By: Richard B. Rogers, PE
Concrete pavement overlays can be an economical method to rehabilitate both concrete and asphalt pavements (see the Guide to Concrete Overlays from the National Concrete Pavement Technology Center.)  ​But, the concrete overlay pavement design methods being used today, yes even AASHTO ME, are overly conservative.  Why should a concrete overlay of an asphalt pavement in structurally good condition be only 2 inches thinner than a new concrete pavement on a subbase and subgrade.  Better methods are available--just not used--to take advantage of the existing pavement structure.  

By: Matthew W. Singel, PE
​What is the best aggregate to use for roller-compacted concrete pavement construction?  One universal truth arguably impacts construction more than any other factor.  The quality and cost of a project are directly influenced by the quality and availability of construction materials....

By: Matthew W. Singel, PE
​The question of how thin roller compacted concrete (RCC) pavement can be placed is being asked more frequently.  As residential and commercial applications are finding a fit with RCC, thinner pavement sections are being constructed.  Traditionally, RCC pavements have been installed at large industrial facilities (e.g. sea ports, tank hardstands, logging yards) requiring pavement sections as thick as 18 to 22 inches, constructed with multi-lift placement techniques.  However, RCC’s popularity is growing fastest in applications that require thinner sections.

By: Matthew W. Singel, PE
​Intelligent compaction (IC) refers to the continuous, real-time monitoring of a roller’s effectiveness in achieving a specified density, stiffness, etc.  This continuous feedback approach to pavement construction has tremendous implications in the realm of quality assurance....

By: Richard B. Rogers, PE
​Did you know that traditional pavement design methods that use 18KESAL’s will not handle the oil and gas industry super loads? Why? Because the AASHTO Axel Load Equalency Factors were developed in a study that did not include loads great enough to exceed the elastic conditions in the pavement layers. The oil and gas industry super loads have been shown to be more than double the legal load limits and can cause significant pavement distress in a single pass. Each layer of the proposed pavement design should be evaluated to ensure its elastic stress/strain limits have not been exceeded.
The Cement Council of Texas has experience in designing pavements for heavy overloads.  Concrete is an ideal heavy-duty paving material.  Its strength helps withstand the stress of the super loads, and it also spreads the loads over wider areas than flexible pavements.  Base/subgrade stresses are significantly reduced, and premature pavement failures are averted.  CCT can help state and local agencies evaluate economical road designs that actually last for their intended service lives. Give us a call.
"This blog was previously posted in the Cement Council of Texas' "Texas Cement and Concrete Blog" (now inactive) and was carried forward to the current blog ("Cementx Pavement Blog") as it contains content that may be of interest to the reader".

By: Matthew W. Singel, PE
Golf course sand bunkers can be a maintenance nightmare if not properly installed.  In recent years, one contractor developed a rehabilitation method that integrates the benefits of soil cement with the drainage system resulting in high performance.  Proper irrigation and drainage on a golf course are critical to offer patrons a pleasant experience but also to reduce expensive maintenance issues.  

This soil-cement rehabilitation technique offers maximum drainage in the bunkers plus the long-term performance benefits of soil-cement.  The soil-cement subsurface layer virtually eliminates soil migration that contaminates high quality bunker sand.  This tool in golf course maintenance is gaining traction, having been used on multiple golf courses in Texas and recently in the Southeast.
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Cement-stabilized soils and aggregates offer many solutions beyond transportation infrastructure.
"This blog was previously posted in the Cement Council of Texas' "Texas Cement and Concrete Blog" (now inactive) and was carried forward to the current blog ("Cementx Pavement Blog") as it contains content that may be of interest to the reader".

By: Matthew W. Singel, PE
​Extended periods of high temperatures and low rainfall wreak havoc on agriculture, drinking water supply and lake access for recreation.  For civil engineers and public works professionals, these conditions can create an imbalance in the subgrade moisture content, leaving soils under the center of the road at a higher moisture level than the edges, which dry out more quickly.  This is most prevalent on roads with deep drainage ditches (i.e. subgrades with exposed sides).  In the presence of expansive clay soils, deep longitudinal cracking often occurs near the road edge.

By: Jan R. Prusinski, PE
A recent Youtube post by MIT researcher Medhi Akbarian,  makes an excellent point--with humor. When we decide to build or reconstruct a road, we need to engineer a solution that not only meets the immediate need of providing a useable road, but also minimizes cost, and considers the fuel impact of the vehicles traveling on the road.  
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