This report contains all of the papers presented at a workshop on Continuously Reinforced Concrete Pavements (CRCP) which was held in New Orleans, Louisiana. The information presented at the workshop covered all aspects of CRCP including design, construction, and maintenance procedures. The primary emphasis was concentrated on maintenance procedures. The proceedings include papers on polymer patching, under sealing, and flexible and rigid overlays.

This report summarizes results from a study of 11 sections of continuously-reinforced-concrete pavements (CRCP) located in five districts throughout the state of Texas. The main purpose was to evaluate the performance of HMAC overlays in preventing the occurrence of punchouts in CRCP pavements. Construction and maintenance plans for the 11 CRCP sections were reviewed and field interviews were held with District Personnel to collect data needed for the study. Results indicate HMAC overlays are effective in reducing punchouts when the overlays are greater than two inches thick, Accordingly, the potential problem for rutting in thicker hot-mix layers is the dominating distress factor that should be considered in HMAC overlay design. Also, design procedures may need to be revised to increase CRCP pavement thickness on a regional basis in order to reduce life-cycle costs.

Introductory technical guidance for civil engineers, highway engineers and other professional engineers and construction managers interested in overlays for continuously reinforced portland cement concrete pavements. Here is what is discussed: 1. INTRODUCTION, 2. TYPES OF OVERLAYS INVOLVING CRC PAVEMENT, 3. GENERAL APPROACHES TO OVERLAY DESIGN, 4. CRC OVERLAY TYPES AND PERFORMANCE.

A study of the performance of Continuously Reinforced Concrete Pavement (CRCP) constructed on the Interstate highway system in Illinois has-been conducted. The major purpose is to determine the types, severities, amounts, and causes of distress. This information will then be used to develop optimum maintenance procedures to repair the distress that occurs, and preventative maintenance procedures to reduce the rate of distress occurrence. The distress data collected can also be used to update CRCP design procedures. Approximately 1230 miles of Interstate highway was surveyed, consisting of 7 to 10 in. (17-25 cm) slabs over granular and stabilized subbases. Distress found includes edge punchouts, steel ruptures, "D" cracking, blowups, construction joint failures, lug rotation, longitudinal cracking, distress related to construction problems, pumping, and shoulder deterioration. Heavy truck loads, excess free moisture, deicing salts, construction practice and poor aggregate quality in the CRCP slab are the major factors causing distress. CRCP slab thickness and foundation support have a very significant effect on structural distress development. "D" cracking is causing severe deterioration of several projects. Overall, the performance of the thicker CRCP slabs (i.e., 9-10 in.) has been very good under heavy truck traffic; however, the performance of many sections of thinner CRCP (i.e., 7-8 in.) has been poor, and is showing an accelerated rate of distress development over time. The amount of distress expected to occur, and the maintenance effort required in the next several years points strongly toward a need for the development of more efficient and durable ways of maintaining CRCP.

"This report should be of special interest to design, materials, fundation, and construction engineers responsible for continuously reinforced concrete pavements."--Avant-propos.