A Continuous Reinforced Concrete Pavement (CRCP) Overlay for the Torrejon By-pass

Alberola, Roberto · 2025 · Crossref

DOI: 10.33593/iccp.v6i1.733

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Summary

This paper details the engineering assessment and rehabilitation strategy for the Torrejón By-pass, a 7 km motorway section near Madrid constructed in 1966. Originally built as a jointed plain concrete pavement (JPCP) with a 25 cm slab on a cement-treated base, the road faced increasing traffic demands and aging infrastructure. The study documents the process from initial surveys in 1985 through to the final decision in 1996 to implement a Continuous Reinforced Concrete Pavement (CRCP) overlay. The motivation was to determine the most cost-effective and durable solution for widening the carriageway to three lanes and overlaying the existing pavement, balancing immediate repair needs with long-term lifecycle costs. The methodology involved comprehensive condition surveys conducted in 1986, 1994, and 1997. These assessments included high-performance friction measurements using a SCRIM machine, extraction of 27 test cores for destructive and non-destructive strength testing, and a detailed visual inspection of all 1,021 slabs per carriageway. The inspection utilized a rigorous rating system for both joints and slabs, categorizing distresses such as spalling, cracking, and sealant failure. Core analysis revealed that the existing concrete and base remained in good structural condition, with average compressive strengths of 27 MPa and split-tensile strengths of 2.8 MPa, despite some surface distress. The evolution of distress was tracked over time, showing a progression from minor surface cracks to deeper structural issues, particularly in wheel paths and areas with poor drainage. Based on these findings, six rehabilitation solutions were evaluated, ranging from intensive repairs without overlay to various asphalt and concrete overlays. An economic analysis was performed over a 30-year lifecycle, accounting for construction costs, expected service life, and traffic delays caused by shifting traffic to a single carriageway. The analysis compared options including bonded concrete overlays, asphalt overlays with crack-mitigation grids, JPCP overlays, and CRCP overlays. The study found that while thinner overlays required extensive prior repairs to the existing pavement, thicker overlays like the CRCP option required minimal repair of the underlying structure. The final recommendation selected Solution #6: a 24 cm thick CRCP overlay with 0.7% longitudinal steel. This choice was driven by its superior expected lifespan of 35 years, which outweighed the higher initial cost compared to other options. The CRCP overlay was deemed structurally sound and compatible with the necessary widening to three lanes. The project, awarded in late 1996, aimed to begin construction in spring 1997. The paper concludes that delaying the overlay was no longer viable due to the rapid progression of distress observed in the 1997 survey, highlighting the importance of timely intervention and the long-term benefits of CRCP for high-traffic motorways.

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