS ................................................................................................................... 3
PROJECT DESCRIPTION ................................................................................................................................. 3
PAVEMENT DETAILS ....................................................................................................................................... 4
PRECAST CONCRETE PAVEMENT SYSTEM USED ................................................................................. 5
CONSTRUCTION STAGING AND TRAFFIC-RELATED REQUIREMENTS .......................................... 9
PANEL FABRICATION ................................................................................................................................... 11
PANEL INSTALLATION ................................................................................................................................. 13
SUMMARY ................................................................................................................................. 19
ACKNOWLEDGMENTS .......................................................................................................... 21
APPENDIX A. USER SATISFACTION SURVEY ................................................................. 23
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TABLE OF FIGURES
Figure 1. Photo. Location of the project. ........................................................................................ 3
Figure 2. Photo. View of the project. .............................................................................................. 3
Figure 3. Photo. Lanes 5 and 6 partially replaced with precast panels. .......................................... 5
Figure 4. Diagram and photo. Gracie Leveling Lift. ...................................................................... 6
Figure 5. Diagram. The Barra Glide load transfer system after dowel slide. ................................. 6
Figure 6. Diagram and photo. The Grout Containment system. ..................................................... 7
Figure 7. Diagram and photo. The installed Rapid Roadway system. ............................................ 8
Figure 8. Photos. Typical nighttime lane closures and traffic flow. ............................................... 9
Figure 9. Photo. Daytime closures of lanes 5 and 6...................................................................... 10
Figure 10. Photos. Panel fabrication. ............................................................................................ 12
Figure 11. Photo. Existing pavement removal. ............................................................................. 13
Figure 12. Photo. Existing base grading. ...................................................................................... 14
Figure 13. Photo. CTB placement using a mobile mixer. ............................................................. 14
Figure 14. Photo. Placement of the grout enclosure. .................................................................... 15
Figure 15. Photo. Panel installation. ............................................................................................. 15
Figure 16. Photo. Turnbuckle use to ensure a tight fit between panels. ....................................... 16
Figure 17. Stage 1 (next morning) opening to traffic. .................................................................. 17
Figure 18. Photo. Completed Hawaii Interstate H1 PCP project. ................................................. 17
TABLE OF TABLES
Table 1. How often users drive on H1. ......................................................................................... 23
Table 2. Driver categories. ............................................................................................................ 23
Table 3. User perceptions of PCP repairs. .................................................................................... 25
Table 4. User satisfaction ratings. ................................................................................................. 25
Table 5. Participant perceptions of Hawaii DOT video. ............................................................... 25
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ABBREVIATIONS AND ACRONYMS
AADT Annual average daily traffic
AASHTO American Association of State Highway and Transportation Officials
AC Asphalt concrete
CTB Cement-treated base
DOT Department of transportation
FHWA Federal Highway Administration
IAP Implementation Assistance Program
PCP Precast concrete pavement
SHRP2 Strategic Highway Research Program 2
vi
1
INTRODUCTION
The production use of precast concrete pavement (PCP) has come a long way over the last 15
years. The technology is gaining wider acceptance in the U.S. for rapid repair and rehabilitation
of concrete pavements as well as for heavily trafficked asphalt concrete pavements and
intersections. Several U.S. highway agencies, including Caltrans, Illinois Tollway, and the New
Jersey, New York, and Utah State Departments of Transportation (DOTs), have implemented the
PCP technology, and other agencies have constructed demonstration projects. There have also
been many advances in the design, panel fabrication, and panel installation aspects of the PCP
technology.
In the U.S., the PCP technology is being used for intermittent repairs (full-depth joint repairs or
full panel replacement) and for continuous applications (longer length/wider area rehabilitation)
with service life expectations of at least 20 years for intermittent repairs and at least 40 years for
continuous applications, without significant future corrective treatment.
PCP technology can significantly reduce traffic impacts of roadway repair and reconstruction
projects, particularly on heavily traveled routes. The technology is applicable to small segments,
enabling flexibility in construction phasing, as well as for use in corridor-wide pavement
reconstruction.
SHRP2 PROJECT R05 BACKGROUND
Because the information on PCP technology was not well documented, in 2007 the Strategic
Highway Research Program 2 (SHRP2) initiated Project R05 to develop the necessary technical
information and guidelines that would encourage the rapid and successful adoption of this new
technology. The Project R05 study was conducted from 2008 to 2012. The final report, Precast
Concrete Pavement Technology, is available at http://www.trb.org/main/blurbs/167788.aspx.
The study demonstrated that the PCP technology is ready for wider implementation and that
many of the PCP systems available in the U.S. can meet the needs of highway agencies for rapid
renewal of their highway systems. The following products were developed under SHRP2 Project
R05:
Overall findings related to viability of the PCP technology.
Findings based on SHRP2 field testing.
Guidelines for PCP project selection.
Guidelines for PCP system acceptance.
Guidelines for design of PCP systems.
Guidelines for PCP fabrication.
Guidelines for PCP installation.
Implementation plan for PCP technology.
Long-term monitoring plan for PCP projects.
Model specifications.
2
The review of projects constructed in the U.S. and the SHRP2 field testing indicated that
sufficient advances have been made to reliably design and construct PCP systems to achieve five
key attributes of successful pavements, as follows:
1. Constructability—Techniques and equipment are available to ensure acceptable
production rates for the installation of PCP systems.
2. Concrete durability—Plant fabrication of precast panels results in excellent concrete
strength and durability.
3. Load transfer at joints—Reliable and economical techniques are available to provide
effective load transfer at transverse joints in jointed PCP systems and post-tensioned PCP
systems.
4. Panel support—Techniques to provide adequate and uniform base support conditions
continue to be improved.
5. Efficiency—Panels are thinner than standard cast-in-place concrete and last longer
because of prestressing and/or reinforcing elements in the PCP system.
SHRP2 PROJECT R05 PRODUCT IMPLEMENTATION PROGRAM
In 2013, the Federal Highway Administration (FHWA) and the American Association of State
Highway and Transportation Officials (AASHTO) created the SHRP2 Implementation
Assistance Program (IAP) to help State DOTs, metropolitan planning organizations, and other
interested organizations deploy SHRP2-developed products order to deliver more efficient, cost-
effective solutions to meet the complex challenges facing transportation agencies. Seven rounds
of the IAP were offered between February 2013 and April 2016.
On March 28, 2014, as part of round 3 of the IAP, four lead adopters were selected to receive
financial support from the Federal Highway Administration for implementation of PCP
technology. Hawaii DOT, one of the agencies selected as a lead adopter, received an award of
$300,000 to help offset the cost of the implementation of PCP technology in the State. The
objective of the award was to allow Hawaii DOT to construct a demonstration project that would
provide a learning environment for operations such as fabricating panels, setting panels,
installing dowel bars, grouting under slab areas, and other related activities needed to implement
precast panel installations in Hawaii.
This case study report provides details of the PCP implementation on a concrete pavement
rehabilitation project along a section of Interstate H1 in the Honolulu area. The project was
constructed between March and June 2015.
3
PROJECT DETAILS
PROJECT DESCRIPTION
As illustrated in figure 1, eastbound Hawaii Interstate H1 has six lanes at the project location,
just east of the Aiea Pedestrian Overpass and parallel to Heleconia Place. At this location, a 165-
ft section (from station 183+40 to station 185+05) had settled and had been repeatedly overlaid
with asphalt concrete (AC) across all six lanes over the life of the freeway. The maximum
settlement was about 3 to 4 inches. Figure 2 shows a view of the existing AC-overlaid section
prior to installation of the PCP.
Figure 1. Photo. Location of the project.
Figure 2. Photo. View of the project.
The eastbound lanes carry a high volume of traffic, with annual average daily traffic (AADT)
ranging between 90,000 and 200,000 vehicles, going into Honolulu during the morning rush
hour. Any lane closures at this location would result in significant backups during the morning
rush hour. In the past, the roadway settlement was corrected by applying an AC surfacing
4
during the nighttime hours. However, Hawaii DOT does not consider the use of the AC
surfacing at this location successful. To provide a long-term solution to the settlement problem,
Hawaii DOT utilized the SHRP2 IAP funding to investigate the use of PCP to rehabilitate the
settled section.
The PCP demonstration project was awarded to Hawaiian Dredging Construction Company,
Honolulu, Hawaii, as an added work item to an existing contract (Contract No. F.A.P. NO. NH-
H1-1(260) & F.A.P. NO. BR-H1-1(263)). This contract change order (Work Item No. 413.3000)
involved installing precast concrete panels, at the lump sum price of $1,111,480.000, along an
eastbound section of Hawaii Interstate H1. The work item provided compensation for all design,
quality control and quality assurance, and construction costs related to the installation of the
precast concrete panels, traffic controls, pavement marking and striping, preparation of “as-built”
drawings, and all incidentals necessary to complete the work.
The project team included the following:
Project owner: Hawaii DOT.
Prime contractor: Hawaiian Dredging Construction Company (HDCC), Honolulu.
Pavement design and construction consultant: KSF, Inc., Honolulu.
Construction management support:
o Construction management for the State: SSFM International, Honolulu, Hawaii.
o Quality control on behalf of HDCC: Wesley R. Segawa & Associates, Inc.,
Honolulu, Hawaii.
Precast pavement system vendor: Rapid Roadway, Covina, California.
Bedding and dowel slot grout supplier: Performance Plus Products, Aliso Viejo,
California.
PAVEMENT DETAILS
The original pavement, across the six lanes, is a 9-inch-thick jointed concrete pavement that was
constructed in the mid-1980s. The joint spacing was random. The details of the rehabilitation are
as follows:
Section length to be rehabilitated: 168 ft.
Number of panels per lane: 14.
Number of lanes rehabilitated: six.
Total number of panels: 84.
PCP system: Rapid Roadway system, Los Angeles, California.
Panel dimensions: 12 ft long by 12 ft wide by 10 inches thick.
New base: Rapid-setting cement-treated base (CTB), maximum thickness about 4 inches
(to correct for the settlement).
Figure 3 shows the test section with lanes 5 and 6 (most outside lanes) partially replaced with
precast panels.
5
Figure 3. Photo. Lanes 5 and 6 partially replaced with precast panels.
PRECAST CONCRETE PAVEMENT SYSTEM USED
The Rapid Roadway system used for this project is a proprietary system developed in California
in 2013. It consists of the following components:
Reinforced or prestressed precast panels—The panels are fabricated at an approved
precast concrete plant, typically using steel forms. However, as discussed later, for the
Hawaii H1 project, the contractor decided to cast the panels at a nearby site using
plywood forms.
Gracie Leveling Lifts (figure 4)—The Gracie Leveling Lift is a patented hardware item
that serves a dual purpose. With four Gracie lifts per panel, it is used as a lift insert to
handle the precast panels. After the panel has been placed, the same insert is used as a
leveler to set the panels at the desired elevation. With its attached bottom plate and a
leveling screw, the panel can be leveled to match existing grades and maintain super
elevations.
The Barra Glide load transfer system for load transfer at transverse joints (figure 5)—
The Barra Glide is a patented load transfer system. The system incorporates a sliding
dowel and surface openings of 1 1/8 inches by 9 1/4 offset, about 9 inches from the joint
face. It is used with 1.5-inch by 15- or 18-inch dowel bars. After the dowel has been
engaged (pushed into the dowel hole in the adjacent panel), the dowel is encased in a
polymer concrete or a rapid setting cementitious grout.
Performance Plus bedding grout—Performance Plus RH, non-sanded, is a rapid
hardening, non-shrink, very free flowing, zero bleed, sand-free, cementitious grout. It is
a blend of Type II/V portland cement and admixtures designed to provide maximum
flow and shrinkage compensation. The grout achieves a compressive strength of 2,500
psi within 1 hour and 8,000 psi at 28 days. The grout is pumpable and provides bedding
support for precast concrete panels. The grout exhibits rheological fluid properties
allowing small voids between the base and the precast concrete panels to be filled.
6
Figure 4. Diagram and photo. Gracie Leveling Lift.
Figure 5. Diagram. The Barra Glide load transfer system after dowel slide.
7
Performance Plus RH Latex Fill Grout—This is a rapid hardening, non-shrink, free
flowing, zero bleed, sanded, cementitious grout for filling dowel bar slots. The grout
achieves a compressive strength of 3,000 psi within 1 hour and 8,000 psi at 28 days.
Grout Containment system (figure 6)—The Grout Containment system is used to
prevent the bedding grout from migrating under existing pavement. As shown in
figure 6, it essentially consists of a polyethylene sheet that is placed over the base and
the sides of adjacent panels before setting the precast panels.
Figure 6. Diagram and photo. The Grout Containment system.
The following are the Rapid Roadway system installation steps:
1. Mark sawcut lines for the area of existing pavement removal (done in advance).
2. Remove existing pavement.
3. Prepare existing base or new base.
4. Place Grout Containment system.
8
5. Before setting panels on the base, install dowel bars in the Barra Glide slots, using the
Barra plug to hold the dowel bars in place in the slots. The Barra plugs used at the Hawaii
H1 project were plastic; a newer version of the plug uses harder neoprene material.
6. Prepare the panels. Stick foam pads to the Barra Glide side of the panels. The foam pads
help to maintain the transverse joint width.
7. Set the panels, maintaining the transverse joint widths as small as possible (width of the
foam pads).
8. Release the Gracie base plates. Level the panels using the leveling bolts and using impact
wrenches.
9. Apply bedding grout.
10. Slide the dowel bar halves into the companion holes in the previously placed panels.
11. Fill dowel bar slots and the dowel bar holes using the dowel slot grout.
12. Remove the leveling bolts as soon as the bedding grout has set (reached about 2,000 psi),
typically within an hour of grouting.
13. Complete finishing activities.
14. Open to traffic.
The installed Rapid Roadway system is shown in figure 7.
Figure 7. Diagram and photo. The installed Rapid Roadway system.
9
CONSTRUCTION STAGING AND TRAFFIC-RELATED REQUIREMENTS
For the Hawaii Interstate H1 project, two lanes (including the inside shoulder lane) were made
available for traffic during the nighttime work. Installation of precast panels typically requires a
minimum of two lane closures—one lane being worked upon and one lane for construction
traffic, which includes trucks for removal of the excavated existing pavement, typically the
concrete slab pieces and sometimes the existing base material, as well as trucks for delivery of
the precast panels. Lane 6 was installed first, followed by lanes 5,4, 3, 2, and 1. Figure 8 shows a
typical nightime lane closure.
Figure 8. Photos. Typical nighttime lane closures and traffic flow.
Typically, lane closures started with three lanes at about 6:00 pm, and a fourth lane was closed at
about 9:00 pm. Noise variance restrictions took effect at midnight. Panel installation work began
about midnight and ended at about 2:30 am to allow for lane closure removal and opening to
traffic by about 5:00 am. For the installation of lanes 5 and 6, these two lanes were closed soon
10
after the morning rush hour to allow pavement removal and base preparation work to continue.
These lanes remained closed until opening to traffic by about 6:00 am the next day.
Figure 9 shows the morning lane closure and typical traffic flow. Generally, there was no traffic
backup due to the nightime lane closures because of the reduced volume of traffic at that time.
Figure 9. Photo. Daytime closures of lanes 5 and 6.
Before the field installation work started, Hawaii DOT conducted extensive public awareness
activities, including posting the project description and regular updates at the DOT’s website. An
example of an early posting is given below:
As part of the H-1 PM Contraflow project, the state Department of Transportation (DOT) will
begin repair of an area of longstanding maintenance concern using a proven, pre-cast concrete slab
system technology used extensively by other state DOTs to efficiently and cost-effectively repair
their highways. Crews will replace approximately 10,000 square feet of concrete pavement in the
eastbound direction of the H-1 Freeway in Aiea over a two-week period starting Monday morning,
Mar. 23. The work area is a 200-foot section of the H-1 Freeway eastbound, DOT’s contractor will
saw-cut and remove the existing pavement, prepare the underlying sub-grade, and install
reinforced concrete slabs, constructed at a site in Pearl City, in approximately 12-foot by 12-foot
panels. The slabs will be leveled, grouted and secured in place using a dowel and grout system.
The installation will allow for a rigid system that can reduce future pavement settlement, be easily
installed over a short period of time, and be re-leveled should there be further settlement. The
construction schedule will consist of daytime and overnight lane closures. Below is the work
schedule on the six-lane freeway:
Monday, Mar. 23 – Thursday, Mar. 26 (Prince Kuhio Day)
10 a.m. – 6 p.m. – Two right lanes closed, four left lanes open
6 p.m. – 9 p.m. – Three right lanes closed, three left lanes open
9 p.m. – 4 a.m. – Four right lanes closed, two left lanes open
Friday, Mar. 27
9 a.m. – 2:30 p.m. – Two right lanes closed, four left lanes open
Monday, Mar. 30 – Thursday, Apr. 2
6 p.m. – 9 p.m. – Three left lanes closed, three right lanes open
9 p.m. – 4 a.m. – Four left lanes closed, two right lanes open
11
Using pre-cast concrete panels will allow this repair work to be completed in two weeks versus the
six weeks it would take with traditional concrete methods,” said Ed Sniffen, DOT Highways
Division Deputy Director. “This time-savings is critical to reducing traffic impacts to our
motorists and we’ll be monitoring this work to determine other locations where pre-cast
installations may provide the greatest benefit to the public.
Hawaii DOT also commissioned QMark Research, Honolulu, to conduct an internet-based
survey with commuters who regularly drive on the Honolulu-bound Interstate H1 through the
Aiea area to assess feedback concerning the use of the PCP repair method being tested. QMark
Research sent email invitations using a commercially purchased list and a list provided by
Hawaii DOT. The Hawaii DOT list included residents that had contacted Hawaii DOT with
questions or concerns related to the planned PCP installation work along Hawaii H1. QMark
Research received 332 completed surveys between July 10 and July 19, 2015.
The survey results showed that a solid majority of commuters on this stretch of highway noticed
changes for the better as a result of repair work. Fifty-four percent of the respondents indicated
that the construction made the road much better than before, and another 36 percent indicated
that the repair work resulted in the roadway at least somewhat better. Just 1 percent of the
respondents indicated that the work had worsened the roadway conditions. Eight percent
indicated that they did not notice any difference.
Appendix A provides more details regarding the survey.
PANEL FABRICATION
The contractor prepared shop drawings for the panels showing the panel fabrication details,
including the reinforcement, the leveling lift, and the jointing/load transfer details. The
contractor elected to fabricate the panels near the project site, under a Hawaii Interstate H1
flyover that was being worked upon by the contractor. Precast panel casting tables were erected
under the flyover, and wood/plywood formwork was used for casting the panels, as shown in
figure 10. Six panels at a time were fabricated due the limitation on the availability of the dowel
slot blockouts. Casting beds were in the shade under the flyover. The 84 panels were cast over a
period of 30 days, requiring about 3,000 man-hours.
As part of the panel fabrication process, the ready-mixed concrete was regularly tested for fresh
properties and for strength. The delivered concrete typically exceeded the design compressive
strength of 6,000 psi at 28 days. The compressive strength at 24 hours typically exceeded 3,000
psi.
12
(a) Panel formwork ready for concrete placement
(b) Concrete placement
(c) Panel finishing
(d) Panel storage under the flyover
Figure 10. Photos. Panel fabrication.
13
PANEL INSTALLATION
The panels were installed between late March and early June 2015. Lanes 5 and 6 panels were
installed during late March. Although the work was planned to be completed within a few weeks,
it was delayed due to a shortage of bedding grout which had to be shipped from California.
Apparently, more bedding grout needed to be used during the panel installation along lanes 5 and
6 because of a larger-than-planned gap between the panel bottom and the base. Panels along
other lane 1 to 4 were installed between April and June.
Typically, seven panels were installed per nighttime lane closure. Sawcutting of the existing
pavement was performed one or two nights in advance of the panel installation nights. The panel
installation, including existing pavement removal, placing the CTB, panel setting, leveling and
grouting, and installation of the joint seal required about 3,000 man-hours.
The panel installation process involved removing the existing pavement and placing the panel
directly on the grout enclosure system during the first night (stage 1 operation), followed by
panel setting to the planned elevation and performing the other follow-up activities during the
next lane closure (stage 2 operation). Major sawcutting was done prior to the panel installation
lane closures. Sawcutting to the exact length occurred on a nightly basis as the panels were
installed. The Rapid Roadway system developer was at the work site during the first few nights
of the panel installation and provided guidance on the panel installation process.
The panel installation process was as follows:
The four left lanes on Hawaii Interstate H1 eastbound at the Aiea Pedestrian Overpass
were closed from about 9:00 pm to about 4:00 am.
The existing concrete pavement, including the AC overlay, was removed (see figure 11).
The pavement removal and finishing the base for installation of seven panels, about 84 ft,
required about 2.5 hours. The pavement removal was affected by the condition of the
existing base. At times, good-quality CTB was encountered, requiring more effort and
time to remove an additional 1 inch of the CTB to accommodate the 10-inch-thick precast
panel.
Figure 11. Photo. Existing pavement removal.
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The existing base was prepared and graded (see figure 12).
Figure 12. Photo. Existing base grading.
A mobile mixer was used to place the rapid setting CTB (see figure 13). The CTB
placement required about 1 to 2.5 hours. The placement of the lean concrete mix was
affected by the quantity required each night. Volumetric mixers (mobile mixers) were
used because of the fast setting cement in the mix. Each of the two mixers used was
capable of producing 7 to 8 cubic yards of the CTB. When the nightly quantity exceeded
the capacity of both mixers, the turnaround time for a third load was about 90 minutes.
Figure 13. Photo. CTB placement using a mobile mixer.
A final CTB grading was performed to ensure that the bedding grout use would be
minimized. Refinements to the placing and finishing of the lean concrete mix were made,
as uneven surfaces during the first few installations required high volumes of the bedding
grout. Mechanical screeding of the lean concrete mix produced desired results with
respect to the smoothness of the CTB.
15
The polyethylene grout enclosure was placed over the prepared CTB and the sides of the
adjacent lanes (see figure 14).
Figure 14. Photo. Placement of the grout enclosure.
Dowel bar holes were drilled in the existing pavement (leave or approach end).
Panels were placed as shown in figure 15. Turnbuckles were used to ensure a tight fit
between panels (see figure 16). The panel placement took about 1.5 to 2.5 hours.
Figure 15. Photo. Panel installation.
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Figure 16. Photo. Turnbuckle use to ensure a tight fit between panels.
A treatment was applied using an AC mixture to account for the adjacent lane elevation
difference. As excavation, bedding preparation and panel placement could take up to 7
hours, bedding grout was not always possible during the lane closures allowed. At these
times, AC was used to provide a transition between either adjacent panels or existing
pavement.
Completion of stage 1 operation allowed for traffic to use the repaired lane during peak
hour traffic the next morning, as shown in figure 17.
The stage 2 operation began by engaging the Gracie Leveling system to set panels at the
planned elevation.
The Barra Glide load transfer installation was completed by sliding the dowel bars from
the slot into the dowel holes in the adjacent panels.
Bedding grout was applied. Early applications of the bedding grout took up to 2.5 hours.
With proficiency, the application time was reduced to only 1 hour. The installation of the
bedding grout depended on the placement of the lean concrete. The contractor took more
time and care in the placing of the lean concrete to minimize the quantity and the time
needed for the application of bedding grout. Ultimately, a system was devised using a
vibratory screed and pipe rails for bridge deck concrete pours to control the elevation and
flatness of the lean concrete.
Finishing operations were performed.
Completion of stage 2 opening to traffic.
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Figure 17. Stage 1 (next morning) opening to traffic.
The noise variance along this section of Hawaii Interstate H1 required noisy activities to cease
by midnight. These activities included the placement of the lean concrete and the application of
the bedding grout. The contractor was allowed to start lane closures at 6:00 pm. Due to the
number of lanes involved in the lane closures, the setup took approximately 30 to 45 minutes.
Removal of the lane closures took about 1 hour. The contractor had about 6 to 7 hours of
working time during each lane closure.
The CTB and the bedding grout were tested regularly. Typical CTB strength at 2 hours was
about 70 psi. Typical bedding grout strength at 1 hour was about 4,000 psi.
For this first installation of PCP in Hawaii, panel installation at some locations did not meet the
elevation tolerance of 0.25 in. at the transverse joint between adjacent panels. Spot grinding at
these spots provided for a smoother ride that was recognized by the majority of the public
surveyed. Figure 18 shows a view of the completed project.
Figure 18. Photo. Completed Hawaii Interstate H1 PCP project.
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SUMMARY
The Hawaii Interstate H1 PCP project is considered a successful demonstration of the PCP
technology by an agency that had not been exposed to the technology previously. The Interstate
H1 has no alternate route with similar capacity. The minimal queues and complaint volume
experienced indicated minimal distraction to traffic in the off peak times and no impact during
the peak hours traffic. Although the installation period was extended from a few weeks to several
months due to the shortage of bedding grout that resulted from a higher volume of the bedding
grout used during the initial two lanes of installation, the project progressed smoothly after that.
The active interactions by the Hawaii DOT design and construction engineers during the
planning phase and during the construction phase led to several refinements on the project. The
experience gained by Hawaii DOT engineers and inspectors at this project allowed Hawaii DOT
to optimize design and construction details for another PCP project funded under FHWA’s
Highways for LIFE program. This second PCP project along a section of Middle Street in the
District of Honolulu was constructed later in 2015.
As determined from a user survey conducted after the completion of the repair work, a solid
majority of commuters on this stretch of highway noticed changes for the better as a result of
repair work. Fifty-four percent of the survey respondents indicated that the construction made the
road much better than before, while another 36 percent indicated that the repair work resulted in
the roadway at least somewhat better. Just 1 percent of the respondents indicated that the work
had worsened the roadway conditions. Eight percent indicated that they did not notice any
difference.
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ACKNOWLEDGMENTS
The support of the following individuals during the data collection for this report and the kind
welcome offered during the training workshops and construction site visit is gratefully
acknowledged:
Pratt Kinimaka, Hawaii DOT.
Domingo Galicinao, Hawaii FHWA Division Office.
Gary Iwamoto, KSF, Inc.
Kai Nani Kraut, QRSE, Inc.
Wayne Kawano, Cement and Concrete Products Industry of Hawaii.
Glen M. Koki, Hawaiian Dredging Construction Co.
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APPENDIX A. USER SATISFACTION SURVEY
Hawaii DOT commissioned QMark Research, Honolulu, to conduct an internet-based survey
with commuters who regularly drive on the Honolulu-bound Interstate H1 through the Aiea area
to assess feedback concerning the use of new precast concrete pavement repair method being
tested. QMark Research sent email invitations using a commercially purchased list and a list
provided by Hawaii DOT. The Hawaii DOT list included residents that had contacted Hawaii
DOT with questions or concerns related to the planned PCP installation work along Hawaii
Interstate H1.
QMark Research received 332 completed surveys between July 10 and July 19, 2015. This
represents a margin of error of + 5.77 percent at the 95 percent level of confidence. The
respondents were screened to ensure they met the minimum criteria as far as their use of
Interstate H1 (town-bound) and were classified as shown in table 1.
Table 1. How often users drive on H1.
Frequency Respondents
(n=332)
Five days a week or more 95
One or two days each week 105
At least once a month 32
The respondents were also asked to classify themselves into certain transportation categories, as
shown in table 2.
Table 2. Driver categories.
Category Respondents
(n=332)
Driver–car/truck 272
Driver–motorcycle 2
Passenger–private vehicle 48
Passenger–public transit 10
The invited respondents were given a unique password and a website link to complete the
survey. The resulting data were analyzed using specialized survey research software, SPSS,
version 23. The participants were asked for their thoughts on the just-completed Hawaii
Interstate H1 (Aiea Area) precast concrete pavement repair project.
The respondents were first asked to read the description about the traditional process for concrete
pavement repair and then to read the description of the process used for the first time in Hawaii
for the Hawaii Interstate H1 precast concrete pavement repair project. The descriptions of the
two repair processes provided to the respondents are shown on the next page.
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TRADITIONAL CONCRETE ROAD REPAIRS
The traditional construction and installation of full-depth repairs involve the following steps:
1. Close road to traffic.
2. Define repair boundaries area.
3. Sawcut out the old concrete.
4. Remove the old concrete.
5. Prepare the patch area.
6. Place and finish concrete. Steps involved are:
a. Forms are built, rebar placed and spaced and then concrete poured on site.
b. Allow the concrete to cure for 7 days.
c. Remove forms.
d. Saw and seal joints.
e. Open lanes to the travelling public.
PRECAST CONCRETE PAVEMENT REPAIRS
Precast concrete pavement systems do the same thing as steps 1 through 5 in the traditional
process. However, for the precast concrete pavement repair, the concrete panels are cast and
cured in a controlled environment off-site. The panels are then transported to the project site and
installed overnight, allowing traffic to drive on the pavement the next morning. This
accomplishes several things:
Reduces disruption to the traveling public. Lanes are not closed for long periods of time
while the concrete cures.
Reduces the time the construction takes on the project site.
Increases safety for the workers and traveling public by lessening the exposure to
construction.
Increases the life of the pavement as the pavement construction is taking place in a
controlled environment.
For the reasons stated above, there are savings realized in utilizing less traffic control,
less maintenance as pavements last longer and less disruption to the traffic public. The
indirect cost savings is difficult to quantify.
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Respondents were instructed to quantify their perceptions using a standard 4-point rating scale.
The results are given in table 3.
Table 3. User perceptions of PCP repairs.
Response Overall %
Much better (4) 36
Somewhat better (3) 48
NET BETTER 84
Somewhat worse (2) 12
Much worse (1) 5
NET WORSE 17
MEAN 3.14
Respondents were also instructed to quantify their perceptions using a standard 4-point rating
scale. The results are given in table 4.
Table 4. User satisfaction ratings.
Response Overall % Frequent Highway User %
(5+ times a week in area)
Very satisfied (4) 19 20
Somewhat satisfied (3) 55 43
NET SATISFIED 74 63
Somewhat dissatisfied (2) 18 23
Very dissatisfied (1) 8 14
NET DISSATISFIED 26 37
MEAN 2.84 2.69
Participants were then presented with two videos provided by Hawaii DOT showing a vehicle
traversing the stretch of highway in question before work began and after construction.
Respondents were instructed to quantify their perceptions using a standard 5-point rating scale.
The results are given in table 5.
Table 5. Participant perceptions of Hawaii DOT video.
Response Overall %
Much better (5) 54
Somewhat better (4) 36
NET BETTER 90
Somewhat worse (2) 1
Much worse (1) 0
NET WORSE 1
No difference (3) 8
MEAN 4.42
The survey results showed that a solid majority of commuters on this stretch of highway noticed
changes for the better as a result of repair work.