JRI +JRI +LOAD TRANSFER DEVICELOAD TRANSFER DEVICE
F A R O B E LCIVIL WORK TECHNOLOGY
[email protected] [email protected]
www.farobel.com
Concrete pavementAsphalt surface layer
Cheaper and more Durable Pavements
Highways & Roads
Introduction to JRI+ load transfer device
Application fields
Trains
Airport Esplanades Harbour Esplanades
Industrial pavements
Streets
…all concrete surfaces resting on the ground
Water courses
Industrial parkings
This is a new system based on using the JRI+ load transfer devices in concrete pavements
There are two JRI load transfer devices, which work with analogous characteristics:
JRI+4JRI+
The final solution is a concrete pavement
Introduction to JRI+ load transfer device
Object
A proper asphalt layer on top of concrete slabs improves I.R.I and noise levels
Other Other layerlayer
ConcretConcrete e pavemepavementntOther Other
layerlayer
Concrete Concrete pavement with pavement with NEW SYSTEMNEW SYSTEM
Bituminous Bituminous layerlayer
Other Other layerlayer
Bituminous Bituminous layerlayer
Bituminous Bituminous layerlayer
Other Other layerlayer
Other Other layerlayer
New New SYSTEMSYSTEM
Three-dimensional polypropylene surfaces remain embedded in concrete
So, a weak section has been created in concrete
Shrinkage crack follows the tridimensional surface
Introduction to JRI+ load transfer device
Basic Concepts
Shrinkage cracks appear in the surface following the JRI+ shape, which is divided in alternating horizontal surfaces
Concrete slabs with alternate indentation have been created
Concrete teeth end with horizontal surfaces responsible of load transfer
Shrinkage cracks become watertight through a rubber profile at the top
Basic Concepts
Introduction to JRI+ load transfer device
Test-tube manufactured with JRI+ device inside it
The system leads the crack of concrete produced by shrinkage and loads.
It is a three-dimensional load transfer system
The horizontal surface can be noticed observing the crack shape
Introduction to JRI+ load transfer device
Basic Concepts
Above: JRI+4. Notice the alternate trays and rubber profile on top.The height of the JRI+4 device will be shorter than the thickness of the concrete slab
Images
JRI+4
Introduction to JRI+ load transfer device
The picture shows the JRI+ device placed on the esplanade while pouring concrete The height of the JRI+ device is shorter than the thickness of the concrete slab
Images
Project with JRI+
Introduction to JRI+ load transfer device
Detail
JRI+
Introduction to JRI+ load transfer device
Both JRI+4 & JRI+ have a rubber profile at the top that makes the shrinkage cracks become watertight
The picture on the right side shows the rubber profile. The upper grey line is the top of the concrete slab.
All the rubber gum is embedded inside concrete, protected from the atmosphere and traffic
The zigzag surface at the bottom ensures a watertight crack
Images
Top Watertight rubber gum
Introduction to JRI+ load transfer device
The JRI+ devices have alternate trays on either sides of the superficial crack line where the rubber is placed
Details
Plan view JRI+4
Introduction to JRI+ load transfer device
Plan view JRI+
JRI+4 device with the rubber to watertight the crack on its top
Images
JRI+4
Introduction to JRI+ load transfer device
Once works were finished, the slabs were separated to observe the JRI+In this case the concrete slab thickness is the height of the JRI+Notice the horizontal trays in the concrete alternate teethIt is proved that the shrinkage crack follows the JRI+ surface
Images
JRI+
Introduction to JRI+ load transfer device
JRI+ load transfer devices are located on the esplanade and concrete is directly poured on them
Images
Project with JRI+
Introduction to JRI+ load transfer device
JRI+4 load transfer devices are inserted automatically into the fresh concrete right after pouring it, using a screed and needle vibrators
Images JRI+4
Introduction to JRI+ load transfer device
Index
-Introduction to JRI+ load transfer device
-JRI+ Characteristics
-Tests & trials
-Projects
-Pavement designing
-Conclusions
J R I+ LOAD TRANSFER DEVICE
JRI+ Characteristics
JRI+ watertights the crack
+The load transfer capacity is almost 100% for the whole lifespan. No vertical relative displacement between adjacent slab edges
General
No fine material pumping and ground erosion
Layers with high elastic modulus are not required
No impact between layersLess stress
JRI+ Characteristics
As the rubber guarantees a watertight surface , sealing is not needed
General
JRI+ system leads the crack through the whole section
No cut required
The longitudinal compression due to thermal expansion is produced in the whole section so the axial load is centered. There is no buckling because of the compression exerted by the side slabs.
No maintenance required
Stresses on the horizontal surface are lower because there is a larger contact area:
The load transfer capacity doesn’t depend on base and sub-base layers
Comparison with dowel bars
Load carrying capacity is improved with base and/or sub-base layers to reduce contact stress in concrete
Dowel bar System requires a good base layer
JRI+ Characteristics
JRI+ Characteristics
The durability of the JRI+ System is higher than the dowel bars one because of the lower tensile values achieved in the concrete transfer in the contact surface by the former system. Eventually, dowel bars will break the concrete due to the high strength causing vertical displacement and lower Load Transfer Efficiency.
Dowel bars can be oxidized while JRI+ polypropylene devices cannot be oxidized.
With JRI+ System load is transferred by the concrete teeth instead of the bars.
The rubber profile embedded into the concrete guarantees a watertight system, so water doesn’t reach the esplanade. No seal maintenance required
With JRI+, the pavement doesn’t lose the flat surface in case of a breakage. Fast concrete crack repair, with no demolition required.
No base layer required
Comparison with dowel bars
JRI+ System: cheaper system with a faster execution
JRI+ Characteristics
• Concrete pavements with JRI+ joints don´t need base granulate layers.
• Thinner concrete slabs with JRI+ joints thanks to the lower critical stress. The critical stress is centered in the slabs, not on the edges
• The concrete pavements with JRI+ and same thickness are more durable.
• Shorter slab lengths. This fact also reduces stress.
• The road shoulders are built with the same system. This increase of slab width avoids critical stress on slab edges. It also allows future road widening.
• JRI+ is a transverse joint system.External longitudinal joints (pavement machine edges or construction joints) are built with modified JRI+ joints.Interior longitudinal joints use steel bars. Cutting and sealing with the JRI+ specific rubber
Structural design considerations
JRI+ Characteristics
JRI+: Polypropylene tray material
Elastic modulus of polypropylene: 500-1000 MPaElastic modulus of concrete: 25.000- 35.000 MPa
It is checked that polypropilene deformation is not an important factor to take into account when calculating deflection
JRI+ device thickness = 2 mm stress = 1MPa
deformation = 0,002 mm
Deflections are 100 times largerBecause of the different order of magnitude, the deformation of the polypropyleneis a factor that doesn’t have to be considered in deflection with JRI+ system
Polypropylene joint allows rotation in one direction (2 degrees maximum)Polypropylene joint allows free rotation in the other one direction
JRI+ Characteristics
1. Lower land occupation
2. Lower excavation
3. Lower transportation
4. Lower execution time
5. Higher durability due to lower stress
6. Lower energy consumption and lower CO2 emission
7. More convenient repair
8. Lower maintenance costs
Lower Environmental Impact
JRI+ Characteristics
1. The JRI+ system pavement is cheaper than current ones, either asphalt either concrete
2. Aggregate base layers are saved
3. Building roads with just one concrete layer shorten the execution times
4. Cut and sealing are saved
5. Depth drainage is decreased
6. Excavations are decreased
7. JRI+ joints are cheaper than bars
8. Maintenance costs are decreased
Cost reduction
JRI+ Characteristics
JRI+4
Placed after concrete pouring, behind the paving machine
Not anchored to the floor
Located from the top into fresh concrete through needle vibrators
Higher control of execution. Higher Load Transfer Efficiency
Rubber profile placed regarding the concrete top surface
No Spalling
JRI+
Placed before concrete pouring
Anchored to the floor, tight to esplanade reference
Holes avoid being pushed by concrete
Spalling when the rubber profile is below the concrete top surface
In pavement executed with asphalt wearing course, spalling doesn´t affect
JRI+ Characteristics
Asphalt Pavement on concrete base
• I.R.I. and noise are improved with a proper asphalt layer on top of concrete slabs.
• Shrinkage cracks in concrete slab finally appear in asphalt layer. We have observed in our projects that these cracks don’t do any damage or spalling, even after 13 years of use.
• Crack edges don’t erode because there are no relative vertical movements between slabs.
• No sealing required. JRI+ joint is already sealed.
• Cracks are thin enough they cannot be noticed from the vehicles.
Index
-Introduction to JRI+ load transfer device
-JRI+ Characteristics
-Tests & trials
-Projects
-Pavement designing
-Conclusions
F A R O B E L CIVIL WORK TECHNOLOGY
Tests & trials
Concrete slab directly executed on top of base course
Falling Weight Deflectometer (FWD) tested in 12 JRI+ in both sides
The average Load Transfer Efficiency (LTE ) > 98 %
The LTE is the ratio between deflections of points which are at the same distance from the applied load (30 cm). The crack is located between both points.
Average deflections in the boundaries of the slabs = 0,164 mm.
FWD results M503 Highway Madrid, May 2006
Tests & trials
A 200 meters stretch was tested. After the results, the relevant gouvernmental agency (Autoridad del Transporte Metropolitano de Barcelona, ATM) decided to build 30 km of double track.
The FWD tested 31 joints JRI+ of concrete directly placed on top of the base course with California Bearing Ratio, CBR = 5 .
Results:
1. The load transfer average was 99.3%.2. The deflection average in the center and boundaries of the slabs was
1,13mm and 1,24mm respectively. 3. The difference between the deflection in the center and in the boundaries
of the slabs was lower than 10%.
FWD results Barcelona Streetcar 2002
Tests & trials
Break strength in boundaries is between 5 and 6 times service strength
When real scale test has been done in order to reach the slab break, it always breaks due to bending moments in the center of the slab. Teeth don’t break
System strength
Tests & trials
JRI+ projects have been carried out since 1998. One of these projects with the higher traffic intensity, more than 4000 trucks per day (Highway A2, Madrid-Barcelona, 1998). It is still in good conditions, no reparations have been required.
In the Barcelona Harbour dynamic tests were made with 45 Tonnes axes. There weren’t any damages with slabs of 16 cm of thickness.
Another example of how the JRI+ system is suitable for high traffic is road in Gijon Harbour built in 2006. Since then, the road has operated. The pavement is in good conditions, no repairs have been required.
Real projects
Index
-Introduction to JRI+ load transfer device
-JRI+ Characteristics
-Tests & trials
-Projects
-Pavement designing
-Conclusions
J R I+ LOAD TRANSFER DEVICE
M503 Highway, Madrid, 2006
Olean Highway, New York, US, 2006
Tortosa Freeway, Spain, 2004
Airport esplanade, Barcelona, Spain, 2004
Barcelona Streetcar, Spain, 2003
Projects
PROJECTS IMPLEMENTED WITH JRI LOAD TRANSFER DEVICE
PROJECT TYPE ADMINISTRATION CONTRACTOR YEAR
JRI PROTOTYPE
Las Palmas Harbour esplanade AUTORIDAD PORTUARIA NECSO 1998
Castellbisbal Road GISA FREYSSINET 1998
Vigo Harbour esplanade AUTORIDAD PORTUARIA COVSA 1999
Barcelona Industrial esplanade ZAL CORSAN-CORVIAM 1999
Barcelona Harbour esplanade AUTORIDAD PORTUARIA SATO RUBAU 2000
Sant Carles de la Ràpita Harbour esplanadePUERTOS DE LA GENERALIDAD
LUBASA 2000
Ajalvir Road COMUNIDAD MADRID FERROVIAL 2000
JRI +
Cardedeu Esplanade ATLL BECSA 2001
Santiago de Compostela Esplanade RENFE ALDESA 2001
Barcelona Street AUTORIDAD PORTUARIAUTE DRAGADOS SATO
RUBAU2002 2003
El Goloso Acces road COMUNIDAD DE MADRID A.C.S. 2002
Barcelona Harbour esplanade AUTORIDAD PORTUARIA RUBAU 2003
Barcelona Industrial esplanade AUTORIDAD PORTUARIA RUBAU 2003
Vilanova y la Geltrú Harbour esplanadePUERTOS DE LA GENERALIDAD
SATO 2003
Barcelona Baix Llobregat
Streetcar ATM BarcelonaUTE COMSA-FCC-NECSO-ALSTOM
2001 2003
Bogotá (Colombia) Street HOLCIM HOLCIM 2003
Barcelona (Besòs) Streetcar ATM BarcelonaUTE COMSA-FCC-NECSO-ALSTOM
2003 2004
Projects
PROJECTS IMPLEMENTED WITH JRI LOAD TRANSFER DEVICE
PROJECT TYPE ADMINISTRATION CONTRACTOR YEAR
JRI +
Roses (Girona) Coast EsplanadePUERTOS DE LA GENERALIDAD
F.C.C. 2004
St.Carles de la Ràpita Harbour esplanadePUERTOS DE LA GENERALIDAD
CISTERÓ 2004
Barcelona Trucks parking slotAUTORIDAD PORTUARIA
RUBAU 2004
Barcelona Esplanade Z.A.L. CORSAN-CORVIAM 2004
Valls (Tarragona) Road GISA ROMERO POLO 2004
Tortosa (Tarragona) Freeway GISA RUBAU 2004 2005
Bogatell ( Barcelona) Esplanade Barcelona City Hall UTE ESTRUCTURES 2004
Victoria (Australia) Industrial esplanade POLYROAD S.A. POLYROAD S.A. 2004
Valls (Tarragona) Esplanade GISA VICSAN-TEYCO 2004
Aeropuerto de Barcelona
Esplanade AENA RUBAU 2004 2005
Barcelona Esplanade ZAL BENJUMEA 2005
Badalona Harbour esplanadeCity Hall, Autoridad
Portuaria,FCC Construcciones 2005
Barcelona Esplanade ZAL CORSAN-CORVIAM 2005
Mahón (Menorca) Road CONSEJO INSULARUTE ACSA - TOLO
PONS2005
St. Feliu de Llobregat (Barcelona)
Streetcar ATM BarcelonaUTE COMSA-FCC-NECSO-ALSTOM
2005
Barcelona Street Puerto de Barcelona MEPSA 2005
Projects
PROJECTS IMPLEMENTED WITH JRI LOAD TRANSFER DEVICE
PROJECT TYPE ADMINISTRATION CONTRACTOR YEAR
JRI +
Bellvei (Tarragona) Esplanade GISA RUBAU 2005
Parla (Madrid) Streetcar City Hall FCC-ACCIONA 2006
Gijón Road Autoridad Portuaria FCC 2006
Olean (New York) Highway New York State Surianello 2006
Madrid (M503) Highway Comunidad de Madrid DRAGADOS 2006
Barcelona Street Puerto de Barcelona COPISA 2006
Sagunto (Valencia) Harbour esplanade Puerto de Sagunto ECISA 2006
Mollerusa (Lleida) Esplanade GISAACSA-SORIGUÉ
2006
Sevilla Streetcar City HallUTE METRO CENTRO
2006
Mexicali (México) RoadSecretaría Transporte de
MéxicoSecretaría Transporte de México
2006
St.Feliu Buixalleu (Girona)
Race Circuit Autodromo S,L.Autodromo, S.L.
2007
Murcia Streetcar City HallSTREETCAR MURCIA UTE
2007
Barcelona Streetcar (Tramo) ATM Barcelona FCC- Construcciones 2008
Argelaguer (Girona) Urban Road Ministerio de Fomento Serviá-Cantó 2008
Projects
PROJECTS IMPLEMENTED WITH JRI LOAD TRANSFER DEVICE
PROJECT TYPE ADMINISTRATION CONTRACTOR YEAR
JRI + 4
Tàrrega (Lleida) Urban Road City Hall Dragados 2009
Castellfollit de la Roca
Urban Road Ministerio de Fomento MOVITERRA (FCC) 2009
Llobregat sewage treatment plant
Industrial pool GISA U.T.E. Rio Llobregat 2009
JRI +
Estepona (Málaga) Bicycle Lane City Hall U.T.E. BECSA-ITUVAL 2009
Polígono Segre (Lleida)
Esplanade GISA Cisteró-Cobra 2009
Castellar del Vallès Esplanade GISA ROGASA 2009
JRI + 4
Alpicat (Lleida) Freeway Ministerio de Fomento FCC 2009
Tortosa Land development City Hall UTE VICSAN-Hidrocanal
2010
Zaragoza Streetcar (stretch) City Hall FCC 2010
Málaga Streetcar-Subway Junta Andalucía- Ayunt.
UTE Metro- Málaga 2010-….
Mallorca Streetcar- Train Consejo insular de
Baleares Dragados, Ferrovial,
FCC2010-….
Tárrega Parking slot City Hall Dragados 2010
Alcoletge (Lérida) Esplanade - Industrial pool Private Innoferti 2010
Projects
Catalonia (Spain) Government projects for truck parking slots are designedwith JRI+ system.
JRI+4 system is approved and legalized in Romania
Legal issues
Index
-Introduction to JRI+ load transfer device
-JRI+ Characteristics
-Tests & trials
-Projects
-Pavement designing
-Conclusions
J R I+ LOAD TRANSFER DEVICE
Pavement design
The pavement is design considering:
•Traffic intensity and loads•Soil characteristics•Concrete characteristics•Thermal conditions•Life span (fatigue)
The JRI+ load transfer device transfers perfectly the shear stress
Every project should have its specific design. Other Other layerlayer
ConcretConcrete e pavemepavementntOther Other
layerlayer
Concrete Concrete pavement with pavement with NEW SYSTEMNEW SYSTEM
Bituminous Bituminous layerlayer
Other Other layerlayer
Bituminous Bituminous layerlayer
Bituminous Bituminous layerlayer
Other Other layerlayer
Other Other layerlayer
New New SYSTEMSYSTEM
Pavement design
The optimal solution would be:
• Concrete slabs on top of the esplanade using JRI+4, placed behind the paving machine into the fresh concrete
•Asphalt layer on top to improve the noise level
Pavement design
General design:
• Natural esplanade levelled and compacted.•CBR>3 (K>3Kg/cm3), obeying the organic contain and swelling•4,5MPa flexural strengthen concrete at 28 days•Slab dimensions: 1,32*1,32m2. Ground reaction in 3,96*3,96m2
•Thickness:•16 cm when over 4000 trucks per day &lane•16 cm when 2000-4000 trucks per day &lane•15 cm when 800-2000 trucks per day &lane•14 cm when 200-800 trucks per day &lane•13 cm when 100-200 trucks per day &lane•13 cm when 50-100 trucks per day &lane
(if using bigger slab dimensions and low strength concrete then the slab thickness should be increased)
3cm asphalt layer with modified bitumen
Conclusions
High Load Transfer Efficiency during the whole lifes pan
Watertight cracks
Lower execution and maintenance costs
Faster execution
Lower environmental impact
Higher durability
J R I+LOAD TRANSFER DEVICE
J R I+ LOAD TRANSFER DEVICE
Thank you for your attention
We are at your disposal to design the specific JRI+ solution for your needs
F A R O B E LCIVIL WORK TECHNOLOGY
[email protected] [email protected]
www.farobel.com