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1、 325.10R-1 This report covers the present state of the art for roller-compacted concrete pavements. It contains information on applications, material properties, mix proportioning, design, construction, and quality control procedures. Roller-compacted concrete use for pavements is relatively recent
2、and the technology is still evolving. The pavement consists of a relatively stiff mix- ture of aggregate, cementitious materials, and water, that is compacted by rollers and hardened into concrete. Keywords: Aggregates; cements; compaction; concrete construction; con- crete durability; concrete pave
3、ments; consolidation; curing; construction joints; density; mixing; placing; Portland cement; roller compacted con- crete, strength. CONTENTS Chapter 1Introduction, p. 325.10R-2 Chapter 2Background, p. 325.10R-2 Chapter 3Materials, p. 325.10R-3 3.1General 3.2Aggregates 3.3Cementitious materials 3.4W
4、ater 3.5Admixtures Chapter 4Mixture proportioning, p. 325.10R-8 4.1General 4.2Proportioning by evaluation of consistency tests 4.3Proportioning by soil compaction methods 4.4Fabrication of test specimens Chapter 5Engineering properties, p. 325.10R-10 5.1General 5.2Compressive strength 5.3Flexural st
5、rength 5.4Splitting tensile strength 5.5Modulus of elasticity 5.6Fatigue behavior 5.7Bond strength 5.8Durability 5.9Summary ACI 325.10R-95 became effective Mar. 1, 1995. Copyright 1995, American Concrete Institute. All rights reserved including rights of reproduction and use in any form or by any me
6、ans, including the making of copies by any photo process, or by any electronic or mechanical device, printed, written, or oral, or recording for sound or visual reproduc- tion or for use in any knowledge or retrieval system or device, unless permission in writing is obtained from the copyright propr
7、ietors. ACI 325.10R-95 (Reapproved 2001) Report on Roller-Compacted Concrete Pavements Reported by ACI Committee 325 ACI Committee Reports, Guides, Standard Practices, and Commentaries are intended for guidance in planning, designing, executing, and inspect- ing construction. This document is intend
8、ed for the use of individuals who are competent to evaluate the significance and limitations of its content and recommendations and who will accept responsibility for the application of the material it contains. The American Concrete Insti- tute disclaims any and all responsibility for the stated pr
9、inciples. The In- stitute shall not be liable for any loss or damage arising therefrom. Reference to this document shall not be made in contract documents. If items found in this document are desired by the Architect/Engineer to be a part of the contract documents, they shall be restated in mandator
10、y language for incorporation by the Architect/Engineer. Shiraz D. Tayabji Chairman* Terry W. Sherman Secretary* William L. ArentStarr Kohn Robert W. Piggott* James R. Berry Ronald L. Larsen Steven A. Ragan* Larry ColeRobert W. LopezJohn L. Rice Benjamin ColucciRichard A. McCombRobert J. Risser Micha
11、el I. DarterB.F. McCulloughRaymond S. Rollings Ralph L. DuncanJames C. MikulanecMichael A. Sargious Howard J. DurhamPaul E. Mueller Jack A. Scott* Robert J. FluhrJon I. MullarkyMilton R. Sees Nader Ghafoori Antonio Nanni* Alan Todres Jimmy D. GillardTheodore L. NeffDouglas W. Weaver Amir N. HannaJam
12、es E. OliversonGerald E. Wixson Richard L. HarveyThomas J. PaskoWilliam A. Yrjanson Oswin Keifer* Ronald L. PeltzDan G. Zollinger *Members of Task Force on Roller-Compacted Concrete Pavement who prepared the report. In addition, Associate Member David Pittman also participated in the report preparat
13、ion. 325.10R-2ACI COMMITTEE REPORT Chapter 6Thickness design, p. 325.10R-12 6.1Basis for design 6.2Design procedures 6.3Multiple-lifts considerations 6.4Pavement design considerations Chapter 7Construction, p. 325.10R-14 7.1General 7.2Subgrade and base course preparation 7.3Batching, mixing, and tra
14、nsporting 7.4Placing 7.5Compaction 7.6Joint construction 7.7Curing and protection Chapter 8Inspection and testing, p. 325.10R-19 8.1General 8.2Preconstruction inspection and testing 8.3Inspection and testing during construction 8.4Post construction inspection and testing Chapter 9Performance, p. 325
15、.10R-20 9.1General 9.2Surface condition 9.3Skid resistance 9.4Surface smoothness 9.5Roughness 9.6Freeze-thaw durability 9.7Load transfer Chapter 10Research needs, p. 325.10R-26 Chapter 11References, p. 325.10R-28 11.1Recommended references 11.2Cited references 11.3Additional references CHAPTER 1INTR
16、ODUCTION This state-of-the-art report contains information on appli- cations, material properties, mix proportioning, design, con- struction, and quality control procedures for roller com- pacted concrete pavements (RCCP). Roller compacted con- crete (RCC) use for pavements is relatively recent and
17、the technology is still evolving. Over the last ten years several major pavement projects have been constructed in North America using RCC and the performance of these pavements has generally been favorable. Roller compacted concrete pavements are also gaining acceptance in several European countrie
18、s and Australia. The advantages of using RCC include cost savings as a re- sult of the construction method and the increased placement speed of the pavement. RCC pavements do not use dowels, steel reinforcement, or forms. This also results in significant savings when compared to the cost of conventi
19、onally con- structed concrete pavements. Roller compacted concrete is used in two general areas of engineered construction: dams and pavements. In this docu- ment, RCC will be discussed only in the context of its use in pavements. RCC for mass concrete is discussed in ACI 207.5R. Roller compacted co
20、ncrete for pavements can be de- scribed as follows: A relatively stiff mixture of aggregate maximum size usually not larger than 3/4 in. (19 mm), cementi- tious materials and water, that is compacted by vibra- tory rollers and hardened into concrete. When RCC is used as a surface course, a minimum c
21、ompressive strength of 4000 psi (27.6 MPa) is generally specified. The materials for RCC are blended in a mixing plant into a heterogeneous mass which has a consistency similar to damp gravel or zero slump concrete. It is placed in layers usually not greater than 10 in. (254 mm) compacted thick- nes
22、s, usually by an asphalt concrete paving machine. The layers are compacted with steel wheel vibratory rollers, with final compaction sometimes provided by rubber tire rollers. The pavement is cured with water or other means to provide a hard, durable surface. RCC pavements are usually de- signed to
23、carry traffic directly on the finished surface. A wearing course is not normally used, although a hot mix as- phalt overlay has been added, in some cases, for smoothness or rehabilitation. Transverse and longitudinal contraction joints for crack control are not usually constructed in RCC pavements.
24、RCCP has been used for a wide variety of applications. These include log sorting yards, lumber storage, forestry and mining haul roads, container intermodal yards, military ve- hicle roads and parking areas, bulk commodity (coal, wood chips) storage areas, truck and automobile parking, and to a less
25、er extent, municipal streets, secondary highways, and aircraft parking ramps. CHAPTER 2BACKGROUND The first RCC pavement in North America was identified by the Seattle office of the U.S. Army Corps of Engineers. The project was a runway at Yakima, Washington, con- structed around 1942. A form of rol
26、ler compacted concrete paving was reported in Sweden as early as the 1930s.1 The first RCC pavement in Canada was built in 1976 at a log sorting yard at Caycuse on Vancouver Island, British Co- lumbia. The decision to build RCC was the outgrowth of a pavement design which called for a 14 in. (356 mm
27、) thick ce- ment stabilized aggregate base and 2 in. (51 mm) asphalt concrete surface. As an alternative to the asphalt concrete surface, the owners decided to increase the cement content of the top 6 in. (152 mm) of cement stabilized material to 13 percent by weight to improve wear and freeze/thaw
28、resis- tance. Cement content in the 8 in. (203 mm) base layer was set at 8 percent. The final result was a 4 acre (1.6 hectares) log sorting yard with an exposed, cement stabilized crushed gravel operating surface. No bonding grout was used be- tween the two cement stabilized layers. Special effort
29、was made by the contractor to complete both layers on the same day. Some minor delamination occurred after a few years of log stacker traffic. This observation lead to the requirement for a limitation on the maximum time between lifts. The ROLLER-COMPACTED PAVEMENTS325.10R-3 Caycuse Log Sorting yard
30、 has been in continuous use since 1976. The area of RCC pavement was doubled to 9 acres (3.6 hectares) in a 1978 expansion. A thin asphalt overlay was ap- plied in 1987 as a minimum cost maintenance operation to improve pavement smoothness. Following the success of the paving at Caycuse, three more
31、RCC dry-land log sorting yards were built on Queen Charlotte Islands off the coast of British Columbia during 1976 to 1978. These pavements continue to perform well with little maintenance. By 1980 nearly 20 acres (8 hectares) of log sorting yards constructed with RCC were in operation in British Co
32、lumbia. The next milestone in Canadian RCC pavement history came when a decision was made to build 12 miles (19.3 kilometers) of 7 in. (179 mm) thick RCC pavement for a coal mine haul road at Tumbler Ridge in Brit- ish Columbia. A 4 acre (1.6 hectares) coal storage area was also built with a 9-in.-t
33、hick (229 mm) roller compacted con- crete. The haul road was surfaced with bituminous concrete while the storage area remains as an exposed RCC pave- ment. This region of British Columbia undergoes severe winter conditions, with frost penetration to a depth of 8 ft (2.4 m). No distress from the seve
34、re winter climate is evident at the coal storage area, although some failures have oc- curred in the loaded wheel paths of the haul road. While these developments were going on in Canada, there was growing interest in RCC by various organizations in the United States where RCC for dams was being eva
35、luated in several test projects. During the early 1980s, engineers at the United States Army Corps of Engineers started studying the use of RCC for pavement construction at military facilities. A small test road for tracked vehicles, 9 in. to 13 in. (229 mm to 330 mm) thick, 470 yd2 (392 m2) was bui
36、lt at Ft. Stewart, Georgia, in 1983, and a tank test road 10 in. to 13 in. (254 mm to 330 mm), 590 yd2 (493 m2), was constructed at Ft. Gordon, Georgia, in the same year. RCC test road construc- tion by the Corps of Engineers continued in 1984 when 1870 yd2 (1564 m2) of 8.5 in. (216 mm) thick paveme
37、nt was built for a tank trail at Ft. Lewis, Washington. In 1984, the question of freeze/thaw durability of RCC re- mained to be addressed. The Corps of Engineers constructed a full scale test pavement at the Cold Regions Research En- gineering Laboratory in Hanover, New Hampshire, where a complete r
38、ange of climatic conditions could be simulated. The test program was successful, and in a memorandum to all field offices, dated Jan. 25, 1985, the use of RCC paving for “horizontal construction” was encouraged, where appro- priate, for all facilities administered by the Corps of Engi- neers.2 The f
39、irst full scale RCC pavement designed and built by the Corps of Engineers was a tactical equipment hardstand at Ft. Hood, Texas, in 1984.3 The area of the project was 18,150 yd2 (15,175 m2). A 10 in. (254 mm) thick slab was specified and a flexural strength of 800 psi (5.5 MPa) was achieved. This pr
40、oject provided the Corps of Engineers with valuable information about maximum aggregate size, single versus multiple lift construction methods, compaction procedures, curing and sampling of RCC material. During 1986, the Corps of Engineers built a tracked vehicle hardstand at Ft. Lewis, Washington.
41、The area of the pavement was 26,000 yd2 (21,753 m2) with a thickness of 8.5 in. (216 mm). The interest in RCC heavy duty pavement began to expand beyond the logging and mining industries by the mid-1980s. The Burlington Northern Railroad selected RCC for 53,000 yd2 (44,313 m2) of paving at a new int
42、ermodal facility at Houston, Texas in 1985,4 and 128,000 yd2 (107,021 m2) of intermodal yard paving at Denver, Colorado, in 1986. In 1985 the Port of Tacoma, Washington, constructed two areas of RCC pavement totalling 17 acres (6.9 hectares).5,6 Also, large areas of RCC pavement were constructed at
43、the Conley and Moran Marine Terminals in Boston between 1986 and 1988. The largest RCC pavement projects undertaken to date in- clude the more than 650,000 yd2 (543,464 m2) of 8 and 10 in. -(203 and 254 mm) thick RCC pavement placed at the Gen- eral Motors Saturn automobile plant near Spring Hill, T
44、en- nessee, and 89 acres (36 hectares) of 10 in.- (254 mm) thick RCC pavement placed at Ft. Drum, NY. Both were con- structed in 1988-89 and were used as parking areas and roads. Apart from the reported use of RCC at Yakima, Washing- ton, in 1942, the only example of an airport installation is at th
45、e Portland International Airport in 1985.7,8 The 14-in. (356 mm) RCC pavement with an area of 9 acres (3.6 hectares) is used for overflow short term aircraft storage. There has been a growing interest in the use of RCC pav- ing for low to moderate traffic streets, and secondary high- ways. Municipal
46、 street pavements have been built in Portland, Oregon; Regina, Saskatchewan; and Mackenzie, British Columbia. Fig. 2.1 to 2.4 illustrate typical RCC pavement practices. Fig. 2.5 illustrates typical RCC pavement surface at Ft. Drum, New York, and Fig. 2.6 shows a close-up of the pave- ment surface ad
47、jacent to a sawed longitudinal construction joint. Fig. 2.7 shows a close-up of an acceptable RCC pave- ment surface at Ft. Bliss, Texas, and Fig. 2.8 shows a close- up of an excellent RCC pavement surface. CHAPTER 3MATERIALS 3.1General Pavement design strength, durability requirements, and in- tend
48、ed application all influence the selection of materials for use in RCC pavement mixtures. The basic materials used to produce RCC include water, cementitious materials (cement and fly ash), and fine and coarse aggregates. Generally, the cost of materials selected for use in RCC pavements is al- most
49、 the same as the cost of materials used in conventional portland cement concrete. However, some material savings may be possible due to the lower cement contents normally needed in RCC pavement mixtures to achieve strengths equivalent to those of conventional concrete. 3.2Aggregates The aggregates comprise approximately 75 to 85 percent of the volume of an RCC pavement mixture and therefore significantly affect both the fresh and hardened concrete 325.10R-4ACI COMMITTEE REPORT properties. Proper selection of suitable aggregates w
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