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Development Precast and Prestressed Concrete Rigid Pavement System in Indonesia

Roadway pavements are important parts of transportation system and thus should be adequately strong and durable. Unfortunately, many pavements constructed in Indonesia fail to reach their design service life. Among major factors contributed to early damages to the pavements in Indonesia are unfulfilled specified pavement construction specifications, traffic overload and poor support condition. As an attempt to produce better pavement system and as part of an accelerated infrastructure program in Indonesia, new precast pavement system using unbonded posttensioned technology that has characteristic of self-centering has recently been developed. This self-centering concrete pavement is expected to reduce the impact of overload and be able to overcome imperfect subbase, subgrade and poor soil condition. The theoretical and experimental development programs of the new concrete rigid pavement system will be described in this paper. The developed pavement system is then implemented to see the effectiveness construction procedures and later on tested using Falling Weight Deflectometer (FWD) method to evaluate its structural performance.


Introduction
Since 2014, Indonesian government has conducted acceleration of infrastructure construction for all regions in Indonesia. Roadway or highway is essential part of infrastructure because it is responsible for transportation connectivity in supporting efficient economic activity. As such roadway pavements should be adequately strong and durable for their design service life. Early damages to pavements may cause traffic disruption and thus lead to negative user experiences and economic impact. Unfortunately, many pavements constructed in Indonesia fail to reach their design service life. Among major factors contributed to early damages to the pavements in Indonesia are unfulfilled specified pavement construction specifications dan traffic overload.
Traditional Highway Construction often faces difficulties such as supporting preparation work which is not optimum, shortage in asphalt delivery in flexible pavement case, highway obstructions in case of conventional rigid pavement (jointed plain concrete pavement, JPCP, shown in figure 1), thus inability to meet quality specification in case of rigid pavement. In addition, the drainage system often time is addressed properly. This condition demands new pavement technology to be developed and implemented in pavement construction in Indonesia.

Figure 1. Conventional rigid pavement (JPCP)
A relatively recent innovative technology developed for highway pavement is precast concrete pavement. Since the precast concrete pavement system normally fabricated under controlled environment, it offers several potential advantages over traditional highway pavement system such as shorter construction time, higher quality (need less maintenance) and efficient use of materials. There have been several applications of precast concrete pavement system in Indonesia.   Study on various application of precast concrete pavement systems in construction condition Indonesia [8] reveals that Prestressed Precast Concrete Pavement technology demonstrates best performance. It is part of integrated development effort on highway rigid pavement technology based on precast prestressed concrete system initiated since 2015, by performing qualitative and quantitative research. Qualitative research was carried out on qualitative performance on the application of precast system in several highway constructions from 2010 to 2015, and in comparative study in United States in 2015. Quantitative research was carried out on performance of application of precast system in highway construction from 2010 to 2015, and in development experimental program from 2015 to 2017. This study will focus on the experimental/testing program developed to produce a precast pavement system that is durable and economics.

System Development
The idea behind the system development of pavement is the re-centering capability of unbonded post-tensioned prestressing in resisting earthquake forces in buildings [7]. The use of re-centering capability in highway pavement would allow any imperfection in sub-base and sub-grade as well as overload condition [10]. This technology has been applied in several internal roads in precast plant (2015-2016) as seen in Figure 5. Design process of the system with finite element method which considered overload condition in standard subgrade specification and undersubgrade specification data can be seen on work conducted by Nurjaman et. al. [8].

Experimental Program
Under the loading the critical part of a rigid concrete pavement system is at the connection system. The connection mainly undergoes internal flexural bending moment, shear forces as well as tensile force action. To develop a reliable precast and prestressed concrete system for rigid pavement, it is necessary to develop an experimental program that addresses those actions. Thus, in this study three (3) experimental tests had been programmed, i.e.: (1) Pull-Out Dowel Activator Test; (2) Flexural Test and (3) Shear Test. Details of testing specimens and procedures will be given below.

Pull-Out Dowel Activator
Test. The connection system between precast panels uses reinforcing bars called dowel activator. As the role of dowel activator is to connect between two precast pavement panel, it must be able to distribute forces due to traffic load. The ability of dowel to distribute forces is determined by conducting pull-out test. Specimens for dowel pull-out tests were prepared by embedding the dowel of diameter 16 mm into a concrete block to simulate the actual connection system. Two types of specimens were prepared, one for representing the precast panel thickness of 180 mm (SpRigWP_180) and the other for precast panel thickness of 200 mm (SpRigWP_200). The preparation and final form of specimens for pull-out dowel activator test is shown in figure 6. The setup configuration for pull-out dowel activator test is shown in figure 7. Testing is carried out according to standard tensile test for reinforcing bar.    Figure 9 below. This test is conducted to determine the shear capacity of the connection by applying the vertical load on test specimen until failure load. Two types of specimens were prepared, one with the thickness of 180 mm (SpRigWP_180) and the other with thickness of 200 mm (SpRigWP_200). The dimension of specimen is of 5100 mm in length by 1800 mm in width.

Implementation and FWD Testing Program
As part of development program, the newly developed precast prestressed concrete pavement system was installed on segment of Margomulyo road (managed by Directorate of General Highway) in Gresik to evaluate execution aspect especially the effect of construction on traffic, and structural performance of the system in the actual condition. The road was selected because it is frequently suffered damage due to heavy traffic and heavy vehicles.    Figure 11 (a) and (b) show the relationship between load and elongation for specimens SpRigWP_180 and SpRigWP_200, respectively. The results show that the tensile behavior of dowel is similar to that of steel bar shown in figure 12. It shows that dowel anchorage system is able to mobilize the strength of dowel steel bar.

Results of Flexural Test
The flexural test results are presented in tables 1 and 2 for specimens SpRigWP_180 and SpRigWP_200, respectively. From the values of testing loads, one can derive the moment at the connection (Ptest·L, where Ptest is the testing load and L is the lever Arm shown in Figure 8). Design of reinforced concrete against bending moment requires that the moment capacity, ϕMn, is larger than or equal to ultimate moment, Mu (ϕfMn ≥ Mu), where ϕf is a strength-reduction factor, taken 0.9 for flexural moment, Mn is nominal moment strength. The moment capacity of specimens SpRigWP_180 and SpRigWP_200 are of 0.9·30.82 kN·m = 27.73 kN·m and 0.9·37.18 kN·m = 33.46 kN·m, respectively. The internal ultimate momen Mu resulting from the finite element analysis conducted on the specimens SpRigWP_180 and SpRigWP_200 under expected traffic load are of 5.76 kN·m for both of them. One can see that the specimens are safe against flexural moment (27.73 kN·m > 5.76 kN·m). respectively. It can be seen that for both specimens the nominal shear strength from test results are higher than those of from theoretical calculations. It can be concluded that the specimens perform satisfactorily against shear. Design of reinforced concrete against shear force requires that the shear capacity, ϕVn, is larger than or equal to ultimate shear force, Vu (ϕVn ≥ Vu), where ϕ is a strengthreduction factor, taken 0.75 for shear, Vn is nominal shear strength. The shear capacity of specimens SpRigWP_180 and SpRigWP_200 are of 0.75·286.9 kN = 215.2 kN and 0.75·328.4 kN = 246.3 kN, respectively. The internal moment shear force Vu resulting from the finite element analysis conducted on the specimens SpRigWP_180 and SpRigWP_200 under expected traffic load are of 80.54 kN for both of them. One can see that the specimens are safe against shear (215.2 kN > 144.97 kN).