Concrete Infrastructure Research Database

This database of in-progress and recently completed research related to concrete pavements and bridge decks across the US is partially a product of the former CP Road Map (or Long-Term Plan for Concrete Pavement Research and Technology). It is updated twice a year.

Research included is identified via the Transportation Research Board (TRB) list of Research in Progress (RiP), newsletters from across the concrete industry, and agency websites.

Find relevant projects by browsing the list or using the search box below. Keywords and researchers are not shown in the table but are included in searches. (You can customize your search by clicking the down arrow to the right of the search box and/or click the “Date” header to sort results by date.)

DateTitle
10/1/2013October 2013A Method to Assess the Use of New and Recycled Materials in Pavementshttps://cptechcenter.org/ncc-projects/a-method-to-assess-the-use-of-new-and-recycled-materials-in-pavements/Recycled materials, Pavements, Environmental impacts, State of the practice, Sustainable transportation, Durability, Pavement performance, Pavement designThe growing need for increased use of recycled as well as new materials in pavements has emerged due to the continuous decrease in natural resources and increased impact that the current state of practice has on the environment. Many transportation agencies are striving to make their practices and policies more "sustainable". Sustainable construction practices have been favored by the Federal and State Departments of Transportation (DOT's) as well as industry. However, the impacts of using new and recycled materials in pavements - particularly on long-term pavement durability and performance - are often unknown. The Michigan Department of Transportation (MDOT) does not have a system in place for evaluating any new or recycled materials as it relates to performance. This research will help identify methodologies to effectively determine the impacts of new recycled materials in pavement design and create a system for evaluating those materials.Muhammed Emin Kutay, Neeraj Buch, Syed Haider, Armagan Korkmaz, Anas Jamrah, Sudhir Varma
7/1/2014July 2014A Mobile Concrete Laboratory to Support Testing in 2014 on Internal Curing and High Early Strength Patcheshttps://cptechcenter.org/ncc-projects/a-mobile-concrete-laboratory-to-support-testing-in-2014-on-internal-curing-and-high-earl-strength-patches.--/Concrete curing; Concrete tests; Laboratory tests; PatchingThis project describes the use a mobile testing laboratory to obtain information during the 2014 construction season for the internally cured and rapid high early strength patching projects in 2014.Jason Weiss
2/1/2018February 2018A Simple and Nondestructive Evaluation Method to Achieve High-Quality Pervious Concrete Pavement Installationshttps://cptechcenter.org/ncc-projects/a-simple-and-nondestructive-evaluation-method-to-achieve-high-quality-pervious-concrete-pavement-installations/Pervious concrete, pavement, testing, PCP, compactionSomayeh Nassiri
11/1/2015November 2015A Targeted Approach to High-Volume Fly Ash Concrete Pavement (Phase I)https://cptechcenter.org/ncc-projects/a-targeted-approach-to-high-volume-fly-ash-concrete-pavement-(phase-i)/Concrete pavements; Fly ash; Innovation; Nanotechnology; Sustainable developmentFly ash, as a main by-product of coal-fired power plant, is one of the most used supplementary cementitious materials (SCMs) in concrete. Research is much needed to greatly advance understanding in the use of nanotechnology for high-volume fly ash concrete (HVFAC), especially when such concrete is intended for pavement applications. The primary objective of this project is to develop a viable nanotechnology approach to treat coal fly ashes based on their as-received characteristics before their use in sustainable concrete pavement. The use of nanotechnology to address weak interfaces in such sustainable concrete is a highly innovative approach.Sen Du, Xianming Shi
5/1/2013May 2013Accelerated Slab Replacement using Temporary Precast Panels and Self Consolidating Concretehttps://cptechcenter.org/ncc-projects/accelerated-slab-replacement-using-temporary-precast-panels-and-self-consolidating-concrete/Design, mix design, performance tests, precast concrete, self compacting, slabsThe research approach is to develop designs for the reusable temporary precast panels, engineer mixes for self-consolidating concrete (SCC), and validate performance and construction aspects of the system in the field.Kamal Tawfiq, Jamshid Armaghani
2/1/2019February 2019Accelerated Testing of Full-Scale Thin Bonded Concrete Overlay of Asphalthttps://cptechcenter.org/ncc-projects/accelerated-testing-of-full-scale-thin-bonded-concrete-overlay-of-asphalt/Accelerated tests; Concrete overlays; Heavy vehicles; Loads; Pavement performance; Service life; Serviceability; SimulationA research study was conducted with the goal of determining the expected performance life of thin bonded concrete overlay of asphalt (BCOA) in California. Eleven thin BCOA sections were built and tested with the Heavy Vehicle Simulators (HVS) in Davis, California. The performance of the sections in the HVS testing provided insight into the mechanics of the thin BCOA structures and the effects the different rapid-strength concrete materials, traffic, jointing, and base factors on their performance, including testing in both very wet and very dry conditions. Overall, the performance of the thin BCOA sections in the HVS testing was excellent. The eleven sections resisted the predefined HVS loading without cracking. In five of the sections, that loading was equivalent to 6 million single-axle loads and included load levels more than twice the legal limit in California, channelized traffic at the shoulder edge of the slabs, and a continuous water supply that simulated flooded conditions. The main conclusion from this research study is that a well-designed, well-built thin bonded concrete overlay with half-lane width slabs placed on top of an asphalt base that is in fair to good condition can provide 20 years of good serviceability on most of California’s non-interstate roadways.Angel Mateos, John Harvey, Fabian Paniagua, Julio Paniagua, Rongzong Wu
8/19/2015August 2015Accuracy of In-Situ Water-to-Cement Meters for Concretehttps://cptechcenter.org/ncc-projects/accuracy-of-in-situ-water-to-cement-meters-for-concrete/Admixtures; Concrete pavements; Mix design; Testing equipment; Water cement ratioThe primary objective of this research project is to determine the precision of the water cement (w/c) meter based on various Utah Department of Transportation (UDOT) concrete mixtures. Secondary objective is to determine the influence on the w/c reading from the in-situ microwave meter from various materials or admixtures added to the concrete for UDOT projects.Amanda Bordelon
4/8/2014April 2014Advanced Analysis, Validation, and Optimization of Virtual Cement and Concrete Testinghttps://cptechcenter.org/ncc-projects/advanced-analysis,-validation-and-optimization-of-virtual-cement-and-concrete-testing.--/Concrete tests; Mix design; Optimization; Portland cement concrete; Precision; Raw materials; ValidationThe research project will utilize materials that have been previously studies (to verify the validity of the VCCTL software), as well as materials specific to Florida, and materials used in Florida Department of Transportation (FDOT) specified mixture designs. The proposed research will investigate the use of the VCCTL software with respect to the analysis and prediction of behavior of cementitious concrete materials. The main objective is, using VCCTL, to develop methods, precision, and limitations relating to intelligent portland cement concrete mix design, using raw materials typically used in FDOT mix designs.Christopher Ferraro
5/1/2019May 2019Advanced Reinforced Concrete Materials for Transportation Infrastructureshttps://cptechcenter.org/ncc-projects/advanced-reinforced-concrete-materials-for-transportation-infrastructures/Alternatives analysis;ÿCost effectiveness;ÿDurability;ÿInfrastructure;ÿLife cycle costing;ÿMaterials;ÿReinforced concrete;ÿSpecificationsThe objectives of this project are to: (1) identify novel materials that can be rapidly deployed in New Jersey’s reinforced concrete transportation infrastructure to improve the longevity and reduce the long-term costs of new and existing construction; (2) select cost-effective and structurally feasible materials in coordination with NJDOT for evaluation using experimental and computational methods to benchmark constructability, deterioration behavior across a range of mechanisms, and in-service structural performance among a diverse group of materials; (3) compare the economic impacts of different advanced materials across durability mechanisms and structural applications by performing life-cycle cost analyses; and (4) develop guidelines and specifications so that the materials can be rapidly deployed across the state in appropriate applications.Matthew J Bandelt
3/1/2016March 2016Advancing Steel Superstructures for ABChttps://cptechcenter.org/ncc-projects/advancing-steel-superstructures-for-abc/Bridge construction; Bridge superstructures; Steel bridges; Bridges and other structures; Construction; HighwaysThis project will test various schemes for accelerated bridge construction using steel superstructures. The testing will make recommendations for the optimal solution(s) to broaden acceptance.Professional Services Industries, Inc.
8/1/2015August 2015Aggregate Freezing-Thawing Performance using the Iowa Pore Index Methodhttps://cptechcenter.org/ncc-projects/aggregate-freezing-thawing-performance-using-the-iowa-pore-index-method/Aggregates; Concrete aggregates; Concrete pavements; Freeze thaw durability; Pavement performance; Pores (Geology); Winter maintenanceNon-durable aggregate leads to premature pavement deterioration often known as D-cracking. Repair of such distress may be costly and the agencies often end up with early replacement of the pavement. Differentiating the durable and nondurable aggregate is crucial, however, challenging. Frost durability of coarse aggregate has been reported to be related to its pore structure and available test methods to identify pore structure are not cost-effective. Iowa pore index test has been used by Iowa Department of Transportation for three decades as a supplemental decision-making tool, however, the method has never been standardized due to the lack of data relating its results to aggregate freezing-thawing durability. The research will use the Iowa pore index test to characterize concrete coarse aggregate and analyze the relationship between the Iowa pore index test and aggregates freezing-thawing performance.Fatih Bektas, Wenjing Cai, Kejin Wang
1/1/2016January 2016Air Void Analysis: Linear Traverse versus Imaged Methodshttps://cptechcenter.org/ncc-projects/air-void-analysis:--linear-traverse-versus-imaged-methods/linear traverse, spacing factor, hardened airThis study compares air distributions found by the traditional linear traverse method to the distribution found by using an off-the-shelf image analysis program.Will Lindquist, Rodney Montney
1/1/2012January 2012Alkali Content of Fly Ash - Measuring and Testing Strategies for Evaluating Compliancehttps://cptechcenter.org/ncc-projects/alkali-content-of-fly-ash---measuring-and-testing-strategies-for-evaluating-compliance/Fly ash, Alkali silica reactions, Quality control, Sodium, Potassium, Specifications, Cracking, Iowa, Alkali contentSodium and potassium are the common alkalis present in fly ash. Excessive amounts of fly ash alkalis can cause efflorescence problems in concrete products and raise concern about the effectiveness of the fly ash to mitigate alkali-silica reaction (ASR). Fly ash marketing agencies occasionally provide materials that just miss the criteria for alkali content given in Iowa Department of Transportation (IowaDOT) IM 491.17. Since usage is only from an approved list (certified sources) this leads to disputes that can be difficult to resolve. This is especially problematic when the alkali content of a given source of fly ash only changes by a small amount but the change causes the source to cross a specification limit. This immediately prompts the marketing agency to question the precision of the alkali determinations and/or the validity of the specification limit. This proposed research project is aimed helping to resolve these issues. Specifically, it plans to: (1) review the existing methods of fly ash alkali measurement; (2) reviewing models used to estimate alkali content of the various sources of fly ash commonly used in Iowa; (3) ascertaining how the measured alkali content of a fly ash impacts its ability to mitigate ASR; and (4) evaluating existing pavements in Iowa that were constructed using high-alkali fly ash, for ASR-induced cracking. The scope of the project is limited to the examination of fly ash sources that are commonly used by the Iowa DOT. Special attention will be given to fly ashes obtained from power stations that utilize alkali-bearing materials in their normal operating procedures. The objectives of this project are to: (1) determine if and at what content level fly ash with soda dosing has increased potential for alkali silica reactivity (ASR) as well as any other potential performance impacts in the concrete both during mixing and placing as well as long-term (good or bad); (2) evaluate field concrete containing high-alkali fly ash and moderately reactive fine aggregate to see if ASR-related distress has occurred; (3) determine a better method for determining available alkali in fly ashes with soda dosing. The method should be relatively simple and rapid in order to provide a quality control (QC) tool for the fly ash marketer and quality assurance (QA) test for the Department of Transportation (DOT); and (4) perform a literature review and/or a survey to determine if there are other materials and methods for emission control that may impact the mid-west power plants and their fly ash chemistry. A specification content limit or performance level should be determined and recommended.Scott M Schlorholtz
5/30/2015May 2015Alkali Silica Reaction (ASR) In Cement Free Alkali Activated Sustainable Concretehttps://cptechcenter.org/ncc-projects/alkali-silica-reaction-(asr)-in-cement-free-alkali-activated-sustainable-concrete/Alkali silica reactions, Compressive strength, Portland cement concrete, Fly ash, Durability, Concrete, Shrinkage, CrackingIncreased awareness in this decade on the significance of developing sustainable materials for construction has renewed the interest in exploring Alkali Activated Concrete (AAC), a concrete that contains no cement but only industrial by-products such as fly ash and slag, as a low energy alternative to the conventional concrete. Preliminary studies to evaluate the potential of alkali activated slag/fly ash as a sustainable alternative to Portland cement concrete is quite promising. Strength comparable to Portland cement concrete has been obtained in AAC under laboratory conditions. Through a UTRC2 grant, principal investigator's (PI‰Ûªs) research group has successfully developed AAC with compressive strengths as high as 60 MPa using slag or class C fly ash as the sole binder, and sodium silicate solution as the activator. However, transfer of this technology to the field has not received the expected momentum, primarily due to two major technical concerns: (1) potential for higher shrinkage and increased cracking, and (2) uncertainty associated with the possible Alkali Silica Reaction (ASR) related durability issues. Conducting experimental studies focusing on the detailed assessments of the durability performance is the most powerful mean to overcome these barriers.Zihui Li, Robert J. Thomas, Diego Lazama, Sulapha Peethamparon
10/1/2015October 2015Alkali Silica Reactivity (ASR) Risk Assessmenthttps://cptechcenter.org/ncc-projects/alkali-silica-reactivity-(asr)-risk-assessment/Alkali aggregate reactions;ÿCracking of concrete pavements;ÿHydraulic cement;ÿRisk managementAlkali-silica reaction (ASR) is a chemical reaction in either concrete or mortar between hydroxyl ions of the alkalis (sodium and potassium) from hydraulic cement (or other sources), and certain siliceous rocks and minerals, such as opal, chert, microcrystalline quartz, and acidic volcanic glass, present in some aggregates. This reaction and the development of the alkalisilica gel reaction product can, under certain circumstances, lead to abnormal expansion and cracking of the concrete. This phenomenon affects the durability performance of concrete structures severely. ASR is known as the “cancer” within the concrete and recognized as a major cause of concrete deterioration in the USA. Identifying the reactivity of an aggregate to ASR is one of the most efficient ways for preventing damage in practice. Many aggregates, especially the surface aggregates, used in Tennessee have a relatively high siliceous content (e.g. gravels, siliceous limestones, granites, and quartzite). Thus, the aggregates with ASR potential have the possibility to be used already in the past projects, and will be probably used even more in the future high volume transportation concrete projects due to the new requirements on the aggregates for riding surfaces in 2015 TDOT Standard Specifications. A statewide aggregate ASR risk database is required to provide a solid foundation for guaranteeing a good long-term performance and a high-level safety of statewide transportation concrete structures.Zhongguo Ma
7/31/2017July 2017Alkali-Silica Reactivity in the State of Montanahttps://cptechcenter.org/ncc-projects/alkali-silica-reactivity-in-the-state-of-montana/Alkali aggregate reactions; SilicatesConcrete can be susceptible to expansive reactions between alkalis in the Portland cement and the silicas in the aggregates, which can ultimately reduce the lifespan of the concrete resulting in costly repairs or even replacement. The primary objective of this project is to evaluate the history of and potential for deleterious alkali-silica reactivity (ASR) in the state of Montana. The primary objectives of the proposed research are to evaluate the potential for deleterious ASR in the state of Montana, and to develop a testing protocol for identifying potential reactive aggregates. This research will also identify/document existing ASR damage in the state, and investigate the potential underlying geological features that may contribute to the presence of reactive aggregates. Finally, this research will explore the efficacy of potential mitigation techniques employed to limit the effect of ASR.Michael Berry
12/20/2016December 2016Alternative in-situ Water-Cement Meter Using a Parallel-Plate Capacitor Concepthttps://cptechcenter.org/ncc-projects/alternative-in-situ-water-cement-meter-using-a-parallel-plate-capacitor-concept/Admixtures; Capacitors; Measuring instruments; Moisture content; Prototypes; Water cement ratioOne of the best predictors of strength and performance for concrete is the water-to-cement (w/c) mass ratio. As useful as this number is, it is difficult to control the water content in the field because often time contractors will add unknown amounts of water to improve on-site workability of the concrete. If excess water was added on site, the strength and durability may be compromised. A challenge in the industry has been to have a device that can be used on-site before the concrete has hardened, which can accurately and precisely predict whether the water content has been increased. Currently Quality Assurance/Quality Control personnel are required to verify the water-to-cement ratio by performing one of two methods: either 1) take a sample of the fresh concrete to a laboratory site to perform the American Association of State Highway and Transportation Officials (AASHTO) T 318 standard for w/c ratio using a microwave, or 2) wait until concrete has hardened and test core samples in compressive strength to back-calculate an estimated w/c ratio. Both methods require samples to be taken off-site or waiting until after the concrete is hardened. The use of an in-situ w/c meter allows for an immediate on-site determination of the concrete mixture's w/c ratio. The company named NDT James has created a device called a Cementometer䋢, for which they have advertised as being "accurate" (James Instruments 2010) for estimating such on-site in-situ water-to-cement contents. However, statistical data using the device (shown in Figure 1), as tested by the Michigan Department of Transportation (Michigan DOT) (Peterson and Sutter 2011) or preliminary testing at the University of Utah has indicated otherwise, that the device is not accurate nor precise. The theory behind how the Cementometer䋢 device appears technically sound, as it relies on a microwave frequency to create electromagnetic permittivity, of which a dielectric constant can be measured. The dielectric constant for water is significantly higher (around 80) than solids like cement and aggregates (around 2 through 11), and higher than air (around 1) (Nave 2012). As such, the net relative permittivity should correlate well with amount of free water in the concrete. Since the existing meter is proprietary, there is little to no information available about its fundamental settings (frequency, current, or voltage) or internal calculations. Furthermore, the design of the device uses two probes, for which there could be lost electromagnetic rays into the surrounding concrete. A parallel-plate capacitor design (Liao et al. 2004) would be more practical to have an averaged relative permittivity reading across the concrete, rather than just based on the material between the two probes. The main objectives of this research are to develop and then evaluate the precision of a prototype parallel-plate capacitor style device to measure the fresh concrete mixture's water-to-cement content. This prototype device will be compared against existing standard methods for evaluating water-to-cement contentsAmanda C. Bordelon
1/9/2019January 2019An Approach to Characterize the Wearability of Concrete Pavement Surface Treatmentshttps://cptechcenter.org/ncc-projects/an-approach-to-characterize-the-wearability-of-concrete-pavement-surface-treatments/Abrasion resistance; Concrete pavements; Freeze thaw durability; Gravel; Limestone aggregates; Repeated loads; Service life; Silicates; Silicon; Surface treating; WearFor a concrete pavement, the permeation specifications for the surface have a crucial influence on its durability. In this accelerated laboratory research, a surface treatment that combines lithium silicate chemistry with a reactive silicon catalyst was tested to typify the product longevity under traffic and against salt scaling. River gravel and limestone aggregates were used in two different mixture designs. Abrasion testing was conducted according to ASTM standards in which mass loss was recorded at different time intervals. A modification was employed using a diluted deicer simulated by 4 wt.% CaCl₂ solution during 15 cycles of freeze/thaw testing. A model was proposed to relate the abrasion efficiency against load cycles of a treated surface to represent the longevity of a concrete pavement. Based on the abrasion coefficient and the texture wavelength of the pavement, it is shown that the life cycle under abrasion of a concrete pavement can be modeled. During the experimental procedures, the untreated concrete specimens were used as the control sample.Carl N. Abou Sleiman, Xijun Shi, Dan G. Zollinger
3/23/2018March 2018An Assessment of the Models to Predict Pavement Performancehttps://cptechcenter.org/ncc-projects/an-assessment-of-the-models-to-predict-pavement-performance/Asphalt concrete pavements; Composite pavements; Evaluation and assessment; Pavement performance; Portland cement; Regression analysis; Pavement Condition Index; Pavement prediction models; Road conditions; Highways; Maintenance and Preservation; Pavements; Planning and ForecastingData collected by the Iowa Department of Transportation (DOT) regarding road conditions across the state of Iowa were used to model pavement condition index (PCI). The data were for calendar year 2013, with the exception of updated PCI values from 2014 and 2015 and indicators of the resurfacing of road segments in 2014 and 2015. The data file provided by the Iowa DOT consisted of nearly 4,000 observations. Eighteen different road conditions and measures were considered as possible model inputs. Of the 18 measures, 11 were used in the final prediction of PCI in 2014 and 2015 for portland cement, composite, and asphalt cement pavement types. These measures included International Roughness Index (IRI), friction value, age, average daily traffic, PCI value in 2013, number of lanes, daily temperature change, surface type, pavement thickness, speed limit, and reconstructed kips. Series of multiple regression models were developed for the different pavement types, including aggregated pavement types with combined data. The results reveal that all 11 variables except age have a statistically significant relationship with PCI. The efficacies of the derived models, as measured by R2 values, range from 61% to 83%. Additional analyses also show that the efficacies of the derived models, as measured by root mean square error (RMSE) values, range from 6.29 to 9.52. The authors can interpret the RMSE values as indicating that approximately 95% of all prediction values should fall within 12.58 and 19.04 of the PCI values predicted by the models. Therefore, it is concluded that linear predictive models, which involve distress and descriptive characteristics of road conditions, provide a reasonable basis for estimating PCI. However, these models can be further improved by examining nonlinear effects.William Duckworth, Ravi Nath, Victor Ekpoke
5/1/2011May 2011Analysis of Bridge Deck Cracking Datahttps://cptechcenter.org/ncc-projects/analysis-of-bridge-deck-cracking-data/CrackingA review of mechanisms, analysis of MnDOT bridge construction data, and recommendations for treatment and prevention of cracking.David L. Rettner, Melanie S. Fiegen, Mark B. Snyder, Kevin A. MacDonald
9/3/2012September 2012Analysis of Construction Quality Assurance Procedures on Federally Funded Local Public Agency Projectshttps://cptechcenter.org/ncc-projects/analysis-of-construction-quality-assurance-procedures-on-federally-funded-local-public-agency-projects/Quality assurance, Construction management, Construction projects, Best practices, Governments, Local government agenciesThis study investigates construction quality assurance practices used on locally administered Federal-aid highway projects. The study covers various types, sizes, and scopes of transportation projects delivered by local public agencies. The study involves collecting, organizing, and analyzing data from various State highway and local public agencies. The research product is a report outlining current quality assurance practices on local public agency projects, including areas of weakness and successful practices.Linda Karen Konrath, Leslie Ann McCarthy, Sidney Scott
3/13/2018March 2018Application of a PCM-Rich Concrete Overlay to Control Thermal Induced Curling Stresses in Concrete Pavementshttps://cptechcenter.org/ncc-projects/application-of-a-pcm-rich-concrete-overlay-to-control-thermal-induced-curling-stresses-in-concrete-pavements/PCM concrete overlay; moderate temperature gradient, mitigate curling stresses.This study aims to evaluate the application of a Phase Change Material (PCM) rich concrete overlay to reduce curling stresses in concrete pavements. Curling stresses are the results of temperature gradient in pavements, and are comparable to the stresses that are induced by traffic loads. The weather conditions, which have a cyclic nature, are the source of curling stresses, and they cause cyclic tensile and compressive stresses in pavements. This phenomenon causes fatigue damage in concrete pavements and reduces their service life. The PCMs have a high latent heat of fusion and can increase the thermal inertia of concrete. When PCM is used in a concrete overlay, it tends to moderate the temperature gradient in the slab, and thus mitigate the curling stresses. The efficiency of the proposed PCM-rich overlay was evaluated under the real climatic conditions of three different cities in the US. The findings of this research demonstrated that the cumulative fatigue Damage Index (DI) resulted from repetitive curling stresses can be up to 22% in a concrete slab with the service life of 35 years. However, using a 7.6 cm bonded concrete overlay with 25 vol% PCM can moderate the curling stresses so much that the effect of curling induced fatigue damage would be virtually negligible.Naser P Sharifi, Kamyar C Mahboub
6/9/2014June 2014Application of Imaging Techniques to Evaluate Polishing Characteristics of Aggregateshttps://cptechcenter.org/ncc-projects/application-of-imaging-techniques-to-evaluate-polishing-characteristics-of-aggregates/Aggregates, Friction, Imaging systems, Polishing (Aggregates), Evaluation and assessment,The primary objective of this research is to identify approaches that can be used for aggregate pre-evaluation in order to reliably distinguish between different aggregates with different frictional characteristics.Reynaldo Roque, Abolfazl Ravanshad, Sanghyun Chun
7/1/2018July 2018Application of Internal Curing to Improve Concrete Bridge Deck Performancehttps://cptechcenter.org/ncc-projects/application-of-internal-curing-to-improve-concrete-bridge-deck-performance/Benefits; Best practices; Bridge decks; Concrete bridges; Concrete curing; Cost effectiveness; Cracking; Feasibility analysis; Pavement performanceDue to the relatively high cement content and low water-to-cement ratio (w/c) used, bridge deck concrete is more prone to early age cracking. As shown in Figure 1 bridge deck cracking and deterioration, coupled with the application of deicing chemicals during winter operations have been a primary concern. Nebraska Department of Transportation (NDOT) has employed mitigating reactionary strategies such as crack sealing and overlay to address early age deck cracking. However, these strategies are costly and have impacts on traffic operations. NDOT would clearly benefit if concrete decks are free from premature cracking associated with initial construction. The overall goal of this study is to identify a cost-effective practice for internal curing of bridge deck concrete for NDOT. To achieve the goal, three specific objectives of this study are to: (1) summarize the best practice of internal curing concrete for bridge deck application through an extensive literature review and survey; (2) determine appropriate source and addition rate of LWFA for internal curing of Nebraska concrete bridge decks; and (3) evaluate the technical feasibility and benefits of internal curing for Nebraska bridge deck construction.Jiong Hu, Yong-Rak Kim
6/1/2016June 2016Application of VFC Mixtures in Rapid Pavement Constructionhttps://cptechcenter.org/ncc-projects/application-of-vfc-mixtures-in-rapid-pavement-construction/Admixtures; Concrete pavements; Fly ash; Rheological properties; Road construction; Self compacting concrete; ShrinkageWith over 4 million miles of roadways in the United States, pavement maintenance and construction represents a significant portion of federal and state funding for infrastructure. Compounding these financial burdens are the significant indirect costs to users during construction. The present study aims at applying cost-effective concrete materials for rapid pavement construction. The main idea is to utilize high performance concrete that is being developed in another project of Research on Concrete Applications for Sustainable Transportation (RE-CAST) Center in accelerated pavement construction.Hak-Chul (Alex) Shin, Dimitri Feys
8/8/2012August 2012Appropriate Implementation of Pavement Preservation Treatmentshttps://cptechcenter.org/ncc-projects/appropriate-implementation-of-pavement-preservation-treatments.--/Composite pavements; Hot mix asphalt; Implementation; Pavement management systems; Pavements; Portland cement concrete; Preservation; Surface treatingThe objectives of this research study are to develop a list of appropriate pavement preservation treatments for use on hot mix asphalt (HMA), Composite and portland cement concrete (PCC) pavements on the New Jersey Department of Transportation (NJDOT) state-maintained road network; recommend pavement management system inputs for pavement preservation treatments; develop NJDOT specifications for each pavement preservation treatment; document the constraints on pavement preservation treatments on material suppliers and contractors, and develop and facilitate pavement preservation treatment training and implementation.Nick Vitillo, Hao Wang, Michael Boxer, Brian Tobin, Carl Rascoe, Dan Roberts
7/31/2016July 2016Assessment of Construction Points for Grade Control and Reference in 3Dhttps://cptechcenter.org/ncc-projects/assessment-of-construction-points-for-grade-control-and-reference-in-3d/Best practices; Construction; Evaluation and assessment; Grade separations; Infrastructure; ReferencingThe objective of this research is to investigate the causes of inaccuracies of grade elevations from current practices and identify best practices for grade control and referencing on transportation infrastructure construction projects in Georgia.Yong Kwon Cho
5/1/2014May 2014Assessment of High Early Strength Limestone Blended Cement for Next Generation Transportation Structureshttps://cptechcenter.org/ncc-projects/assessment-of-high-early-strength-limestone-blended-cement-for-next-generation-transportation-structures/Limestone, Blended cement, Blends, Precast concrete, Shrinkage, High early strength cement, Creep, Setting (Concrete), Permeability, InfrastructureThis research effort is aimed at evaluating the effects of increasing ground limestone addition rates and in particular high fineness blended cements developed for high early strength in precast concrete construction. Assessment of key material properties (e.g., setting time, strength development, shrinkage, creep, permeability) relevant to the construction, operation, and maintenance of transportation structures will be the focus. Results will be used to better understand the implications of changes in cement compositions and to provide guidance of how these changes can or should be accommodated in state and federal specifications for precast concrete elements intended for transportation structures.Ahmad Shalan, Lawrence F. Kahn, Kimberly Kurtis, Elizabeth Nadelman
5/10/2013May 2013Assessment of Limestone Blended Cements for Transportation Applicationshttps://cptechcenter.org/ncc-projects/assessment-of-limestone-blended-cements-for-transportation-applications/Limestone, Cement, Portland cement, Performance tests, Assessments, Performance based specificationsThe objective of this project is to compare the performance of limestone blended cements to conventional portland cements in concretes designed to meet Georgia Department of Transportation (GDOT) specifications for various types of concrete.Kimberly E. Kurtis, Lawrence F. Kahn, Ahmad Shalan, Behnaz Zaribaf, Elizabeth Nadelman
9/1/2017September 2017Assessment of Test Methods for Supplementary Cementitious Materialshttps://cptechcenter.org/ncc-projects/assessment-of-test-methods-for-supplementary-cementitious-materials/Cement; Fly ash; Materials selection; Materials testsSupplementary cementitious materials (SCMs) are a critical component of many concrete mixtures, with Class F fly ash being the most widely used in Texas because it reduces concrete cost and improves long-term strength and durability. Increasingly, power plants are blending coals, producing fly ash with potentially different properties than the previously common Class F fly ash from Texas lignite coal. Further, fly ash suppliers can blend fly ashes from different sources and are increasingly interested in reclaiming ashes from landfills and remediating ashes that do not meet specifications. The changing landscape for fly ash demands rigorous testing to ensure that the fly ashes still perform as expected based on their ASTM C618 Class F classification. This project will evaluate a variety of fly ashes from blended, reclaimed, and remediated sources for chemical and physical characteristics and performance in cement paste, mortar, and concrete mixtures. In addition, since ASTM C618 has been shown to be inadequate for qualifying SCMs, new tests will be developed and evaluated to characterize the reactivity of SCMs and their performance in concrete.Maria Juenger
2/1/2013February 2013Automated Measurement of Concrete Slump Using the Verifi Systemhttps://cptechcenter.org/ncc-projects/automated-measurement-of-concrete-slump-using-the-verifi-system/Fresh concrete, Slump test, Admixtures, Temperature, Automation, Cooperation, InfrastructiorThis study will evaluate the performance of an automated system of measuring the fresh properties of concrete in truck mixer. The automated system called ‰"Verifi" enables the evaluation of slump and temperature variations as well as monitoring of the amount of water and/or dispersant added to the mixture. This collaboration is essential for future quality management of infrastructure materials.Kamal H. Khayat, Nicolas Ali Libre
7/1/2019July 2019Base Stabilization Additives - Effect on Granular Equivalency (GE)https://cptechcenter.org/ncc-projects/base-stabilization-additives---effect-on-granular-equivalency-(ge)/Life cycle analysis; Life cycle costing; Pavement designBase stabilization additives are used to increase the strength and stiffness of road foundations in weak and susceptible soils. Numerous additives exist for improving performance of aggregate base layers, however, most independent studies have focused on non-proprietary additives. Additives are being used to stabilize base/subbase/subgrade layers, but engineering methods for pavement thickness design need to be better defined. In particular, determining granular equivalency (GE) factors for various proprietary geomaterial stabilizers will benefit Minnesota Department of Transportation (MnDOT) and county engineers by establishing design parameter values and a means for comparing additive effectiveness and cost. The proposed research has three main goals: (1) evaluate the performance of selected proprietary additives by conducting laboratory and field tests; (2) prepare pavement designs and construction specifications based on the test results; and (3) analyze the benefits of additives in terms of pavement construction cost savings and long-term service life.Bora Cetin
9/11/2008September 2008BCOA-MEhttps://cptechcenter.org/ncc-projects/bcoa-me/concrete overlays, whitetopping, designThis pooled fund study developed an improve procedure for the design of bonded concrete overlays of existing asphalt pavements (whitetoppings). Major advances included consideration of the seasonal support provided by the underlying asphalt layer, and devlopment of fatigue cracking models based on panel size.Julie Vandenbossche
10/1/2013October 2013Best Field Practices for the Use of Self Consolidating Concrete (SCC) in Nevada DOT Projectshttps://cptechcenter.org/ncc-projects/best-field-practices-for-the-use-of-self-consolidating-concrete-(scc)-in-nevada-dot-projects/SCCThe sensitivity of the SCC mix design to local materials and different admixtures poses a serious challenge to its implementation in NDOT projects. Also different construction applications require different performance criteria for SCC mixtures. This research will evaluate SCC properties and implementation in NDOT projects.Aly Said, Pramen P Shrestha, Kojo Nkuako
12/1/2016December 2016Best Practices for Concrete Pumpinghttps://cptechcenter.org/ncc-projects/best-practices-for-concrete-pumping,/Air voids; Best practices; Properties of materials; Pumped concrete; Rheological propertiesPumping is one of the major placement techniques used in the concrete industry to deliver concrete from the mixing truck to the formwork. Although concrete pumping has been used to place concrete since the 1960s, there is still a lack of exact knowledge supported by research evidence as to what affects concrete pumpability and how pumping changes concrete properties.Kyle A. Riding, Jan Voshalik, Dimitri Feys, Travis Malone, Will Lindquist
7/1/2019July 2019Best Practices to Address Issues of Excess Aggregate Dust in Nebraskahttps://cptechcenter.org/ncc-projects/best-practices-to-address-issues-of-excess-aggregate-dust-in-nebraska/Aggregates by relationship to concreteExcess aggregate dust, also known as "dirty" aggregate, can cause issues in concrete at different stages. While the potential negative impact is well-recognized, it is also known that the mineralogy of the dust is critical. For example, clay coatings showed a more harmful impact on concrete performance compared with other dusts such as carbonates (limestone dust) or stone dust. Clays that weakly adhere to aggregate will be dispersed in the mixing water and therefore will be integrated into the cement paste, which could lead to the workability issue. Specific clays mixed with a particular type of air entraining admixtures (AEA) can largely neutralize the function of the AEA and make it difficult to achieve required freeze/thaw resistance. On the other hand, clays that are strongly bonded to the aggregate surface will remain mostly located at the aggregate surface after mixing process and therefore may disrupt the aggregate-paste bond (usually referred to as interfacial transition zone (ITZ)) and results in strength and durability issues. Examples of the extent of aggregate dust-related issues are dust coating observed during paving operations, residual air bubbles in the mixer after concrete mixing (indicating the potential air entrainment issue), and negative impact on mechanical properties of concrete associated with excess aggregate dust.Jiong Hu
11/25/2014November 2014Better Concrete Mixes for Rapid Repair in Wisconsinhttps://cptechcenter.org/ncc-projects/better-concrete-mixes-for-rapid-repair-in-wisconsin/Concrete pavements; Costs; Freeze thaw durability; Inventory; Materials; Mix design; Pavement maintenance; Pavement performance; Procedures; Specifications; Time dependenceConcrete pavements in Wisconsin have shown varying signs of deterioration due to age, environment, loading and other detrimental factors. Considering the enormous cost and effort required to remedy pavement deficiencies, it is crucial that a concerted effort be made to develop and implement practical, effective and economical methods and specifications for more durable concrete mixes for rapid repair. Due to high user delay costs for closing highways for repairs, very short closure periods are specified, requiring concrete that has a high strength gain and very fast cure times. Often times, this work needs to be done in the window of a single night closure. Due to the repair techniques used, concrete used in rapid repairs have been found to have unsatisfactory durability and performance resulting in reduced service lives. As a result, the Wisconsin Department of Transportation (WisDOT) is pursuing a research study of concrete materials and mix designs in order to achieve rapid repairs of concrete pavements that meet expected performance and service lives. The research objectives are to evaluate current practice in rapid repair of concrete pavements in Wisconsin and to recommend changes where appropriate. Four major deliverables will be provided: (1) A basic inventory of current materials, concrete mixes and procedures for rapid repair being used by WisDOT and other highway agencies; (2) Identification of high quality performing concrete rapid repair mixes that are capable of providing long life and good performance in a wet freeze-thaw climate typical for Wisconsin; (3) A field review and performance analysis on recent Wisconsin rapid repair projects to evaluate how repairs are performing; and (4) A categorization of technologies and methods available for installation, guidance for mix design and placement, and cost estimates on the concrete mixes being evaluated for rapid repair.Steven M. Cramer, Le T. Pham, Mark B. Snyder
6/15/2014June 2014Biocement for Road Repairhttps://cptechcenter.org/ncc-projects/biocement-for-road-repair/Wastes, Pavement maintenance, Cracking, Cost effectiveness, Stabilizers, Dust control, Unpaved roads, Paving, LimestoneRoad repair is an expensive operation every year. This cost can be greatly reduced if waste materials from mining and biofuel industries can be used to substitute conventional materials for road repair or construction. The objective of this project is to develop methods to produce a new construction material, biocement, using waste products and apply the new material for road repair and construction. Two types of waste will be used in this study. One is limestone fines produced from a limestone mine in Iowa. Another is organic acids, a byproduct produced from pyrolysis-based biofuel manufacturing process. The limestone fines and organic acids can be used to produce biocement under ambient temperature in an inexpensive way. The cost-effective biocement can be used as a substitute for expensive cement for roads repair and construction. Biocement grout, or biogrout, can be injected directly into cavities or cracks in pavement for road repair. As the viscosity of biogrout is low, biogrout can penetrate better into the road pavement than cement grout. Biocement mixed aggregate can be used for base or subbase for road construction. Biocement solution can also be applied directly onto shoulders as a stabilizer on unpaved roads as a dust control agent. The focus of this project will be on the development of cost-effective biocement products and its effectiveness for road repair. Once the methods for biocement production and its applications are established in lab-scale, field experiments will be carried out as a following up study.Jian Chu, Zhiyou Wen
5/2/2017May 2017Blast Furnace Slag Usage and Guidance for Indianahttps://cptechcenter.org/ncc-projects/blast-furnace-slag-usage-and-guidance-for-indiana/Construction projects; Leaching; Pollutants; SlagThe objective of the proposed research is to understand the extent of blast furnace slag (BFS) usage for completed INDOT projects, factors that control BFS leaching, review and recommend remediation strategies, and identify applications where future usage restrictions or sitting criteria are needed, if any. Completion of this project will equip INDOT staff with information to make decisions about future BFS usage.Andrew Whelton
10/3/2018October 2018Bond Characterization of UHPC Overlays for Concrete Bridge Decks: Laboratory and Field Testinghttps://cptechcenter.org/ncc-projects/bond-characterization-of-uhpc-overlays-for-concrete-bridge-decks:-laboratory-and-field-testing/Bond strength (Materials); Bridge decks; Concrete overlays; Field tests; Laboratory tests; Ultra high performance concreteThis paper aims to characterize the bond behavior and performance of UHPC-class materials as overlays on bridge deck concrete substrates. The study includes laboratory testing, field testing, and microstructural analysis using scanning electron microscopy (SEM). The laboratory portion examines the direct tension bond strength between UHPC and substrate concrete with different substrate surface preparations; namely, hydrodemolition and scarification. The field testing examines the tensile bond strength of the first UHPC bridge deck overlay in the United States. Lastly, microstructural analysis is used to investigate consolidation of the overlays, the substrate surface condition, and the hydration products and porosity at the interface between the overlay and substrate. The paper discusses correlation between bond strength and consolidation, mechanical interlock, chemical bond, and substrate surface condition and preparation.Zachary B. Habera, Jose F. Munoz, Igor De la Varga, Benjamin A. Graybeal
11/5/2015November 2015Bridge Deck Concrete Surface Resistivity for Performance Based Testshttps://cptechcenter.org/ncc-projects/bridge-deck-concrete-surface-resistivity-for-performance-based-tests/Bridge decks; Concrete; Durability; Infrastructure; Performance based specifications; Resistivity methodMajor steps have been taken with concrete reinforcing steel to address corrosion issues in Utah’s bridges. However, improving bridge deck concrete should remain a priority to extend concrete bridge deck service life. Concrete surface resistivity and bulk resistivity, are very easy to implement, non-destructive tests which can identify several important parameters, including concrete permeability and can potentially be correlated to applied tension loads, pore size distribution, internal relative humidity and accurately detect setting time.Thomas Hales
5/8/2017May 2017Bridge Deck Overlays Using Ultra-High Performance Concretehttps://cptechcenter.org/ncc-projects/bridge-deck-overlays-using-ultra-high-performance-concrete/Best practices; Bridge decks; Concrete bridges; Contraction; Overlays (Pavements); Skid resistance; Thermal expansion; Ultra high performance concreteOverlays are placed on existing concrete bridge decks for reasons that include increasing cover for the deck reinforcing steel, improving rideability, and improving skid resistance. To increase service lives of bridge deck overlays, and subsequently the underlying concrete deck, this research project will investigate the possibility of using ultra-high performance concrete (UHPC) to overlay existing concrete bridge decks. UHPC has been shown to have exceptional durability and strength properties that have the potential to greatly improve the sustainability of overlaying concrete bridge decks by extending the service lives of both the overlay and the concrete deck. The research project consists of a comprehensive literature review to identify best practices for traditional overlay materials that might also be used for UHPC overlays and development of practices that will ensure a strong durable bond between the UHPC overlay and the substrate material. It is crucial that this bond is able to withstand stresses and deformation caused by shrinkage of the UHPC, thermal expansion and contraction of the deck and overlay, and movements caused by loads applied to the bridge. Laboratory experiments will be conducted to verify that the practices identified are effective at maintaining the bond between a UHPC overlay and existing concrete decks. The implementation phase of the project will entail documenting the best practices for UHPC overlay application to existing concrete decks in the form of design recommendations. Field implementation is expected in on a New Mexico Department of Transportation project in late 2018.Craig Newston, Brad Weldon
7/1/2013July 2013Bridge Decks: Mitigation of Shrinkage Crackinghttps://cptechcenter.org/ncc-projects/bridge-decks:-mitigation-of-shrinkage-cracking/deck cracking, shrinkage, expansive concrete, SRA, lightweight aggregates, deck model, parametric study, finite element model, bridge, cracking, durability, mitigationThe goal of this study (i.e., Phase- III) is to develop ‘robust’ shrinkage mitigation strategies by combining knowledge of materials level testing with lab-scale structural testing, and develop guidelines for Illinois Department of Transportation (IDOT) for implementation of a holistic approach that lessens premature cracking in concrete bridge decks in Illinois. The workplan below primarily focuses on the materials part of the research. A separate workplan is being submitted by SLU on the structural part of the work. A joint effort will be made to combine the small-scale materials lab test data with large-scale structural test data in order to ultimately develop guideline for field application.Ardavan Ardeshirilajimi, Di Wu, Piyush Chaunsali, Paramita Mondal, Ying Tung Chen, Mohammad Mahfuzur Rahman, Ahmed Ibrahim, Will Lindquist, Riyadh Hindi
11/1/2013November 2013Bridge Design System Analysis and Modernizationhttps://cptechcenter.org/ncc-projects/bridge-design-system-analysis-and-modernization/Bridge design; Evaluation and assessment; Modernization; Software; Systems analysisThe Bridge Design System (BDS) is an in-house software program developed by the Michigan Department of Transportation’s (MDOT) Bridge Design Unit. The BDS designs bridges according to the required specifications, and outputs corresponding design drawings and calculations. It has been the primary design tool for MDOT’s bridges over the last several decades. Because of the BDS’s longevity of use and development, MDOT has experienced a high level of comfort, familiarity, and efficiency with it. However, components of the BDS have been added and removed over the years, and little associated documentation exists today. The code itself has seen nearly 60 years of evolution in the Fortran programming language. Migration to another software system is likely to require significant changes to MDOT business processes and may require multiple software systems rather than the unified design system of the BDS. Also, long-term viability of the BDS would require documentation of the existing architecture and operation of the system as well as development of a plan for future compatibility and functionality of the software. Therefore, the Center for Technology & Training at Michigan Tech was contracted to document, analyze and propose modernization options for the BDS. This report describes the tools used to conduct this assessment and the results of this task.Tim Colling, Chris Gilbertson, Gary Schlaff, Mike Pionke
5/29/2019May 2019Bridge Element Deterioration for Midwest Stateshttps://cptechcenter.org/ncc-projects/bridge-element-deterioration-for-midwest-states/Asset management;ÿBridge construction; Bridge design; Bridge management systems;ÿ Bridge members;ÿData analysis;ÿData collection;ÿDeterioration;ÿMaintenance;ÿState departments of transportation;ÿState of the practiceThe objective of this pooled fund research is to have multiple Mid-west departments of transportation (DOTs) pool resources and historic Mid-west DOT bridge data related to element level deterioration, operation practices, maintenance activities, and historic design/construction details. This data will provide the basis for research to determine deterioration curves. A select number of deterioration curves will provide needed utility for the time-dependent deterioration of bridge elements to be used in making estimates of future conditions and work actions. This effort will pool data and through the analysis and research processes create results that will improve accuracy of various bridge management and asset management applications that the member DOTs use (BrM, Agile Assets, and other). This study will be sequenced into three tiers based on the priorities of the DOTs: Tier 1 National Bridge Elements (NBE) & National Bridge Inventory) (1) Develop element level deterioration curves for Reinforced Concrete Deck from data that will provide the basis for research to determine the deterioration curves (2) Develop element level deterioration curves for Reinforced Concrete Slab from data that will provide the basis for research to determine the deterioration curves (3) Develop deterioration curves for NBI items from data that will provide the basis for research to determine the deterioration curves (4) Develop element level deterioration curves for Reinforced Concrete Deck after a major preservation activity such as mill and overlay with rigid concrete wearing course (5) Develop predicted improvement in condition of Reinforced Concrete Deck element after a major preservation activity such as mill and overlay (6) In addition to probabilistic deterioration curves, also develop deterministic deterioration curves that better may fit with field observations Tier 2 Bridge Management Elements (BME) (7) Develop element level deterioration curves for each type of wearing surface (bare concrete, sealed concrete, thin polymer overlay, PPC overlay, ridged concrete overlay, Polymer Modified Asphalt overlay, and asphalt overlay with membrane) from data that will provide the basis for research to determine the deterioration curves (8) Develop element level deterioration curves for Strip Seal Deck Joints and Modular Deck Joints from data that will provide the basis for research to determine the deterioration curves (9) Determine defect level deterioration curves that describe defect development and progression (e.g., cracking and delamination) (10) Develop defect level deterioration curves for Paint system (protective steel) effectiveness (11) Develop defect level deterioration curves for Steel Girder corrosion, and correlate to Paint system effectiveness; specifically, how long from new paint to 75% and 50% effective and end of life (12) Develop element level deterioration curves for substructure elements in harsh environments (i.e., pier caps under expansion joints, pier columns in spray zone from snow plows, etc.) Tier 3 (similar Agency Defined Elements (ADE) & Inspection related) (13) From research results, determine what type of inspection information (nondestructive testing) Mid-west DOTs have that translates into information on element level defects (GPR, Thermograph, other) (14) Use DOT past data and research and analysis results to determine the reliability of Infrared Thermography and Ground Penetrating Radar (GPR) for defect reporting (to describe delamination and deterioration) of concrete bridge decks.Lynn Hanus
6/1/2018June 2018Bridge Service Life Designhttps://cptechcenter.org/ncc-projects/bridge-service-life-design/Bridge decks, Chloride exposures, mixture variation, predicted service life, corrosion resistant reinforcementHigh costs and traffic disruption associated with the deterioration of reinforced concrete bridge decks because of corrosion have sparked renewed interest in service life design. Reinforced concrete bridge decks are exposed to chlorides from deicing salts; when the chlorides reach the steel reinforcement, they initiate corrosion. This study supports the adoption of the methodology described in fib Bulletin 34, Model Code for Service Life Design, for reinforced concrete bridge decks in Virginia. As part of this study, concrete mixture properties and environmental exposure conditions were characterized. Values particular to regions within Virginia and suggested default values were identified and organized in a database to support the development of service life design guidelines. The predicted service life for eight bridge decks using low-cracking concrete and corrosion-resistant reinforcement (VDOT Reinforcement Class I, MMFX, ASTM 1035) was evaluated. The service life model was also implemented in a life-cycle cost analysis for a case study bridge, which found superior reliability of corrosion-resistant reinforcement from a life-cycle perspective.In addition to supporting the implementation of service life design, several investigations identified key assumptions and variables in the service life model and identified critical areas for future characterization. Aging coefficients based on curing were also considered. A sensitivity analysis identified the aging coefficient and the surface chloride concentration as the most critical variables. The study concluded that sufficient data are available to implement the fib Model Code for Service Life Design, but that caution in interpreting results is warranted because of the high uncertainty associated with the most critical variables. . The use of corrosion-resistant steel and low-cracking concrete mixtures can provide a substantial (greater than 100 years) bridge deck service life.Elizabeth Rose Bales, Venkatasaikrishna Chitrapu, Madeleine M. Flint
4/1/2018April 2018Calcium Sulfoaluminate Cementhttps://cptechcenter.org/ncc-projects/calcium-sulfoaluminate-cement/Calcium sulfates; Cement; Concrete industry; Durability; Pavement maintenance; Repairing; Highways; Materials; PavementsIn the North American market, calcium sulfoaluminate (CSA) cement is primarily used as a rapid pavement repair material. This article provides an overview of the unique features and benefits of CSA cement, the durability of CSA cement concrete, and ongoing and potential applications within the concrete industry.Robert J Thomas, Marc Maguire, Andrew D Sorensen, Ivan Quezada
7/15/2015July 2015Calibrating the Iowa Pore Index with Mercury Intrusion Porosimetry and Petrographyhttps://cptechcenter.org/ncc-projects/calibrating-the-iowa-pore-index-with-mercury-intrusion-porosimetry-and-petrography/Pavement performance, Winter maintenance, Freeze thaw tests, Durability, Pore size distribution, Test procedures, Crushed rockThe Iowa Pore Index (IPI) test is a fast, non-destructive, inexpensive, and environmentally friendly test used by several Midwestern state departments of transportation to determine the volume ratio of macropores to micropores in a coarse rock aggregate. When combined with x-ray diffraction and x-ray fluorescence, this method has been shown to be effective in predicting the performance of aggregates in portland cement concrete. The test has the potential to replace mercury porosimetry and be integrated into any petrophysical laboratory. This research aimed to understand the geological factors (depositional environment, facies, grain and pore types, texture, and paragenesis) responsible for the results of the IPI test. Samples of various geologic ages were collected around Iowa to represent different combinations of accepted and rejected porosity and clay contents. The pore index of each sample was calibrated quantitatively via helium and mercury porosimetry and qualitatively via thin section petrography. The findings show that even the most homogeneous sources have at least three different rock types. Petrographic analysis showed that limestones with a sparite matrix, peloidal grains, and a low matrix-to-allochem ratio (i.e., grainy) are better for road construction than limestones with a micrite matrix, skeletal grains, and a high matrix-to-allochem ratio (i.e., muddy). Dolostones with fine to coarse grains, crystal-supported euhedral to subhedral rhombs, and porous intercrystalline areas are more desirable than dolostones with very fine grains and a tightly interlocking crystal mosaic in anhedral form. Several linear models were developed to relate IPI to helium porosity. Limestones with a helium porosity less than ~7% and dolostones with a helium porosity greater than ~13% were found to be desirable for use in road construction. The critical range of pore-throat size was found to be between 0.02 and 0.1 µm. Coarse aggregates with modal pore throat sizes above this range were found to be desirable for use in road construction.Franciszek Hasiuk, Muhammad Firdaus Ahmed Ridzuan, Peter Taylor
1/6/2017January 2017Calibration of the AASHTO Pavement Design Guide to SC Conditions - Phase IIhttps://cptechcenter.org/ncc-projects/calibration-of-the-aashto-pavement-design-guide-to-sc-conditions---phase-ii/Calibration; Data collection; Pavement design; Pavement distress; Pavement maintenanceThe overarching goal of this multi-phase research effort is to reduce design bias and increase precision of the model predictions used in Mechanistic Empirical Design Guide (MEPDG) with full consideration of South Carolina local conditions. The objective of Phase II will be to build upon the studies in Phase I to obtain local calibration factors and improve distress predictions by collecting new data of high priority.Sarah Gassman
8/9/2012August 2012Carbonate aggregate in concretehttps://cptechcenter.org/ncc-projects/carbonate-aggregate-in-concrete/carbonate aggregates, concreteStudy to characterize Minnesota's aggregates and to investigate whether or not some aggregates rejected by the current MnDOT criteria can potentially be used in pavement concrete.Fatih Bektas, Kejin Wang, Jiaxi Ren
6/1/2017June 2017Case Study Report on Full-Depth Repairhttps://cptechcenter.org/ncc-projects/case-study-report-on-full-depth-repair/Full Depth Repir, deteriorated joints, partial and full slab replacementFull-depth repair (FDR) is a well-established technique applied to existing jointed plain and jointed reinforced concrete pavements (JPCP and JRCP) that includes both partial slab replacement and full slab replacement to address any variety of serious distress. FDR provides for the long-term repair of structurally and/or functionally deteriorated joints, working cracks, shattered slabs, and multiple slab distress. When combined with other needed concrete pavement restoration (CPR) techniques, FDR can significantly increase pavement service life before structural overlay or reconstruction is required. FDR can also increase the life of a pavement to be overlaid by providing high joint load transfer efficiency (LTE) to restore stability and control reflection cracking severityMichael Darter
7/1/2012July 2012Central Iowa Expo Pavement Test Sections: Pavement and Foundation Construction Testing and Performance Monitoringhttps://cptechcenter.org/ncc-projects/central-iowa-expo-pavement-test-sections-pavement-and-foundation-construction-testing-and-performance-monitoring/Foundation Stabilization options - testing, soils, determine compaction characteristics, unconfined compressive strength ,chemical stabilized samples, freeze-thaw durability.The Iowa Department of Transportation (DOT) initiated a research project to build the pavement foundation layer (Phase I), construction of the pavement layers (Phase II), and performance monitoring of the pavement systems (Phase III). During Phase I, 16 test sections were constructed, that used woven and non-woven geotextiles and geogrids at subgrade/subbase interfaces; 4 in. and 6 in. geocells in the subbase layer + non-woven geosynthetics at subgrade/subbase interfaces; portland cement (PC) and fly ash stabilization of subgrades; PC stabilization of recycled subbase; PC + fiber stabilization of recycled subbase with polypropylene fibers and monofilament-polypropylene fibers; mechanical stabilization (mixing subgrade with existing subbase); and high-energy impact compaction. A series of laboratory tests were conducted to characterize the soils, determine compaction characteristics, unconfined compressive strength tests on chemical stabilized samples, and freeze-thaw durability. In situ strength and stiffness-based test measurements were performed during construction (in July 2012), about three months after construction (in October 2012), seven months after construction (in January 2012) during frozen condition, and about nine to ten months after construction (in April/May 2013) during spring-thaw. This project generated significant information regarding the mechanistic properties for pavement foundation support for a range of foundation improvement/stabilization methods. The test sections at this facility are unique in terms of the range of technologies used and for the fact that the performance data particularly isolates the influence of the seasonal changes without any loading. Some significant lessons learned from this project and the limitations of the findings are identified in this report.David White, Pavana Vennapusa, Peter Becker, Jesus Rodriguez, Yang Zhang, Christianna White
1/1/2017January 2017Characterization and Performance of Zero-Cement Concretehttps://cptechcenter.org/ncc-projects/characterization-and-performance-of-zero-cement-concrete/Admixtures; Binders; Bridge decks; Concrete; Fly ash; Girders; Hydration; Portland cementThis study has investigated the feasibility of using five different types of class C fly ashes (FAs) sourced from Labadie, Jeffrey, Kansas City, Thomas Hill, and Sikeston power plants in the state of Missouri to synthesize zero-cement concrete (ZCC) for different structural and repair applications. Alkali activator (Alk) consisting of sodium silicate (SS), Na2SiO3, and sodium hydroxide (SH), NaOH were used to synthesize the ZCC. Slag, crumb rubber, and air-entraining admixture (AEA) were used in a few mixtures as additives to improve the durability of the ZCC.Eslam Gomaa, Simon Sargon, Cedric Kashosi, Ahmed Gheni, Mohamed ElGawady, William Schonberg
9/1/2017September 2017Characterization of Bases and Subbases for AASHTO ME Pavement Designhttps://cptechcenter.org/ncc-projects/characterization-of-bases-and-subbases-for-aashto-me-pavement-design/Aggregates; Aggregates by source; Asphalt; Cold in-place recycling; Concrete; Emulsions; Hot mix asphalt; Materials; Materials at high or low temperatures; Pavement layers; Portland cement concrete; Recycled materials; Soil cement; Stabilized materials; Subbase (Pavements); Values in measurementThe goal of this research is to identify material level 1, level 2, and level 3 inputs and properties for Graded Aggregate Base (GAB), Cement Stabilized Aggregate Base (CSAB), Cement Modified Recycled Base (CMRB), Soil-Cement, Cold in Place Recycling (CIR) with Foam, CIR with Emulsion required for use in the MEPDG. In addition, the research will investigate relationship between laboratory and field testing properties for each material type by comparing lab results to field results.Serji Amirkhanian
12/21/2016December 2016Characterization of environmental loads related concrete pavement deflection behavior using Light Detection and Ranging technologyhttps://cptechcenter.org/ncc-projects/characterization-of-environmental-loads-related-concrete-pavement-deflection-behavior-using-light-detection-and-ranging-technology/Environmental load-related deflection; Light Detection; (LiDAR) system.Repeated deflection behavior resulting from temperature and moisture variations across concrete pavement depth causes curling and warping of Portland cement concrete (PCC) pavement systems. Although curling and warping issues have been investigated extensively, there are no standardized methods or procedures currently available to characterize the degree/magnitude of this in situ environmental load-related deflection. This study discusses the development of a detailed procedure for assessing environmental load-related deflection of concrete pavement using a Light Detection and Ranging (LiDAR) system. LiDAR systems have been recognized as an advanced technology for transportation infrastructure inspection but have not been widely investigated for measuring environmental load-related deflection of concrete pavements. In this study, field surveys were conducted on six identified concrete pavement sites in Iowa by scanning the concrete slab surfaces using the stationary LiDAR instrument. Based on dense point cloud data obtained by the LiDAR instrument, a data processing algorithm was developed to obtain the degrees of environmental load-related deflection. The degrees of deflection obtained were correlated to variations in pavement performance, mix design, pavement design, and construction details at each site. The results and findings from this study describe a potentially novel method of using LiDAR system for environmental load-related deflection characterization of concrete pavement.Shuo Yang, Halil Ceylan, Kasthurirangan Gopalakrishnan, Sunghwan Kim, Peter C Taylor, Ahmad Alhasan
7/1/2015July 2015Characterization of Portland Cement Concrete Coefficient of Thermal Expansion in South Carolinahttps://cptechcenter.org/ncc-projects/characterization-of-portland-cement-concrete-coefficient-of-thermal-expansion-in-south-carolina/Coefficients; Failure; Pavement design; Portland cement concrete; Road construction; Thermal expansionThe objective of this study is to provide specific inputs and guidance in the selection and specification of coefficient of thermal expansion (CTE) for portland cement concrete (PCC) pavement design and construction. The new pavement design methodology has the potential to provide pavement designs that will perform more predictably than current designs and avoid potential issues that might cause premature pavement failure. By appropriately calibrating the new American Association of State Highway and Transportation Officials (AASHTO) pavement design methodology, the Department will be able to avoid costly premature pavement failures and better optimize its pavement investments.Trent H. Dellinger, Amir Poursee
6/2/2019June 2019Characterization of Recycled Concrete Aggregate after Eight Years of Field Deploymenthttps://cptechcenter.org/ncc-projects/characterization-of-recycled-concrete-aggregate-after-eight-years-of-field-deployment/Base course (Pavements);ÿChemical properties;ÿConcrete aggregates;ÿHeavy metals;ÿLeachate;ÿRecycled materials;ÿSubgrade materialsRecycled concrete aggregate (RCA) is a high-quality substitute for virgin aggregate as base or subgrade material in pavement construction. However, heavy metal leaching and/or production of high pH leachate are environmental risks commonly associated with the use of RCA. To characterize changes in physical and chemical properties after use, RCA base course and subgrade soil samples were recovered from the Minnesota road research (MnROAD) field site after eight years and compared to the original RCA physical and chemical characteristics. RCA samples were analyzed to determine their mineralogy, carbonate content, acid neutralization capacity (ANC), material pH, and trace element leaching potential. ANC was higher in the recovered RCA and higher for the fine-grained RCA particles than the coarse particles, which was confirmed by extensive carbonation of the fines fractions during field deployment. Material pH of RCA and subgrade soil samples were significantly higher than leachate pH measured in previous and current field investigations of this site, suggesting that conventional laboratory techniques do not represent field conditions and should be modified to better represent field conditions.Bharat Madras Natarajan, Zoe Kanavas, Morgan Sanger, Jared Rudolph, Jiannan Chen, Tuncer Edil, Matthew Ginder-Vogel
12/1/2013December 2013Characterizing and Quantifying the Shrinkage Resistance of Alkali Activated (Cement Free) Concrete and Evaluating Potential Methods for Reducing Early Age Cracking In Pavements and Bridgeshttps://cptechcenter.org/ncc-projects/characterizing-and-quantifying-the-shrinkage-resistance-of-alkali-activated-(cement-free)-concrete-and-evaluating-potential-methods-for-reducing-early-age-cracking-in-pavements-and-bridges/Concrete, Shrinkage, Alkali aggregate reactions, Cracking, Raw materials, Energy consumption, Sustainable development, Climate change, PollutantsConcrete is one of the most commonly used construction materials for building nation‰Ûªs infrastructure such as roadways, bridges, tunnels, and buildings, with a per-capita consumption of more than two tons. The most energy consuming and expensive component of concrete is Portland cement, which accounts for more than 70% of the raw material cost towards producing concrete. One metric ton of Portland cement production consumes about 5,792,000 BTU of energy. In addition to the cost and vast energy consumption, cement manufacturing processes releases significant amount of into CO2 the atmosphere. The chemical reactions of raw materials during pyro-processing produce about 0.54 tons of CO2 for every ton of cement manufactured. Another 0.43 tons of per CO2 ton of cement is released from the fuel used for burning the raw materials. Thus it is not surprising that cement manufacturing process accounts for 4-5% of global CO2 emission and it touches on wide range of sustainability issues including climate change, pollution, solid waste land filling and resources depletion. A solution to address these environmental and energy challenges is to develop a sustainable alternative binding material that can replace the whole or at least part of the cement used in concrete. Significant effort has been invested in developing alternative binding materials by activating commonly available industrial by-products, such as Fly ash (FA) and Granulated blast furnace slag (GGBFS) using alkalis. The resulting concrete is called as alkali activated concrete (AAC) (also known as cement free /Geopolymer concrete).Sulapha Peethamparan, Robert J Thomas
10/21/2017October 2017Characterizing Strength and Thermal Properties of Concrete for Implementation of Pavement Mechanistic-Empirical Design in New Mexicohttps://cptechcenter.org/ncc-projects/characterizing-strength-and-thermal-properties-of-concrete-for-implementation-of-pavement-mechanistic-empirical-design-in-new-mexico/Coarse aggregates; Mechanistic-empirical pavement design; Pavement performance; Rigid pavements; Thermal expansion; Thermal propertiesThe format of the design and performance prediction of rigid pavements was reformed with the advent of Pavement mechanistic-empirical (ME) design procedure, which now serves as the state-of-the-art tool in pavement design. Various state agencies have either completed or in the process of calibration of distress prediction models and characterization of concrete materials to provide accurate inputs required by t was found that the concrete strength and thermal properties including elastic modulus, modulus of rupture and coefficient of thermal expansion (CTE) are the most important input data that affect the design and performance of rigid pavements. Accurate rigid pavement design is heavily dependent on accuracy of these material inputs. This study is part of a New Mexico Department of Transportation (NMDOT) research project that focuses on the development of guidelines for characterizing Portland cement concrete (PCC) materials for paving mixes being used in New Mexico. Concrete mixes with 5 different coarse aggregates were tested for these pivotal concrete properties at the curing age of 7, 14, 28 and 90 days, and for CTE at 28 days. The laboratory test results represent level 1 PCC material inputs. The data collected offered an excellent opportunity to validate and refine the ME default level 2 models for estimating flexural strength and elastic modulus based on compressive strength data. The data demonstrated a slight deviation from the nationally calibrated models. CTE values of concrete based on aggregate type were established for these paving mixes. Further analysis verified the benefit of using the level 1 inputs over the default level 3 inputs for accurate pavement design and performance prediction. It was also highlighted that transverse cracking is the most significantly affected performance parameter between the pavement designed with level 1 and level 3 material inputs.Gauhar Sabih, Rafiqul A Tarefder
3/1/2018March 2018Chemical Deicers and Concrete Pavement: Impacts and Mitigationhttps://cptechcenter.org/ncc-projects/chemical-deicers-and-concrete-pavement:-impacts-and-mitigation/Anti-icing; Calcium chloride; Concrete pavements; Deicing chemicals; Deterioration; Freeze thaw durability; Magnesium chloride; Mitigation strategies; Highways; PavementsThis Tech Brief focuses on a recently recognized form of deterioration on concrete pavements referred to as chemical deicer distress. It is gaining attention due to the increased frequency and severity of its appearance, which is related to the increased use of aqueous solutions of calcium chloride (CaCl₂) and magnesium chloride (MgCl₂) for pavement deicing (Sutter et al. 2008; Weiss and Farnam 2015). The resulting pavement distress often first appears as a “shadowing” at the pavement joints, which progresses into disintegration of the concrete (Taylor, Sutter, and Weiss 2012). This Tech Brief summarizes the use of chemical anti-icers and deicers, reviews how hydraulic cement paste (HCP) is traditionally protected from freeze-thaw damage, describes physical and chemical distress mechanisms in the presence of aqueous CaCl₂ or MgCl₂ brine solutions, and discusses strategies that can be employed to mitigate this distress.Tom Van Dam
1/1/2016January 2016Chemical Solutions to Durability Studieshttps://cptechcenter.org/ncc-projects/chemical-solutions-to-durability-studies/Bridges and other structures; Construction; Highways; Maintenance and Preservation; MaterialsThe state of Texas has been plagued by various durability-related issues in recent years, including deterioration from alkali-silica reaction, delayed ettringite formation, corrosion of reinforcing steel, and volume changes (plastic shrinkage, drying shrinkage, thermal effects, etc.), just to name a few. These durability-related issues, coupled with other factors, contribute to reductions in service life (e.g., service loads and defects). For many of these problems, fly ash (primarily Class F) has been the remedy of choice; however, with changes in fly ash quality and quantity spurred by new emissions standards, there is a major concern that fly ash will not be able to fill these needs in the long term. The goal of this project is to evaluate chemical alternatives to fly ash, such as the use of chemical admixtures aimed at specifically improving concrete durability.Kevin Folliard
1/1/2012January 2012Class F Fly Ash Assessment for Use in Concrete Pavementhttps://cptechcenter.org/ncc-projects/class-f-fly-ash-assessment-for-use-in-concrete-pavement/Concrete pavements; Durability; Evaluation; Fly ash; Mix design; Pavement performance; Paving; Specifications; Strength of materialsThe Wisconsin Department of Transportation (WisDOT) currently specifies Class C fly ash for use as a partial replacement for Portland cement in concrete pavements. Class F fly ash sources were eliminated from WisDOT specifications in the 1990s due to high values of loss on ignition (LOI) which led to difficulties in establishing and maintaining a proper entrained air void system in the concrete used in paving applications. A recent study that looked at the use of Class F fly ash demonstrated its potential usage in WisDOT specifications. However, research is needed to evaluate the feasibility of expanding current specifications to allow for use of Class F fly ash in concrete paving applications with southern Wisconsin aggregates. In order for Class F fly ash to be a viable alternative as a supplemental cementitious material, its use must produce mixes that meet current performance standards in respect to strength (including early strength) and durability, when compared with a commonly used Class C fly ash. The main objective of this study is to evaluate whether the locally available Class F fly ash from Elm Road Generating Station, operated by WE Energies and located in Oak Creek, Wisconsin, will provide satisfactory performance in concrete pavement, in comparison with a Class C fly ash from Columbia Energy Center currently in use. The study will also provide mix design guidance related to acceptable proportions of Class F fly ash that can be used in paving applications without negatively impacting performance.Konstantin Sobolev, Mohamadreza Moini, Rani Pradoto, Marina Kozhukhova, Ismael Flores-Vivian, Scott Muzenski, Habib Tabatabai, Hani H Titi
2/1/2019February 2019Closed-Form Solution for Curling Responses in Rigid Pavementshttps://cptechcenter.org/ncc-projects/closed-form-solution-for-curling-responses-in-rigid-pavements/Concrete pavements; Elastic analysis; Rigid pavements; Slabs; Structural analysisClosed-form expressions for calculating stresses and displacements of partially restrained concrete pavement caused by a linear temperature gradient are presented. Translational and rotational linear elastic springs along the slab edges defined the partial restraint. In addition to plate theory behavior, the model assumes linear elastic concrete and an infinitely long slab resting on a Winkler foundation. The solutions of curling stresses and displacements were validated using the finite-element (FE) method and quantified the effect of semirigid connections, slab and foundation material properties, and slab thickness and width on them. Rotational and translational restraints, which can be related to joint condition in concrete pavement, had significant influence on the magnitude and location of maximum curling stresses and deflections.Jamie Hernandez, Imad L Al-Qadi
4/26/2012April 2012Colored PCC Deteriorationhttps://cptechcenter.org/ncc-projects/colored-pcc-deterioration/colored concrete, joint deterioration This objective of this study is to investigate the causes for early deterioration of colored concrete pavements in Minnesota. Dtermination will be made whether the distress is caused by construction practices or materials related issues.Tom Burnham, Ally Akkari, Gerard Moulzolf, Larry Sutter
10/1/2018October 2018Compacted Concrete Pavementhttps://cptechcenter.org/ncc-projects/compacted-concrete-pavement/Compaction; Concrete pavements; Durability; Fiber reinforced concrete; Field tests; Laboratory tests; Pavement performance; Test sectionsIn order to assess the construction issues and characterize the long-term performance of the proposed Compacted Concrete Pavement (CCP), three CCP test cells made with and without fiber as part of a larger project that will be constructed in Scott County, Missouri, will be designed and tested. Table 1 shows the typical characteristics of the three tested cells of CCP that will be designed with different panel sizes with and without structural synthetic macro fibers. Contractor will be paving 24 feet wide. The study aims at determining the performance of designed CCP mixtures given special design features and durability of surface texture through field implementation and detailed laboratory testing. The primary performance characteristics include mechanical properties, drying shrinkage, durability, optimum joint spacing, and enhancement of joint load transfer gained from fiber-reinforcement of the pavement.Kamal Khayat
1/21/2014January 2014Comparative Evaluation of Concrete Bridge Deck Sealershttps://cptechcenter.org/ncc-projects/comparative-evaluation-of-concrete-bridge-deck-sealers/Bridge decks, Sealing compounds, Concrete bridges, Epoxides, Evaluation and assessment, Alternatives analysis; maintenance; preservationThis project consists of a comparative evaluation of the effectiveness of 3 bridge deck sealers to resist the intrusion of moisture & waterborne chemicals into concrete bridge decks. The Maintenance Bureau of ALDOT currently relies on a penetrating epoxy sealer (SpecSeal) that is manufactured solely for ALDOT. It is critical to identify a potential replacement product of equal or greater effectiveness, should production of the currently-used sealer.Eric R Giannini, Jay K Lindly, J Riley Dunn
10/17/2013October 2013Comparison of Fresh Concrete Air Content Test Methods & Analysis of Hardened Air Content in Wisconsin Pavementshttps://cptechcenter.org/ncc-projects/comparison-of-fresh-concrete-air-content-test-methods-&-analysis-of-hardened-air-content-in-wisconsin-pavements/Air content, Fresh concrete, Test procedures, Concrete pavements, Service life, Durability, Admixtures, Alternatives analysis, WisconsinA recent study sponsored by the Wisconsin Department of Transportation (WisDOT) has revealed that the air contents in fresh concrete measured by pressure meter method are lower than those in the hardened concrete of the same pavement concrete. In addition, observation of air entrainment in hardened concrete shows interconnected and irregular void patterns that could lead to a decrease in durability and pavement life. Determining accurate air contents on fresh concrete in the field will allow the WisDOT and paving industry to optimize properties of the concrete mix in regards to strength, durability, and economy. The objective of this research is to evaluate accuracy of test methods for measurement of air content in fresh concrete in comparison to air content in the hardened concrete of the same type, and to determine the hardened air content and air void dispersion in Wisconsin’s concrete pavement. The results will recommend proper method and procedure to determine air content in fresh concrete on WisDOT projects, recommend values for concrete properties to be used by WisDOT in the Standard Specifications for Highway and Structure Construction and the applicable Standard Special Provisions, and to report potential changes in practice and benefits in terms of performance and cost savings.Le Pham, Steven Cramer
9/8/2018September 2018Comparison of response for three different composite pavement sections to environmental loadshttps://cptechcenter.org/ncc-projects/comparison-of-response-for-three-different-composite-pavement-sections-to-environmental-loads/Overlay compositesComposite pavement structures are constructed mainly either as Portland cement concrete (PCC)-over-PCC or hot mix asphalt (HMA)-over-PCC. Several successful in-service projects have been reported in Europe. The design and construction of these sections in the United States, however, still require effort. The current study includes the analysis of the response of three different composite pavement sections to the environmental loads. These sections were constructed in May of 2010 at the Minnesota Road Research Facility. The sections are constructed in three individual cells, Cell 70, a HMA-over-PCC with recycled concrete aggregate (RCA), Cell 71, exposed aggregate concrete (EAC)-over-RCA and Cell 72, EAC-over-economical concrete. All cells were heavily instrumented with thermocouples, moisture sensors, and static and dynamic strain gauges. This study characterises the structural response of HMA-over-PCC pavements and also PCC-over-PCC to the environmental loads.Somayeh Nassiri, Feng Mu, Mathew Geary, Julie M Vandenbossche
2/1/2019February 2019Comparison of Spacing Factors as Measured by the Air-Void Analyzer and ASTM C457https://cptechcenter.org/ncc-projects/comparison-of-spacing-factors-as-measured-by-the-air-void-analyzer-and-astm-c457/Air voids; Concrete pavements; Freeze thaw durability; Spacing; Specifications; Test proceduresThe Kansas Department of Transportation (KDOT) began using the Air-Void Analyzer (AVA) in 2001 and first incorporated an AVA spacing factor requirement into paving specifications beginning in late 2002. In 2005, a statewide investigation to evaluate the AVA and specifications began with the collection of 100-mm diameter hardened concrete samples taken at or near locations where the spacing factor was determined with the AVA. The hardened concrete samples were tested to determine the spacing factor in accordance with ASTM C457, a well-established test method used to determine spacing factors in hardened concrete. A total of 270 data pairs were collected to evaluate KDOT’s current use of the AVA and ASTM C457 tests and to determine if a correlation (either direct or pass-fail criteria) exists between spacing factors obtained with the two methods. Results of the study indicate that average spacing factors obtained with the AVA were 1.67 times higher than average spacing factors determined using ASTM C457. A strong direct correlation was not identified between the two test methods although pass-fail criterion that limits agency risk of accepting concrete with an inadequate air-void system was identified.Will Lindquist, Rodney Montney
12/14/2018December 2018Composite Repair for Concrete Bridges Subjected to Alkali-Silica Reactionhttps://cptechcenter.org/ncc-projects/composite-repair-for-concrete-bridges-subjected-to-alkali-silica-reaction/Alkali silica reactions; Composite materials; Concrete bridges; Recommendations; RepairingThis research aims to quantify the deleterious effects of alkali-silica reaction (ASR) on the behavior of concrete bridges, to examine the efficacy of composite-based repair to improve the capacity of ASR-damaged concrete members, to develop a theoretical model which can predict the performance of ASR-damaged and composite-repaired concrete members, and to propose design/practice recommendations for the implementation of the proposed composite repair method.Yail Jimmy Kim
9/1/2009September 2009Concrete Bridge Deck Crack Sealant Evaluation and Implementationhttps://cptechcenter.org/ncc-projects/concrete-bridge-deck-crack-sealant-evaluation-and-implementation/bridge deck cracking, sealants, crack sealers, maintenancePerform field testing and evaluation of 12 crack repair products over a 3 year period that came from recommendations found in a previous MnDOT project titled "Crack and Concrete Deck Sealant Performance."Matthew S Oman
6/14/2016June 2016Concrete Grinding Residue: Its Effect on Roadside Vegetation and Soil Propertieshttps://cptechcenter.org/ncc-projects/concrete-grinding-residue:-its-effect-on-roadside-vegetation-and-soil-properties/Backslopes; Diamond grinding; Environmental impacts; Foreslopes; Roadside flora; Vegetation controlDiamond grinding of Portland Cement Concrete (PCC) highway surfaces, a maintenance operation carried out to extend the pavement service life, generates a high-pH and high alkalinity slurry (water, concrete and aggregate residue), referred to as Concrete Grinding Residue (CGR). The objective of the proposed research is to gain a stronger understanding of the CGR effects on soil, water infiltration, and vegetation through an in-situ, statistically rigorous study that will analyze inslope and/or backslope soil samples and assess soil and vegetation properties before and after placement of the CGR. Based on the study findings, Minnesota Department of Transportation's (MnDOT's) Office of Environmental Stewardship will: l) be able to better assess the need for soil amendments, either prior to or after CGR placement; 2) be in a better position to recommend possible changes to CGR slurry offloading or placement practices; and 3) be able to better assess the need for possible changes to inslope/backslope seed mixes.Halil Ceylan, Yang Zhang, Bora Cetin, Sunghwan Kim, Bo Yang, Chenyi Luo, Robert Horton, Kasthurirangan Gopalakrishnan
11/1/2015November 2015Concrete Overlay Performance on Iowa' s Roadways, TR-698https://cptechcenter.org/ncc-projects/concrete-overlay-performance-on-iowa'-s-roadways,-tr-698/Concrete overlays; Data collection; Maintenance; Overlays (Pavements); Pavement distress; Pavement performance; PavementsThe objective of this study is to develop a report on the performance of concrete overlays in Iowa. Concrete overlays have been constructed on Iowa roadways since 1960. The performance of concrete overlays on the state system is well documented based on Iowa Department of Transportation (DOT) data collected using automated approaches from the 1990's. In addition, the Iowa DOT began collecting automated distress and condition data for all public roads including local streets in 2013. The Iowa Concrete Paving Association (ICPA) maintains a comprehensive list of all of the concrete overlays constructed in Iowa. By combining the information from the Iowa DOT and ICPA, it is now possible to assess the performance of concrete overlays on the whole system. It is planned that a database of the existing overlays and their performance will be developed and made available to agencies in the state. The research report developed will include causes of failure and reasons for success along with lessons learned. This will allow cities, counties, and Iowa DOT easy access to information on the type of overlay they are considering and to review the particulars on each type of overlay prior to deciding which fits their need.Jerod Gross, Dan King, Dale Harrington, Halil Ceylan, Yu-An Chen, Sunghwan Kim, Peter Taylor, Orhan Kaya
12/1/2016December 2016Concrete Pavement Blowup Considering Generalized Boundary Conditionshttps://cptechcenter.org/ncc-projects/concrete-pavement-blowup-considering-generalized-boundary-conditions/Blowups; Elastic foundationsAn analytical expression for static stability of a rectangular slab with two simply supported and two elastically restrained edges is presented. The linear elastic isotropic slab can represent a rigid pavement resting on an elastic foundation and loaded by a uniform in-plane axial load per unit length along the edges. The partially restrained edges are connected to the ground by translational and rotational elastic springs; an appropriate magnitude of the springs can capture classical boundary conditions such as free, simply supported, and clamped edges. Results from classical boundary conditions and a finite-element model were used to validate the proposed stability equation. The generalized boundary conditions were found to change the critical load by a factor of two and greatly affected the first buckling mode shape of a typical concrete pavement. The critical load was not sensitive to the slab’s geometry if the length was four times longer than the width, but this was not the case for small aspect ratios. Finally, the translational spring was found to be a defining factor in determining the influence of the other variables on the critical load.Jaime A Hernandez, Imad Al-Qadi
10/1/2014October 2014Concrete Pavement Mixture Design and Analysis (MDA): Factors Influencing Drying Shrinkagehttps://cptechcenter.org/ncc-projects/concrete-pavement-mixture-design-and-analysis-(mda):-factors-influencing-drying-shrinkage./Cement paste; Concrete pavements; Drying; Literature reviews; Mix design; ShrinkageThis literature review focuses on factors influencing drying shrinkage of concrete. Although the factors are normally interrelated, they can be categorized into three groups: paste quantity, paste quality, and other factors.Peter Taylor, Xuhao Wang
5/1/2016May 2016Concrete Pavement Quality Control Testing Requirements Needed for the Super Air Meterhttps://cptechcenter.org/ncc-projects/concrete-pavement-quality-control-testing-requirements-needed-for-the-super-air-meter/Air content; Air voids; Concrete pavements; Freeze thaw durability; Measuring instruments; Paving; Quality controlConcrete freeze-thaw durability is prominently linked to the air void system within the concrete. Concrete pavements in Kansas undergo repetitive freeze-thaw cycles. Total air content measurements currently used on fresh concrete do not provide any indication of the air void size distribution. The Super Air Meter (SAM) addresses this issue by providing the air content and an additional number, the SAM number, which is claimed by the manufacturer to correlate to the concrete hardened air void spacing factor.Kyle A Riding, Mohammed T Albahttiti
5/13/2019May 2019Concrete Pavements Joint Sealant Practices and Performancehttps://cptechcenter.org/ncc-projects/concrete-pavements-joint-sealant-practices-and-performance/Evaluation and assessment; Literature reviews; Pavement joints; Pavement performance; Sealing (Technology); State departments of transportation; State of the practice; SurveysIn recent decades, pavement sealing practices have changed substantially. There is a significant non-uniformity and inconsistency for joint sealant applications among transportation agencies. Joint sealing practices have changed over time, but current practice and performance has not been documented. There is a significant non-uniformity and inconsistency for joint sealant applications among the agencies. Despite their widespread use, controversy exists as to the efficacy of and need for joint sealing practices in concrete pavements. The objective of this synthesis is to document current practices with concrete pavement joint sealant in new construction and to reseal existing pavements. Information to be gathered will include, but is not be limited to: (1) Methods and types of materials used for concrete joint sealant; (2) The type of penetrating sealers being used in lieu of sealants in an attempt to better control the saturation level of the joint face, including their specifications, performance, and installation procedures; (3) Approved product lists; (4) Construction and inspection procedures and specifications used to assess joint sealing; (5) Evaluation techniques, as well as performance and specifications; and (6) Issues surrounding sealant usage or effectiveness such as water presence or movement and noise contributions. Information will be collected through literature review, survey of DOTs, and follow-up interviews with selected agencies for the development of case examples documenting successful practices. Information gaps and suggestions for research to address those gaps will be identified.Dan Zollinger
10/1/2016October 2016Concrete Performance in Aggressive Salt Environmentshttps://cptechcenter.org/ncc-projects/concrete-performance-in-aggressive-salt-environments/Admixtures; Bridge decks; Concrete; Curing agents; Deicing chemicals; Durability; Mix design; Parapets; Salts; SpecificationsThis project will determine if changes to concrete mix designs, curing methods, admixtures, or salt application can reduce potential damage to concrete in barrier rail, parapets, barriers, and bridge decks. Specification changes and revisions or additions to test methods to better measure the concrete and assess its durability will be recommended. This will be accomplished by working with the 6 districts in Idaho, collecting samples and running tests in the laboratory using samples from concrete barriers, parapets, and bridge decks that manifest durability distress. Recommendations for specification changes and revisions or additions to test methods to better measure the concrete and asses it durability will be developed. This will result in a revision to the Idaho Transportation Department (ITD) Standard Specifications.(Contract not yet awarded)
9/1/2014September 2014Concrete with Steel Furnace Slag and Fractionated Reclaimed Asphalt Pavementhttps://cptechcenter.org/ncc-projects/concrete-with-steel-furnace-slag-and-fractionated-reclaimed-asphalt-pavement.-/Calcium oxide; Coarse aggregates; Concrete; Expansion; Fracture properties; Freeze thaw durability; Modulus of elasticity; Reclaimed asphalt pavements; Shrinkage; SlagSteel furnace slag (SFS) is an industrial by-product material that can contain free calcium oxide (CaO) and free magnesium oxide (MgO), both of which can cause significant expansion when hydrated. SFS aggregates are therefore not commonly used in concrete, although SFS aggregates have been used as a high quality frictional aggregate for hot-mix asphalt (HMA) surface courses. The resultant fractionated reclaimed asphalt pavement (FRAP) when the HMA with SFS is removed has also seen little usage. This study aims to continue the previous work by the authors that indicated that up to 50% dolomite FRAP can be used in concrete as a replacement of coarse aggregate. The objective of this work was to evaluate the effects of SFS FRAP at 20% and 50% replacements of the coarse aggregate in concrete. In addition, the chemical, mineralogical, physical, and expansive properties of three SFS FRAP sources were investigated along with investigations of three virgin SFS sources for comparison. The chemical, mineralogical, and physical properties of the SFS FRAP and virgin SFS sources were similar to values presented in the literature. The estimated total free CaO content of the virgin SFS sources ranged from low (<0.1%) to high (3.4%), while the free CaO content of the SFS FRAP sources was estimated to be 1.0% to 1.5%. The free MgO content of the virgin SFS sources ranged from 0.2% to 2.2%. Autoclave expansion tests correlated well for the virgin SFS sources with regard to the free CaO content (i.e., high free CaO content resulted in high expansion), while the SFS FRAP with asphalt binder removed did expand, but not necessarily proportionally to the free CaO content. Autoclave expansion tests of the SFS FRAP with the asphalt binder resulted in contraction rather than expansion. The results validated the findings from other studies that have shown that SFS FRAP will not significantly expand because of the asphalt coating. Concrete tests revealed that the strength, modulus, shrinkage, and fracture properties were similar between concretes with SFS FRAP and with dolomite FRAP. The modulus of elasticity was slightly higher for concrete with SFS FRAP compared with dolomite FRAP, possibly because of the presence of the stiffer SFS aggregate. The fracture properties were statistically similar for concrete with and without SFS FRAP aggregates. The freeze/thaw durability was reduced with higher SFS FRAP contents, possibly because of the asphalt coating on the FRAP rather than the SFS in the FRAP, because the mixes with 100% virgin SFS exhibited superior freeze/thaw durability. Based on these findings, it is evident that SFS FRAP can retain free CaO and free MgO contents, despite years in service in a pavement layer and/or years being weathered in a stockpile. The presence of the asphalt coating hinders, but may not necessarily prevent, the hydration of the free CaO and free MgO in the SFS. Therefore, it is recommended that the SFS FRAP be tested for free CaO, free MgO, and asphalt contents and autoclave expansion potential prior to being utilized in a structural concrete layer. Immediate usage of SFS FRAP may not be detrimental for non-structural applications, such as temporary roads or shoulders. To ensure that future SFS FRAP can be used in concrete pavements, the SFS that is presently used in HMA should be weathered and have low free CaO contents and low expansion potential.Alexander S Brand, Jeffery R Roesler
1/1/2018January 2018Construction and Rehabilitation of Concrete Pavements under Traffichttps://cptechcenter.org/ncc-projects/construction-and-rehabilitation-of-concrete-pavements-under-traffic/National advancements in concrete pavement construction, rehabilitation With advancements in materials, equipment, placement procedures, and project management techniques, the construction and rehabilitation of concrete pavements can be effectively accomplished under traffic. Many projects have been constructed under varying levels of traffic, ranging from temporary closures to the maintenance of high traffic volumes adjacent to or through the projects. However, the current state of the practice in constructing or rehabilitating concrete pavements under traffic relies primarily on a few high-profile and well-documented projects. This study identified practices from projects representing a wider range of conditions and techniques. Information on existing practices and advancements in concrete pavement construction and rehabilitation was gathered through literature reviews and a survey of state transportation agencies, including that of the District of Columbia and the Illinois Tollway. Furthermore, sixteen case examples were reported to illustrate successful projects conducted under a variety of scenarios.Shreenath Rao, Deepak Raghunathan
7/1/2019July 2019Construction Incentives - Are They Working?https://cptechcenter.org/ncc-projects/construction-incentives---are-they-working?/Construction management; Disincentives; Incentives; Local government agenciesThis research project is targeted toward local road agencies rather than MnDOT. MnDOT currently uses incentive/disincentive (I/D) contracting based on construction completion dates; whereas, the local agencies are interested in exploring I/D contracting for higher initial pavement quality such as higher density or better ride quality. The local agencies are also interested in knowing if the I/D method results in the better contractors being selected for the job.Mohamed Diab
3/29/2018March 2018Construction Techniques for Electrically Conductive Heated Pavement Systemshttps://cptechcenter.org/ncc-projects/construction-techniques-for-electrically-conductive-heated-pavement-systems/Airport runways; Aprons (Airports); Concrete pavements; Deicing; Heat radiation; Heating systems; Paving; Technological innovations; Des Moines International AirportIce and snow accumulation on airport paved surfaces has the potential to cause fatal accidents and monetary loss due to flight delays and cancellations. Traditional de-icing methods involving the application of chemicals or salt and employing large machines can create negative environmental and structural impact on airport infrastructure systems. These methods are also considered to be labor intensive and a safety hazard, especially in congested areas such as aprons. Heated pavement systems using electrically conductive concrete (ECON) have been proposed as a promising alternative technology for preventing ice accumulation and mitigating the adverse effects of using traditional snow removal methods. The objective of this study is to present information and experience about the design, construction procedures, and performance of heated pavement systems using jointed plain concrete pavements for the construction of large-scale heated airport pavements. It is based on detailed field demonstration of the electrically conductive concrete (ECON) heated pavement system (HPS) at the north general aviation (GA) apron of the Des Moines International Airport (DSM) in Iowa, in collaboration with contractors, and airport staff representatives. The expected outcome of this study will help the construction industry to better understand optimal ECON construction methods.Hesham Abdualla, Halil Ceylan, Kristen S Cetin, Sunghwan Kim, Peter C Taylor, Mani Mina, Bora Cetin, Kasthurirangan Gopalakrishnan, Sajed Sadati
8/14/2018August 2018Contextual heat island assessment for pavement preservationhttps://cptechcenter.org/ncc-projects/contextual-heat-island-assessment-for-pavement-preservation/Global Warming Potential (GWP); Pavement preservationPavement preservation (PP) is a planned set of construction and material interventions that can extend the pavement’s service life and may also impact sustainability through Heat Island (HI) mitigation. The HI mitigation potential can vary from location-to-location and with time. For agencies to widely adopt the PP, it is necessary to quantify the benefits based on the context of the project. A method to calculate the Global Warming Potential (GWP) for the HI effect was developed and illustrated for four cities in the US: Chicago, Austin, San Diego and Philadelphia, for hypothetical pavements with three preservation options: chip seals, a concrete inlay, and an asphalt concrete inlay. The use phase GWP with respect to HI was estimated for all cases given a 2-, 5-, 7- or 10-year service life. Overall, the HI in the use phase was found to dominate the total GWP relative to the materials and construction phases. The HI GWP savings increase over time, with the 10-year savings being greatest for San Diego using the concrete inlay (22.5 kg CO₂-eq/m²) and smallest for Chicago with a chip seal (8.0 kg CO₂-eq/m²). The savings were found to increase in areas that have a more pronounced HI and could offset GWP in the other phases. The proposed method allows agencies to estimate HI GWP for a specific preservation strategy, location and service life.Sushobhan Sen, Jeffery Roesler
7/1/2014July 2014Continuous Long-Term Health Monitoring Using Ultrasonic Wave Propagationhttps://cptechcenter.org/ncc-projects/continuous-long-term-health-monitoring-using-ultrasonic-wave-propagation/Reinforced concrete, Bridge decks, Nondestructive tests, Structural health monitoring, Delamination, Ground penetrating radar, Acoustic emission, Reinforcing barsMany different techniques of health monitoring and nondestructive testing (NDT) methodologies have been employed to detect rebar and overlay delamination in reinforced concrete bridge decks. NDT to monitor delamination in concrete bridge decks was initially done by acoustic sounding techniques such as chain dragging and hammer sounding. These relatively simple methods can only be employed by trained and experienced inspectors, require a lot of time, and yet provide only a qualitative assessment of the condition of the specimen. Recently, due to advancements in imaging technologies, acoustics, seismic measurements, and electromagnetics; NDT methods such as Ground Penetration Radar (GPR), Ultrasonic testing, and Impact Echo have gained popularity. Other NDT techniques also utilized to monitor concrete bridge deck delaminations include: radiography, infrared thermography, and acoustic emission, each with its own benefits and drawbacks. Radiography is expensive and requires radioactive protection, thus only highly trained and licensed personnel can carry out these methods, and it still poses potential safety hazards. Applications of infrared thermography are limited due to their heat differential requirements, which also creates application time constraints. Acoustic emission method requires load control, which limits it to be used primarily in lab research (Ghorbanpoor et.al. 2003). The proposed methodology is intended to provide a continuous health monitoring method for reinforced concrete bridge decks. The ultimate goal of the project is to develop a novel method using ultrasonic wave propagation (UWP) to identify the onset of rebar delaminations and to provide continuous health monitoring for the structure.Ece Erdogmus
5/1/2014May 2014Corrosion Sensitivity of Concrete Mix Designshttps://cptechcenter.org/ncc-projects/corrosion-sensitivity-of-concrete-mix-designs.--/Absorption; Admixtures; Corrosion resistance; Durability; Fly ash; Mix design; Permeability; Reinforced concrete; Silica fume; Slag cementThis study compared the durability of concrete mixtures containing supplementary cementitious materials (SCMs) by evaluating the permeability, absorption, and corrosion resistance of seven mix designs and two types of reinforcement. Permeability and alkalinity are contributing factors to the durability of portland cement concrete and can strongly influence the service life and corrosion resistance of the embedded steel. In reinforced concrete systems, the ingress of chloride ions increases the probability of corrosion of the reinforcing steel. Reducing the permeability of concrete enhances its durability by hindering the ingress of chloride ions from reaching the embedded steel surface and initiating corrosion. SCMs such as Class F fly ash, silica fume, and slag cement are widely used in concrete in an effort to reduce permeability. In addition, the alkaline environment of concrete enables the formation of a passive film on the surface of the steel. As long as this protective environment is maintained, the corrosion rate of the reinforcing bar will be insignificant for the majority of applications. The results of this study indicated that the use of SCMs can reduce the permeability and absorption of the concrete, leading to more durable structures than those with plain concretes; therefore, their continued use in structures by the Virginia Department of Transportation is recommended. However, different SCMs have varying levels of durability, and the agency should consider this information when selecting SCMs for specific applications. The absorption test results in this study provided a reasonable correlation with the corrosion test results. Therefore, the absorption test should be more closely investigated as a means of evaluating the corrosion protection provided by SCMs. This study also demonstrated that the corrosion-resistant reinforcement plays the most vital role in minimizing corrosion. SCMs provide durable concretes and in combination with the corrosion-resistant reinforcement ensure reinforced concrete structures with longer service lives.Stephen R Sharp, Celik Ozyildirim, David W Mokarem
8/16/2014August 2014Cost Analysis on the Reuse of Concrete Residualshttps://cptechcenter.org/ncc-projects/cost-analysis-on-the-reuse-of-concrete-residuals/Demolition, Wastes, Benefit cost analysis, Diamond grinding, Best practices, Sustainable development, Concrete,Concrete hydrodemolition and diamond grinding/grooving operations performed for the North Carolina Department of Transportation (NCDOT) generate large amounts of concrete residuals. Currently these residuals can be classified by the North Carolina Department of Water Resources (NCDWR) as Class A Residuals and are treated as ‰ÛÏinert debris‰Û thus allowing them to be reused instead of being disposed at Publicly Owned Treatment Works (POTW) and Municipal Solid Waste (MSW) sites. A benefit-cost analysis is needed in order to investigate potential savings from other alternative options to disposal such as the use of the material as liming amendments on NCDOT right of way highways, Class B residual sites and agricultural applications. These alternative methods of disposal need to satisfy current federal guidelines and state regulations and contractors disposing of the concrete residual materials need to be aware of these regulations as well. The objectives of this project will be to provide NCDOT with a Benefit-Cost Model (BCM) using Multi-Criteria Analysis that would enable the estimation of the costs of disposing and/or reusing concrete residual material that is produced by the hydrodemolition and diamond grinding/grooving processes. In addition to the BCM, a tool will be developed that can be used by contractors undertaking such projects to better estimate their costs and to allow them to compare alternatives for the disposal/reuse of the concrete residual material. The researchers will also develop a risk analysis for the comparison of several feasible alternatives to disposal of concrete residuals, a tool for contractors to use to estimate their anticipated costs for disposal or reuse of concrete particulars, and recommendations on acceptable methods for handling concrete residuals after monetary, environmental factors and risk have been considered. Recommendations for guidelines and/or specifications that could be provided to contractors for use on future NCDOT projects will be provided. As part of this work the researchers will use literature and case studies to identify the best practices for the disposal/reuse of the concrete residual material both from North Carolina and other states. By surveying Department of Transportation (DOT) personnel and contractors identify the attributes that contribute to the costs of the various alternatives. Using these attributes the BCM will be developed and eventually tested on NCDOT projects selected to serve as case studies. These case studies will allow the model to be refined to be accurately implemented on future NCDOT projects. This project will directly support the sustainability and safety initiatives mandated by the MAP-21 legislation.Nicholas Tymvios, Tara L Cavalline, Christopher Albergo
6/20/2011June 2011Cost-Effective Base Type and Thickness for Long-Life Concrete Pavementshttps://cptechcenter.org/ncc-projects/cost-effective-base-type-and-thickness-for-long-life-concrete-pavements/base, drainable base, concrete pavement, drainageIdentify ways of optimizing the use of base layer materials and the design of base layer thicknesses for Portland cement concrete pavements.Erol Tutumluer, Yuanjie Xiao, W. James Wilde
8/6/2018August 2018Cotton-Derived Composite Materials for Climate Resilient Transportation Infrastructurehttps://cptechcenter.org/ncc-projects/cotton-derived-composite-materials-for-climate-resilient-transportation-infrastructure/Cotton cellulose-based concrete; strength and durability; use of cotton fiber and its derivatives.The authors aimed to develop high performance and economically facile natural fiber-reinforced transportation infrastructure. The main three tasks of this project include: (1) preparation of cotton cellulose-based concrete; (2) characterization of cotton cellulose-based concrete for strength and durability; and (3) investigation of possible enhancement of other pavement materials through the use of cotton fiber and its derivatives. The results showed that the tensile strength and modulus values of cotton-derived concrete composites after 28 days are comparable with the control specimens without added cotton. The composite materials prepared from cotton and its derivatives also showed high load endurance properties with high ductility values as compared to control samples, which are extremely crucial in climate resiliency. The data collected in this research also demonstrated the high load resistance and elastic deformation properties of other cotton cellulose-derived particulate composites such as flowable fluids, and geopolymers. Moreover, the addition of raw cotton to highly plastic swelling clay significantly reduced the swell potential. Overall, using renewable natural fibers, mainly cotton and its derivatives, the authors demonstrated that the properties of conventional construction infrastructure can be adapted to climate change. Therefore, the results of this project are extremely promising. Importantly, the simplicity of the preparation method and the relative abundance and low cost of cotton fibers make this technology an attractive approach worthy of being further investigated.Noureddine Abidi, Priyantha W Jayawickrama, Rohan S Dassanayake, Manil Hettiwatte
6/1/2018June 2018Crushed Hydraulic Cement Concrete Adjacent to Underdrainshttps://cptechcenter.org/ncc-projects/crushed-hydraulic-cement-concrete-adjacent-to-underdrains/Blending; Cement content; Crushed aggregates; Drainage structures; Field studies; Geotextiles; Hydraulic cement; Subdrains; ValidationThe objectives of this field study are as follows: (1) to confirm the validity under field conditions of Crushed Hydraulic Cement Concrete (CHCC) behavior (fines migrate and tufa precipitates but geotextile continues to function as a filter and does not prevent water from flowing through) observed in the laboratory in a prior study; (2) to develop a threshold percentage for the blending of CHCC with virgin aggregate, and (3) to provide recommendations to Virginia Department of Transportation (VDOT) to generate specifications to allow the use of CHCC/virgin aggregate blends as unbound aggregate when geotextile is present in the drainage system.Burak Tanyu
11/1/2018November 2018Curing Concrete Paving Mixtureshttps://cptechcenter.org/ncc-projects/curing-concrete-paving-mixtures/Binders; Concrete curing; Concrete pavements; Curing agents; Curing and setting agents; Hydration; Mixtures; PavementsProper curing of a newly placed concrete pavement is an essential step to ensure that the concrete as designed, batched, and placed reaches its full potential. Improper curing can result in inadequate hydration and reduced concrete strength and can negatively affect the near surface concrete properties including increased permeability, decreased wear resistance, and increased risk of plastic shrinkage cracking.This Tech Brief focuses specifically on approaches commonly used for curing cast-in-place concrete pavements. The most common method is the application of membrane-forming curing compounds, although fogging, plastic sheets, wetted materials, and insulated blankets may also be used depending on the type of project and the ambient conditions during and after placement. Also discussed briefly is internal curing using prewetted lightweight aggregate. In the context of this Tech Brief, two curing steps are considered: 1) initial curing applied during or immediately after the concrete is placed under less-than-favorable conditions, and 2) conventional curing applied once the concrete has undergone initial set.Tom Van Dam
5/23/2017May 2017Data Collection for Local Calibration of the AASHTOWare Pavement ME Design Performance Models for Mississippihttps://cptechcenter.org/ncc-projects/data-collection-for-local-calibration-of-the-aashtoware-pavement-me-design-performance-models-for-mississippi/Calibration; Data collection; Mechanistic design; Pavement performance; Test sections; AASHTOWare (Software)The Mechanistic-Empirical Pavement Design Guide (MEPDG) method for designing pavement structures utilizes mechanistic materials properties combined with other inputs to predict pavement performance using user inputs. Pavement performance models are used for this prediction of pavement performance. The pavement performance models are based upon national predictive models that are likely not applicable to Mississippi. This research project is designed to provide the required information for the calibration of these performance models for Mississippi materials and conditions. A number of test pavement sections will be visited, evaluated, sampled, and tested. Following these activities site reports will be prepared for each individual site that provides the information required for this calibration of the pavement performance models to local conditions.Allen Cooley
7/1/2015July 2015Design and Evaluation of Modified Centerline Rumble Stripshttps://cptechcenter.org/ncc-projects/design-and-evaluation-of-modified-centerline-rumble-strips/Rumble strips, Center lines, Head on collisions, Fatigue (Physiological condition), Pavement performance, Deterioration, Field testsCenterline rumble strips are primarily installed on the centerline of undivided two-lane and two-way roadways to alert drivers who are moving out of their intended travel lane. The main purpose of the centerline rumble strips is to reduce cross-over crashes such as head-on crashes, opposite-direction sideswipe crashes, and front-to-side crashes, which are usually caused by inattentive, distracted, drowsy, or fatigued drivers. Despite the safety benefit, several pavement performance concerns associated with the centerline rumble strips have been reported (Torbic 2009). In particular, the centerline rumble strips milled over or adjacent to the centerline joint (even if it is hardly distinguishable), which is a damage-sensitive region of pavement, can increase or accelerate deterioration and degradation of the pavement structure. It also requires more maintenance and attention due to potential safety concerns. To reduce pavement damage, the centerline rumble strips design has been modified from a single strip over the centerline joint to dual strips straddling the joint in our state. The modified design could decrease pavement damage; however, there is still a pressing need to improve the centerline rumble strips design. To maximize the safety benefits of the centerline rumble strips and minimize pavement damage, a series of research activities needs to be performed. Firstly, configurations and dimensions of the centerline rumble strips built or tested by other states need to be collected. Surveying the corresponding lane widths required or suggested by other Departments of Transportation (DOTs) is also necessary. This will result in findings that can be used to improve the current dual rumble strips so as to satisfy expected structural performance as well as roadway safety requirements. Then, the proposed centerline rumble strips design will be evaluated and compared with the current design through structural model simulations and actual field tests. With the limited time and scope of this stage, this proposal primarily intends to first, collect data and practices from other states in order to recommend modifications to our current rumble strip design, and second, evaluate the recommended design through model simulations that compare the newly proposed design with current rumble strip design practices. Field test evaluation of the modified design can then be planned in a follow-up research effort.Yong-Rak Kim, Taesun You, Laurence R Rilett
7/1/2016July 2016Design and Performance of Cost-Effective Ultra High Performance Concrete for Bridge Deck Overlayshttps://cptechcenter.org/ncc-projects/design-and-performance-of-cost-effective-ultra-high-performance-concrete-for-bridge-deck-overlays/Bridge decks; Concrete overlays; Overlays (Pavements); Pavement design; Pavement performance; Service life; Ultra high performance concrete; Bridges and other structures; Design; Highways; MaterialsThe main objective of this research was to develop a cost-effective ultra-high performance concrete (UHPC) for bonded bridge deck overlays. The high durability and mechanical properties of such repair material can offer shorter traffic closures and prolong the service life of the bridge deck. The UHPC was optimized using supplementary cementitious materials (SCMs), proper combinations of sands, and adequate selection of fiber types and contents. . Early-age and long-term deformation caused by concrete, humidity and temperature gradients, as well as cracking and delamination were monitored over time. Test results indicate that there was no surface cracking or delamination in UHPC overlays after more than 200 d of casting. After laboratory investigations, a life cycle cost analysis (LCCA) was determined for the selected concrete mixtures with different mixture compositions and performance characteristics. Results indicate that, based on both deterministic and probabilistic results, UHPC overlay with minimum 25 mm (1 in.) thickness is a more cost-effective option compared with other commonly used materials, such as latex-modified concrete and conventional bonded concrete overlays.Kamal H Khayat, Mahdi Valipour
2/26/2010February 2010Design Guides/Sustainability (SI-09-41)https://cptechcenter.org/ncc-projects/design-guides-sustainability-si-09-41/Sustainable development, Handbooks, Highways, Decision making, Transportation professionals, Education and training methodsThis project will develop a sustainable highway framework that will culminate and be packaged into a Sustainable Highways Sourcebook. The Sustainable Highways Sourcebook will contain the sustainable highways framework as the decision analysis tool and will contain a series of educational and resource materials that will allow for an understanding of what a sustainable highway can be an how to implement a sustainable highway or street through planning development design materials choice and implementation. These products will be aimed at transportation professionals decision makers various stakeholders and the public.CH2M Hill
12/1/2017December 2017Design of a 3-D Magnetic Mapping System to Locate Reinforcing Steel in Concrete Pavementshttps://cptechcenter.org/ncc-projects/design-of-a-3-d-magnetic-mapping-system-to-locate-reinforcing-steel-in-concrete-pavements/Concrete pavements; Field tests; Mapping; Mathematical models; Reinforcing steel; Sensors; Spatial analysis; System design; TomographyThis report outlines the design, fabrication, and testing of a 3-D magnetic mapping system used to locate reinforcing steel in concrete pavements developed at Kansas State University (KSU) in 2006. The magnetic sensing functionality is based on the principles of magnetic tomography which use time-varying magnetic fields to induce magnetic returns from nearby ferrous objects. The purpose of this device is to provide a process for inspecting the depth and orientation of embedded steel bars.Nathanael W Holle
7/1/2016July 2016Design of Ultra High Performance Concrete for Thin Overlayshttps://cptechcenter.org/ncc-projects/design-of-ultra-high-performance-concrete-for-thin-overlays/Fibers; Greenhouse gases; Overlays (Pavements); Pavement performance; Service life; Ultra high performance concreteThe main objective of this research is to develop a ultra high performance concrete (UHPC) as a reliable, economic, low carbon foot print and durable concrete overlay material that can offer shorter traffic closures due to faster construction and long-term service life. This project aims at maximizing the performance of a thin layer of pavement material by reaching to an optimized composition of SCMs and proper types and amounts of fibers. Quarterly Progress (Apr-Jun 2016): The Task Order was executed by Missouri Department of Transportation (MoDOT) on July 8, 2016. Federal Regulations changed on June 30, 2016, which has caused a change in the F&A rate to go from 52.5% to 55%. This change will be documented via a letter that includes a new budget document. There will not be a formal supplemental agreement executed.Kamal H Khayat, Mahdi Valipour
9/1/2013September 2013Designing Quieter Pavement Surfaceshttps://cptechcenter.org/ncc-projects/designing-quieter-pavement-surfaces/Pavement design, Quiet pavements, Asphalt concrete pavements, Tire/pavement noise, Pavement maintenance, Overlays (Pavements), Laboratory tests, TextureThis project outlines a work plan for the design and maintenance of quieter asphalt and concrete pavements. A literature review will determine the state of the art in designing quieter pavements and contributing factors. An extensive pavement-noise database will be compiled, comprising a variety of asphalt and concrete surfaces with corresponding noise measurements over time. The effect of different overlay asphalt mixtures will be evaluated for flexible pavements (both open and dense mixtures will be considered) and the effect of different surface treatments (such as diamond grinding) for rigid pavements. This database will be analyzed using statistical techniques and will focus on identifying all relevant design parameters influencing noise. Laboratory design procedures to evaluate noise will be developed and correlated against mixture design parameters for a range of different asphalt mixtures. Close proximity and far-field noise tests in the field on both asphalt and concrete pavements will be correlated against laboratory measures towards establishing laboratory test procedures. Following these tasks, a set of preliminary guidelines will be developed to provide the districts with recommendations on and assistance in selecting appropriate candidate projects for low-noise surfaces and for designing surfaces to provide long-term noise reductions. A case study will be completed to recommend strategies for addressing noise complaints in an urban setting. In addition, a number of new and existing pavements across Texas will be monitored. Results from the case study and field tests will be used to validate and refine the District guidelines.Jorge A Prozzi
8/14/2018August 2018Determining Bridge Deck Chloride Quantities with Ground Penetrating Radarhttps://cptechcenter.org/ncc-projects/determining-bridge-deck-chloride-quantities-with-ground-penetrating-radar/Algorithms; Bridge decks; Chloride content; Field tests; Ground penetrating radar; Laboratory tests; Methodology; Moisture content; Signal processing; Test procedures; Validation; Bridges and other structures; Highways; Maintenance and PreservationThis project will develop a new method for measuring chlorides in bridge deck concrete using ground-penetrating radar (GPR). Work on Stage 1 will focus on identifying the bridges to be tested, developing procedures for testing, and testing the selected decks. An analytical model that defines the relationship between chlorides in concrete and GPR measurement of conductivity by way of signal attenuation will be developed. A plan will be designed for proving the validity of the test model, which will consist of laboratory experimentation, in-situ GPR field testing and validation tests. Laboratory tests will be performed to establish the effect of chlorides and water on GPR signal propagation. Experiments will be performed with varying chloride quantity and moisture to observe their effect on radar signal attenuation and relative dielectric constant. Discussions with bridge owners will be conducted to select concrete and asphalt-covered bridge decks for testing. GPR data collection will be conducted at both low and high speed and with various types of GPR antennas. Concrete core samples will be collected and chloride ion analysis performed for comparison with GPR measurements. Work in Stage 2 will develop a practical method based upon data collected in Stage 1. Software and hardware will be developed that will involve incorporation of signal processing and improvements to algorithms to help accurately estimate chloride quantity in bridge decks. GPR bridge deck data will be analyzed and the relationship between GPR conductivity (attenuation) and chloride for each deck will be established. The relationship will be used to develop a topographical chloride mapping which will be back tested against ground truth to determine the accuracy rates. The minimum number of core samples required will be determined. A detailed final report will be prepared which will include all relevant laboratory and field data, as well as project findings along with plans for implementation.Anthony Alongi
7/1/2016July 2016Determining Constructed Pavement Layer Thicknesses Using Nondestructive Testinghttps://cptechcenter.org/ncc-projects/determining-constructed-pavement-layer-thicknesses-using-nondestructive-testing/Evaluation and assessment; Nondestructive tests; Pavement layers; Test procedures; ThicknessCoring is required for density determinations in flexible pavements and for pavement layer thickness determinations for both rigid and flexible pavements. Although this method accurately measures thickness, it is destructive, labor intensive, and time‐consuming. Coring pavements can introduce weak spots in the new pavement that may lead to maintenance issues later, even if the core hole is filled in accordance with accepted practices.Brad Rister
6/3/2016June 2016Determining optimum air-void spacing requirement for a given concrete mixture design using poromechanicshttps://cptechcenter.org/ncc-projects/determining-optimum-air-void-spacing-requirement-for-a-given-concrete-mixture-design-using-poromechanics/Air voids; Concrete; Freeze thaw durability; Mix design; Spacing; Frost resistance; Poroelasticity; Poromechanical behaviorThe frost resistance of concrete is a function of the concrete constituent properties, entrained air-void system parameters and environmental exposure history. However, only a single maximum value for the void spacing factor is specified for all types of concrete by code writing bodies for successful protection against freezing damage. The advent and utilisation of new materials over the recent years warrant reevaluation of the validity of this single pass/fail criterion established more than 50 years ago. Here, a poromechanical model, capable of incorporating concrete constituent properties, environmental exposure and air-void spacing factor, has been used to determine the role of various concrete constituents and air-void system on the damage propensity of concrete exposed to freezing temperatures. It is found that a maximum threshold of acceptance, for instance a 0.2 mm spacing factor, may not be adequate for all concrete mixture designs subject to various cooling conditions. The model also suggests that concrete with low-porosity, low-permeability mortar matrix, a characteristic property of mortar containing supplementary cementitious materials and/or low water to cement ratio, can perform satisfactorily under freezing temperatures even with a spacing factor greater than the recommended value. If utilised for design, this model will give more freedom to practitioners in ensuring concrete durability by controlling multiple factors including the concrete mixture components and proportions rather than just satisfying a single pass/fail criterion for void spacing factor for all concrete mixtures.Syeda Rahman, Zachary Grasley
8/15/2015August 2015Determining Optimum Thickness for Long-Life Concrete Pavement in Ohiohttps://cptechcenter.org/ncc-projects/determining-optimum-thickness-for-long-life-concrete-pavement-in-ohio/Concrete pavements, Service life, Thickness, Pavement performance, Bridge decks, FailureThe main objective of this study is to provide guidance on the selection of concrete slab thickness required to achieve long term performance considering the effect of slab dimensions, concrete slab support, and climatic conditions on critical stresses. The study will include proposed changes to the design, construction, and material procedures/specifications that, if adopted and implemented, will significantly increase portland cement concrete (PCC) pavement lifetimes and reduce maintenance costs. Although concrete pavement has shown its evidence for a long last time in service, sometimes it still experiences functional failure and premature failure. The Ohio Department of Transportation (ODOT) has conducted extensive research focused on improving concrete pavement performance. The rigid pavement design procedure in the 1993 American Association of State Highway and Transportation Officials (AASHTO) Guide for the Design of Pavement Structures, in which a slab thickness can be selected and will result a great improvement in concrete terminal serviceability, is a good example of improving concrete pavement performance. However, other factors also play a major role in concrete pavement performance.Shad Sargand, Anwer Al-Jhayyish, Issam Khoury, Roger Green
6/1/2015June 2015Developing a Comprehensive Pavement Condition Evaluation System for Rigid Pavements in Georgiahttps://cptechcenter.org/ncc-projects/developing-a-comprehensive-pavement-condition-evaluation-system-for-rigid-pavements-in-georgia/Jointed plain concrete pavement; JPCP; Continuously reinforced concrete pavement; CRCP; Faultmeter; Faulting measurement The objective of this project is to develop standardized pavement condition evaluation systems for Georgia’s rigid pavements, including continuously reinforced concrete pavement (CRCP) and jointed plain concrete pavement (JPCP).Yichang Tsai, Yi-Ching Wu
8/1/2014August 2014Developing a Low Shrinkage, High Creep Concrete for Infrastructure Repairhttps://cptechcenter.org/ncc-projects/developing-a-low-shrinkage,-high-creep-concrete-for-infrastructure-repair.--/Adhesion; Admixtures; Compressive strength; Creep; Durability; Repairing; Shrinkage; Tensile strengthThis project will focus on optimizing time dependent strains for concrete repair. Initial focus will be on developing laboratory concrete mixtures for repairs using pre-saturated lightweight aggregate to take advantage of internal curing because of its documented reduced shrinkage. Furthermore, mineral and chemical admixtures will be investigated to enhance concrete properties such as: high early strength, creep, shrinkage, tensile strength and adhesion. Testing will include compressive and tensile creep, shrinkage, and strength and durability testing, all following the available ASTM standard. Additionally, small scale mock repairs will be produced with similar geometry to those in the field and monitored at the Utah State University Materials Lab, and finite element models will be developed to investigate additional simulated repair performance based on the materials testing. Finally, upon selecting candidate field mixtures and candidate field repairs, in-service monitoring will be performed on Utah Department of Transportation (UDOT) projects with control and developed admixtures.Ivan Quezada, Marc Maguire, Robert J Thomas
10/8/2013October 2013Developing Improved Opportunities for the Recycle and Reuse of Materials in Road Bridge and Construction Projectshttps://cptechcenter.org/ncc-projects/developing-improved-opportunities-for-the-recycle-and-reuse-of-materials-in-road-bridge-and-construction-projects/Wastes, Recycled materials, Road construction, Bridge construction, Opportunities, ImprovementsThe objective of this project is to develop opportunities to improve the recycling and reuse of waste materials for road and bridge construction projects. This study is not about conducting laboratory materials testing. This study focuses on learning what factors influence the participation of recyclers and materials producers in increasing the use of recycled materials for road and bridge construction.Ralph Ellis, Duzgun Agdas, Kevin Frost
9/1/2017September 2017Developing Performance Specification for High Performance Concretehttps://cptechcenter.org/ncc-projects/developing-performance-specification-for-high-performance-concrete/Field studies; High performance concrete; Laboratory studies; Mechanical properties; Multiple criteria decision making; Performance based specifications; Physical propertiesIn the past, achieving high strength was considered by TxDOT as the main design criteria to formulate high performance concrete. TxDOT considers mix design options 1-4 in item 421 as high performance concrete (HPC) and these options were developed for ASR mitigation and not for other durability aspects. Very little work has been done to determine if these options are adequate to provide long-term durability often needed when HPC is specified. The main objective of this study is to develop performance specification for high performance concrete in order to ensure high performance in terms of durability. The researcher team will conduct a combination of both field investigation and laboratory study in order to achieve this objective. The researcher team will use both conventional and innovative new lab testing methods to determine the key performance characteristics (i.e., prescribing acceptable limits of permeability, shrinkage, surface resistivity, and chloride ingress - basis for developing performance specification) followed by developing specific prescriptive requirements in order to formulate wide varieties of prescriptive mixes that can meet the durability requirements matching with different exposure conditions.Anol Mukhopadhyay
4/8/2016April 2016Developing Ultra-High-Performance Concrete Mix Designs for Arizona Bridge Element Connectionshttps://cptechcenter.org/ncc-projects/developing-ultra-high-performance-concrete-mix-designs-for-arizona-bridge-element-connections/Admixtures; Bridge construction; Curing and setting agents; Ductility; Durability; Mix design; Strength of materials; Ultra high performance concreteThe Arizona Department of Transportation (ADOT) is looking to develop a successful, non-proprietary formula for mixing ultra-high-performance concrete (UHPC). It wishes to have such material available for Accelerated Bridge Construction (ABC) bridge closure pours due to its durability, ductility, strength, and fast set-up, curing, and strength gain. ADOT wishes to join Federal Highway Administration (FHWA) and other organizations to develop non-proprietary, and therefore more economical, UHPC mixtures that stand to accelerate its bridge projects.Barzin Mobasher
7/1/2014July 2014Development and Evaluation of Portable Device for Measuring Curling and Warping in Concrete Pavementshttps://cptechcenter.org/ncc-projects/development-and-evaluation-of-portable-device-for-measuring-curling-and-warping-in-concrete-pavements/Concrete pavements, Curling, Traffic loads, Fatigue (Mechanics), Performance measurement, Pavement performance, Measurement, Quality assurance, Quality controlThe temperature and moisture variations across the depth of the Portland cement concrete (PCC) pavements result in a unique deflection behavior that has been recognized as curling and warping of the pavements since mid-1920. The repeated slab curvature changes due to curling and warping, when combined with traffic loading, can accelerate fatigue failures including top-down and bottom-up transverse, longitudinal, and corner cracking. It is of paramount importance to measure the actual magnitude of curling and warping taking place in concrete pavements in order to develop performance measures and critical threshold magnitudes as well as gain a better understanding of their relationship to diurnal and seasonal temperature/moisture changes and long-term pavement performance. Although several approaches and devices have been proposed for measuring curling and warping for in-service concrete pavements, they have certain limitations that inhibit their use for routine inspection for quality control (QC) and quality assurance (QA) of concrete pavements. The primary objective of the proposed research is to develop an economical and simple device for measuring curling and warping in concrete pavements with accuracy comparable to or better than the existing methodologies. To meet this objective, the proposed curling measurement device will be portable and easy to operate with just one person, and will provide reliable measurements. The first-generation crude prototype of the proposed device has already been developed to support our ongoing research efforts at Iowa State University (ISU), focusing on investigating the impact of curling and warping on concrete pavements. This Midwest Transportation Center (MTC) proposal focuses on development of a standardized curling and warping measurement device and test procedure for routine use by improving the first generation crude prototype through technical requirements identified from both the literature and field evaluations.Halil Ceylan, Robert F Steffes, Kasthurirangan Gopalakrishnan, Sunghwan Kim, Shuo Yang, Kailin Zhuang
7/1/2017July 2017Development and Implementation of a Moving Nondestructive Evaluation Platform for Bridge Deck Inspectionhttps://cptechcenter.org/ncc-projects/development-and-implementation-of-a-moving-nondestructive-evaluation-platform-for-bridge-deck-inspection/Bridge decks; Ground penetrating radar; Inspection; Nondestructive tests; Structural health monitoring; Test procedures; Traffic control; UltrasonicsNondestructive evaluation (NDE) technologies have the potential to inform bridge deck managers of conditions that cannot be obtained by simple visual analysis of bridge decks or from a single summary score like the National Bridge Inventory rating. NDE tests for bridge decks are usually time-consuming and labor-intensive evaluations due to the large size of structures, especially for point test methods such as impact-echo and ultrasonic tests. Automated NDE techniques using robotics have been proposed and developed in recent years.Jinying Zhu, Chungwook Sim
7/1/2017July 2017Development of a Non-Destructive Testing (NDT) Tool for in-Situ Assessment of Prestressed Componentshttps://cptechcenter.org/ncc-projects/development-of-a-non-destructive-testing-(ndt)-tool-for-in-situ-assessment-of-prestressed-components/Bridge decks; Concrete bridges; Cracking; Creep; Design load; Nondestructive tests; Service life; Shrinkage; SuperstructuresPrestressed/precast concrete girders are the most widely used superstructure system in highway bridges in Nebraska. Recently, the use of prestressed/precast concrete for deck construction have gained considerable attention of state officials to accelerate bridge construction and reduce maintenance cost. In all prestressed concrete systems, loss of prestress occurs immediately after production due to elastic shortening and during construction and operation due to shrinkage and creep of concrete and relaxation of prestressing steel, which are inevitable time-dependent phenomena. All of these effects reduce the pre-compression of the tension fibers of the concrete component and could significantly affect the component performance under service loads resulting in frequent cracking.Jinying Zhu, G Morcous
9/1/2015September 2015Development of a Numerical Simulation Tool for Continuously Reinforced Concrete Pavementshttps://cptechcenter.org/ncc-projects/development-of-a-numerical-simulation-tool-for-continuously-reinforced-concrete-pavements/Continuously reinforced concrete pavements; Finite element method; Foundations; Geometric configurations and shapes; Mechanistic-empirical pavement design; Pavement joints; Reinforcing steel; Simulation; Temperature gradients; Traffic loadsThe accurate modeling of the main features of continuously-reinforced concrete pavements (CRCP) is of primary importance in a mechanistic-empirical pavement design procedure. The use of the finite element (FE) method as a comprehensive tool for modeling the responses of rigid pavements, CRCP in particular, has been limited because of the complexity of calculations in modeling material nonlinear behaviors, which are difficult to describe mathematically and computationally. Significant amount of research has been conducted to improve the design of CRCPs under traffic, environmental, and thermal loads. To develop a reliable model that better represents the behavior of CRCP, a clear understanding of the design features that impact CRCP responses is essential. Researchers from the University of Texas at El Paso developed NYSLAB to analyze the response of comprehensively jointed concrete pavements (JCPs) under different geometric configurations, foundation models, temperature gradient profiles and traffic loads.Cesar Carrasco, Soheil Nazarian, Nancy Aguirre
1/8/2019January 2019Development of a QC/QA Process for Caltrans Automated Pavement Condition Survey Datahttps://cptechcenter.org/ncc-projects/development-of-a-qc-qa-process-for-caltrans-automated-pavement-condition-survey-data/Condition surveys; Data quality; Pavement management systems; Quality assurance; Quality controlThe California Department of Transportation (Caltrans) awarded a contractor a three-year contract to collect, analyze, and report pavement condition of the state highway system for 2018 and 2019 using automated pavement condition survey (APCS). The contract covers 12 Caltrans districts with roughly 52,000 lane miles of on-system roadways and 6,000 lane miles of off-system roadways. Before investing significant resources on statewide APCS data collection, Caltrans and the contractor initiated a pilot study. The purpose is to establish a workable process for data quality control (QC) and quality assurance (QA), making sure the data collected closely reflect the field condition. The pilot study was conducted on selected routes in Caltrans District 12.Haiping Zhou, Zhongren Wang, Robert Sherrick, Scott Mathison
6/17/2013June 2013Development of an Improved Design Procedure for Unbonded Concrete Overlayshttps://cptechcenter.org/ncc-projects/development-of-an-improved-design-procedure-for-unbonded-concrete-overlays/Composite pavements; Concrete overlays; Concrete pavements; Load transfer; Pavement design; Test sections; Traffic loadsThe primary purpose of this project is to create a unified national design guide for unbonded concrete overlays of existing concrete and composite pavements. This consists of the following distinct objectives: (1) Study and understand the field performance history of unbonded concrete overlays of existing concrete or composite pavements (UCOCP) as demonstrated by various test sections and in-service pavements. (2) Determine suitable separator layer (interlayer) materials and properties to insure long term performance of UCOCP systems. (3) Develop a design procedure for unbonded concrete overlays of existing concrete and composite pavements utilizing existing validated performance models, as well as new analytical models derived to address deficient or missing design parameters in existing methods. The design guide will be based on mechanistic-empirical principles, including the effects of various concrete overlay materials, separator layer (interlayer) types, panel thickness (4" to 10") and panel size, joint load transfer mechanisms, traffic loads, and climates (nation-wide) in which they must perform.Lev Khazanovich
9/5/2013September 2013Development of an Overlay Design Procedure for Composite Pavementshttps://cptechcenter.org/ncc-projects/development-of-an-overlay-design-procedure-for-composite-pavements/Pavement design, Composite pavements, Concrete overlays, Asphalt concrete, Thickness, Traffic loads, Falling weight deflectometers, Portland cement concrete,A majority of Ohio Department of Transportation's (ODOT's) 4-lane and interstate highways are composite pavement; with the vast majority being Portland cement concrete (PCC) pavement overlaid with asphalt concrete (AC). Each year, ODOT rehabilitates several hundred miles of existing AC/PCC pavements by additional overlay. It is important to have an effective means to evaluate the existing AC/PCC pavements and to design the overlay thickness required to carry anticipated future traffic loading. The pavement overlay thickness design procedure currently exercised by ODOT works well for both flexible and rigid pavements, but it tends to produce overly conservative designs for composite pavements. For composite pavements with relatively thick asphalt overlays, the current design procedure consistently recommends very high overlay thickness that is deemed structurally unnecessary. Research is needed to evaluate and verify the assumptions used for composite pavements in the current overlay design procedure and provide modifications as needed or to develop a new deflection based overlay design procedure for composite pavements. The proposed study investigates the possible cause(s) and finds solution(s) to address the problem within the composite overlay design procedure and to verify and validate the revised procedure through actual pavements. The goals and objectives of this project are to: (1) develop and validate a Falling Weight Deflectometer ‰ÛÜ(FWD) deflection-based overlay design procedure for composite pavements and incorporate it into the most current version of ODOT's overall design software; and (2) provide ODOT with the ability to mechanistically determine the effective thickness of the PCC slab portion of a composite pavement for use in the U.S. Army Corps of Engineers' equation for the design of unbonded concrete overlays.Liangbo Hu, Eddie Chou
12/31/2021December 2021Development of an SPS-2 Pavement Preservation Experimenthttps://cptechcenter.org/ncc-projects/development-of-an-sps-2-pavement-preservation-experiment/Experiments; Maintenance management; Pavement management systems; Pavements; Service lifeThis pooled fund effort is established to develop a second tier experiment based upon the existing SPS-2 experiment. The objective is to define the proper intervention timing and strategy selections enabling more effective infrastructure management and pavement life extension. In addition, this effort should develop tools for determining strategy selection and pavement life extension for incorporation into pavement and maintenance management systems.Mustafa Mohamedali
1/18/2017January 2017Development of Calcined Clays as Pozzolanic Additions in Portland Cement Concrete Mixtureshttps://cptechcenter.org/ncc-projects/development-of-calcined-clays-as-pozzolanic-additions-in-portland-cement-concrete-mixtures/Clay soils; Compressive strength; Diffraction; Mortar; Portland cement; Pozzolanic actionThe objectives of this research are to (1) evaluate the quality of various clay sources available in Florida in terms of their chemical and mineralogical composition and amorphous content through the use of x-ray fluorescence and x-ray diffraction techniques; (2) explore different calcination temperatures and accompanying phase transformation for various clay samples through the use of x-ray diffraction or other techniques; (3) evaluate the reactivity of calcined pozzolanic materials in combination with ordinary Portland cement through the use of mortar compressive strength.A Zayed, N Shanahan, A Sedaghat, Y Stetsko, B Lorentz
5/18/2018May 2018Development of Cost-Effective Ultra-High Performance Concrete (UHPC) for Colorado's Sustainable Infrastructurehttps://cptechcenter.org/ncc-projects/development-of-cost-effective-ultra-high-performance-concrete-(uhpc)-for-colorado?s-sustainable-infrastructure/Admixtures; Bridge construction; Compressive strength; Cost effectiveness; Infrastructure; Silica; Sustainable development; Ultra high performance concreteThis report presents the development of ultra-high performance concrete (UHPC) using locally available materials that reduce construction costs compared with commercial products. With the aim of achieving a specified compressive strength of 20 ksi, a UHPC mixture is formulated. The implications of various constituent types are examined with an emphasis on silica compounds (silica fume, silica powder, silica sand, finer silica sand, pyrogenic silica, and precipitated silica), including steel and polypropylene fibers. Bond tests are conducted to evaluate the development length of the UHPC. Cost analysis shows that the prototype UHPC is up to 74% less expensive than commercial products.Yail Jimmy Kim
1/1/2016January 2016Development of Cost-Effective VARTM Technology for Repair and Hardening - Design Method and Specification for ALDOT Contractorhttps://cptechcenter.org/ncc-projects/development-of-cost-effective-vartm-technology-for-repair-and-hardening---design-method-and-specification-for-aldot-contractor/maintenance; bridges; VARTM; aging infrastructureThe objectives of this project are to complete critical follow-on tasks to pioneer the new & promising Vaccum-Assisted Resin Transfusion Method (VARTM) technology to address the issue of low cost repair & strengthening of bridge structures, and to develop design guidelines & specifications of the VARTM method for flexural & shear strengthening of the bridge girder.Nasim Uddin, Uday Vaidya, Luis Ramos
1/1/2016January 2016Development of Guidelines for High-Volume Recycled Materials for Sustainable Concrete Pavementhttps://cptechcenter.org/ncc-projects/development-of-guidelines-for-high-volume-recycled-materials-for-sustainable-concrete-pavement/Aggregates; Cement; Concrete pavements; Durability; Fly ash; Glass; Guidelines; Load tests; Materials selection; Mechanical properties; Optimization; Pavement performance; Powders; Recycled materials; Service life; Slag; Sustainable developmentConcrete production uses a considerable amount of non-renewable natural resources and generates a significant amount of greenhouse gases. To obtain a more sustainable solution requires examining the two main components of concrete ‰ÛÒ aggregates and cement. Recycling concrete as aggregate for new concrete reduces construction waste, diverts material from already over-burdened landfills, and lowers demand for virgin aggregate. Using supplementary cementitious materials ‰ÛÒ such as fly ash, blast furnace slag, and glass powder ‰ÛÒ also diverts material from landfills and reduces the carbon footprint of concrete. However, no studies have examined impact on service life or performance when combining high volumes of recycled concrete aggregate and supplementary cementitious materials in concrete. The main objective of this study is to produce guidance for concrete in conventional pavement construction, incorporating at least 50% recycled materials (both recycled concrete aggregate and supplementary cementitious materials) without compromising performance or service life. The study will characterize virgin and recycled aggregate sources; optimize the aggregate skeleton, binder composition, and concrete mixtures; evaluate fresh and hardened mechanical properties; evaluate durability; construct, instrument, monitor, and load test full-scale pavement test sections; perform forensic studies of existing concrete pavements in Oklahoma; and develop guidelines for material selection and mixture optimization.(Contract not yet awarded)
7/17/2017July 2017Development of High Performance Rapid Patching Materials for Pavement Repairhttps://cptechcenter.org/ncc-projects/development-of-high-performance-rapid-patching-materials-for-pavement-repair/Alkali silica reactions; Asphalt mixtures; Cracking; Deterioration; Freeze thaw durability; Patching; Pavement distressConcrete pavement distresses resulting from freeze/thaw (F/T) deterioration, alkali-silica reaction (ASR), and chemical attacks may cause different forms of deterioration, including scaling, cracking, breaking, chipping, and fraying. Concrete pavements exhibiting severe distresses such as transverse cracks, shattered slabs, and corner breaks require patching are commonly observed in concrete pavement in Nebraska. Due to the opening requirement of the pavement to traffic after the placing of repair concrete, it is essential to achieve high early strength. To ensure high early strength, the current patching mix (i.e., PR in the Nebraska Department of Roads [NDOR] specification 1002.02) requires a minimum cement content of 752 or 799pcy for PR1 and PR3 mixes respectively. Besides the high associated cost, the high cement content tends to result in a less stable mix with a high drying shrinkage, high autogenous shrinkage, high heat of hydration and cracking potential. The mixes also exclude the use of fly ash, which makes it vulnerable to various deteriorations, particularly ASR. In order to reduce the material cost and premature failures of pavement repair, patching materials that develops early strength and is durable is needed. This study is to improve the current rapid patching materials. The research team will particularly focus on mix design in terms of aggregate gradation, cement type and content, water-to-cement ratio (w/c), and incorporation of proper chemical admixtures to achieve sufficient early-age strength that is comparable to the current NDOR PR mixes, yet more durable and resist to deteriorations such as ASR.Jiong Hu, Yong-Rak Kim
9/14/2018September 2018Development of Improved Guidelines and Designs for Thin Whitetopping: Construction and Initial Environmental Response of Full-Scale BCOA Sectionshttps://cptechcenter.org/ncc-projects/development-of-improved-guidelines-and-designs-for-thin-whitetopping:-construction-and-initial-environmental-response-of-full-scale-bcoa-sections/Asphalt concrete; Asphalt pavements; Asphalt rubber; Concrete overlays; Data collection; High strength concrete; Materials tests; Mix design; Pavement maintenance; WhitetoppingThin bonded concrete overlay of asphalt (BCOA) is a rehabilitation alternative consisting of a 100 to 175 mm (0.33 to 0.58 ft) thick portland cement concrete (PCC) overlay of an existing flexible or composite pavement. Fifteen BCOA sections were built at the Davis facilities of the University of California Pavement Research Center in February 2016. Eleven of these full-scale sections were tested under accelerated loading, while four of them were used for monitoring the response of BCOA to the ambient environment and cement hydration. This full-scale experiment is part of a research project whose primary goal is to develop recommendations and guidance on the use of thin BCOA as a rehabilitation alternative in California. The design and construction of these sections is presented in this report, together with results from the quality control/quality assurance testing that was conducted. This testing was focused on the four early high-strength mixes that were used in the construction. The concrete mixes included Type II/V and Type III portland cements and calcium sulfoaluminate cement, and they were designed to provide 2.8 MPa (400 psi) flexural strength after either 4 or 10 hours. Concrete overlays were built either on top of old asphalt pavements that had been tested for another research project or on top of a new gap-graded rubberized hot mix asphalt (RHMA-G) layer. Three slab sizes were built: 1.8x1.8 m (6x6 ft), 2.4x2.4 m (8x8 ft), and 3.6x3.6 m (12x12 ft). This report also describes the instrumentation of the sections and evaluates the engineering reasonableness of the initial data collected by the sensors up to August 2016. There are no recommendations presented in this report. Recommendations regarding implementation of BCOA will be included in the final report of this project.Angel Mateos, John Harvey, Fabian Paniagua, Julio Paniagua, Rongzong Wu
10/1/2014October 2014Development of Mixture Designs for Pumpable Concrete for Extreme Weatherhttps://cptechcenter.org/ncc-projects/development-of-mixture-designs-for-pumpable-concrete-for-extreme-weather.--/Admixtures; Concrete structures; Durability; Greenhouse gases; Mix design; Pumped concrete; Service life; Shrinkage; State departments of transportation; Temperature; Weather conditionsWith the recent budget crisis, U.S. Departments of Transportation (US DOTs) are trying to extend their construction funds while still providing long lasting and durable infrastructure. This is especially challenging in locations where there is extreme weather, as infrastructure is often replaced more frequently. In concrete structures, cement is the most expensive ingredient and the largest contributor to the carbon footprint. It can also lead to increased cracking through shrinkage.The initial cost and long term performance of concrete would benefit from the reduction of cement in concrete mixtures. One area where states have begun to economize their construction materials is in the use of "optimized graded concrete". These concrete mixtures are designed to use less cement, and use proportionately more aggregate with a more controlled distribution of aggregate sizes. This aggregate control allows a concrete mixture to have increased workability and strength. However, research has shown that historic design techniques for optimized graded concrete do not work for all aggregate sources and that current DOT specifications are inadequate and do not ensure the benefits of optimized graded concrete. Another study has aimed to improve optimized graded concrete specifications for slip formed paving concrete. This research will extend the study to a larger number of materials and focus on the performance of these materials in extreme environments, specifically freezing environments. To provide freeze thaw durability to concrete, microscopic bubbles are added with specialized admixtures during the mixing process. These bubbles provide places for freezing water to escape once the concrete has hardened. During pumping it has been widely documented that the pressure cycles cause the bubbles to implode and then reform when the pressure is removed. Past research has shown that this process can coarsen the air void system in fresh concrete and ultimately threaten the freeze thaw durability of the concrete. This study will seek to better understand this process and ensure that frost durable concrete can be achieved. Implementation will allow immediate changes to be made to the optimized graded concrete specifications for structural concrete.Tyler Ley
4/1/2016April 2016Development of Non-Proprietary Ultra High Performance Concrete https://cptechcenter.org/ncc-projects/development-of-non-proprietary-ultra-high-performance-concrete /Ultras High Performance Concrete OverlaysUltra High Performance Concrete (UHPC) has mechanical and durability properties that far exceed those of conventional concrete. Specifically, UHPC has compressive and post-cracking tensile strengths of around 20 ksi and 0.72 ksi, respectively. Thus, elements made with UHPC are thinner/lighter than elements made with conventional concrete. The enhanced durability properties of UHPC also allow for longer service lives and decreased maintenance costs. However, using UHPC in conventional concrete applications has been cost prohibitive, with commercially available/proprietary mixes costing over 20 times more than conventional concrete mixes.The overall objective of this research was to develop and characterize economical non-proprietary UHPC mixes made with materials readily available in Montana. This objective was achieved by first identifying and obtaining suitable, economical materials to be used in UHPC. Specifically, the materials identified and used in this research were Type I/II portland cement, class F fly ash, fine masonry sand, silica fume, and high-range water reducer. UHPC mixes were then developed, characterized, and optimized by using a statistical experimental design procedure (response surface methodology). An optimal mix that provided desired workability and strength was selected for further evaluation through a suite of mechanical and durability tests. The mixes developed as part of this research obtained compressive strengths of approximately 20 ksi with flows of 8-11 inches. The mechanical properties tested in this research were compressive and tensile strength, elastic modulus, and shrinkage. Durability tests included alkali-silica reactivity, absorption, abrasion, chloride permeability, freeze thaw resistance, and scaling.Michael Berry, Richard Snidarich, Camylle Wood
4/30/2019April 2019Development of Performance Curves for Whitetopping in Minnesotahttps://cptechcenter.org/ncc-projects/development-of-performance-curves-for-whitetopping-in-minnesota/Asphalt pavements; Condition surveys; Mathematical prediction; Pavement maintenance; Pavement management systems; Pavement performance; Performance measurement; Rehabilitation (Maintenance); WhitetoppingWhitetoppings, now commonly referred to as bonded concrete overlays on asphalt (BCOA), are growing in popularity as an option for rehabilitating existing asphalt pavements. It was the objective of this study to develop predictive performance models, based on measured performance of existing whitetopping projects in Minnesota, which will eventually be adopted into MnDOT’s pavement management project selection process. In this project, 26 whitetopping projects in service throughout Minnesota were examined to determine their historical performance to date. Each of the projects were visited periodically from 2015 to 2018 to gather supplemental performance data. Based on this and other historical data, performance curves were developed to highlight the current trends in Minnesota whitetopping performance in terms of MnDOT pavement index parameters. An analysis of the effect of specific design parameters on performance was also carried out. Finally, two predictive performance models, based on only International Roughness Index (IRI), were developed for undoweled whitetoppings in Minnesota.Thomas Burnham, Bernard Izevbekhai, Joseph Gallagher, Santiago Huerta
12/7/2017December 2017Development of Possible Solutions to Eliminate or Reduce Deck Cracking on Skewed Bridges Built by Using the Accelerated Bridge Construction Methodhttps://cptechcenter.org/ncc-projects/development-of-possible-solutions-to-eliminate-or-reduce-deck-cracking-on-skewed-bridges-built-by-using-the-accelerated-bridge-construction-method/Bridge construction; Bridge decks; Cast in place concrete; Cracking; Reinforced concrete bridges; Skew bridgesThe primary objective of this research is to alleviate and/or prevent cracks developed in cast-in-place reinforced concrete bridge decks.Mi Chorzepa
2/1/2019February 2019Development of Predictive Performance Models and Calibration of Mechanistic Empirical Design Method for Optimized Transportation Infrastructure Management, Considering Life-Cycle Costs and Environmental Impactshttps://cptechcenter.org/ncc-projects/development-of-predictive-performance-models-and-calibration-of-mechanistic-empirical-design-method-for-optimized-transportation-infrastructure-management,-considering-life-cycle-costs-and-environmental-impacts/Calibration;ÿData analysis;ÿEnvironmental impacts; ÿInfrastructure;ÿLife cycle costing; ÿMathematical models;ÿ Mathematical prediction;ÿMechanistic-empirical pavement design;ÿOptimization; Pavement cracking; ÿPavement management systems; ÿPavement performance;ÿRigid pavementsThe United States spends $150 billion per year to maintain its vast transportation network of 4.11-million lane-miles of roads. Vehicles that drive along these roads consume 213 billion gallons of fuel per year. Due to such staggering financial and environmental costs, it is important for transportation planners to optimize current infrastructure. In California, pavement maintenance is extremely costly. Effective pavement management systems take into account cracking and roughness. The quality of these features directly impacts vehicle fuel consumption. This research has two main objectives: (1) Developing predictive performance models needed for optimized network level management of rigid transportation infrastructure. These performance models are developed by conducting big data analysis of field data collected from Caltrans Pavement Management System. (2) Calibrating Mechanistic-Empirical Design Guide for rigid pavements in California and developing models for longitudinal cracking specific to California and few other states.Ashkan Saboori, John Harvey
1/1/2016January 2016Development of Proper Overlay Type and Designs for PCC Pavementhttps://cptechcenter.org/ncc-projects/development-of-proper-overlay-type-and-designs-for-pcc-pavement/Continuously reinforced concrete pavements; Guidelines; Overlays (Pavements); Portland cement concrete; Rehabilitation (Maintenance); Reinforced concreteCurrently, guidelines on portland cement concrete (PCC) pavement overlay on PCC pavement are more focused on overlay slab thickness determination for mostly jointed concrete pavement (CPCD), but do not provide clear directions on (1) whether existing PCC pavement is a good candidate for concrete overlay, or (2) if it is, which overlay type-bonded concrete overlay (BCO) or unbonded concrete overlay (UBCO)-is appropriate. This deficiency in currently available guidelines is primarily due to insufficient information on the structural responses and performance of PCC overlays built on PCC pavements at various structural conditions. Very few existing design guidelines address continually reinforced concrete pavement (CRCP) overlays because other states have not built CRCP as much as Texas has. As of 2014, Texas Department of Transportation (TxDOT) manages a total of 17,300 lane miles of PCC pavement, which represents an important asset to TxDOT. As PCC pavements in Texas built in the 1960s through 1980s have already exceeded or are approaching the end of their design lives, many of these projects will require rehabilitations in one form or another. This is especially true for the projects built prior to 1986, when TxDOT changed the pavement design period from 20 to 30 years. Those projects built or designed prior to 1986 have a deficiency in slab thickness from today‰Ûªs truck traffic volumes. Sound guidelines are needed for the selection of an optimum overlay type, especially for CRCP overlays, which could extend the performance period of structurally deficient PCC pavements in Texas at a reasonable cost.Moon Won
5/15/2014May 2014Development of Rapid PCC Pavement Repair Materials and Construction Techniqueshttps://cptechcenter.org/ncc-projects/development-of-rapid-pcc-pavement-repair-materials-and-construction-techniques.--/Concrete pavements; Cracking; Heat of hydration; Lightweight aggregates; Portland cement concrete; Rheological properties; Self compacting concrete; Shrinkage; Water cement ratioThe proposed project will investigate cost-effective, rapid pavement repair techniques that can reduce cost and duration. Two types of concrete materials are proposed to be investigated in this project, including adaptive rheology concrete, and crack-free early strength concrete for rapid pavement repair. Reducing the construction duration and enhancing early age and long term performance, is the key solution for decreasing both the direct and indirect costs. The first focus of this research is rapid full-depth repair (FDR) using crack-free early strength concrete. Portland cement concrete pavements (PCCP) exhibiting severe distress such as transverse cracks and shattered slabs and corner breaks require FDR. The distress are caused by inadequate slab length and deficient slab thickness (design issues), concrete with high coefficient of thermal expansion or modulus (materials issues), or non-uniform or insufficient base support (construction issues). The full-depth repair involves removing damaged area of the slab and placing full-depth pavement with tie bar in longitudinal joints and dowel bar in transverse joints. Due to the opening requirement of the pavement to traffic in few days after placing repair concrete, it is essential to achieve high early strength in repair concrete. To promote early age strength and setting, low water to cementitious materials ratio (w/cm) with high content of type III cement are common in rapid repair. Drying shrinkage, autogeneous shrinkage, and high heat of hydration are observed in the repair materials. The gradients of shrinkage and temperature though the thickness of repair concrete with the restraints of surrounding old concrete pavement can cause premature cracking at the surface (Shin 2000). Conventional curing methods using curing compounds and cover are not sufficient to prevent the cracking in repaired pavement. In this research, several methods will be considered to minimize stresses caused by shrinkage and temperature changes. Internal curing can reduce substantial autogeneous shrinkage at early age and increase long term compressive strength in high-performance blended cement mortars (Bentz 2007). Internal curing using the light weight aggregate (LWA), recycled concrete aggregate (RCA), expanded slate (shale), and superabsorbent polymer will be investigated. The effects of absorption and deception capacity of the aggregate with the size of materials will be investigated. Using synthetic fiber and SRA of repair concrete is the next method to consider. The research findings in the first approach on the SCC will be considered to enhance compaction of repair concrete at the bottom and side of the repairing area. The second approach is to develop flowable concrete with adaptive rheological properties to be used repair patching. The main problems associated to repair work are bonding between the repair material and the substrate and differences in shrinkage or thermal changes, leading to cracks and preferential paths for water intrusion. Based on the above methodology, the use of SRAs, expansive agents and fibers in SCC can be investigated. The advantage of the expansive agents is that shrinkage is fully compensated, while the flowability of SCC result in a better bonding with the substrate, as no air gets entrapped between the two layers. The absence of consolidation can further enhance the bonding between the substrate and the repair material. Due to vibration, water is drawn near the interface, creating a weaker bond, similar to the interface transition zone (ITZ) for coarse aggregates in concrete. Due to the increasing amount of paste and the cementitious materials content in SCC mixtures, shrinkage and cracking potential will be an issue compared to the conventional concrete mixtures (Lomboy et al. 2011). It is required to focus on optimization of mix design in terms of the paste content, Portland cement content, w/cm, and incorporation of proper types and amounts of shrinkage reducing admixtures (SRAs) and fibers to decrease the shrinkage and control the cracking potential in hardened concrete. The cost-effectiveness will be achieved by optimizing the SCC mix design. One key component in this optimization procedure is the granular skeleton formed by the aggregates. Cost-effective SCC requires an appropriate aggregate grain size distribution to minimize paste content. With this appropriate grain size distribution, the cost of the concrete can be reduced, as well as the shrinkage potential. Based on developed theories on particle packing in concrete, optimized grain size distributions can be created with locally available materials.Hak-Chul (Alex) Shin
9/1/2017September 2017Development of Rational CPCD Pavement Design Procedureshttps://cptechcenter.org/ncc-projects/development-of-rational-cpcd-pavement-design-procedures/Pavement designThe usage of CPCD (Concrete Pavement Contraction Design) has been quite limited in Texas since the TxDOT policy of utilizing CRCP was enacted in 2010. That policy was based on rather poor performance of CPCD built on poor slab support and/or without dowels. The new requirement of CoTE of concrete for CRCP will undoubtedly increase the use of CPCD in Texas. The current TxDOT pavement design method for CPCD is based on the method in the AASHTO 93 Pavement Design Guide, which was developed from the findings in the AASHO Road Test. However, the pavement structures evaluated in the AASHO Road Test are quite different from those currently in use in Texas. Accordingly, the distress types and their mechanisms observed in the AASHO Road Test are quite different from those observed in Texas, which implies that the current TxDOT pavement design method for CPCD may not be the most accurate and efficient one to be used in Texas. An improved CPCD design procedure is needed that accurately reflects the pavement behavior and performance in Texas. An improved procedure will result in more realistic and optimized pavement structures. This design procedure could be used for the development of catalog design, if TxDOT deems desirable.Moon Won
3/1/2013March 2013Development of Specifications for Engineered Cementitious Composites (ECC) for Use in Bridge Deck Overlayshttps://cptechcenter.org/ncc-projects/development-of-specifications-for-engineered-cementitious-composites-(ecc)-for-use-in-bridge-deck-overlays/ECCThis research will investigate multiple sources for making ECC, examine the material properties and then investigate its production and performance on a large scale. Further, specifications for designing, producing, placing, and finishing ECC material for bridge deck overlay in Nevada will be developed.Elie Y Hajj, David H Sanders, Nicholas D Weitzel
9/23/2016September 2016Development of Specifications for High-Performance Fiber Concrete for Nevada (NDOT 366-16-803)https://cptechcenter.org/ncc-projects/development-of-specifications-for-high-performance-fiber-concrete-for-nevada-(ndot-366-16-803)/Bridge decks; Bridge design; Economic efficiency; Fiber reinforced concrete; High performance concrete; SpecificationsBridge decks are the weakest link among the various bridge components, lasting approximately 30 years. According to the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) specifications, a bridge deck should be expected to last for 75 years. Bridge decks are exposed to excessive traffic and chloride elements. The chloride elements can seep through cracks within the bridge decks, causing corrosion in the steel. High durability concrete has been used to improve the serviceability of structures.Jiong Hu
12/4/2013December 2013Development of Standard Operating Procedure for Analysis of Ammonia Concentrations in Coal Fly Ashhttps://cptechcenter.org/ncc-projects/development-of-standard-operating-procedure-for-analysis-of-ammonia-concentrations-in-coal-fly-ash/Fly ash, Ammonia, Laboratory tests, Standard operating procedures, Field tests, Evaluation and assessment, State of the practice, FloridaThe objectives of this project include conducting a detailed assessment of the current practices used for ammonia analysis in coal fly ash, necessary side-by-side laboratory testing of AFA samples using current methodologies, examining new analytical procedures, developing a draft standard operating procedure, conducting field tests of the standard operating procedure in cooperation with likely end-users, and finalizing the standard operating procedure based on the stakeholder and Florida Department of Transportation (FDOT) feedback.Timothy Townsend, John Schert, Tim Vinson
4/1/2013April 2013Documentation of INDOT's Experience with the Construction of Bridge Decks Containing Internal Curing in 2013https://cptechcenter.org/ncc-projects/documentation-of-the-construction-of-indot's-experience-with-the-bridge-deck's-containing-internal-curing-in-2013/Bridge construction; Bridge decksThis project outlines work to document the construction of four internally cured bridge decks during the summer of 2013. The project will include documentation, measurement of fresh concrete properties, collection of samples for long-term testing including diffusion samples as well as one series of frames to measure cracking.Timothy J Barrett, Albert E Miller, W Jason Weiss
4/28/2017April 2017Durability Analysis of Recycled Asphalt Pavement as Partial Coarse Aggregate Replacement in a High-Strength Concrete Mixturehttps://cptechcenter.org/ncc-projects/durability-analysis-of-recycled-asphalt-pavement-as-partial-coarse-aggregate-replacement-in-a-high-strength-concrete-mixture/Admixtures; Coarse aggregates; Durability tests; Freeze thaw durability; High strength concrete; Permeability; Reclaimed asphalt pavements; Recycled materials; Thermal expansionThe strength reduction associated with the replacement of the virgin coarse aggregate in concrete with recycled asphalt pavement (RAP) limits the use of the RAP concrete to nonstructural applications. Recent research has suggested that RAP concrete might retain sufficient strength for structural applications if high-strength concrete mixture designs were used. Before these high-strength RAP concrete mixtures can be used in transportation infrastructure applications, their durability must be proven. This study evaluated the chloride permeability, the freeze-thaw durability, and the coefficient of thermal expansion of high-strength RAP concrete mixtures. The results indicated that the chloride permeability of the high-strength concrete, as measured by the surface resistivity, was unaffected by the replacement of up to 50% of virgin coarse aggregate with RAP. Furthermore, the freeze-thaw durability of high-strength RAP concrete was improved over high-strength concrete with 100% virgin coarse aggregate. The optimal RAP fraction in terms of the freeze/thaw durability was 35% by mass. Finally, the coefficient of thermal expansion was minimally affected by the replacement of up to 50% of virgin coarse aggregate with RAP. On the basis of these results, the durability of high-strength concrete with RAP coarse aggregate was deemed sufficient for transportation infrastructure applications.R J Thomas, Andrew J Fellows; Andrew D Sorensen
5/8/2018May 2018Durability Evaluation of Ternary Mix Designs for Extremely Aggressive Exposures Phase IIhttps://cptechcenter.org/ncc-projects/durability-evaluation-of-ternary-mix-designs-for-extremely-aggressive-exposures-phase-ii/Admixtures; Chlorides; Corrosion; Degradation failures; Durability; Electrical resistivity; Mix design; Permeability; Reinforcing steel; SulfatesConcrete mixtures can be very durable even in very aggressive environments. Concrete permeability is one of the main factors that governs reinforced concrete durability when exposed to chloride or sulfate ions. This project seeks to determine the correlation between the concrete mixture proportions for ternary blends and surface resistivity. Correlations between the concrete mixture proportions and alternate concrete transport property indexes including the formation factor will be determined. Finally, the relationship between surface resistivity results of concrete ternary blends and concrete durability performance for areas of degradation concern in the Florida environment include reinforcing steel corrosion caused by chloride ingress and sulfate attack durability.Kyle Riding
8/8/2018August 2018Durability of Cementitious Systems Incorporating Calcined Low-Grade Kaolin Clayshttps://cptechcenter.org/ncc-projects/durability-of-cementitious-systems-incorporating-calcined-low-grade-kaolin-clays/Cement; Chemical properties; Durability; Kaolin; Physical properties; Service life;The project aims to (1) Investigate the effects of the chemical and physical characteristics, and of the replacement levels of calcined low-grade kaolin on strength evolution in cementitious systems, (2) Establish the impact of low-grade kaolin characteristics and substitution levels on the durability of cementitious systems exposed to aggressive conditions during service life.Abla Zayed
1/1/2014January 2014Durability, Ductility, and Bond Strength of Portland Cement Concrete with Recycled Asphalt Pavement as Partial Replacement for Coarse Aggregatehttps://cptechcenter.org/ncc-projects/durability,-ductility,-and-bond-strength-of-portland-cement-concrete-with-recycled-asphalt-pavement-as-partial-replacement-for-coarse-aggregate/Recycled materials, Coarse aggregates, Portland cement concrete, Asphalt mixtures, Admixtures, Durability tests, Ductility,This research project has three main objectives. First, to determine the durability of the recycled asphalt pavement (RAP) mixture and compare the results to those obtained for normal concrete mixes. Second, to determine the ductility of the RAP mixture and compare the results to those obtained for normal concrete mixes. Third, to determine the bond strength between the RAP mixture and reinforcing steel and compare the results to those obtained for normal concrete mixes.Andrew Sorensen
8/1/2017August 2017Durable and Sustainable Concrete through Performance Engineered Concrete Mixtureshttps://cptechcenter.org/ncc-projects/durable-and-sustainable-concrete-through-performance-engineered-concrete-mixtures/Admixtures; Compressive strength; Concrete pavements; Durability; Highway maintenance; Infrastructure; Limestone; Mix design; Quality assurance; Quality control; Sustainable developmentAs funds to construct, maintain, and preserve today's highway infrastructure become increasingly stretched, it is imperative that the criteria for selection of concrete mixtures and acceptance of placed concrete reliably ensure durability. The long service life expectations of pavements, bridges, and other components are often difficult to meet by using typical tests for specification and acceptance, which center around three criteria: slump, air content, and compressive strength. These three criteria are only loosely related to deterioration phenomena and so do not always ensure satisfactory field performance. Consistent with the focus of Moving Ahead for Progress in the 21st Century Act (MAP-21) legislation on performance, there is a desire by Federal Highway Administration (FHWA), public agencies, and industry to move towards performance-engineered construction materials.Tara Cavalline
9/15/2016September 2016Durable High Early Strength Concretehttps://cptechcenter.org/ncc-projects/durable-high-early-strength-concrete/Concrete bridges; Concrete pavements; High strength concrete; Mix design; Service lifeThe objective of this research project is to develop high early strength concrete mixture criteria or designs that can do the following: (1) satisfy current Kansas Department of Transportation (KDOT) minimum strengths for opening to traffic in 4 to 24 hours; and (2) provide a 20-year pavement or 50-year bridge service life.Christopher Jones
8/1/2011August 2011Early Detection of Joint Distress in Portland Cement Concrete Pavementshttps://cptechcenter.org/ncc-projects/early-detection-of-joint-distress-in-portland-cement-concrete-pavements/Concrete pavements; Deterioration; Electrical resistivity; Ground penetrating radar; Moisture content; Pavement distress; Pavement joints; Portland cement concreteINDOT (as well as several surrounding states) have observed that certain concrete pavements may show a susceptibility to joint deterioration. Unfortunately, by the time that this joint deterioration is observed it is often too late and costly partial depth repairs are needed. The deterioration is generally occurring in the joint behind the backer rod and joint sealant; as such, it is difficult to detect even if one is standing directly above the joint. This project investigated the use of electrical resistivity and ground penetrating radar as two techniques to detect premature joint deterioration. The thought process was that if the joint deterioration is determined at an early stage, low cost corrective actions can be taken to extend the life of the concrete.Dwayne Harris, Yaghoob Farnam, Robert Spragg, Paul Imbrock, W Jason Weiss
7/1/2018July 2018Early Detection of Near-Surface Void Defects in Concrete Pavement Using Drone-based Thermography and GPR Methodshttps://cptechcenter.org/ncc-projects/early-detection-of-near-surface-void-defects-in-concrete-pavement-using-drone-based-thermography-and-gpr-methods/Air voids; Concrete curing; Concrete pavements; Drones; Flaw detection; Ground penetrating radar; Nondestructive tests; Quality control; ThermographsNear-surface (i.e., less than 4 in deep) voids that are 1/2” or larger in diameter (in both horizontal and vertical directions) is a common consolidation issue during the construction of concrete pavements. This issue was observed by Nebraska Department of Transportation (NDOT) in concrete pavements constructed by different contractors, on different roads (highways and local roads), and with different thicknesses (9-14 in). These voids can be caused by improper vibration, overly dry mix, and/or long wait time between concrete batches (Legg 1974). These large voids or concentrations of smaller voids can be detrimental to the durability and/or strength of the pavements (Freeman and Zollinger 2008). Being able to detect these voids at an early stage will enable NDOT to direct timely correction orders during the construction process. As a result, costlier repair and maintenance actions can be avoided. Non-destructive testing (NDT) methods, including ground penetrating radar (GPR) and Thermography have been used in detecting concrete defects for a long time, including the detection of pavement delamination, deterioration, spalling and pumping issues (Sebest and Scullion 2005; Morcous and Sekpe 2010) with varying levels of success. However, very few reports were found on using these two NDT approaches to detect defects during the hydration time due to many constraints and challenges, including weak compression strength during the early hydration process for heavy inspection vehicles or equipment. The primary project goal is to develop a reliable and efficient early detection tool for near-surface voids and to enhance NDOT’s capacity of quality control during concrete pavement construction. More specifically, early detection means during the curing stage, 2 to 72 hours after the concrete pavement is casted in place. This will give NDOT field personnel sufficient time to request corrections before the contractors complete the job.E Erdogmus, G Morcous, Zhigang Shen
9/30/2013September 2013Early-Age Fiber-Reinforced Concrete Properties for Overlayshttps://cptechcenter.org/ncc-projects/early-age-fiber-reinforced-concrete-properties-for-overlays/Asphalt concrete pavements; Concrete overlays; Cracking of asphalt concrete pavements; Fatigue limit; Fiber reinforced concrete; Finite element method; Pavement joints; Rehabilitation (Maintenance)A common pavement rehabilitation technique for rutted or cracked hot - mixed asphalt concrete roadways is to mill the surface and then overlay with up to 6 inch es of a portland cement concrete (PCC) layer. More recent advancements in research has proven that a feasible top wearing surface can be made at this 2 inch (50 mm) thin layer if it is comprised of f iber reinforced c oncrete (FRC). FRC has increasingly being used in UTW overlays since it has been proven through experimental lab and field testing improve the fatigue life and reduce deflections of jointed concrete overlay slabs. Cracking and debonding of the overlay structure can initiate as a result of drying shrinkage, and temperature shrinkage, slab settlements, or external load. Temperature - induced curling and cracking has been researched many times and is currently recognized as one of the major failure mechanisms in concrete pavements. Slabs are designed to have joints cut at spacing sizes proportional to the thickness. These jo ints are cut in order to provide a specific location for thermal and humidity - induced cracking while also keeping net curling lift - off deflections to a minimum. It has experimentally been verified that with FRC overlays and pavements, not every joint crack s upon the first thermal cycle. Yet the few joints that do crack at early ages produce the lowest load transfer efficiency and widest crack widths at later ages. There are no known publications or research performed which has studied why or how the addition of fiber - reinforcement in a thin concrete overlay affects the joint cracking and slab curling. A full - scale test pavement of a 50 mm thick FRC overlay was constructed in July 2009, which has been subjected only to environmental loading since then.. This is a unique pavement section as well because it has no mid - panel slab cracking except in pre - placed constructed debonding zones. The cracking of joints was monitored at early ages between 3 and 20 days as well as climatic temperature data of the air and in 4 depths within the pavement structure. Existing temperature and joint opening models overpredict the actual crack widths measured from the field. The proposed research will attempt to improve prediction of crack width for thermally - loaded FRC pavements. The early - age properties of FRC as measured in this research will be utilized in a co hesive zone finite element analysis of the same The main objective of this research is to perform experimental tests to determine the hardened properties of fiber- reinforced concrete as they change with time at early-ages. These properties and their function with time can be implemented into finite element modeling to improve overlay prediction at early ages.Amanda Bordelon, Min Ook Kim
6/28/2019June 2019Economic Resilience and Long-Term Highway/Transportation Infrastructure Investmenthttps://cptechcenter.org/ncc-projects/economic-resilience-and-long-term-highway-transportation-infrastructure-investment/Decision making; Economic factors; Highways; Infrastructure; Investments; Policy; Risk assessment; Social factors; Sustainable transportationThe concept of strategic planning for transportation infrastructure investment has been expanding to include a response to issues of sustainability and resilience.  Although the question of resilience from impacts resulting from large-scale disruptions such as natural disasters or economic changes has seen a growing library of research and documentation, major questions remain about how to incorporate these concepts into a transportation plan with sufficient analytical backup presented and in a format easily understood by decision-makers.  The increasing competition for funds in a context of decreasing resources renders investment decisions even more critical.  From the perspective of transportation systems in general and highway components in particular, this is a concern that is escalating in importance as questions of effective infrastructure investment strategies proliferate with consequent effects to a state’s or region’s economy. The process of analyzing conflicting demands on long-term strategic investment planning must address three fundamental areas: the economic, social, and environmental values or objectives of a state or region or locality.Sarah Weilant, Aaron Strong, Benjamin Miller
5/15/2014May 2014Economical and Crack-Free High Performance Concrete with Adapted Rheologyhttps://cptechcenter.org/ncc-projects/economical-and-crack-free-high-performance-concrete-with-adapted-rheology/Crack-free; Early-age cracking; Eco-Crete; Packing density;Shrinkage mitigating Strategies, Supplementary cementitious materials; Structural performance; Life cycle assessmentThe main objective of this study is to develop, characterize, and validate the performance of a new class of environmentally friendly, economical, and crack-free high-performance concrete referred to as Eco and crack-free HPC that is proportioned with high content of recycle materials. Two classes of Eco-HPC are designed for: (I) pavement (Eco-Pave-Crete); and (II) bridge infrastructure (Eco-Bridge-Crete). Eco-HPC mixtures were designed to have relatively low binder content up to 350 kg/m3 and develop high resistance to shrinkage and superior durability.Kamal H Khayat, Iman Mehdipour, Hani Nassif, Zeeshan Ghanchi, Chaekuk Na, Kaan Ozbay, Jeffery S Volz
11/1/2016November 2016Effect of Clay Content on Alkali-Carbonate Reactive (ACR) Dolomitic Limestonehttps://cptechcenter.org/ncc-projects/effect-of-clay-content-on-alkali-carbonate-reactive-(acr)-dolomitic-limestone/Alkali silica reactions; Clay; Deterioration; Dolomite; Expansion; Limestone; MaterialsThe objective of this research will be to investigate the hypothesis that clay content plays an overarching role in alkali-carbonate reactive (ACR) expansion and deterioration. This study will determine the effect of clay content on alkali-carbonate reactive dolomitic limestone listed in the Louisiana's Department of Transportation and Development (LADOTD‰'s) Approved Materials List (AML).Amar Raghavendra
5/25/2017May 2017Effect of Coarse Aggregate Type on Chloride Ion Penetration in Concretehttps://cptechcenter.org/ncc-projects/effect-of-coarse-aggregate-type-on-chloride-ion-penetration-in-concrete/Bridge decks; Chloride content; Chlorides; Coarse aggregates; Ions; Rapid Chloride Penetration Test; Bridges and other structures; Highways; Materials; Pavements;Long-term durability and sustainability of crucial infrastructure systems such as bridges and pavements are of utmost importance for the economic health of any society. Understanding factors that affect long-term deterioration of reinforced concrete structures can help enhance durability and sustainability of these systems. This paper investigates the effect of the type of coarse aggregate used in concrete on chloride ions penetrability. Twelve coarse aggregate types of different geologic formations (sedimentary, igneous, and metamorphic) were used to prepare fresh concrete in which silica fume and class C fly ash were used. All mix parameters including gradation and volumes of different aggregates were held constant in different mixes with the only variable being the aggregate type. The Rapid Chloride Penetration Tests were conducted on concrete specimens made with various aggregate types at ages of 28, 56, 91 and 365?days. Analysis of test results showed that the aggregate type as well as aggregate absorption rates have significant influence on the electrical charges passed through concrete, especially in early ages of concrete containing aggregates with sedimentary rock origin and relatively high absorption. These specimens exhibited the highest RCPT results indicating higher capacity to allow chloride ion penetration when compared to specimens with igneous and metamorphic rock aggregate of lower absorption values. This influence (discrepancy) diminishes with time for both aggregate type and absorption rates in terms of the magnitude of measured total charge passed.Hani H Titi, Habib Tabatabai
7/1/2016July 2016Effect of Core Geometry and Size on Concrete Compressive Strengthhttps://cptechcenter.org/ncc-projects/effect-of-core-geometry-and-size-on-concrete-compressive-strength/Aggregate gradation; Compressive strength; Concrete; Cores (Specimens); Diameter; Test proceduresTo evaluate the in-place concrete strength for acceptance for a structural member with potentially substandard strength, the compressive strength of cores may be required for assessment. Depending on the geometry and size of the core specimen, the compressive test results may need adjustment to characterize the in-place concrete strength. The comprehensive experimental study performed examines core test results for factors including: three targeted strengths (6,000, 8,000, and 10,000 psi), two coarse aggregate sizes (No. 67 and 57), five core length-to-diameters (1.0, 1.25, 1.5, 1.75, and 2.0), two core diameter sizes (3 and 4 in.), and two coring directions (parallel and perpendicular). The data represent 390 core specimens obtained from 12 separate concrete castings.Adam C Carroll, Aaron R Grubbs, Anton K Schindler, Robert W Barnes
11/21/2018November 2018Effect of Curing Methods on Quality of Concrete Joints: Experimental and Modelinghttps://cptechcenter.org/ncc-projects/effect-of-curing-methods-on-quality-of-concrete-joints:-experimental-and-modeling/Absorption; Concrete curing; Concrete pavements; Durability; Pavement joints; Three dimensional flowJoint deterioration in concrete pavements is predominantly related to penetrability of concrete and environmental conditions. Saw-cutting as the last procedure in the construction sequence of concrete pavements may compromise the durability of joints due to insufficient curing and uncontrolled evaporation at an early age. Capillary absorption is considered fundamental to understanding the durability performance of porous building materials. Thus, the aim of this study is to develop an analytical model based on Katz-Thompson relationship to determine the absorption capacity of joints in concrete pavements according to an absorption test customized to the joint geometry of pavements. The experimental program involved absorption and mercury-intrusion porosimetry tests conducted on cores extracted from saw-cut concrete slabs with different curing scenarios. The absorption trends were modeled based on the unsaturated flow theory with three dimensional (3D) finite-element software. The results indicated that the unsaturated flow model reliably simulated fluid transport at joint locations in concrete with accurate predictions relative to experimental results.M Tiznobaik, M T Bassouni
12/1/2018December 2018Effect of Dowel Bar Arrangements on Performance of Jointed Plain Concrete Pavement (JPCP)https://cptechcenter.org/ncc-projects/effect-of-dowel-bar-arrangements-on-performance-of-jointed-plain-concrete-pavement-(jpcp)/Concrete pavements; Dowels (Fasteners); Finite element method; Load transfer; Longitudinal cracking; Pavement cracking; Pavement maintenance; Pavement performance; Spalling; Transverse crackingA full-scale jointed plain concrete pavement (JPCP) with two different dowel bar arrangements, namely, standard and special method, was constructed and evaluated under actual traffic-environmental condition in Florida. For standard dowel bar arrangement, dowel bars spaced at 304.8 mm (12 in), while three dowel bars spaced at 304.8 mm (12 in) only within the wheel paths were installed for special dowel bar arrangement. Field performance evaluation was conducted in terms of longitudinal crack, transverse crack, corner crack, spalling, and load transfer efficiency (LTE). Also, a three-dimensional (3-D) finite element (FE) model was developed to evaluate change in structural response characteristics due to different dowel bar arrangements under the critical loading condition.Kukjoo Kim, Sanghyun Chun, Sangyoung Han, Mang Tia
1/1/2015January 2015Effect of Early-Age Concrete Elastic Properties on Fatigue Damage in PCC Pavements Containing Fibershttps://cptechcenter.org/ncc-projects/effect-of-early-age-concrete-elastic-properties-on-fatigue-damage-in-pcc-pavements-containing-fibers/Portland cement concrete, Fatigue (Mechanics), Failure, High early strength cement, Elasticity (Mechanics), FibersThis research may result in decreased construction time and time for opening to traffic, resulting in potential cost savings through use of shorter periods of traffic control, as well as potential for enhancing highway user satisfaction and decreasing user complaints, plus other cost savings.Mohsen A Issa
3/1/2019March 2019Effective Instrumentation Plan and Analysis Methodology for Full-Scale Field Tests of Concrete Pavementshttps://cptechcenter.org/ncc-projects/effective-instrumentation-plan-and-analysis-methodology-for-full-scale-field-tests-of-concrete-pavements/Concrete pavements;ÿData analysis;ÿField tests;ÿInstrumentation;ÿStrain gages;ÿStrain measurement;ÿTest proceduresThis study focused on the development of an effective methodology for instrumentation and data analysis to more accurately measure and to assess strain profiles from full-scale test slabs in consideration of the effects of localized traffic wander and missing data within an array of sensors. An effective instrumentation plan and analysis methodology were identified, and their applicability was evaluated using analytical results and a full-scale field experiment. The results indicated that sensor spacing significantly affected maximum strains interpolated, and load-induced strain profiles from strain gauges were highly influenced by localized wheel wander. The accuracy of predicted maximum strain was not affected by one missing data point; however, it would be greatly reduced if data from two sensors at the center of the array were missed. An array of uniformly spaced six gauges with 15 cm (6 in.) intervals around the wheel path was used and an interpolation methodology was developed to accurately capture the load-induced maximum strain based on strain profiles obtained from a full-scale concrete slab, taking into account the effects of localized traffic wander and missing data.Sangyoung Han, Kukjoo Kim, Sanghyun Chun, Mang Tia
7/1/2019July 2019Effectiveness of Geotextiles/Geogrids in Roadway Construction; Determine a Granular Equivalent (GE) Factorhttps://cptechcenter.org/ncc-projects/effectiveness-of-geotextiles-geogrids-in-roadway-construction-determine-a-granular-equivalent-ge-factor/Geogrids; Geotextiles; Road constructionThe objective of this project is to evaluate the performance benefit and cost effectiveness of geogrid in road systems by addressing five questions: (1) What strength enhancement is offered by the use of geogrids? (2) In which layer in a pavement structure is geogrid most effective? (3) How should geogrids be in the MnPave software application? (4) How would it be possible to evaluate the effectiveness and reliability of proprietary geogrid design? (5) How would it be possible to evaluate cost versus benefits of geogrids in different soil conditions?Junxing Zheng
6/6/2013June 2013Effects of Coarse Aggregate on the Physical Properties of Florida Concrete Mixeshttps://cptechcenter.org/ncc-projects/effects-of-coarse-aggregate-on-the-physical-properties-of-florida-concrete-mixes/Florida, Road construction, Coarse aggregates, Admixtures, Durability, Portland cement concrete, Pozzolan, SlagThis research will investigate the use of new sources and current sources of coarse aggregates produced in Florida, which will be used to implement recommendations for revision to the Florida DOT (FDOT) Standard Specification for road and bridge construction, particularly sections 901 and 346, Pozzolans and Slag, and Portland Cement Concrete. The research will investigate the strength, physical, thermal, and durability properties of the aggregate materials and their suitability for use in concrete.Christopher C Ferraro, Caitlin M Tibbetts, Michael C Perry, Benjamin E Watts, Jerry M Paris
8/1/2014August 2014Efficacy of the Bacteria Encapsulation Concrete Self-Healing Method in a Harsh Environmenthttps://cptechcenter.org/ncc-projects/efficacy-of-the-bacteria-encapsulation-concrete-self-healing-method-in-a-harsh-environment/Concrete construction, Compressive strength, Reinforcing steel, Tensile strength, Corrosion, Moisture content, Air content, Cracking,Concrete is the most widely used material in construction, offering advantages in terms of moisture and fire resistance, versatility, cost, energy-efficiency, and environmental impact. Concrete provides a relatively high level of compressive strength; its tensile strength, however, is fairly low, and concrete members crack on the tension side under the application of small loads. Hence, most concrete systems generally incorporate reinforcing steel to resist tensile. While reinforcing steel receives a certain level of protection against corrosion from the surrounding concrete, the corrosion of reinforcing steel is still a predominant factor undermining the longevity of the vast concrete-based infrastructure. The presence of both air and water is required for corrosion activity to start, and, after tensile crack formation, it will accelerate. However, corrosion may be slowed down considerably if the diffusion of oxygen and harmful ions, such as chloride ions, through the concrete could be reduced. The new concept of self-healing concrete was introduced over the past decade, and many researchers are still investigating the feasibility of the process at a laboratory scale. There are two objectives for the self-healing concrete: (1) recovery of strength after the formation of cracks and (2) sealing the cracks to prevent further concrete deterioration, such as that resulting from corrosion. Several approaches for concrete self-healing are proposed in the literature, such as bacteria encapsulation, mineral admixture, chemical in glass tubing, etc. Most of the proposed methods focused on the second objective and showed promising results for eliminating or reducing the cracks that form first, when the concrete is still relatively young, under dry or wet conditions. However, very few studies have been done to show the versatility and repeatability of some the most promising approaches, such as bacterial encapsulation.Goli Nossoni, Daniel Hussey, Marisa Budziszewski
4/19/2017April 2017Enhancing Mechanical Properties of Pervious Concrete Using Carbon Fiber Composite Reinforcementhttps://cptechcenter.org/ncc-projects/enhancing-mechanical-properties-of-pervious-concrete-using-carbon-fiber-composite-reinforcement/Carbon fibers; Composite materials; Mechanical properties; Porous pavements; Reinforced concrete; Reinforcement (Engineering); Salvage; Pervious concreteCured carbon fiber composite material (CCFCM) is available from manufacturing lines; however, excess CCFCM has no reuse applications at present. Postindustrial CCFCM was mechanically refined and used as reinforcement to improve the mechanical properties of pervious concrete (PC). Four PC mixtures were included in the study, which contained 0 (control), 3, 4, and 5% CCFCM by volume. Infiltration rates of all CCFCM mixtures were above the acceptable level of 1,200  cm/h. Paired t-tests showed that all CCFCM mixtures significantly outperformed the control mixture in terms of split tensile strength by 57–84% and flexural strength by 36–65% in 28-day testing. Load-displacement curves of CCFCM mixtures indicated increases of 41–54% in toughness indices. Mass loss due to Los Angeles machine abrasion (Cantabro) ranged from 16 to 31% for CCFCM mixtures, while the control lost 50% of its original mass. Overall, within the tested range, up to 4% CCFCM addition to PC presented the optimal result across the entire experimental scope. Higher CCFCM contents may be possible if used as a replacement of aggregate rather than an additive to the mixture.Harry Rodin, Milena Rangelov, Somayeh Nassiri, Karl Englund
9/1/2017September 2017Establishing Best Practices for Construction and Design of Cement Treated Materialshttps://cptechcenter.org/ncc-projects/establishing-best-practices-for-construction-and-design-of-cement-treated-materials/Base course (Pavements); Cement treated soils; Failure; Laboratory tests; Mix design; Performance testsTxDOT has been constructing pavement structures with cement-treated materials for many years; however, premature failures, such as rutting and cracking, occasionally occur during or shortly after construction. To ensure cement-treated base (CTB) durability and adequate performance over the pavement design life, it is critical to have a better understanding and knowledge of the significance of material mixture designs, construction, and inspection techniques. This project will look at the existing TxDOT guidelines and provide a comprehensive evaluation of how they compare to other published guidelines and recent literature. Particularly, this project will evaluate the potential benefits of new technologies such as inverted pavement structure and super slurry on the properties of the CTB. This evaluation includes developing new rheological testing standards and specifications for evaluating best slurry mixes to maximize performance of the most common TxDOT recycled base material. The project will include an extensive laboratory evaluation of performance and durability of CTB material prepared using traditional on-site and in-plant mixing and compare it to the newly proposed slurry-based mixing. These tests will provide the basis for the new mix design specifications and laboratory testing, along with developing baseline curves for in-situ inspection and evaluating field performance.Reza S Ashtiani
7/1/2019July 2019Establishing Fresh Properties of Fiber Reinforced Concrete for Performance Engineered Mixture (PEM)https://cptechcenter.org/ncc-projects/establishing-fresh-properties-of-fiber-reinforced-concrete-for-performance-engineered-mixture-(pem)/Fiber reinforced concrete; SpecificationsStructural fibers improve the long-term performance of concrete pavements and overlays and potentially are useful to reduce the slab thickness. The state of Minnesota has been using various structural fibers in concrete pavements and overlays for many decades at MnROAD, with limited placement on mainline concrete pavements. The current specification for the fresh concrete properties is not fiber reinforced concrete specific and based on the nearly century-old slump, air content and compressive strength test results; it does not also properly address the durability issues of concrete. As the state of Minnesota and many other states are moving towards the implementation of the performance engineered mixture (PEM) design, it is essential to develop a new specification for fiber reinforced concrete.Manik Barman
8/9/2012August 2012Evaluate and Develop Innovative Pavement Repair and Patching: Taconite-Based Repair Optionshttps://cptechcenter.org/ncc-projects/evaluate-and-develop-innovative-pavement-repair-and-patching:-taconite-based-repair-options.--/Asphalt pavements; Concrete pavements; Patching; Pavement maintenance; Paving; Potholes (Pavements)The research notes that Taconite-based pavement repair options provide such benefits as longer-lasting/more efficient repairs. Additionally, Taconite-based pavement repair is seen to provide important near- and long-term cost-savings, reduced traffic delays, and increased safety for drivers. Immediate use and deployment of Taconite-based pavement repair would include the repair/maintenance of Hot Mix Asphalt (HMA) and Portland Concrete Cement (PCC) pavements (e.g., pothole repair). The research, which involves laboratory and field tests, does comparative testing against propane/infrared-based (IR) heating for: a) wintertime utility access and/or repair of pavement; and b) hot in-place recycling of HMA. Also included are cost-benefit analyses, designed to aid decision-makers withn municipal, county and state governments, as well as the private sector.Lawrence M Zanko, David M Hopstock, Will DeRocher
7/1/2016July 2016Evaluate, Modify and Adapt the Concrete Works Software for Iowa's Usehttps://cptechcenter.org/ncc-projects/evaluate,-modify-and-adapt-the-concrete-works-software-for-iowa's-use/Computer programs; Concrete bridges; Cracking; Mass concrete; TemperatureRecently, the Iowa Department of Transportation (Iowa DOT) sponsored a project (InTrans Project 10-384), Iowa Mass Concrete for Bridge Foundation Study (Shaw et al. 2011 and 2014). In the study, the construction observations and data from the WB I-80 and US 34 Missouri River Bridges, Iowa, were reviewed. The temperature, temperature differential, and cracking potential of these bridges were analyzed using two computer software programs: ConcreteWorks and 4C-Temp&Stress. The research indicates that Concrete Works, currently free to public, is much easier to use than the 4C-Temp&Stress computer program and capable of predicting the general trend of thermal development of mass concrete elements (focused on structural elements with a least dimension of 6.5 feet or less). The model results from Concrete Works can be used to assist in designing and optimizing mass concrete mix proportions, construction sequences, and temperature control plan. The InTrans Project 10-384 also indicates that although user-friendly, some features in the Concrete Works program do not fit Iowa concrete appropriately. For example, some units are in metric system, some default input data (e.g., materials and properties) are different from Iowa mass concrete materials and practice, there is no consideration of cooling pipe systems, the program provides limited temperature output up to 14 days and cracking potential up to 7 days only. The outputs do not provide sufficient information on the degree (e.g., stress-to-strength ratio) or probability of cracking. The software lacks of flexibility of creating new construction methods and editing outputs (Shaw 2012 and Li 2012). This proposed research is to evaluate, modify and adapt the ConcreteWorks software for Iowa's use (and potentially for other states in the US).Kejin Wang, Kyle Riding, Charles Jahren, Jay Shen
04/31/2016April 2016Evaluating Electrical Resistivity as a Performance based Test for Utah Bridge Deck Concretehttps://cptechcenter.org/ncc-projects/evaluating-electrical-resistivity-as-a-performance-based-test-for-utah-bridge-deck-concrete/Admixtures; Bridge decks; Cement; Concrete bridges; Electrical resistivity; Modulus of elasticity; Nondestructive tests; Permeability; Water cement ratioConcrete surface resistivity, American Association of State Highway and Transportation Officials Spec (AASHTO Spec) and bulk resistivity, are easy to implement, non-destructive tests which can identify several important parameters, including concrete permeability and can potentially be correlated to applied tension loads, pore size distribution, alkali silica reaction, sulfate attack, internal relative humidity accurately detect setting time. This project seeks to synthesize national literature and past projects, focusing on performance metrics. Concrete mixtures and specimens from around the state of Utah will be investigated to identify relevant phenomena using several variations of concrete constituents, including multiple aggregate types, common supplementary cemetitious materials, w/c ratios and curing styles. All mixtures will be mixed by ready mix companies and precasters within the state of Utah. Mechanical and durability properties will be investigated, including (but not limited to) strength, elastic modulus, chloride ion permeability, freeze thaw, surface resistivity and bulk resistivity. Relationships between measured variables will be identifified and variability associated with the resistnace measurement techniques. This project will seek to estimate acceptable levels of performance metrics (i.e., concrete permeability) including the synthesized literature and past Utah Department of Transportation (UDOT) projects quantifying bride deck performance metrics.Amir Malakooti, Marc Maguire, Robert J Thomas
1/16/2015January 2015Evaluating Limestone Cements Containing Less than 15% Limestonehttps://cptechcenter.org/ncc-projects/evaluating-limestone-cements-containing-less-than-15-limestone/Portland cement, Limestone, State of the art, State of the practice, Durability, HardnessThe goal of this project is to advance the state of the art and state of the practice regarding the use of portland-limestone cements (PLC) containing greater than 15% limestone. The Performing Agency shall (1) synthesize information available in published (and unpublished) literature, (2) perform a gap analysis to determine research needs, and (3) develop and execute a laboratory and field research program to address the identified research needs and obstacles to implementation in Texas Department of Transportation (TxDOT) applications. The Performing Agency shall evaluate these key technical issues and will provide valuable data on fresh and hardened concrete properties, along with any durability issues involved with PLC.Jose E Garcia, Nicolas B Tuburzi, Kevin J Folliard, Thano Drimalas, Michael D A Thomas
1/1/2016January 2016Evaluating Long-Term Durability/Performance of Prestressed Concrete Beam with Extensive Surface Crackinghttps://cptechcenter.org/ncc-projects/evaluating-long-term-durability-performance-of-prestressed-concrete-beam-with-extensive-surface-cracking/Beams; Bridges; Concrete structures; Cracking; Durability; Fabrication; Mechanical properties; Precast concreteThis project focuses on the cracking of concrete beams that has been observed at most of the large precast plants in Texas in recent years. This cracking appears approximately 18-24 months after fabrication, and the exact nature of these cracks is not clearly understood. The overarching goal of this project is to use existing cracked beams to predict whether long-term durability issues will develop. The research team is uniquely equipped to conduct this project due to the expertise of its team and the ability to leverage the efforts of this project with relevant projects underway at the Center for Transportation Research (CTR). The research team shall execute a comprehensive program consisting of non-destructive evaluations and core-based tests to determine the effect of the cracks on mechanical properties and durability. The research team shall develop a novel method to evaluate the extent to which the cracks contribute to corrosion of pre-stressing strands and conduct service life modeling to estimate the effect that the cracks have on the service life of the beams. Successful completion of this project shall result in the research team providing recommendations to Texas Department of Transportation (TxDOT) on the likelihood of long-term material and structural problems occurring from these cracks.Raissa Ferron
9/30/2018September 2018Evaluating the Effectiveness of Fly Ashes to Mitigate ASR and Using Recycled Concrete Aggregate as an Aggregate Sourcehttps://cptechcenter.org/ncc-projects/evaluating-the-effectiveness-of-fly-ashes-to-mitigate-asr-and-using-recycled-concrete-aggregate-as-an-aggregate-source/Alkali silica reactions; Concrete aggregates; Evaluation and assessment; Fly ash; Recycled materialsThis project will be completed in four phases. Phase one will consist of a series of tests conducted on a minimum of two fly ashes for Knife River, Labarge, and one of the two reactive aggregates in the Big Horn Basin. Phase one will evaluate moderately reactive, reactive, and very highly reactive aggregates. Phase two will focus on the concrete prism testing. The more common three month test will be conducted at the University of Wyoming by retrofitting an existing oven within the Civil Engineering Department. Phase three will include demolishing blocks and making recycled concrete aggregate. Phase four will include continued monitoring of field specimens.Jennifer Tanner
11/14/2014November 2014Evaluating the Effectiveness of Fly Ashes to Mitigate ASR and Using Recycled Concrete Aggregate in New Constructionhttps://cptechcenter.org/ncc-projects/evaluating-the-effectiveness-of-fly-ashes-to-mitigate-asr-and-using-recycled-concrete-aggregate-in-new-construction/Fly ash, Alkali silica reactions, Recycled materials, Concrete aggregates, Wyoming, Mortar, PrismsThis project shall conduct tests on fly ashes; evaluate moderately reactive, reactive, and very highly reactive aggregates; conduct concrete prism testing; demolish blocks and make recycled concrete aggregate; and continue monitoring field specimens. This project will be conducted in four phases. Phase 1 shall consist of mortar bar and concrete prism tests of moderately and highly reactive aggregates. Phase 2 shall conduct additional concrete prism testing that could permit the Wyoming Department of Transportation (WYDOT) to evaluate specific fly ash sources. In Phase 3 testing on recycled concrete aggregates will be conducted. During Phase 4, the principle investigator will continue to monitor field samples.Jennifer Tanner, Bryce Fiore
10/1/2011October 2011Evaluating the Financial Cost and Impact on Long Term Pavement Performance of Expediting Michigan's Road Construction Workhttps://cptechcenter.org/ncc-projects/evaluating-the-financial-cost-and-impact-on-long-term-pavement-performance-of-expediting-michigans-road-construction-work/Pavement performance, Michigan, Incentives, User delay costs, Road construction, CostsThis research studies whether the Incentive/Disincentive for expediting construction captures the true cost and identify its impacts on the long-term pavement performance for projects that have been expedited vs. conventional scheduling. The analysis results highlight the effectiveness of Accepted for Traffic and Interim Completion incentive/ Disincentive clauses; they also debate the effectiveness of the lane rental incentive/disincentive clauses, in achieving their goal by accelerating project schedules and reducing user delay cost.Mohamed El-Gafy
9/11/2012September 2012Evaluating the Risk of Alkali-Silica Reaction in Wyoming: Continued Evaluation of Field Specimens, Proposed Mitigation Strategies and Improving Existing ASTM Standardshttps://cptechcenter.org/ncc-projects/evaluating-the-risk-of-alkali-silica-reaction-in-wyoming:--continued-evaluation-of-field-specimens,-proposed-mitigation-strategies-and-improving-existing-astm-standards/Alkali silica reactions, Fly ash, Field tests, Mitigation practices, Monitoring, Aggregates, American Society for Testing and Materials, WyomingThe purpose of this research is to continue to monitor and test existing Alkali-Silica Reaction (ASR) specimens; to evaluate the effectiveness of using fly ash as a mitigation tool; and to evaluate how to improve the American Society for Testing and Materials (ASTM) standards and update where necessary. This proposed study builds on a comprehensive test program of a suite of eight (8) aggregate types from pits around Wyoming, with primary focus in the Big Horn Basin and supplemental sources in Rock Springs and Cheyenne, Wyoming. The second phase of the proposal evaluates the effectiveness of using fly ash as a mitigation tool in new construction. The third phase of the proposal repeats the ASTM C 1293 testing for one inconclusive aggregate as well as considering a more rapid testing method.Chris Romo, Bob Rothwell, Greg Milburn, Jennifer Tanner
5/1/2013May 2013Evaluation of Alternative Pozzolanic Materials for Partial Replacement of Portland Cement in Concretehttps://cptechcenter.org/ncc-projects/evaluation-of-alternative-pozzolanic-materials-for-partial-replacement-of-portland-cement-in-concrete/Alternatives analysis, concrete, durability, materials, portland cement, pozzolan, rheological propertiesThis research will investigate the use of new sources of pozzolanic materials, which will be used to implement recommendations for revisions to the FDOT Standard Specifications for road and bridge construction, particularly Section 929, Pozzolans and Slag. The research will investigate the plastic, rheological, heat generating, chemical, physical and durability properties of the alternative materials and their suitability for use in concrete.Christopher C Ferraro, Timothy Townsend, Mang Tia, Jerry Paris
2/26/2018February 2018Evaluation of Bonded Concrete Overlays on Asphalt Pavementshttps://cptechcenter.org/ncc-projects/evaluation-of-bonded-concrete-overlays-on-asphalt-pavements/Concrete overlays; Cracking of concrete pavements; Durability; Life cycle costing; Mechanistic-empirical pavement design; Pavement maintenance; Rutting; Service life; ThicknessBonded concrete overlays on asphalt (BCOA) pavements are a fast-growing pavement preservation and rehabilitation treatment in the United States. They have demonstrated their effectiveness as solutions for correcting areas with excessive rutting and shoving caused by slow, heavy loads, such as at intersections, as well as for a longer term overlay option on regular mainline pavements. Some highway agencies are reluctant to use BCOA because of a lack of experience and information. Thus, research is needed to determine expected BCOA performance. Other aspects of BCOA such as construction practices ("do's and don'ts") and maintenance, repair, and rehabilitation requirements and procedures also need attention. The objectives of this research are to: (1) investigate factors that may impact BCOA performance, including, but not limited to, design procedures, specifications, mix design proportioning, construction practices, and maintenance and repair techniques; (2) document in-service BCOA performance through a literature review and survey; (3) conduct field surveys of selected BCOA projects; (4) develop representative performance prediction curves suitable for use in BCOA design selection based on the documented performance of a range of BCOA projects; and (5) compare actual versus predicted BCOA performance using current design procedures.Linda Pierce
4/8/2014April 2014Evaluation of Bonded Concrete Overlays over Asphalt under Accelerated Loadinghttps://cptechcenter.org/ncc-projects/evaluation-of-bonded-concrete-overlays-over-asphalt-under-accelerated-loading/Concrete overlays, Bearing capacity, Mix design, Pavements, Accelerated tests, Portland cement concrete, Louisiana,The overall objective of this research study is to evaluate the structural performance and load carrying capacity of bonded concrete overlay pavement structures through accelerated pavement testing and document the experience of mix design and construction practice of Portland cement concrete (PCC) overlays for the Louisiana Department of Transportation and Development (LADOTD).Tyson Rupnow
8/9/2012August 2012Evaluation of Concrete and Mortars for Partial Depth Repairshttps://cptechcenter.org/ncc-projects/evaluation-of-concrete-and-mortars-for-partial-depth-repairs/partial depth repairs, cpr, patchingEvaluate the effect of chemical admixtures on a standard MnDOT patching mix, to develop improved guidelines for evaluation of pre-bagged commercial patching mixtures to ensure durability if possible, and to recommend effective construction practices while using these types of patching materials.Eshan V Dave, Jay Dailey, Eric Musselman
12/15/2016December 2016Evaluation of Corrosion Inhibiting Materials Applied by Impregnation (Pressure Injection) Methods to Prevent Corrosion of Post-Tensioned Tendonshttps://cptechcenter.org/ncc-projects/evaluation-of-corrosion-inhibiting-materials-applied-by-impregnation-(pressure-injection)-methods-to-prevent-corrosion-of-post-tensioned-tendons/Corrosion; Impregnation (Engineering); Materials; Posttensioning; Pressure; Tendons (Materials)The goal of this project is to evaluate the long term effectiveness and the service life of the material(s) actually used for impregnation of tendons and identify other materials that could produce better end results. In addition, the project will evaluate the effects of the impregnation methods on the physical characteristics of the tendon system to determine applicability to bonded tendons.Ivan Lasa
12/11/2017December 2017Evaluation of Durability and Structural Performance of Concrete with Embedded Inductive Coilshttps://cptechcenter.org/ncc-projects/evaluation-of-durability-and-structural-performance-of-concrete-with-embedded-inductive-coils/Coils (Electromagnetism); Durability; Electric power transmission; Electric vehicle charging; Inductance; Load tests; Paving; Portland cement concreteA major impediment to public acceptance of electric vehicles is their very limited travel range. An exciting potential solution to this problem is In-Motion Electric Wireless Power Transfer. This proposal addresses initial investigations of the problem from the perspective of the actual civil infrastructure. In order for the future adoption of this technology, roadways will need to be modified to allow the transmission of power to vehicles as they travel. Successful adoption of In-Motion Wireless Power Transfer will require advances in the efficiency of the overall electrical system, improvements in tracking of the actual vehicles, and significant developments in the civil infrastructure. This proposal will address the durability and constructability of coils in Portland cement concrete. The stringent electrical specifications will be monitored while repeated cycles of simulated truck tire loadings are inflicted on constructed specimens.Marvin W Halling
1/1/2008January 2008Evaluation of High-Performance Drilled Shaft Concrete on the B.B. Comer Bridgehttps://cptechcenter.org/ncc-projects/evaluation-of-high-performance-drilled-shaft-concrete-on-the-b.b.-comer-bridge/self-consolidating concrete; drilled shaft construction; bridgesThis project has consisted of developing draft specifications & mixture designs for SCC used in the construction of drilled shafts for the B.B. Comer Bridge replacement over the Tennessee River. The project was let in multiple phases, with construction in each phase being observed & documented by researchers, in addition to conducting numerous tests to evaluate the quality of the concrete. Some of the tests conducted including compressive strength & permeability testing of cores extracted from experimental casings made from SCC and conventional concrete (separately); CSL testing on all permanent shafts; gamma-gamma testing on select shafts; internal temperature testing from thermal sensors embedded in shafts during placement.Phillip A Galley, Anton K Schindler, Dan Brown
11/1/2012November 2012Evaluation of In-Place Concrete Strength by Coringhttps://cptechcenter.org/ncc-projects/evaluation-of-in-place-concrete-strength-by-coring/concrete cores; compressive strengthThe objective of this project is to develop an ALDOT procedure to evaluate core strength results obtained under various conditions. The procedure will account for the most significant variables that may affect the core strength and for the number of core results obtained from the structure. Experimental work will be performed to evaluate the effect of concrete age on core strength & of core L/D ratio on concrete strength for strengths greater than 6,000 psi.Aaron R Grubbs, Adam C Carroll, Anton K Schindler, Robert W Barnes
12/13/2017December 2017Evaluation of Long-Term Impacts of Early Opening of Concrete Pavementshttps://cptechcenter.org/ncc-projects/evaluation-of-long-term-impacts-of-early-opening-of-concrete-pavements/Pavement performance; Performance tests; Portland cement concreteThis project will help to establish a method for determining when a Portland Cement Concrete (PCC) pavement or patch can be opened earliest to traffic without compromising its long-term performance. To achieve it, the very early-age fatigue damage and associated long-term distress in PCC pavement subjected to early opening will be evaluated and monitored. This will verify early-opening methodologies recent research has proposed. The objectives of this study will be: Evaluate visible and non-visible immediate and long-term damage caused by early age loading. To achieve it, a comprehensive analysis of sensor reading and non-destructive test results should be conducted; Quantify the effect of early loading damage on long-term performance; Determine minimum strength at opening or other measurable variables associated with this parameter; Recommend strategies for minimizing or avoiding early loading damage detrimental to long-term performance.Lev Khazanovich
4/1/2011April 2011Evaluation of Long-Term Pavement Performance and Noise Characteristics of the Next Generation Concrete Surfacehttps://cptechcenter.org/ncc-projects/evaluation-of-long-term-pavement-performance-and-noise-characteristics-of-the-next-generation-concrete-surface/Next Generation Concrete Surface, concrete pavement, diamond grinding, quieter pavements, on board sound intensity measurementsThis report documents the performance of the first Next Generation Concrete Surface (NGCS) built by the Washington State Department of Transportation (WSDOT). On-board sound intensity (OBSI) measurements increased from initial levels of 100.6 dBA to 104.4 dBA in 30 months. The increase in noise level was attributed to the loss of aggregate and general roughening of the concrete surface by studded tires.Keith W Anderson, Jeff S Uhlmeyer, Tim Sexton, Mark Russell, Jim Weston
1/1/2016January 2016Evaluation of Lower Quality Recycled Portland Cement Concrete Pavement for Paving Applicationshttps://cptechcenter.org/ncc-projects/evaluation-of-lower-quality-recycled-portland-cement-concrete-pavement-for-paving-applications/Base course (Pavements); Concrete pavements; Hot mix asphalt; Pavement layers; Portland cement concrete; Recycled materials; Subgrade (PavementsThe primary objective of this project is to investigate the suitability of recycled concrete aggregate (RCA) for the cement-treated base layers, hot-mix asphalt concrete pavement layer, and stabilized subgrade materials.Mustaque Hossain
9/1/2011September 2011Evaluation of Materials for Partial Depth PCC Repairshttps://cptechcenter.org/ncc-projects/evaluation-of-materials-for-partial-depth-pcc-repairs/partial depth repairs, cpr, patchingEvaluate performance of various materials used for partial depth PCC repairs at MnROAD.Eddie Johnson, Ben Worel, Tom Burnham
2/1/2018February 2018Evaluation of MIT-SCAN-T2 for Thickness Quality Control for PCC and HMA Pavementshttps://cptechcenter.org/ncc-projects/evaluation-of-mit-scan-t2-for-thickness-quality-control-for-pcc-and-hma-pavements/ Field tests; Nondestructive tests; Pavement performance; Portland cement concrete; Quality control; Thickness; MIT Scan-2 system Thickness is currently a pay item for PCC pavements and a quality control item for both PCC and HMA pavements. A change in pavement thickness of 0.5 in. can result in a change of multiple years of service. Current thickness measurements are performed by destructively coring the finished pavement and measuring the thickness of the core. Many times this is performed at the end of the project construction and only five representative samples are collected for each lot. Devices such as the MIT-SCAN-T2 are excellent examples of non-destructive technology capable of accurately measuring the pavement thickness. The objective was to evaluate the MIT-SCAN-T2 as a non-destructive pavement thickness measuring device for quality control and quality assurance purposes. A ruggedness study was performed in the laboratory to determine factors of influence on thickness measurements. Field evaluations were performed to test the device in actual production conditions. The ruggedness test showed the presence of steel-toe boot, surface area, plate manufacturer, and depth as potentially significant factors. However, the influence of these factors on the measured depth was large, causing significant errors in the depth readings. An additional factorial was performed with a control sample and additional runs, varying only one factor at a time. The readings obtained with this factorial were significantly more accurate, with an error of 0.2 in. for the control sample. These results show that the device is capable of accurately measuring thickness if used within the parameters recommended by the manufacturer. The field results support the finding of the ruggedness study. If all of the negative influencing factors are controlled the MIT-SCAN-T2 can accurately measure the in-place depth of pavement. If any of these factors are present, then results can be skewed heavily.Zachary Collier, Amar Raghavendra, TysonRupnow, Patrick Icenogle,
10/27/2014October 2014Evaluation of Mix Designs and Test Procedures for Pervious Concretehttps://cptechcenter.org/ncc-projects/evaluation-of-mix-designs-and-test-procedures-for-pervious-concrete.--/Compressive strength; Concrete; Flexural strength; Infiltration; Mix design; Permeability; PorosityPervious concrete is a mixture of cement, aggregate, and water that provides a level of porosity which allows water to percolate into the sub-grade. It differs from the conventional concrete since it usually contains a smaller amount of fine aggregate. There is typically single size aggregate in pervious concrete which results in larger air void than conventional concrete. The District Department of Transportation (DDOT) constructed pavements in selected street alleys using pervious concrete on a pilot basis. DDOT does not currently have its own specifications for pervious concrete. As a result, this research was aimed at developing and testing five design mixes of pervious concrete to identify the appropriate mix which would provide the maximum compressive strength with an acceptable permeability rate and flexural strength. The tests were conducted on the five design mixes using three different types of compaction methods (self-consolidating, half-rodding and Standard Proctor Hammer). Based on the results, a design mix with a compressive strength of 3,500 pounds per square inch (psi) with a maximum coefficient of permeability of 57.82 inches per hour (in/hr) was selected. The maximum modulus of rupture of the selected mix was determined to be 565 psi. The in-situ infiltration tests conducted at 3 locations in the District of Columbia (DC) with the optimal pervious concrete mix yielded average infiltration rates between 86.1 and 208.7 in/hr. This falls within the typical infiltration rate of pervious concrete (i.e., 100 to 200 in/hr, on average).Rezene Medhani, Wasi Khan, Stephen Arhin
7/1/2013July 2013Evaluation of PCC Pavement and Structure Coring and In-situ Testing Alternativeshttps://cptechcenter.org/ncc-projects/evaluation-of-pcc-pavement-and-structure-coring-and-in-situ-testing-alternatives/concrete, coring, in-place strength, non-destructive evaluationThe objective of this research is to improve interpretation of core sample test results to predict in-place concrete strength. The effect of core condition (including presence of embedded rebar) and core conditioning procedures (dry and wet) on the measured compressive strength of the core sample will be considered. Another objective of the research to evaluate the utility of practical non-destructive testing methods for estimating in-place concrete strength that could be done to reduce the amount of required coring, or provide an estimate of in situ strength for locations that cannot be cored, such as in precast pre-stressed beams. Results from this study will assist IDOT to establish procedures to estimate in-place strength of concrete with greater accuracy, where such information could be used by IDOT to improve implementation of pay-for-performance specifications for PCC construction.John S. Popovics, Agustin Spalvier, Kerry S. Hall
12/15/2018December 2018Evaluation of Penetrating Sealers for Concrete TR-765https://cptechcenter.org/ncc-projects/evaluation-of-penetrating-sealers-for-concrete-tr-765/Concrete pavements; Durability; Evaluation and assessment; Pavement joints; Rigid pavements; Sealing compounds; Test proceduresJoints in a rigid pavement can act as local reservoirs trapping deicing salts and moisture. Such a harsh micro-environment inside the joints impacts the durability of concrete in cut joint surfaces, resulting in premature distress even in cases where the bulk of pavement exhibits proper durability against frost action and chemical attack by deicing salts. The use of sealers can be considered an effective means for enhancing joint durability. However, with the growing interest in the use of concrete sealers, there has been an increase in the number of manufacturers, types of sealers, and commercial products available. This has resulted in problems for the owner agencies who lack the robust tools to evaluate such products. The work presented in this research proposal addresses the effect of sealers on the durability of joints in Iowa’s rigid pavements, as well as proposing testing protocols for the evaluation of the sealer material’s long-term durability.Peter Taylor
1/1/2013January 2013Evaluation of Pervious Concrete Mixes in Areas Subject to Snow Plow Operations and Abrasive and Salt Applicationhttps://cptechcenter.org/ncc-projects/evaluation-of-pervious-concrete-mixes-in-areas-subject-to-snow-plow-operations-and-abrasive-and-salt-application/Pervious ConcreteThis research is intended to monitor field sites and conducting laboratory tests on durability and effectiveness of the pervious concrete.Ning Xie, Stephen Mery, Yudong Dang, Michelle Akin, Xianming Shi
4/20/2015April 2015Evaluation of Porometry, Permeability and Transport of Structural Concretehttps://cptechcenter.org/ncc-projects/evaluation-of-porometry,-permeability-and-transport-of-structural-concrete/Mix design, Structural analysis, Concrete, Durability, Permeability, Service life, Performance based specifications, FloridaConcrete is a durable material, and if properly designed, produced and constructed, concrete is capable of providing adequate performance within structures for decades. Durability of concrete is one of the most important design parameters with respect to performance based specifications and the prediction of the life cycle of concrete structures. The proposed research will investigate the use of the mercury intrusion porometry testing as it relates to transport methods within concrete and cementitious materials for the prediction of behavior of long-term durability. The research project utilizes materials used in Florida Department of Transportation (FDOT)-specified mixture designs. Relationships between physical durability testing, and virtual modeling (VCCTL) will be studied. The main objective of the research is to utilize using mercury intrusion porometry, to develop methods, precision, and limitations relating to intelligent portland cement concrete mix design, using raw materials typically used in FOOT mix designs.Christopher Ferraro
3/1/2018March 2018Evaluation of Precast Concrete Pavement Systems and Cast In-Place: Phase I: Identification of Accelerated Concrete Pavement Rehabilitation Methodshttps://cptechcenter.org/ncc-projects/evaluation-of-precast-concrete-pavement-systems-and-cast-in-place:-phase-i:-identification-of-accelerated-concrete-pavement-rehabilitation-methods/Cast in place concrete; Evaluation and assessment; Pavement maintenance; Performance based specifications; Portland cement concrete; Precast concrete pavements; Rehabilitation (Maintenance)The purpose of this project is to: (1) Evaluate the laboratory and field performance of several precast and Cast In-Place (CIP) rapid Portland Cement Concrete (PCC) pavement rehabilitation technologies or systems; (2) Establish a performance criteria for evaluating and approving precast and CIP systems under full-scale accelerated testing conditions applied using a Heavy Vehicle Simulator (HVS); (3) Develop a system/material approval procedure (MAP) which incorporates the performance criteria developed (previous goal) and populate NJDOT’s qualified products list (QPL) to include the best performing systems/materials; and (4) Develop system/material-specific specifications that will ensure success of selected materials.Yusuf Mehta
8/1/2014August 2014Evaluation of Recycled Aggregates Test Section Performancehttps://cptechcenter.org/ncc-projects/evaluation-of-recycled-aggregates-test-section-performance/Pavement distress, Sustainable development, Recycled materials, Test sections, Road construction, Concrete pavements, Aggregates, Freeze thaw durability, Degradation failures, Minnesota,Sustainable development is promoted by using recycled material such as recycled concrete aggregates (RCA) in construction. Several sections of concrete pavement made with RCA now exist in the Minnesota Department of Transportation (MnDOT) network. However, the long-term performance of such sections has not been formally evaluated against the performance of similar conventional concrete pavements. The variables of interest include such things as mean times between repairs or maintenance, rate of friction degradation, ride quality loss, amount of freeze-thaw degradation, aggregate alkali reaction, and other distresses. It is necessary to perform such an evaluation to get an accurate idea of the cost effectiveness of using RCA. While a reduction in initial cost may be realized by using RCA, there is the possibility that long-term costs, that is lifecycle costs, may be higher for the RCA pavements. If the lifecycle costs of RCA pavements are found to be lower than those for conventional pavements, this could lead to an increased use of RCA in pavement construction.Farhad Reza, W. James Wilde
10/17/2016October 2016Evaluation of Recycled Base Aggregateshttps://cptechcenter.org/ncc-projects/evaluation-of-recycled-base-aggregates/Asphalt pavements; Blending; Concrete aggregates; Deformation; Economic benefits; Environmental impacts; Pavement distress; Pavement performance; Recycled materialsWhile the Wisconsin Department of Transportation (WisDOT) has been using Recycled Asphalt Pavement (RAP) and Recycled Concrete Aggregate (RCA) for their economic and environmental benefits for over thirty years, there has been great interest in using them in recent years due to expected economic and environmental benefits. However, studies to support these benefits are inconclusive. Some laboratory studies indicate that, under certain conditions, RAP and RCA are more resilient, with higher durability than typical natural aggregates; but, RAP also showed temperature sensitivity and larger permanent deformations, and RCA exhibits tufa (type of limestone) formation, with a potentially lower ability to drain. Another long term (2009-2013) study found recycled and natural aggregates performed similarly; however, there are now reports of rutting and cracking. The general impression of roads constructed with recycled materials is that they are performing adequately. But we need a quantitative review of Wisconsin roads - using recycled materials compared with roads constructed with natural materials. This study needs to include a collection and comparison of pavement distress surveys for us to make wise decisions in the future. This study will conduct surveys to collect and analyze pavement distress for roadways constructed using recycled versus natural materials. If the research shows recycled materials have negative attributes, alternative techniques, such as blending aggregates, will be examined to determine if they can produce satisfactory results.Hani H. Titi, Habib Tabatabai, Jessie Ramirez, Mohammad Sooman
8/1/2015August 2015Evaluation of Recycled Concrete as an Additive to Base Course/Subbase Material in Virginia Department of Transportation Projectshttps://cptechcenter.org/ncc-projects/evaluation-of-recycled-concrete-as-an-additive-to-base-course-subbase-material-in-virginia-department-of-transportation-projects/Recycled concrete aggregate, Base course (Pavements), Subbase (Pavements), Geotextiles, Fabrics, Recycled materials, Additives, VirginiaSpecial provisions of the Virginia Department of Transportation (VDOT) allow the use of recycled concrete aggregate in a base course and subbase under a road. However, the chemical makeup of the concrete in the recycled aggregate could cause calcium-based ions to leach into geotextile fabric used in required underdrain systems in the pavement structure. This reaction could clog the fabric and inhibit water moving through the fabric wrapped around aggregate to promote drainage. Based on this limitation, VDOT does not use recycled concrete aggregate as a base course or subbase. In this study, researchers will add various percentages of recycled concrete aggregate to 21B virgin aggregate to evaluate the potential of the respective mixtures to clog underdrain geotextile fabric. The team also will provide guidelines for revising VDOT specifications as they relate to appropriate blends of recycled and virgin aggregate and estimating the suitability of a recycled concrete aggregate source.Burak Tanyu
7/1/2017July 2017Evaluation of Reducing Cement Content in NDOR Class R Combined Aggregate Gradationshttps://cptechcenter.org/ncc-projects/evaluation-of-reducing-cement-content-in-ndor-class-r-combined-aggregate-gradations/Aggregate gradation; Air voids; Blending; Cement content; Granular materials; OptimizationTo encourage more use of locally available aggregates, Nebraska Department of Roads (NDOR) Materials and Research recently introduced a new blend aggregate band named 47B Revised (47BR). While results showed that mixes with this new blend can satisfy NDOR requirements, there is a fairly large amount of voids in the aggregate particle skeleton. As a result, a relatively high amount of cement (approximately 600pcy) is currently used in these mixes to compensate the high void content, which increase the cost of these mixes. A further study is needed to improve the cost effectiveness of the current 47BR mixes by allowing contractors and ready-mixed concrete producers to apply mixture designs with lower cement content. The reduced cement content can be achieved by reducing the void content in the aggregate granular skeleton through the change of aggregate proportion and/or the introduction of a third kind of aggregate (e.g., intermediate size aggregate) to optimize the gradation.Joing Hu, Yong-Rak Kim
12/1/2013December 2013Evaluation of Resistivity Meters for Concrete Quality Assurancehttps://cptechcenter.org/ncc-projects/evaluation-of-resistivity-meters-for-concrete-quality-assurance/Concrete resistivity, Life cycle analysis, Quality assurance, Concrete, Concrete construction, Durability, DistressThe objective of this study is to develop appropriate test protocols for implementation of the surface resistivity test method as a quality assurance tool for new construction and for potential evaluation of existing structures in Missouri. Resistivity testing is currently the single simplest and lowest cost technique available to improve concrete lifecycle. Missourians will benefit through better quality, lower permeability concrete increasing concrete lifecycle, reducing durability distresses, and required reconstruction. Quarterly Progress Report (Oct-Dec 2013): The Request for Proposals was posted to the Research website on November 5, 2013. Proposals were due Thursday December 5, 2013 and two proposals were received. The technical advisory team met on December 19, 2013. The proposal from UMKC led by Dr. John Kevern was selected. Dr. Kevern began developing his work plan and budget to be included in the Task Order. The contract will be signed and executed at the beginning of this upcoming quarter.John T. Kevern, Ceki Halmen, Dirk P. Hudson
9/1/2010September 2010Evaluation of Sealers and Waterproofers for Extending the Life Cycle of Concretehttps://cptechcenter.org/ncc-projects/evaluation-of-sealers-and-waterproofers-for-extending-the-life-cycle-of-concrete/Concrete; Curbs; Gutters; Pavements; Sealing compounds; Service life; WaterproofingConcrete pavements represent a large portion of the transportation infrastructure. While the vast majority of concrete pavements provide excellent long‐term performance, a portion of these pavements have recently shown premature joint deterioration. Substantial interest has developed in understanding why premature joint deterioration is being observed in jointed portland cement concrete pavements (PCCP). While some have attributed this damage to insufficient air void systems, poor mixture design, or chemical reaction between the salt and the paste, it is the hypothesis of this work that a component of this damage can be attributed to fluid absorption at the joints and chemical reactions between the salt and chemistry of the matrix. This paper discusses the role of soy methyl ester‐polystyrene blends (SME‐PS) as a potential method to extend the service life of concrete pavements by limiting the ingress of salt solutions.Tommy Nantung, B. Tao, Jason Weiss
6/7/2017June 2017Evaluation of Silica-Based Materials for Use in Portland Cement Concretehttps://cptechcenter.org/ncc-projects/evaluation-of-silica-based-materials-for-use-in-portland-cement-concrete/Concrete; Concrete bridges; Durability; Fly ash; Properties of materials; Rheological properties; Road materials; Slag cementThis research will investigate the use of new sources of pozzolanic materials, which will be used to implement recommendations for revisions to the Florida Department of Transportation (FDOT) Standard Specification for road and bridge construction, particularly section 929, Pozzolans and Slag. The research will investigate the plastic, rheological, heat generating, chemical, physical, and durability properties of the alternative materials and their suitability for use in concrete.Christopher Ferraro
7/5/2005July 2005Evaluation of steel slag furnace slag FRAP aggregates in concretehttps://cptechcenter.org/ncc-projects/evaluation-of-steel-slag-furnace-slag-frap-aggregates-in-concrete/slag RAPThis research project will consist of a detailed lab analysis of concrete mixes containing steel slag RAP aggregates to determine if the expansive nature of the steel slag in these mixes will have impact on the performance of concrete mixes containing slag. Any benefit to the Tollway can only occur if the study finds the expansion of steel slag aggregates to be minimal and not jeopardize the life of the concrete. If slag containing RAP can be used in concrete, economic and sustainability benefits will result.Alexander S. Brand, Jeffery R. Roesler
8/1/2014August 2014Evaluation of Surface Treatments to Mitigate ASRhttps://cptechcenter.org/ncc-projects/evaluation-of-surface-treatments-to-mitigate-asr/Surface treating, Alkali silica reactions, Freeze thaw durability, Silane, Sealing compounds, Concrete structures, Arkansas, Deterioration, Cracking, Expansion,Alkali-silica reaction (ASR) is an expansive reaction between the alkalis in cement and reactive silica in aggregates. Transportation agencies are currently experiencing the detrimental effects of ASR. Current research shows that concrete expansion due to ASR may be exacerbated by extreme weather changes (e.g. freeze/thaw cycles), which can cause further deterioration of pavements and structures. This proposed project will examine the effectiveness of silane and other potential sealers in mitigating ASR in concrete structures. The expansion that occurs within the alkali-silica gel can exceed concrete‰'s tensile strength, which leads to cracking and concrete deterioration. For this expansion to occur, sufficient moisture must be available. When the internal relative humidity of concrete falls below 80 percent, ASR will cease and expansion will stop. One of the major objectives of this project is to examine the effectiveness of silane (and other sealers) in reducing the internal relative humidity of ASR-infected concrete. This will be achieved through two research phases. The first phase will monitor the expansion of an ASR-infected concrete barrier wall in Northwest Arkansas. The barrier was instrumented on a previous research project. This project will continue research with regard to the monitoring of expansion and relative humidity. Application rates for silane and other sealers will also be evaluated to determine the most effective mitigation regimen. The second phase will consist of casting and testing field exposure blocks containing reactive silica. The blocks will be treated with a variety of vapor barriers to reduce internal relative humidity, including silane, to determine the most effective treatment with regard to ASR expansionW. Micah Hale
2/1/2014February 2014Evaluation of Test Sections built with Recycled Aggregateshttps://cptechcenter.org/ncc-projects/evaluation-of-test-sections-built-with-recycled-aggregates/recycleThis study is designed to evaluate test sections at MnROAD where two-lift and monolithic recycled aggregates pavements have been built. It will also evaluate test sections identified in the network.Farjhad Reza
7/1/2013July 2013Evaluation of the Long-Term Performance and Benefit of Using an Enhanced Micro-Milling Resurfacing Methodhttps://cptechcenter.org/ncc-projects/evaluation-of-the-long-term-performance-and-benefit-of-using-an-enhanced-micro-milling-resurfacing-method/Micromilling, Resurfacing, Pavements, Preservation, Performance evaluations, Friction courseThe objective of this project is to examine the suitability of micromilling for pavement preservation by comparing the performance of pavement preservation methods in which friction courses are directly placed on micro milled and conventionally-milled surfaces. Yichang (James) Tsai, Zhaohua Wang, April Gadsby
10/1/2016October 2016Evaluation of Ultra-High Performance Concrete for Use in Bridge Connections and Repairhttps://cptechcenter.org/ncc-projects/evaluation-of-ultra-high-performance-concrete-for-use-in-bridge-connections-and-repair/Bridge construction; Concrete; Deterioration; Mix design; Quality control; Traffic loads; Ultra high performance concreteDeterioration of bridges can often be related to poor performance of longitudinal connections between concrete members or transverse deck joints. Impacts from traffic and pressure buildup at joints due to expansion joints filled with debris can lead to physical deterioration at the joints. Ultra-high performance concrete (UHPC) has great potential for application in bridge connections and rehabilitation in Oklahoma. It has the potential to be used as a durable replacement/repair material for the areas immediately adjacent to expansion joints or as a connection material to make simply supported precast members continuous for live load, among many other possible applications. This project will consist of evaluating available proprietary UHPC materials and mix designs made with local materials for applicability to bridge joint installation and repair in Oklahoma. Mix designs will be developed using local materials and several methods of obtaining optimal particle packing density. Mixing methods utilizing typically available concrete mixers will be examined to determine required mixing procedures. This work will be combined with information available in the literature to produce draft specifications for UHPC materials, mixing methods, placing methods, and quality control in Oklahoma. Development of specifications guiding the use of locally available constituents in UHPC and for quality control will allow implementation of UHPC in many applications.Royce Floyd
1/1/2013January 2013Experimental and Numerical Study for the Debonding Interface Between an Existing Pavement and a New Concrete Overlayhttps://cptechcenter.org/ncc-projects/experimental-and-numerical-study-for-the-debonding-interface-between-an-existing-pavement-and-a-new-concrete-overlay.--/Concrete pavements; Debonding; Delamination; Milling; Modulus of elasticity; Overlays (Pavements); Pavement distress; Rehabilitation (Maintenance); ShrinkageMost pavement projects today are a rehabilitation or rejuvenation of existing and distressed pavements. We often add more overlay layers or mill out patches for repair material rather than reconstruct the entire roadway. One of the key requirements for those repair systems is to have adequate bond strength between the existing concrete substrate and overlay throughout the service life. When a repair is performed, the differences in the properties of two materials will affect bond strength and stress distribution. Of particular relevance are differences in shrinkage, elastic modulus and thermal movement. Repaired sections of concrete pavement often fail due to debonding or delamination of the top repaired layer. Thus there is a need to improve or to maintain the bond by improved material properties or improved interface conditions.Amanda Bordelon
12/1/2018December 2018Experimental Simulation and Quantification of Migration of Subgrade Soil into Subbase under Rigid Pavement Using Model Mobile Load Simulatorhttps://cptechcenter.org/ncc-projects/experimental-simulation-and-quantification-of-migration-of-subgrade-soil-into-subbase-under-rigid-pavement-using-model-mobile-load-simulator/Concrete pavements; Fines (Materials); Pavement joints; Pavement performance; Rigid pavements; Saturated soils; Subbase (Pavements); Subgrade (Pavements)Rigid pavement structure typically consists of a surface layer (concrete), underlying granular layers (subbase and/or base), and a compacted subgrade soil layer. Because the subgrade is saturated during wet seasons, cyclic loading caused by heavy traffic may lead to pumping of fine particles from the subgrade into the granular layers, redistribution of materials underneath the slabs, and gradual ejection of materials through pavement joints. This phenomenon results in faulting and can be a major contributor to pavement failure in wet regions. The objective of this study was to simulate and quantify the migration of subgrade soil into the subbase at rigid pavement joints. The cyclic traffic loading was simulated on a geometrically scaled model of rigid interstate highway pavement using a one-third-scale model mobile load simulator (MMLS3), an accelerated pavement testing device. Nonplastic saturated silt and partially saturated aggregate subbase were used as subgrade and subbase layers, respectively.Behnoud Kermani, Shelley M. Stoffels, Ming Xiao, Tong Qiu
9/5/2017September 2017Experimental Study on Anti-Icing and Deicing Performance of Polyurethane Concrete as Road Surface Layerhttps://cptechcenter.org/ncc-projects/experimental-study-on-anti-icing-and-deicing-performance-of-polyurethane-concrete-as-road-surface-layer/Deicing; Polymer concrete; Polyurethane resins; Shear tests;This study aims to investigate deicing and anti-icing performance of an innovative pavement surface layer that replaces asphalt binder with polyurethane, using laboratory tests. The ice-mixture composite specimens were prepared using asphalt binder and polyurethane with the same aggregate type and gradation. The deicing and anti-icing performance of polyurethane concrete at different freezing time was compared to the traditional asphalt concrete. It was found that polyurethane concrete has similar thermal conductivity but much greater specific heat as compared to asphalt concrete. Compared to asphalt concrete, polyurethane concrete can significantly retard the ice-formation time. The pull-off strength and interface shear strength at the interface of ice and polyurethane concrete is about 50% and 55% of those at the interface of ice and asphalt concrete. The work of rupture to break ice layer on polyurethane concrete is about 50% of the work required on asphalt concrete with the same ice layer thickness. The findings demonstrate the potential of using polyurethane concrete on roadways in cold regions to provide better anti-icing and deicing performance and enhance traffic safety at winter seasons.Jun Chen, Xie Ma, Hao Wang, Pengyu Xie, WeiHuang
10/1/2012October 2012Extending the Usage of High Volume Fly Ash in Concretehttps://cptechcenter.org/ncc-projects/extending-the-usage-of-high-volume-fly-ash-in-concrete/Admixtures, Fly ash, Additives, Cracking, X-ray computed tomography, Freeze thaw durability, Surface treatingConcrete mixtures that contain a high volume of fly ash (greater than 30%) have become more desirable for the increase in sustainability and economy of these mixtures. Extensive work has been completed by the principal investigator (PI) Volz for the Missouri Department of Transportation under several previous projects to show that there are many applications where high volume fly ash can be used to provide satisfactory performance. However, several additional additives had to be included in the concrete mixture to improve the reactivity and subsequent strength gain of the mixture. While these additives did improve the performance of the mixtures, there was still a measurable difference between the high volume fly ash mixtures and concretes that use traditional volumes of fly ash. Furthermore, during the durability testing of these mixtures, there was poor performance of these mixtures in the ASTM C 672 salt scaling test. These differences in performance in these materials provide significant barriers between low and high dosages of fly ash that will not allow their usage in bridge decks, pavements, sidewalks, or any element with a time sensitive strength gain. Recent work has been completed by Silva, Cheung, and Roberts of W.R. Grace to introduce a new and promising method of pre-treating fly ash by soaking it in water or other solutions before using it in concrete. This treatment allows the fly ash mixtures investigated to show improved early and later age reaction rates and subsequent strength gain. This methodology needs to be investigated with a larger number of fly ash sources and also the mechanisms need to be better understood. If the benefits of this method could be achieved in a practical manner, then this would greatly improve the ability to use high volume fly ash concrete and would address several of these critical issues with delayed strength and setting. Even if these issues are addressed then there will still be problems with the subsequent scaling of these mixtures. While there are a number of different ways to address this problem, it would be better if there was a greater understanding of the mechanisms of salt scaling with high volume fly ash and why it is more severe than low volumes. In order to investigate this, the research team will use X-ray computed tomography techniques to image samples during freezing and thawing cycles. This technique can make 3D maps of materials with a scale of 1 micron and has been a significant focus of research of PI Ley at OSU. This technique will allow direct observations to be made of the crack initiation sites and their subsequent growth under freezing cycles. Once the scaling mechanism is better understood, then this will give much greater insight to guide future solutions.Jeffery S. Volz
9/15/2018September 2018Feasibility Study of 3D Printing of Concrete for Transportation Infrastructures TR-756https://cptechcenter.org/ncc-projects/feasibility-study-of-3d-printing-of-concrete-for-transportation-infrastructures-tr-756/Feasibility analysis; Infrastructure; Mix design; Printers; Technological innovations; Three dimensional displaysThere is a growing interest in 3D concrete printing worldwide. Through automation, digitalization, and process planning, 3D printing technology permits to create concrete structures having complex geometry (various shapes/cross-sections) with high precision. It also enables concrete construction under extreme conditions that are difficult and/or very costly for conventional concrete formwork setup, placing, and/or consolidation. Many breakthroughs have been made in 3D concrete printing already, and one of them is the recent development in printing of reinforced concrete, which has opened a new door for further innovations and applications of 3D printed concrete. In spite of significant progress of this technology, studies on 3D concrete printing for the applications in transportation infrastructures are still very limited. This proposed project is to explore the feasibility to fill this gap. Research has indicated that in addition to the proper printing equipment and automation design tools, a core for successful 3D printed concrete is to have a desirable robust “ink” – an engineered concrete mixture. The focus of this proposed project is to develop a printable, functional concrete mixture. It is expected that this explorative study will bring many 3D printing related innovations to Iowa and offer a revolutionary perspective on the future structural concrete design and construction of transportation infrastructures as well as on emergency road/bridge repairs.Kejin Wang
7/1/2017July 2017Feasibility Study of Development of UHPC for Highway Bridge Applications in Nebraska https://cptechcenter.org/ncc-projects/feasibility-study-of-development-of-uhpc-for-highway-bridge-applications-in-nebraska /Admixtures; Curing and setting agents; Durability; Fillers (Materials); Mechanical properties; Self compacting concrete; Structural analysis; Ultra high performance concreteUltra-high performance concrete (UHPC) is a new class of concrete that has mechanical and durability properties that far exceed those of conventional concrete. The use of UHPC will result in significant improvements in the structural capacity and durability of bridge components. As a result, issues such as cracking and leakage in bridge wet joints can be largely eliminated. However, because of the highly sophisticated mixture design and raw material availability, the current use of UHPC in the United States (U.S.) is limited to proprietary pre-packed products provided by international suppliers. The high material cost associated with these products, which can be as high as $2,000 per cubic yard in additional to batching, placing, and curing costs, has greatly prevented the wide use of UHPC in bridge applications. Therefore, there is an urgent need to develop economical non-proprietary UHPC mix(es) with materials readily available in Nebraska.Joing Hu, G. Morcous
10/1/2018October 2018FHWA Research and Technology Evaluation: Precast Concrete Pavementhttps://cptechcenter.org/ncc-projects/fhwa-research-and-technology-evaluation:-precast-concrete-pavement/Precast concrete pavement (PCP)This evaluation assesses the outcomes of the Federal Highway Administration’s (FHWA’s) investment in precast concrete pavement (PCP). The evaluation team determined the benefits and costs of individual PCP projects and, where possible, extrapolated findings from the data based on overall themes. Additionally, the evaluation team determined the outcomes and impacts of FHWA research, demonstrations, workshops, and related activities and developed recommendations to facilitate the continued adoption of the technology. FHWA’s efforts were found to be largely successful and contributory to the development and adoption of PCP. FHWA has overseen initial research and prototypes and has helped the use of PCP technology become routine in some States. PCP is an effective and efficient way to conduct roadway maintenance, repairs, and reconstruction. Benefits significantly exceed costs in high-volume areas or unique roadway sections that would lead to significant detours if closed for long periods of time. PCP also allows for innovative maintenance practices and cost savings, such as the reuse of concrete panels for temporary repairs.Greg Bucci, Matthew Keen, Kaitlin Coppinger, JoeCondon
2/1/2018February 2018Fiber (Steel) Reinforced Concrete for Improved Performance of Transportation Infrastructurehttps://cptechcenter.org/ncc-projects/fiber-(steel)-reinforced-concrete-for-improved-performance-of-transportation-infrastructure/Steel fiber reinforced concrete, establish optimal mix designs, implementation, validate design procedures for SFRCSteel fiber-reinforced concrete (SFRC) provides improved tensile performance of concrete. This improved performance can be used in slabs to reduce the volume of conventional steel reinforcement, create longer spans, or reduce slab thickness. Use of SFRC can lead to a reduction in structure weight and improvements in the safety and speed of construction. These benefits can result in cost savings in both the short term (construction labor) and the long term (improved quality and durability). To maximize the benefits of SFRC, it is necessary to establish optimal mix designs, identify target projects for implementation, and validate design procedures for SFRC. This project investigated the application of SFRC in pavements and bridge decks to reduce the amount of traditional steel used and to improve service level performance. The project consisted of four main tasks. The first was a review of the literature on SFRC applications to elevated slabs and slabs-on-grade. This was followed by case studies on implementation of SFRC for pavement and bridge decks. Results of the case studies informed the development of an experimental test program. Finally, all results were compiled to develop design recommendations and an implementation plan. The report summarizes the project findings and provides recommendations for the implementation of SFRC in Arizona Department of Transportation infrastructure.Anna C. Birely, Philip Park, Joshua A. McMahon, Xijun Shi, Younho Rew
1/1/2019January 2019Fiber-Reinforced Concrete in Bridge Decks TR-767https://cptechcenter.org/ncc-projects/fiber-reinforced-concrete-in-bridge-decks-tr-767/Benefit cost analysis; Bridge decks; Cracking; Fiber reinforced concrete; Field tests; High performance concrete; Laboratory tests; Mix design; Service lifeThe main objective of this research project is to design and evaluate the use of fibers in HPC mixes to prevent or reduce early-age cracking in bridge decks. This will be achieved through a systematic investigation supported by laboratory and field tests to ensure that the developed concrete mixes will meet both short- and long-term properties of interest. This project will begin with a comprehensive literature search and survey, which will supplement the knowledge and experience of the research team in working with fiber-reinforced concrete (FRC). A set of HPC mixes, including standard HPC, HPC with fibers, and HPC with fibers and admixtures will then be developed using fibers of different type, geometry, and dosage.Behrouz Shafei
7/1/2016July 2016Field Implementation and Monitoring of Behavior of Economical and Crack-FreeHigh-Performance Concrete for Pavement and Transportation InfrastructureConstructions - Phase IIhttps://cptechcenter.org/ncc-projects/field-implementation-and-monitoring-of-behavior-of-economical-and-crack-free-high-performance-concrete-for-pavement-and-transportation-infrastructure-constructions-phase-ii/Asphalt mixtures; Cracking; Field tests; High performance concrete; Infrastructure; Mix design; Pavement performance; Sustainable transportationEconomical and crack-free high-performance concrete (Eco-HPC) is a new class of environmentally friendly and cost-effective high-performance concrete (HPC) that is made of low binder content, high volume of supplementary cementitious materials (SCMs), and shrinkage mitigating materials. The initial phase of research that involved an extensive laboratory investigation indicated that the designed Eco-HPC can secure high resistance to shrinkage cracking, and high strength and durability.Kamal H. Khayat, Iman Mehdipour, Zemei Wu
7/1/2016July 2016Field Implementation of High-Volume Recycled Materials for Sustainable Pavement Constructionhttps://cptechcenter.org/ncc-projects/field-implementation-of-high-volume-recycled-materials-for-sustainable-pavement-construction/Concrete aggregates; Field tests; Monitoring; Recycled materials; Road construction; Sustainable transportationThe objective of this study was to evaluate the feasibility of producing sustainable concrete materials for rigid pavement construction using high volume of recycled materials. The goal was to replace 50% of all solid materials in the concrete with recycled materials and industrial by-products. This included the replacement of cement with at least 50% supplementary cementitious materials (SCMs) and aggregate with 50% recycled concrete aggregate (RCA).Kamal H. Khayat, Seyedhamed Sadati
7/1/2016July 2016Field Implementation of Super-Workable Fiber-Reinforced Concrete for Infrastructure Constructionhttps://cptechcenter.org/ncc-projects/field-implementation-of-super-workable-fiber-reinforced-concrete-for-infrastructure-construction/Bridge construction; Bridge members; Fiber reinforced concrete; Infrastructure; Performance based specifications; Self compacting concrete; Substructures; Superstructures; WorkabilityA fiber-reinforced super-workable concrete (FR-SWC) made with 0.5% micro-macro steel fibers and 5% calcium oxide (CaO)-based expansive agent was used for the new deck slab of Bridge A8509. The selected FR-SWC had a targeted slump flow of 20 in. at the casting location. Multiple trial batches were performed, in collaboration with the concrete supplier, to adjust the mixture composition to meet the targeted performance criteria. This was followed up by casting the fibrous concrete in a mock-up slab measuring 10 × 10 ft that was prepared to simulate the tight rebar and the roadway crown slope in the transverse direction. The results indicated the necessity to lower the concrete slump from the intended value for FR-SWC to hold the 2% crown slope of the bridge deck in the transverse direction. The final mixture that was selected following the trial batches and mock-up placement had a slump consistency of 8 ± 2 in. (FRC). Six sensor towers were installed in the slab within 18 ft to the East and West sides of the intermediate bent to monitor in-situ properties of the concrete.Kamal H. Khayat, Ahmed Abdelrazik
10/1/2017October 2017Field Testing of an Ultra-High Performance Concrete Overlay on Bridge Deckshttps://cptechcenter.org/ncc-projects/field-testing-of-an-ultra-high-performance-concrete-overlay-on-bridge-decks/Ultras High Performance Concrete Overlay on Bridge DecksBridge decks are commonly rehabilitated using overlays, depending on the cause of deck deterioration, available budget, and desired service life of the rehabilitated structure. One emerging solution for bridge deck rehabilitation is thin, bonded, ultra-high performance concrete (UHPC) overlays. As an overlay material, UHPC can provide both structural strength and protection from ingress of contaminates using a 1 inch to 2 inch layer of material.The first U.S. deployment of UHPC as a bridge deck overlay was completed in May 2016 on a reinforced concrete slab bridge located in Brandon, Iowa. A few months after installing the UHPC overlay, a field inspection of the bridge identified some locations along the deck where delamination may have occurred. To address this concern, a field study was conducted in November 2016 to evaluate the bond between the UHPC overlay and the substrate concrete bridge deck. Researchers from the Federal Highway Administration's (FHWA) Turner-Fairbank Highway Research Center (TFHRC) synthesized photographic evidence, conducted a field inspection of the bridge deck surface using a chain drag, and conducted physical testing of the UHPC-concrete interface bond using the direct tension bond pull-off test. Tested samples were taken back to TFHRC, and the UHPC-concrete interface was subsequently analyzed using scanning electron microscopy (SEM). The pull-off test data indicated that the UHPC overlay and the existing concrete bridge deck were intact, which was confirmed by SEM analysisZachary B. Haber, Jose F. Munoz, Benjamin A. Graybea
1/1/2019January 2019Fighting for Curb Space: Parking, Bike Sharing, Urban Freight Deliveries, Ride-Hailing, and Other Usershttps://cptechcenter.org/ncc-projects/fighting-for-curb-space:-parking,-bike-sharing,-urban-freight-deliveries,-ride-hailing,-and-other-users/Curb side parking; Curbs; Cyclists; Delivery vehicles; Demand; Demand responsive transportation; Freight and passenger traffic; Loading and unloading; Pedestrians; Public transit; Ridesharing; Simulation; Spatial analysis; Trip generation; Urban areas; Vehicle sharingIn many urban areas, curb space management is a key determinant towards a sustainable transportation system as new trends in passenger and freight transportation demand require access to this limited asset. On the passenger side, in addition to efforts to increase pedestrian and bicycle traffic, and transit ridership, the advent of ride-hailing services have created a surge in curb demand. As a reference, while a few years ago, taxis represented around 1% of the vehicle trips in San Francisco, ride-hailing trips are 15% of the total today. Similarly, e-commerce growth (double-digits yearly) and residential deliveries require more curb access for freight loading/unloading activities.Miguel Jaller, Caroline Rodier, Michael Zhang
3/31/2017March 2017Forensic Investigation of Continuously Reinforced Concrete Pavements in Fair and Poor Conditionhttps://cptechcenter.org/ncc-projects/forensic-investigation-of-continuously-reinforced-concrete-pavements-in-fair-and-poor-condition/Continuously reinforced concrete pavements; Deterioration by environmental action; Nondestructive tests; Pavement cracking; Pavement maintenance; Structural deterioration and defectsContinuously reinforced concrete pavement (CRCP) sections contain longitudinal and transverse reinforcement that spans the entire pavement section. This paper presents the investigation result of two CRCP sections that exhibited closely spaced cluster cracks. One of the CRCP sections was in relatively poor condition because of distress in the form of several punchouts. In the forensic pavement investigation conducted jointly by a research team and the Georgia Department of Transportation, both nondestructive and destructive tests were used to investigate CRCP performance. It was concluded that the cluster-cracking mechanism was related to material and environmental factors. It was also concluded that the relatively poor CRCP section experiencing punchouts was due to poor concrete compaction and other construction issues. A long-term monitoring program was recommended by the investigation team to further identify signs of punchout distress and provide any needed rehabilitation.Mi G. Chorzepa, Catherine Johnson; S. Sonny Kim, Stephan Durham
3/1/2019March 2019Forensic Investigation of Distresses Found in Jointed Plain Concrete Pavementshttps://cptechcenter.org/ncc-projects/forensic-investigation-of-distresses-found-in-jointed-plain-concrete-pavements/Concrete pavements; Cracking of concrete pavements; Forensic science; Load transfer; Pavement distress; Pavement joints; Unreinforced concreteJointed plain concrete pavement (JPCP) is commonly used in roadway construction as an economical choice when distributed steel reinforcement is not necessary. The performance of JPCP depends on the joint load transfer efficiency and design parameters such as slab thickness, concrete strength, and dowel/joint spacing. This paper investigates two JPCP sections, State Route (SR)-22 in good condition and Interstate Highway (I)-75 in poor condition. The distress in the I-75 section is mainly depicted by longitudinal (or linear) cracks running the full depth through the concrete slabs. To understand the cause of distress, a forensic investigation was conducted jointly by a research team and the Georgia Department of Transportation. As part of the investigation, both nondestructive and destructive tests were performed using a falling weight deflectometer ground penetration radar, corings, and laboratory tests including petrographic analysis. Three sources of distress were considered in this study: environmental, traffic load, and material-related cracking mechanisms.Mi G. Chorzepa, Catherine Johnson; S. Sonny Kim, Stephan Durham
8/13/2014August 2014Forensic Study of Early Failures with Unbonded Concrete Overlayshttps://cptechcenter.org/ncc-projects/forensic-study-of-early-failures-with-unbonded-concrete-overlays/ Concrete overlays; Costs; Pavement design; Pavement distress; Pavement maintenance; PavingThe Ohio Department of Transportation (ODOT) has constructed over 350 lane miles of Unbonded Concrete Overlays (UBCO). For the most part these overlays have performed as expected. However, occasionally an UBCO is constructed which performs below expectations. The objective is to determine the mechanisms of failure responsible for each distress evident at the time of the study. The goal being to tie these mechanisms to the design, construction and/or materials practices or standards that can be modified to gain better performance and eliminate or delay these types of problems in the future. The research is expected to result in a better understanding of how to design and construct an unbonded concrete overlay. Ultimately, this research is expected to produce cost savings by preventing premature distress formations in unbonded concrete pavement overlays and reducing future maintenance costs to those projects through improved performance of the overlays.Shad Sargand, Roger Green, Junqing Zhu, Issam Khoury
4/19/2017April 2017Four High Performance Nonproprietary Concrete Deck Configurations for Movable Bridgeshttps://cptechcenter.org/ncc-projects/four-high-performance-nonproprietary-concrete-deck-configurations-for-movable-bridges/Admixtures; Bridge decks; Concrete pavements; Fiber reinforced polymers; Finite element method; High performance concrete; Movable bridgesFour high performance nonproprietary concrete bridge deck configurations are presented for Louisiana’s movable bridges as an alternative to traditional steel grid decks, which have exhibited durability problems. These concrete decks are as light and as deep as the traditional steel grid decks and meet the maximum weight limitation of 0.96 kN/m2 imposed by the capacity of the mechanical systems that operate the movable bridges. The four concrete deck configurations feature unique nonproprietary concrete mixtures that possess high strength and low unit weight. The development of each concrete mixture is presented. All reinforcement is corrosion resistant and consists of glass fiber reinforced polymer (GFRP) bars and a two-way carbon fiber mesh. Several nonlinear finite element analyses are performed to simulate the behavior of all four concrete deck configurations from the onset of loading to failure and to ensure that the developed deck configurations meet AASHTO’s load and deflections requirements. AASHTO’s ultimate load demand is met regardless of whether the deck system is made continuous for live loads. Two deck configurations meet AASHTO’s deflection requirements when continuity for live loads is established. The failure mode of the concrete deck panels is dominated by shear. The presented deck configurations offer the departments of transportation various feasible options and thus more flexibility for to how to address problems related to the deterioration of steel grid decks using locally available materials, and provide guidance as to what experimental testing to perform in the future.Hadi Baghi, Fatmir Menkulasi, Carlos Montes, Jean Paul Sandrock Jr., Sergio Gomez
2/28/2018February 2018Freeze Thaw and Deicer Salt Scaling Resistance of Concrete Prepared with Alkali Aluminosilicate Cementhttps://cptechcenter.org/ncc-projects/freeze-thaw-and-deicer-salt-scaling-resistance-of-concrete-prepared-with-alkali-aluminosilicate-cement/Alkali; Cement; Concrete; Deicing chemicals; Freeze thaw durability; Scaling (Concrete); Aluminosilicates; Highways; Materials; Pavements;Concrete materials were prepared with a cement based primarily on the alkali aluminosilicate chemistry. Two aspects of concrete performance were emphasized and compared against those of ordinary Portland cement (OPC) concrete: freeze-thaw durability, and deicer salt scaling resistance. Test results indicated that the concrete prepared with the alkali aluminosilicate cement (AAC) produced excellent freeze-thaw durability; its dicer salt scaling resistance, however, was lower than that provided by the OPC concrete. Efforts were made to improve the deicer salt scaling resistance of the AAC concrete through refinement of the AAC composition. The use of an air-entraining agent was found to enhance the deicer salt scaling resistance of the AAC concrete. Modification of the AAC chemistry with polyethylene glycol, tartaric acid, or a combination of sodium benzoate and triisopropanolamine was found to also improve the AAC concrete resistance to deicer salt scaling with minimal effect on compressive strength.Faris Matalkah, Parviz Soroushian
10/17/2018October 2018Full Depth Reclamation with Thin Surface Treatment for Low Volume Road Maintenancehttps://cptechcenter.org/ncc-projects/full-depth-reclamation-with-thin-surface-treatment-for-low-volume-road-maintenance/underlying issues of existing pavement; Thinner surface treatments; local roadwaysTraditional maintenance activities employed by the Virginia Department of Transportation are becoming increasingly costly in that they often do not last as long as intended. Full depth reclamation (FDR) along with application of thinner surface treatments such as chip seals, cape seals, micro-surfacings, and 1-inch asphalt concrete courses, cover more area for less money and can be placed more rapidly. FDR can be used to fix the underlying issues in an existing pavement and, combined with thin surfacing, provide significant savings. An example of this advanced practice is proposed for a 3-mile long project (2 lanes) on Route 602 in Surry County. The work is proposed to include FDR with a triple chip seal, modified prime and double seal surface treatment, and 1” asphalt concrete overlay. This project will document the construction and performance of this section. A return on investment analysis will also be performed.Harikrishnan Nair, Brian Diefenderfer
6/6/2014June 2014Full-Depth Reclamation (FDR) for Suburban/Urban and Local Roads Applicationhttps://cptechcenter.org/ncc-projects/full-depth-reclamation-fdr-for-suburban-urban-and-local-roads-application/Full-depth reclamation, Cost effectiveness, Rehabilitation (Maintenance), Urban highways, Rural highways, Guidelines, Road construction, ReconstructionFull depth reclamation (FDR) is widely recognized as a cost-effective rehabilitation method for road reconstruction, and can provide increased structural capacity when additional stabilizing agents are used. While this method has been extensively used and evaluated in the rehabilitation of county and state roads, it has received less attention as a rehabilitation alternative for urban and suburban streets. The objective of the project is to evaluate the advantages and limitations of using FDR for urban and suburban streets and to propose guidelines for implementing FDR as a rehabilitation procedure for street applications. A literature review and survey will be conducted followed by an experimental to identify the most suitable and cost effective technology to be applied to street rehabilitation.Marcella Hartman, Mugur Turos, Debaroti Ghosh, Mihai Marasteanu
3/10/2015March 2015Further Validation of ASR Testing and Approach for Formulating ASR Resistant Mixhttps://cptechcenter.org/ncc-projects/further-validation-of-asr-testing-and-approach-for-formulating-asr-resistant-mix/Admixtures, Alkali silica reactions, Mix design, Aggregates, Fly ash, Test procedures, Concrete cylinders, Hydraulic cementThe main objectives of this project is to further validate the aggregate-solution method and the accelerated concrete cylinder testing (ACCT) and validate the approach (developed in research project 0-6656) of developing alkali silica reaction (ASR) resistant concrete mix. Developing Alkali-silica reaction (ASR) resistance mix is a combined approach of aggregate -solution testing measuring Ea (activation energy) and threshold alkalinity (THA) and concrete testing. The specific objectives are as follows: (1) Validate the usefulness of threshold alkalinity in determining alkali loading for different aggregate sources which could potentially be used to modify mix design option 7. In option 7 of Texas Department of Transportation (TxDOT) Item 421, it is recommended that the total alkali contribution from cement in the concrete should not exceed 3.5 lbs per cubic yard of concrete when using hydraulic cement alone. With the eventual loss of Class F fly ash sources, the department needs to investigate other methods to determine potential reactivity of aggregates in terms of alkali threshold (current test methods are not appropriate for this analysis) in order to be prepared in the event Class F fly ash is no longer readily available. (2) Further validation of ACCT (testing period, expansion limits, level of alkali loadings, appropriate level of soak solution chemistry, suitable specimen dimension etc.) method - Use the TxDOT field exposure block data to calibrate the ACCT method. (3) Suitability of ACCT to test job mix. (4)Validation of the combined approach using both aggregate-solution and concrete testing for formulating ASR resistant mix.Anol Mukhopadhyay, Kai-Wei Liu, Mostafa Jalal
3/1/2014March 2014Georgia Long-Term Pavement Performance (GALTPP) Program - Maintaining Georgia's Calibration Sites and Identifying The Potential for Using MEPDG For Characterization of Non-standard Materials and Methods (Phase 1)https://cptechcenter.org/ncc-projects/georgia-long-term-pavement-performance-(galtpp)-program-?-maintaining-georgia?s-calibration-sites-and-identifying-the-potential-for-using-mepdg-for-characterization-of-non-standard-materials-and-methods-(phase-1)/Calibration; Data collection; Field tests; Geographic information systems; Laboratory tests; Mathematical prediction; Mechanistic-empirical pavement design; Pavement distress; Pavement performanceThe Georgia Department of Transportation (GDOT) has initiated a Georgia Long-Term Pavement Performance (GALTPP) monitoring program 1) to provide data for calibrating the prediction models in the AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) and 2) to monitor sites for evaluating the effect of various materials and methods on pavement performance. A total of 38 flexible pavement sites (17 LTPP and 21 non-LTPP) and 23 rigid pavement sites (11 LTPP and 12 non-LTPP sites) sites were selected for the MEPDG calibration and various field and laboratory testing, including condition surveys in accordance with LTPP Distress Identification Manual, Falling Weight Deflectometer (FWD), etc., were conducted on the non-LTPP sites. Yi-Ching Wu, Yichang (James) Tsai
6/1/2014June 2014Grains of gain. Roads & Bridges, Volume 52, Issue 5, 2014, pp 52-55https://cptechcenter.org/ncc-projects/grains-of-gain.-roads-&-bridges,-volume-52,-issue-5,-2014,-pp-52-55/Artificial aggregates; Concrete pavements; Evaluation; Fine aggregates; Mix design; Portland cement concrete; Proportioning; Skid resistance; StudiesManufactured fine aggregates are a product created when rocks are crushed using a mechanical crusher. With the depletion of sources of natural sands, the usage of manufactured fine aggregates has increased. Manufactured fine aggregates have properties that differ from natural sands; for this reason, the plastic and hardened properties of concrete produced using manufactured fine aggregates differ from the properties of concrete made with natural sands. The main concrete properties affected by the usage of manufactured fine aggregates are skid resistance, workability, and finishability. The aim of this research project was to investigate how manufactured fine aggregates could be used in concrete pavements without causing workability or skid related issues. To improve the workability of concrete made with manufactured fine aggregates, the use of the optimized mixture proportioning method developed by the International Center for Aggregate Research (ICAR) was investigated. Results obtained from this testing were used to make recommendations.Marc Rached, David W. Fowler
12/1/2018December 2018Greenhouse Gas Reduction Opportunities for Local Governments: A Quantification and Prioritization Frameworkhttps://cptechcenter.org/ncc-projects/greenhouse-gas-reduction-opportunities-for-local-governments:-a-quantification-and-prioritization-framework/Alternatives analysis; Climate change; Decision support systems; Economic factors; Greenhouse gases; Infrastructure; Life cycle analysis; Life cycle costingUnder Senate Bill 375, California counties and cities must develop greenhouse gas (GHG) reduction targets and specific actions to achieve them. Many of these Climate Action Plans (CAPs) are being updated now, and some existing CAPs reflect a lack of consistent methodology, relevant information, and data to support robust GHG reduction targets, and lack clarity on the likelihood of success or economic costs of mitigation. Local jurisdictions and agencies responsible for managing roadways and associated right of ways, parking, complete streets, and other transportation infrastructure assets and related operation and maintenance may play a crucial role in GHG reduction goals.Alissa Kendall, John Harvey
1/1/2013January 2013Ground Tire Rubber (GTR) as a Component Material in Concrete Mixtures for Paving Concretehttps://cptechcenter.org/ncc-projects/ground-tire-rubber-(gtr)-as-a-component-material-in-concrete-mixtures-for-paving-concrete/Tires, Mix design, Admixtures, Concrete pavements, Compressive strength, Flexural strength, Cracking, Shrinkage, Laboratory tests, Life cycle costing, Ground tiresThis research was done to investigate if the problems associated with flexibility and temperature sensitivity (expansion and contraction) in roadway concrete pavements can be addressed by replacing some of the fine or coarse aggregate component with crumb rubber, specifically, Ground Tire Rubber (GTR). The research also intended to find out the general effects of adding the GTR to the conventional pavement concrete, in terms of the mechanical properties and workability, requiring several laboratory tests to be conducted as part of the study. Finally, the research was required to evaluate the practical implementation at a ready mix plant, of the proposed use of GTR as a component in the concrete. It was found from the study that the modulus of elasticity of concrete is reduced when GTR is used in concrete, thus the pavement concrete becomes more flexible. Based on the results of the tests for the coefficient of thermal expansion (CTE), it was not conclusive from this study, that adding GTR will significantly affect the expansion and contraction in the concrete pavement.John O.Sobanjo, Kamal S. Tawfiq, Richard Twumasi-Boakye, Sylvester Inkoom, Sheldon Gibbs
4/21/2017April 2017Guidelines for Stabilizing Problematic Soils Using Calcium-Based Stabilizershttps://cptechcenter.org/ncc-projects/guidelines-for-stabilizing-problematic-soils-using-calcium-based-stabilizers/Chemical analysis; Laboratory tests; Life cycle costing; Road construction; Soil stabilization; Soils by chemical content or actionThe main goal of the project is to establish protocols for conducting efficient chemical stabilization design for problematic soils with and without soluble sulfates within the state of Montana. Montana Department of Transportation (MDT) has limited experience with chemical stabilization, and while there is a desire to potentially use chemical stabilization, a major concern with this approach is the presence of potential high sulfate concentrations and costs incurred in undertaking chemical stabilization projects. The project will conduct laboratory studies to determine effective chemical stabilizers for stabilizing Montana specific problematic soils. In addition, this project will also perform life cycle cost analysis in order to compare and contrast existing approaches vs. chemical stabilization alternatives in tackling these problematic soils.Bhaskar Chitoori
2/15/2017February 2017High Abrasion-Resistant and Long Lasting Concretehttps://cptechcenter.org/ncc-projects/high-abrasion-resistant-and-long-lasting-concrete/Abrasion resistance; Concrete; Laboratory tests; Life cycle analysis; Mix design; Optimization; SurveysIdentifying and selecting concrete mix designs that provide the lowest cost at the longest performance for a future Alaska Department of Transportation and Public Facilities (DOT&PF) urban capital project as an experimental feature. Tasks include (1) Literature review and survey, (2) laboratory testing and optimization of mix design, (3) design and specification writing, monitor test section, (4) life-cycle cost analysis and comparison.Carolyn Morehouse
11/1/2014November 2014High Early-Strength High-Performance Concrete for Rapid Pavement Repairhttps://cptechcenter.org/ncc-projects/high-early-strength-high-performance-concrete-for-rapid-pavement-repair/High performance concrete, State departments of transportation, Pavement performance, Mix design, Specifications, Durability, Repairing, Literature reviewsThe objective of this study is to (1) review and survey the current materials, concrete mixes and procedures for rapid repair being used by different departments of transportation (DOTs) and other state highway agencies. The review/survey will include benefits, disadvantages, costs and longevity of each method. The findings of literature/survey will be used as a basis for definition of minimum strength and durability requirements of rapid repairs and selection of the most reliable methods for experimental program; (2) evaluate performance of different rapid repair methods and introduce high performance mixtures for rapid repair. Different mixtures with adequate longevity and for different opening times will be introduced to be applied in different projects. The final definition of test parameters, level of performance and costs will be provided; and (3) categorize technologies and methods available for installation, and provide a manual guidance for material specification, mix design, casting and curing of the rapid repairs.Nader Ghafoori, Meysam Najimi, Matthew Maler
1/1/2019January 2019High Performance Concrete with Post-Tensioning Shrinking Fibershttps://cptechcenter.org/ncc-projects/high-performance-concrete-with-post-tensioning-shrinking-fibers/Durability;ÿFiber reinforced concrete;ÿHigh performance concrete;ÿMechanical properties;ÿPolymer fibers;ÿPosttensioningThis research improves upon the technique of reinforcing concrete with dispersed fibers by having the fibers axially shrink after curing to produce a dispersed multi-axial post-tensioned state. Such reinforcing has the potential to increase the crack resistance and durability of the concrete. Preliminary benchtop testing with natural chitosan polymer fibers have confirmed the viability of the technique, where certain configurations show significant strengthening with the shrinking fibers. The proposed research would expand the knowledge base by examining larger scale chitosan samples, exploring steel and nitinol shape memory fibers that produce a similar effect, studying the underlying mechanical principles and exploring direct applicability to transportation structures.Dryver Huston
1/1/2017January 2017Highly Abrasion-resistant and Long-lasting Concretehttps://cptechcenter.org/ncc-projects/highly-abrasion-resistant-and-long-lasting-concrete/Abrasion resistance; Cold weather; Concrete; Durability; Pavement distress; Rutting; Studded tires; Wearing course (Pavements)Wearing course rutting that causes progressive loss of material from the surface is a typical pavement distress occurring in the Central Region of Alaska and other northern states such as Washington and Oregon. In Alaska, concrete with commonly-used additives is already in production and appears to be more durable and cost effective, especially for pavements that are more resistant to studded tire wear. This study is to further identify the optimum concrete mix design, and produce and implement cost-effective, highly abrasion-resistant, and durable concrete for cold region highway applications.Jenny Liu
6/15/2015June 2015High-Volume Recycled Materials for Sustainable Pavement Constructionhttps://cptechcenter.org/ncc-projects/high-volume-recycled-materials-for-sustainable-pavement-construction/Concrete pavements, Recycled materials, Concrete, Infrastructure, Sustainable development, Paving,The proposed study aims at developing sustainable concrete materials for infrastructure applications. The main objective of the proposed research project is to maximize the content of recycled materials (at least 50% of the mass of solids) in concrete pavement in an effort to reduce the overall material cost of pavement construction as well as enhancing the sustainability aspects of these operations.Kamal H. Khayat, Seyedhamed Sadati
2/1/2016February 2016Hydrologic Performance of Four Permeable Pavement Systems Constructed over Low-Permeability Soils in Northeast Ohiohttps://cptechcenter.org/ncc-projects/hydrologic-performance-of-four-permeable-pavement-systems-constructed-over-low-permeability-soils-in-northeast-ohio/Clay soils; Drawdown (Hydraulics); Hydrology; Impervious soils; Pavement performance; Porous pavements; Runoff; Permeability (material), Stormwater management, Peak flow, Filtration, Permeability (soil), Pavement condition, Concrete pavements, Water storagePermeable pavements benefit urban hydrology through detention of stormwater in the aggregate base and subsequent exfiltration to the underlying soil. The majority of previous research has focused on permeable pavements constructed in sandy soils and/or treating only direct rainfall. Four permeable pavements employing internal water storage (IWS) zones and situated over low-permeability soils were intensively monitored for their hydrologic performance in northern Ohio. Volume reduction varied from 16 to 53% for permeable pavements with low drawdown rates (<0.35  mm/h) and loading ratios (Watershed Area+Permeable Pavement Area divided by Permeable Pavement Area) exceeding 5∶1. Postconstruction drawdown rates were similar to saturated hydraulic conductivity (Ksat) measured during construction, suggesting that lateral exfiltration and evaporation were relatively minor contributors to volume reduction. Stormwater was completely captured (i.e., no discharge from the permeable pavements) during 4–80% of observed storm events. Average depth of abstraction ranged from 3.0 mm (site with highest loading ratio) to 25.2 mm (site treating only direct rainfall). Substantial peak flow mitigation was observed for all rainfall events not producing surface runoff (i.e., untreated bypass). Under these conditions, peak flow was diminished by more than 80% for seven events exceeding the 1-year, 5-min design rainfall intensity for Cleveland, Ohio. Lower loading ratios, reduced surface runoff, an IWS zone, and higher underlying soil Ksat directly impacted volume reduction and peak flow mitigation. Overall, permeable pavement mitigated negative hydrologic impacts of impervious surfaces even when sited over low-conductivity clay soils.Ryan J. Winston, Jay D. Dorsey, Alessandra P. Smolek, William F. Hunt
2/28/2018February 2018Identify Best Practices in Pavement Design, Materials, Construction and Maintenance in Wet Freeze Climates Similar to Michiganhttps://cptechcenter.org/ncc-projects/identify-best-practices-in-pavement-design,-materials,-construction-and-maintenance-in-wet-freeze-climates-similar-to-michigan/Best practices; Climate; Freezing; Literature reviews; Materials selection; Pavement design; Pavement maintenance; Pavements; Paving; Wet weatherThe intent of this research is to identify best practices for pavements in wet-freeze climates. For the purposes of this report, a best practice is a procedure that has been shown by research or experience to produce improved results and that is established or proposed as a standard suitable for widespread implementation. This project identified the criteria used to determine locations around the country and the world with a similar wet-freeze climate as that of Michigan. This project documented the process of conducting the literature review, the method of analysis pertaining to the discovered information, and the organization of the report.Zhanping You, Chris Gilbertson, Thomas Van Dam
1/1/2016January 2016Impact of Curling and Warping on Concrete Pavementhttps://cptechcenter.org/ncc-projects/tr-668-impact-of-curling-and-warping-on-concrete-pavement-active/Concrete pavements; Curling; Field studies; Laser radar; Pavement performance; Portland cement concrete; Quality assurance; Quality control; Recommendations; WarpagePortland cement concrete (PCC) pavement undergoes repeated environmental load-related deflection resulting from temperature and moisture variations across the pavement depth. This phenomenon, referred to as PCC pavement curling and warping, has been known and studied since the mid-1920s. Slab curvature can be further magnified under repeated traffic loads and may ultimately lead to fatigue failures, including top-down and bottom-up transverse, longitudinal, and corner cracking. It is therefore important to measure the “true” degree of curling and warping in PCC pavements, not only for quality control (QC) and quality assurance (QA) purposes, but also to achieve a better understanding of its relationship to long-term pavement performance.Halil Ceylan, Shuo Yang, Kasthurirangan Gopalakrishnan, Sunghwan Kim, Peter Taylor, Ahmad Alhasan
5/15/2018May 2018Impact of Curling and Warping on Concrete Pavement Phase 2https://cptechcenter.org/ncc-projects/impact-of-curling-and-warping-on-concrete-pavement-phase-2/Concrete pavements; Curling; Laser radar; Mix design; Pavement performance; Portland cement concrete; WarpageThe impacts of curling and warping on long-term pavement performance are not well understood. While some recent studies have pointed to a strong connection between the two, others have stated that these findings may not be as significant as first thought. At the same time, we continue to seek out more cost-effective ways of designing and constructing pavements without sacrificing performance. In order to do this, the curling and warping relationship must be better understood. Phase I by Dr. Ceylan and his research team, “Impact of Curling and Warping on Concrete Pavement” (Phase I), field investigations were performed at six identified sites in Iowa highways to better understand the curling and warping behavior of portland cement concrete (PCC) pavements in Iowa and provide recommendations to mitigate PCC curling and warping. A stationary light detection and ranging (LiDAR) device was used to scan the slab surfaces. The degree of curling and warping along longitudinal, transverse, and diagonal directions were calculated for the predetermined slabs based on the point clouds acquired using LiDAR. The results and findings were correlated to pavement performance, mix design, pavement design, and construction-related variations at each site. the curling and warping literature suggested that water absorption of coarse aggregate is one of the significant mix design variables affecting warping degree/magnitude, but little reported information currently exists on water absorption of coarse aggregate used in Iowa PCC pavements to validate this literature review finding. Thus, a more comprehensive follow-up study on the impact of curling and warping on Iowa concrete pavement is recommended.Halil Ceylan
1/1/2011January 2011Impact of Environmental Factors on Pavement Performance in the Absence of Heavy Loads https://cptechcenter.org/ncc-projects/impact-of-environmental-factors-on-pavement-performance-in-the-absence-of-heavy-loads/LTPP, Pavement performance, Damage, Environmental factors, JPCP, ACP, Subgrade, SPS-8, Truck loadings, Cost allocationThe objectives of this study were to identify and quantify the effects of environmental factors and pavement design on pavement performance in the absence of heavy loads; establish what the environmental effects are and develop recommendations for mitigating these effects through effective designs, materials selection, and construction; estimate the portion of total pavement damage caused by environmental factors; and establish a database of pavement design features, materials properties, and performance to be used in the future for similar analyses. Site-by-site analyses of the Long-Term Pavement Performance program’s Specific Pavement Study (SPS)-8 sections were conducted. Next, researchers determined the effect of environmental factors in SPS-8 and companion sections from other SPSs and General Pavement Studies (GPSs) on the performance of flexible and rigid pavements. Finally, an estimate of the portion of pavement damage caused by environmental factors was made through a comparison of the pavement damage of low-traffic SPS-8 sections with higher-traffic companion SPS and GPS sections. Results showed an average of 36 and 24 percent of total damage was related to environmental factors for flexible and rigid pavements, respectively, at an age of 15 yr.Leslie Titus-Glover, Michael I. Darter, Harold Von Quintus
12/1/2018December 2018Impact of Local Calibration Using Sustainable Materials for Rigid Pavement Analysis and Designhttps://cptechcenter.org/ncc-projects/impact-of-local-calibration-using-sustainable-materials-for-rigid-pavement-analysis-and-design/Admixtures; Concrete pavements; Fine aggregates; Mechanistic-empirical pavement design; Pavement performance; Rigid pavements; Sustainable development; Thermal propertiesA catalog of locally appropriate Mechanistic-Empirical Pavement Design Guide (M-EPDG) inputs was developed for North Carolina Department of Transportation (NCDOT) rigid pavements using 18 concrete mixtures produced with two ordinary portland cements (OPCs), portland limestone cement (PLC), two fly ashes, and local aggregates. Equivalent mechanical and thermal performance was found between mixtures using OPC and PLC, supporting use of these sustainable cements. Tests for coefficient of thermal expansion (CTE), thermal conductivity, and heat capacity revealed default values are very conservative for North Carolina use. Varying coarse aggregate type did not greatly influence performance. However, fine aggregate type (manufactured or natural sand) significantly influenced concrete thermal properties.Tara L. Cavalline, Brett Q. Tempest, Edward H. Blanchard; Clayton D. Medlin, Rohit R. Chimmula, Clark S. Morrison
7/1/2018July 2018Impact of Water/Cementitious-Based Concrete Mix Design Specification Changes on Concrete Pavement Qualityhttps://cptechcenter.org/ncc-projects/impact-of-water-cementitious-based-concrete-mix-design-specification-changes-on-concrete-pavement-quality/Admixtures; Air content; Concrete pavements; Design standards; Mix design; Pavement management systems; Permeability; Ride quality; Specifications; Water cement ratioThis research investigated the impact of MnDOT implementing a w/cm-based specification for concrete pavements. Pavement sections constructed before and after the specification implementation were examined to assess permeability, compressive strength and air-void system parameters. Pavement management system data was examined to identify changes in ride quality associated with the specification change. The results show the change to a w/cm-based specification resulted in concrete with lower permeability, higher strength, and increased air content. The ride quality for those pavements appears to be better and the rate of degradation of ride quality appears to be slower.Lawrence Sutter, Gerard Moulzolf, Maria Masten
4/15/2014April 2014Impacts of Internally Cured Concrete Paving on Contraction Joint Spacinghttps://cptechcenter.org/ncc-projects/impacts-of-internally-cured-concrete-paving-on-contraction-joint-spacing/Portland cement concrete, Hydration, Concrete curing, Contraction joints, Joint spacing, Water cement ratio, Shrinkage, Cracking, Warping, Bridge decksThe primary research objective of this research study is to perform a full-scale field demonstration of the internally cured (IC) technology and its efficient performance benefits for Iowa's city and county roadways and state highways. In consultation with the project TAC, two upcoming construction projects conducted by the city, county, or Iowa DOT will be identified for IC concrete field demonstration. As already noted, such technology is suitable for use in a variety of transportation infrastructure components, including roads, bridges, sidewalks, rest areas, etc. Two potential sites of interest to Iowa county engineers are W61 Riverside Road in Washington County, Iowa, and County Road W34 in Winneshiek County, Iowa. At least one of these two sites, IC concrete technology would be implemented in a concrete overlay project to evaluate the performance of such pavement systems, and there is a strong likelihood that it would be found beneficial to implement both pavement sections using IC concrete technology. A focused project management strategy, essential for the successful completion of the project, is represented by the specific objectives of this project to be achieved through the execution of the following proposed research tasks: Task 1: Kick-off TAC meeting and identify potential sites for field implementation projects. Task 2: Laboratory characterization and evaluation of internal curing mixtures for use in field implementation projects. Task 3: Develop field implementation and evaluation plan. Task 4: Execute field implementation and evaluation plan. Task 5: Data analysis. Task 6: AASHTOWare Pavement ME modeling and analysis. Task 7: Economic analysis for field implementation projects. Task 8: Develop preliminary draft report. Task 9: Revise draft report based on TAC comments and discussion. Task 10: Final Report and presentation.Peter Taylor, Halil Ceylan, Yang Zhang
8/1/2018August 2018Implementation of a Precast Inverted T-Beam System in Virginia: Part II: Analytic and Field Investigations (report date: August 2018)https://cptechcenter.org/ncc-projects/implementation-of-a-precast-inverted-t-beam-system-in-virginia:-part-ii:-analytic-and-field-investigations-(report-date:-august-2018)/precast inverted T-beams with a cast-in-place concrete toppingThe inverted T-beam superstructure is a bridge system that provides an accelerated construction alternative for short-to medium-span bridges. The system consists of adjacent precast inverted T-beams with a cast-in-place concrete topping. This bridge system is expected to not experience the reflective cracking problems manifested in short-to-medium-span bridges constructed with traditional adjacent voided slab or adjacent box beams. This report presents the results of three phases of a comprehensive research project to develop and implement an inverted T-beam system for Virginia. The three phases are: investigation of time-dependent and temperature effects, investigation of end zone stresses, and live load testing. The first investigation is of time-dependent effects in composite bridges with precast inverted T-beams. The analysis was performed for a two-span continuous bridge. An analytical study was performed to quantify the stresses generated as a result of differential shrinkage, creep and temperature gradient at various sections in both directions. At the cross-sectional level, an elastic sectional analysis approach using the age-adjusted effective modulus method was used to perform the investigation. At the structure level, the effects of uniform temperature changes, thermal gradients and differential shrinkage and creep were investigated and quantified in terms of axial restraint forces and restraint moments. It is shown that, by paying attention to detailing and by selecting a mix design for the cast-in-place topping that has relatively low shrinkage and high creep, the potential for excessive cracking can be reduced. The second investigation is of the stresses in the end zones of such a uniquely shaped precast element. The transfer of prestressing force creates vertical and horizontal tensile stresses in the end zones of the beam. A series of three-dimensional (3D) finite element analyses were performed to investigate the magnitude of these tensile stresses.Fatmir Menkulasi, Thomas Cousins, C.L. Roberts-Wollmann
9/1/2016September 2016Implementation of ASTM C157: Testing of Length Change of Hardened Concretehttps://cptechcenter.org/ncc-projects/implementation-of-astm-c157:-testing-of-length-change-of-hardened-concrete/Acceptance tests; Bridge decks; Concrete tests; Implementation; Mix design; ShrinkageThe Kansas Department of Transportation (KDOT) has a history of using tests such as concrete strength, permeability, and air void structure as design and acceptance criteria on concrete paving and bridge deck projects. In 2012, the KDOT Concrete Research group concluded a study on testing the length change of hardened concrete according to ASTM C157 (2008), commonly referred to as free shrinkage. This free shrinkage test was reviewed as a possible design or acceptance test for construction projects, primarily relating to bridge decks where even minimal cracking is detrimental.Andrew Jenkins
3/31/2015March 2015Implementation of Concrete Pavement Mixture Design and Analysis (MDA) Track of Concrete Pavement Road Maphttps://cptechcenter.org/ncc-projects/implementation-of-concrete-pavement-mixture-design-and-analysis-(mda)-track-of-concrete-pavement-road-map/Concrete pavements; Implementation; Mix design; Specifications; TrainingThe work to be covered by this pooled fund addresses focused activities under the Concrete Pavement Road Map (CP Road Map) Track 1, Mix Design and Analysis. The activities are intended to meet some of the needs identified by the track.Brian Worrel
10/19/2018October 2018Implementation of Precast Concrete Segments for Electrified Roadwayhttps://cptechcenter.org/ncc-projects/implementation-of-precast-concrete-segments-for-electrified-roadway/Precast electrified panelsA major impediment to broad public acceptance of electric vehicles is their limited travel range. An exciting potential solution to this problem is In-Motion Electric Wireless Power Transfer. This is essential for the development of connected and autonomous vehicles. Durability of the Civil-Electrical Infrastructure has been studied in recent research. The next logical step toward adoption is integration in a successful demonstration project. In order for the future adoption of this technology, roadways will need to be modified to allow the transmission of power to vehicles as they travel. Successful adoption of In-Motion Wireless Power Transfer will require advances in the efficiency of the overall electrical system, improvements in tracking of the actual vehicles, and significant developments in the civil infrastructure. This proposal will address the constructability of coils in a proposed precast system. The stringent electrical specifications will be monitored while utilized in an actual closed loop working system.Marvin Halling
7/8/2008July 2008Implementation of Self-Consolidating Concrete for Prestressed Applications (Phases I & II, funded separately)https://cptechcenter.org/ncc-projects/implementation-of-self-consolidating-concrete-for-prestressed-applications-(phases-i-&-ii,-funded-separately)/Self-consolidating concrete; prestressed concrete; bridgesThis research project consists of implementing the research previously conducted by Auburn University for ALDOT on self-consolidating concrete's application in the precast & prestressed concrete industry on an actual ALDOT project. In the demonstration project, a bridge would be constructed using girders made from SCC and conventional concrete for side-by-side comparison. Phase I of the project consisted of developing a draft special provision for the use of SCC, selecting a test bridge, evaluating new fresh property test methods from previous research, monitoring the fabrication of the girders, and monitoring the pre-erection structural performance of the girders. Phase II of the project consisted of monitoring the construction of the demonstration bridge, load testing of the bridge, monitoring in-place structural performance of the bridge, and making recommendations for the final revisions to ALDOT's SCC spec.Samuel D. Keske, Robert W. Barnes, Anton K. Schindler, Brandon R. Johnson, Morgan A. Ellis, D. Eric Miller, Tyler L. Neal
2/1/2018February 2018Implementation Support for Second Strategic Highway Research Program (SHRP2) Renewal R06E Real-Time Smoothness Measurements on Portland Cement Concrete Pavements During Constructionhttps://cptechcenter.org/ncc-projects/implementation-support-for-second-strategic-highway-research-program-(shrp2)-renewal-r06e-real-time-smoothness-measurements-on-portland-cement-concrete-pavements-during-construction/Quality control; Smoothness; Specifications; Workshops; Construction; Highways; PavementsThe Second Strategic Highway Research Program (SHRP2) R06E project, Real-Time Smoothness Measurements on Portland Cement Concrete Pavements during Construction, advanced real-time smoothness measuring technologies through unbiased field evaluations and demonstrations and the development of draft model specifications and guidelines. Furthermore, the study validated technologies designed to improve quality control and the paving process and enhanced understanding of the construction artifacts that affect smoothness. The Federal Highway Administration (FHWA), through the SHRP2 Solutions Implementation Assistance Program, funded additional work to continue development and implementation, with the goal to eventually achieve routine use of real-time smoothness measuring technologies by owner agencies and paving contractors. This report summarizes the implementation tasks performed in support of R06E. Tasks included developing an equipment loan program involving real-time smoothness measuring technologies, holding a showcase and conducting workshops, conducting case studies of projects that took advantage of the equipment loan program, refining the specifications developed under R06E, and engaging in a wide array of marketing and outreach activities.Gary Fick, David Merritt, Peter Taylor, Todd Hanke, Helga Torres, Robert Rasmussen
9/1/2015September 2015Implementation: Investigation of Alternative Supplementary Cementing Materials (SCMs)https://cptechcenter.org/ncc-projects/implementation:-investigation-of-alternative-supplementary-cementing-materials-(scms)/Admixtures; Cement; Classification; Concrete construction; Fly ash; Materials; Pozzolan; Properties of materialsSupplementary cementing materials (SCMs) provide many benefits to concrete mixtures in terms of cost, long-term strength, and durability. Class F fly ash is the most widely used SCM in Texas, but its availability is dwindling. Given the importance of Class F fly ash as a means to improve concrete durability, it is important to find alternative materials that can maintain the high quality and durability of concrete in Texas. TxDOT project 0-6717: Investigation of Alternative Supplementary Cementing Materials (SCMs), completed in August 2014, identified sources of Class F fly ash alternatives that can be used in Texas concrete and developed best practices in testing these materials. Due to their higher availability and lower cost new sources of materials present better opportunities for Class F fly ash replacement than those initially tested. Implementation of the experimental protocols developed in project 0-6717 on these new materials will enable their use in Texas concrete. The objectives of this implementation project are to: (I) procure additional Class F fly ash alternatives not tested in the original project, including natural pozzolans, industrial byproducts. and reclaimed and remediated fly ashes; (2) chemically and physically characterize the materials; (3) determine optimum dosage amounts based on workability, reactivity/strength, and durability (4) test performance in concrete mixtures; and (5) make recommendations regarding their suitability for use in Texas. The testing will follow the recommendations from project 0-6717, with attention paid in particular to workability, admixture interaction, early and long-term strength, and resistance to alkali silica reaction and sulfate attack.Saif Al-Shmaisani, Ryan Kalina, Michael Rung, Raissa Ferron, Maria Jeunger
9/1/2015September 2015Implementing Rubblization and Drainage Improvement Techniques on Severely Distressed Concrete Pavements: Technical Reporthttps://cptechcenter.org/ncc-projects/implementing-rubblization-and-drainage-improvement-techniques-on-severely-distressed-concrete-pavements:-technical-report/Comminution; Concrete pavements; Drainage; Implementation; Pavement design; Pavement distress; Pavement maintenance; Recommendations; Test sections; WorkshopsRubblization of old concrete pavement has not been widely used in Texas. In this implementation study, a review was made of Texas experience with this approach including both successes and failures. The lessons learned were incorporated into workshop materials developed as part of this study. A review was also completed on the recommended pavement evaluation procedures developed in the original 0-4687 project. These were updated and demonstrated on three sections, which are under consideration for rubblization, in the Beaumont, Dallas, and Paris Districts. The design recommendations for each are presented in this report.Tom Scullion
8/1/2014August 2014Improved Data for Mechanistic-Empirical Pavement Design for Concrete Pavementshttps://cptechcenter.org/ncc-projects/improved-data-for-mechanistic-empirical-pavement-design-for-concrete-pavements/Mechanistic, CTE, Pavement-MEResearch proposal to conducting testing of concrete mix designs with and without lime and collect data such as CTE values for input into Pavement-ME.Brett Tempest, Tara Cavalline
9/1/2016September 2016Improvement of Climate Data for Use in MEPDG Calibration and Other Pavement Analysishttps://cptechcenter.org/ncc-projects/improvement-of-climate-data-for-use-in-mepdg-calibration-and-other-pavement-analysis/Pavement Analyses, Climate Effects, Mechanistic-Empirical Pavement Design Guide (MEPDG), Ground-based Weather Station (GBWS), ModernEra Retrospective Analysis for Research and Applications (MERRA), North American Regional Reanalysis (NARR)This study compares the predicted distresses of asphalt concrete (AC) and jointed plain concrete pavement (JPCP) using four different climate data sources: (1) ground-based weather station (GBWS) data, (2) the North American Regional Reanalysis (NARR) data, and (3 and 4) the Modern-Era Retrospective Analysis for Research and Applications (MERRA) versions 1 and 2 (MERRA-1 and MERRA-2) data. The results indicate that pavement performance predictions generated using these data showed disagreement among some of the climate data sources, especially for MERRA-2. Comprehensive diurnal and time-series analyses of the raw climate data found significant disagreements in the percent sunshine data.Stephan A. Durham, Bora Cetin, Charles Schwartz, Barton Forman, Leela Sai Praveen Gopisetti
1/1/2013January 2013Improving Camber Predictions for Precast, Prestressed Concrete Girdershttps://cptechcenter.org/ncc-projects/improving-camber-predictions-for-prestressed-concrete-girders/Camber; prestressed concrete; designThe primary objective of this project is to provide ALDOT with a procedure that can be used in girder design to more accurately predict girder camber prior to deck placement. Several secondary objectives necessary for achieving the primary objective are: establishing relationships between concrete modulus of elasticity & compressive strength at the time of prestress transfer for typical ALDOT girder concrete mixtures; identifying relationships between specified concrete strength & actual compressive strengths achieved for typical ALDOT girder concrete mixtures & plant procedures; assessing time-dependent deformation characteristics of typical ALDOT concrete mixtures; and establishing the best material property relationships for use in predicting initial camber & camber growth of ALDOT girders.David M. Mante
8/1/2017August 2017Improving Concrete Patching Practices on Iowa Roadways TR-731https://cptechcenter.org/ncc-projects/improving-concrete-patching-practices-on-iowa-roadways-tr-731/Concrete pavements; Highway maintenance; Patching; Portland cement concretePortland cement concrete (PCC) pavements are subject to distress from a variety of mechanisms including traffic loads, thermal movement, freezing and thawing, materials related distress, and construction issues. Standard practice for maintaining PCC pavements includes concrete patching using partial depth and full depth repairs. States spend large amounts of money and time every year performing partial and full depth repairs of PCC pavements. The performance of partial and full depth repairs is important for cost savings and safety of the roadways.Todd Nelson
12/3/2018December 2018Improving Constructability and Durability of Concrete Pavementshttps://cptechcenter.org/ncc-projects/improving-constructability-and-durability-of-concrete-pavements/Asphalt concrete pavements; Concrete construction; Pavement designConcrete pavements can be cost-effective as they have been reported to exhibit long service lives. Although the majority of pavements in Oregon are asphalt concrete, many interstate pavements are concrete. Performance of these concrete pavements has generally been excellent. Several pavement projects are now being designed and constructed with Portland cement concrete. To ensure long service lives and cost-effectiveness, the construction of these pavements must be straightforward and without undue challenges. The concrete mixture can have a significant influence on constructability and long-term performance and well-proportioned concrete mixtures will result in improved constructability and performance. The objective of this research is to develop performance engineered mixtures (PEM) for concrete pavements in Oregon, thereby ensuring constructability and long-term performance of these concrete pavements. It is anticipated that this research will generate sufficient data on materials and concrete mixture proportions such that draft specifications can be developed for slipform concrete paving mixtures using materials available to the Oregon construction market.David Trejo
4/1/2018April 2018Improving the Foundation Layers for Concrete Pavements: Field Assessment of Variability in Pavement Foundation Propertieshttps://cptechcenter.org/ncc-projects/improving-the-foundation-layers-for-concrete-pavements:-field-assessment-of-variability-in-pavement-foundation-properties/Concrete pavements; Field tests; Foundations; Pavement layers; Quality assurance; Quality control; Service life; Spatial analysis; Subgrade (Pavements); Design; Highways; PavementsNon-uniform support conditions under pavements can have detrimental effects on the service life of pavements. Generally, pavement design considers the foundation as a layered medium with spatially uniform material properties and support conditions. But, soil engineering parameters generally show significant spatial variation. In this report, field testing was conducted at several pavement foundation construction sites in a dense grid pattern with relatively close spacing (i.e., < 1 m) over a small area (< 10 m x 10 m) and in a sparse sampling pattern (> 5 m apart) over a large area (> 100 m) to characterize spatial variability. Results from selected field studies were analyzed for a more in-depth analysis of spatial variability and assessment of anisotropy. The measurement parameter values assessed include elastic modulus determined from the light weight deflectometer (LWD) test, penetration index of subbase and subgrade layers using dynamic cone penetrometer (DCP) test, and dry unit weight and moisture content determined from the nuclear gauge (NG) test method. Spatial variability analysis on dense gridded test sections showed that different anisotropic major directions could be expected in different test areas. Comparisons of directional semivariogram models from dense and sparse datasets from the same project are also provided in this report.The longer ranges in the sparse dataset compared to shorter ranges calculated using the dense grid dataset suggests that there is a nested structure in the data with both short and long range spatial continuity of the measured properties. In summary, the data and analysis demonstrate that spatial variability in pavement foundation layers can be quantified using semivariogram modeling, but is anisotropic and depends on test spacing.Jia Li, David White, Pavana K.R. Vennapusa
7/1/2016July 2016Improving the Quality of Concrete for INDOT Projectshttps://cptechcenter.org/ncc-projects/improving-the-quality-of-concrete-for-indot-projects/Concrete structures; Infrastructure; Project management; Quality controlThe project will be conducted at Oregon State University and includes two components: (1) Implementing rapid durability measure on concrete (resistivity; formation factor), (2) Evaluating internal curing for other PCC beyond High Performance.W. Weiss, Jan Olek
3/1/2018March 2018Influence of Aggregate and Proportions on Flowing Concrete Characteristicshttps://cptechcenter.org/ncc-projects/influence-of-aggregate-and-proportions-on-flowing-concrete-characteristics/Air voids; Cast in place concrete; Flow; Fresh concrete; Piles (Supports); Plastic flow; Cast in drilled hole; bridge pilesCast-in-drilled-hole (CIDH) piles are often constructed to depths that are inaccessible, and internal vibration is not performed over the length of the pile. Because of this, the likelihood of voids occurring increases. Many state highway agencies use inspection pipes to detect if voids are present along the length of the pile. High reinforcement densities and concrete void detection inspection pipes can congest CIDH piles. Although concrete void detection and reinforcement spacing are critical to ensuring adequate CIDH pile structural performance, eliminating concrete voids can also ensure expected performance. This research will assess the influence of coarse aggregate (CA) type and mixture proportions on concrete workability for CIDH pile applications. Results indicate that identifying an optimal paste volume-to-aggregate void ratio (PV/AV) can be used to proportion flowing concrete (FC) mixtures with adequate slump flow and stability. Concrete containing rounded CA achieved higher slump flow values than concrete with crushed CA at the same paste volume. However, increasing PV/AV also decreased stability. Stability was increased by increasing the FA-to-CA ratio (FA/CA).David Trejo, Greg Hendrix
1/9/2019January 2019Influence of Aggregate Gradation and Nominal Maximum Aggregate Size on the Performance Properties of OGFC Mixtureshttps://cptechcenter.org/ncc-projects/influence-of-aggregate-gradation-and-nominal-maximum-aggregate-size-on-the-performance-properties-of-ogfc-mixtures/Aggregate gradation; Friction course; Open graded aggregates; Pavement performance; Porous pavementsThe effect of aggregate gradation and nominal maximum aggregate size (NMAS) on the performance properties of open-graded friction courses (OGFC) mixtures was investigated in this research. Several tests which included porosity, surface texture, indirect tensile strength (ITS), shear strength, and Cantabro abrasion loss were used to compare eight different aggregate gradations having two NMAS (9.5 mm and 12.5 mm) all from one aggregate source. For each NMAS, the gradations varied by adjusting the percent passing the No. 4 (4.75 mm) sieve. The results indicated that aggregate gradation does influence the behavior of OGFC mixtures. An increase in percent passing the No. 4 sieve showed significant decreases in porosity, which were more pronounced for the 12.5 mm NMAS compared with the 9.5 mm NMAS. Conversely, the increase in the percent passing the No. 4 sieve generally resulted in increases in the mixture performance properties as measured by the ITS, Cantabro loss, and shear strength. The results of this study provide laboratory-based evidence that adjusting the OGFC gradation by increasing the allowable percent passing the No. 4 sieve toward the higher end of the current specification range (e.g., near 30% for 12.5 mm NMAS) could potentially have positive effects on mixture durability while also maintaining adequate permeability for water drainage.Haripriya Nekkanti, Bradley J. Putman, Behrooz Danish
9/26/2017September 2017Influence of Concrete Mixture Parameters on Chloride Test Measurementshttps://cptechcenter.org/ncc-projects/influence-of-concrete-mixture-parameters-on-chloride-test-measurements/Admixtures; Chlorides; Coarse aggregates; MeasurementThe American Concrete Institute (ACI) and most state highway agency (SHA) organizations limit the amount of chlorides in fresh concrete to lower the risk associated with corrosion of steel reinforcement. It is often required to measure the chloride concentration of concrete powder samples to ensure that the published chloride limits are not exceeded. However, the standard documents provide no information on number of samples required for chloride testing for different concrete mixtures. This study explores the influence of concrete material proportions and the admixed chloride levels on the mean and variability of the chloride test results. Results from this research indicate that the maximum size and proportion of the coarse aggregate and the admixed chloride level significantly influence the chloride test results. Based on the estimated variability of chloride measurements from this research, a method to determine the number of samples for chloride testing is presented for different concrete mixtures.Naga Pavan Vaddey, David Trejo
4/1/2018April 2018Influence of Internal Curing on Measured Resistivityhttps://cptechcenter.org/ncc-projects/influence-of-internal-curing-on-measured-resistivity/Coarse aggregates; Concrete; Concrete curing; Electrical resistivity; Highways; Materials; PavementsThe objective of this research is to characterize the surface resistivity of both normal concrete and internally cured concrete in laboratory conditions and better identify the effects of coarse aggregate source, i.e. siliceous versus carbonate, on surface resistivity measurements.Tyson Rupnow
1/1/2012January 2012Influence of Rock Salt Impurities on Limestone Aggregate Durabilityhttps://cptechcenter.org/ncc-projects/influence-of-rock-salt-impurities-on-limestone-aggregate-durability/Rock Salt, Limestone Aggregate, Aggregate Durability, Freeze-Thaw CyclesNon-durable coarse aggregate in concrete pavement can break down under repeated freeze-thaw cycles. Application of rock salt may increase the severity of exposure conditions because of trace compounds, such as calcium sulfate, in rock salt. Concrete and saw-cut limestone specimens were also subjected to wet-dry cycles in varying salt solutions to examine the influence of trace compounds in rock salt. Subsequently, limestone aggregate in concrete was subjected to freeze-thaw cycling in two methods: salt-treating the aggregate before batching concrete, and half-immersing concrete specimens in rock salt solution during freeze-thaw cycling.Kyle A. Riding, Jonathan Varner, Cale Armstrong
6/1/2019June 2019Innovative Techniques and Materials for Preventing Concrete Shrinkage Crackinghttps://cptechcenter.org/ncc-projects/innovative-techniques-and-materials-for-preventing-concrete-shrinkage-cracking/Admixtures;ÿCracking of concrete pavements;ÿField studies;ÿRecommendations;ÿShrinkage;ÿSpecifications;ÿTechnological innovationsThe objectives of this research are: (1) To identify and measure major components of shrinkages (chemical, autogenous, and drying shrinkages) in New Jersey concretes; (2) To identify and investigate different methods most functional, practical, and effective for controlling shrinkage cracking applicable for New Jersey infrastructure concrete mixes; (3) To determine what effects the techniques and methods used to control shrinkage cracking have on other fresh and hardened concrete properties; (4) To investigate field performance of the New Jersey mixes and compare concrete mixes with different shrinkage cracking potentials and concrete mixes with and without shrinkage control methods; (5) To compare the test results and observations obtained from the lab and field investigations and provide rational recommendations for the New Jersey concrete industry to effectively control shrinkage of New Jersey infrastructure concrete; and (6) To develop guidelines and specifications for the identified new techniques and materials in as directed by the New Jersey Department of Transportation (NJDOT) Technical Advisory Panel (TAP).Gilson Lomboy
7/1/2013July 2013In-Place Response Mechanisms of Recycled Layers Due to Temperature and Moisture Variationshttps://cptechcenter.org/ncc-projects/in-place-response-mechanisms-of-recycled-layers-due-to-temperature-and-moisture-variations/Pavement layers, Recycled materials, Full-depth reclamation, Subbase (Pavements), Moisture content, Freeze thaw durability, Pavement design, New EnglandMany states have adopted the use of recycled pavement layers in highway rehabilitation. Techniques such as full depth reclamation (FDR) with or without stabilization additives, plant mix cold recycled asphalt pavement (RAP), blending RAP with unbound sub base layers and substitution of unbound sub base layers with RAP are being used effectively. However, the properties of these recycled pavement layers change significantly with variations in temperature and moisture conditions during different seasons. To obtain good performing rehabilitated pavements throughout their design lives, it is imperative to select the best combination of virgin materials, recycled materials, stabilizing additives and construction methods for a particular location. For such selection, an understanding of the in-place properties of pavement layers and their relationship to the principal pavement response mechanisms is needed. Currently, significant knowledge gaps exist regarding variations in performance related properties that result from seasonal changes in temperature and moisture content. The main objective of this research is to determine the in-place properties of pavement cross-sections containing recycled materials common to the New England region, and to relate changes in those properties to variations in temperature and moisture. The study will focus primarily on obtaining field data from base layers (as opposed to asphalt surface layers) that have been constructed with different types of unbound or bound recycled layers such as full depth reclamation (with or without stabilizing additives), plant mix recycled asphalt pavement (PMRAP), or foamed asphalt. The research team will work with the New England Transportation Consortium (NETC) advisory board members to identify appropriate field sites where the pavement design is clearly documented and where pavement performance can be linked to factors such as traffic loadings, moisture regimes and freeze-thaw effects. Laboratory testing will also be included to complement the analysis of in-place test data and instrumentation monitoring.Jo Daniel
3/1/2018March 2018Instantaneous crack width calculation for steel fiber-reinforced concrete flexural membershttps://cptechcenter.org/ncc-projects/instantaneous-crack-width-calculation-for-steel-fiber-reinforced-concrete-flexural-members/Cracking; Cracking of concrete pavements; Fiber reinforced concrete; Flexure; Steel fibers; Stiffness; Highways; Materials; PavementsA rational and simple method is presented in this paper to determine instantaneous crack widths of steel fiber-reinforced concrete members subjected to flexure. By adding fibers to concrete, the postcracking stiffness of a concrete structure can increase significantly. The model builds upon previous work conducted by the authors by considering the beneficial effect of the fibers across a crack to the tension stiffening relationship of steel fiber-reinforced concrete. The model reported herein is shown to give reliable predictions of reported experimental values.Ali Amin, R. Ian Gilbert
10/31/2018October 2018Internal Curing of Bridge Decks and Concrete Pavement to Reduce Crackinghttps://cptechcenter.org/ncc-projects/internal-curing-of-bridge-decks-and-concrete-pavement-to-reduce-cracking/Bridge decks; Concrete; CrackingWisconsin Department of Transportation (WisDOT) has been successfully managing 12,000 total centerline miles of highway system and 5,293 state-owned bridges. The 2016 data shows 98.1 percent of the backbone system and 79.2 percent of the non-backbone system in fair and above condition. Currently 96.9 percent of State owned or maintained bridges have a good rating or fair rating1. Even though the condition of majority transportation system in Wisconsin is in fair or above condition, WisDOT has struggled to control cracking on bridge deck and concrete pavement in our High-Performance Concrete (HPC) and conventional concrete bridge (Grade A) construction projects (Standard Specification Sec. 501 and Sec. 415). Higher strength, lower water to cement ratio (w/c) concrete has been promoted for over 20 years due to the desire for increased strength and reduced permeability.Jose Pacheco
2/1/2014February 2014Internal Curing of High-Performance Concrete Using Lightweight Aggregates and Other Techniqueshttps://cptechcenter.org/ncc-projects/internal-curing-of-high-performance-concrete-using-lightweight-aggregates-and-other-techniques.--/Concrete curing; Freeze thaw durability; High performance concrete; Lightweight aggregates; Mix designInternally cured concrete has been rapidly emerging over the last decade as an effective way to improve the performance of concrete. Internal curing (IC) holds promise for producing concrete with an increased resistance to early-age cracking and enhanced durability (Bentz and Weiss, 2011). IC is a simple and effective way to cure concrete. Proper internal curing supplies water that is necessary to relieve stress buildup due to self-desiccation. Typically this is done using pre-wetted lightweight aggregates (LWAs), as this is the most commercially available application at the present time. IC has shown reduced autogenous and drying shrinkage cracking, improved fluid absorption resistance, improved compressive strength, and reduced ion diffusion. It is becoming increasingly clear that internal curing has great potential for the concrete industry to create a longer lasting, more sustainable product. This report specifically examines the freeze-thaw resistance of internally cured concrete. It is shown that internally cured concrete, using the recommended mixture proportions (i.e., pre-wetted fine LWAs to replace only the water lost due to chemical shrinkage) is freeze-thaw resistant. Internal curing has shown, as outlined in this report, to be a simple and cost-effective way to create longer lasting, more durable concrete. The initial cost of a bridge deck concrete can increase in price anywhere from 3 to 10 $/yd3. However, this percentage when compared with the cost of a bridge is typically negligible, especially when considering an increased service life and reduced maintenance cost. Colorado Department of Transportation (CDOT) can benefit from this research by applying what has been presented in this study to create longer lasting, more durable bridge decks.Wesley A. Jones, Mitch W. House, W. Jason Weiss
7/15/2016July 2016Internal Curing of Pervious Concrete Using Lightweight Aggregateshttps://cptechcenter.org/ncc-projects/internal-curing-of-pervious-concrete-using-lightweight-aggregates/Concrete curing; Curing agents; Durability; Lightweight aggregates; Pavement maintenance; Porous materials; Porous pavements; Pervious concrete; Highways; Maintenance and Preservation; Materials; PavementsPervious concrete is an important stormwater management technique for the urban environment. Surface raveling is the single most common distress caused primarily by plastic drying and paste shrinkage. Internal curing is one mechanism to provide additional moisture to elevate internal humidity and reduce shrinkage and is most commonly provided through prewetted lightweight aggregates (PLWA). This study evaluated how fine PLWA influence properties when used to completely replace the small portion of conventional fine aggregate present in pervious concrete. Samples were placed at a fixed void content to not confounded results with changes in density. Strength, degree of hydration, shrinkage, and freeze–thaw testing all showed substantial improvements over the control mixture, strongly suggesting that internal curing become routine for pervious concrete. John T. Kevern, Qiwei C. Nowasell
1/1/2014January 2014Internally Cured Concrete for Pavement and Bridge Deck Applicationshttps://cptechcenter.org/ncc-projects/internally-cured-concrete-for-pavement-and-bridge-deck-applications/Aggregates, bridge decks, concrete curing, concrete pavements, field tests, laboratory tests, lightweight materialsThe objective of this project is to conduct a laboratory and field testing program to evaluate performance and usability of internally cured concrete using lightweight aggregates for bridge decks and pavements under Florida conditions.Mang Tia, Thanachart Subgranon, Kukjoo Kim, Andrea Medina Rodriguez, Abdullah Algazlan
5/14/2018May 2018Investigating Available State of the Art Technology for Determining Needed Information for Bridge Rating Strategieshttps://cptechcenter.org/ncc-projects/investigating-available-state-of-the-art-technology-for-determining-needed-information-for-bridge-rating-strategies/Bridges; Costs; Data collection; Load factor; State of the art Subject Areas: Bridges and other structures; Data and Information Technology; HighwaysThe purpose of this request for proposals (RFP) is to search and report on the available technology and their related costs needed to determine currently missing as-built information for bridges. Examples of pertinent missing information include items that fall under geometry, such as bridge length, width, and other member dimensions, and items related to the strength of the bridge materials, concrete and/or steel, as well as bar locations. Rating strategies will be developed based upon the required parameters for load rating of bridge types, such as concrete precast slab (COPCSS), concrete slab (COSLAB), and concrete pre-stressed channel (COPSCH), and to a lesser extent, pre-stressed girder bridges and steel bridges.Robert Lindyberg
7/1/2019July 2019Investigating Calcium Sulfoaluminate (CSA) Cement and Sacrificial Anodeshttps://cptechcenter.org/ncc-projects/investigating-calcium-sulfoaluminate-(csa)-cement-and-sacrificial-anodes/Bridge decks; Calcium sulfates; Hydraulic cement; Maintenance; Mix design; Patching; Sacrificial anodesCalcium Sulfoaluminate (CSA) Cement is a rapid setting hydraulic cement similar to Portland cement with a very fast strength gain. If a typical Portland cement concrete mixture can reach 4,500 psi in 28 days, the complementary CSA cement mixture would reach 4,500 psi in 4 hours. Because of this extremely fast strength gain, CSA cement is an ideal material for repairs. Arkansas Department of Transportation (ARDOT) currently utilizes CSA cement for bridge deck repair, but corrosion issues tend to arise in the patched area due to several factors. One objective of this project is to evaluate the effectiveness of using sacrificial anodes when patching bridge decks with CSA cement mixtures in regards to corrosion inhibition and repair longevity. This will be accomplished by patching sections of a bridge deck with the anodes included and monitoring the corrosion and wear of the patch compared to other patches that were placed without anodes. The other objectives include: evaluating the feasibility of ARDOT using CSA cement for full depth repairs of roadways and determining an appropriate mix design for ARDOT to use CSA cement for full-depth repairs of roadways.J.D. Borgeson
4/1/2017April 2017Investigating Frost Heave Deterioration at Pavement Joint Locationshttps://cptechcenter.org/ncc-projects/investigating-frost-heave-deterioration-at-pavement-joint-locations/Base course (Pavements); Concrete pavements; Foundation engineering; Freeze thaw durability; Frost heaving; Geosynthetics; Geotextiles; Moisture content; Pavement layersFrost heave of foundation materials causes severe joint deterioration in concrete pavements. Sufficient freezing depth, continuous water supply, and frost susceptible geomaterials are the three necessary factors leading to frost heave. To investigate the frost actions of deteriorated pavements with frost heaves at joint locations, the longitudinal pavement surface profiles were plotted by measuring vertical heaves crossing transverse joints. Specimens were cored to determine the moisture conditions at different layers. Ice lenses were found at layer interfaces, and frozen base layers with low permeability contributed to trapping water within joint spaces. Another objective of this study was to determine the local freeze-thaw conditions in pavements. Temperature sensors were installed during the reconstruction to estimate the frost penetration depths, lengths of freezing and thawing periods, and number of freeze-thaw cycles at different depths. Up to 1.1 m frost penetration depth was found, and it showed various lengths of freezing periods. The last objective was to evaluate the frost-heave and thaw-weakening susceptibility of the reconstructed foundation materials. Results indicated that all three geomaterials were medium frost-heave susceptible, and the soft subgrade showed high thaw-weakening susceptibility.Yang Zhang, David J. White, Pavana K. R. Vennapusa, Alex E. Johnson, Maxim M. Prokudin
2/1/2019February 2019Investigation and Evaluation of Iowa Department of Transportation Bridge Deck Epoxy Injection Processhttps://cptechcenter.org/ncc-projects/investigation-and-evaluation-of-iowa-department-of-transportation-bridge-deck-epoxy-injection-process/Bridge decks; Concrete overlays; Delamination; Service life; SpecificationsSince the 1970s, the Iowa Department of Transportation (DOT) has used concrete overlays as a means of restoring its bridge decks and, as a result, the service life of the deck is commonly extended many years. This procedure has proven to be both effective and economically attractive. Despite that, concrete overlays cannot be considered a permanent repair as they are subjected to harsh conditions, similar to the original bridge decks. As time passes, the overlays often become delaminated from the original deck at or near the bond interface, leading to cracking and the intrusion of water and chloride ions, which accelerate the deterioration. A preservation solution involving the injection of epoxy resin into the cracks and voids has been developed and this solution has been implemented with success across Iowa. Even so, the length of additional service life and the most effective methods and materials of injection remain unknown.Terry J. Wipf, Brent Phares, Justin M. Dahlberg, Ping Lu
4/1/2019April 2019Investigation into enhancing and evaluating curing efficiency of joints in concrete pavementshttps://cptechcenter.org/ncc-projects/investigation-into-enhancing-and-evaluating-curing-efficiency-of-joints-in-concrete-pavements/Concrete curing; Concrete pavements; Durability; Microstructure; Pavement joints; Test sectionsSigns of premature deterioration of concrete pavements are often indicated by shadowing, resulting from a network of micro-cracks in the vicinity of joints, which causes significant loss of material over time. In Canada, the construction sequence of concrete pavements typically involves continuous casting, applying curing compound and subsequently saw-cutting, which may compromise the durability of joints, due to insufficient curing and uncontrolled evaporation. The aim of this study was to assess the effect of overfilling joints with curing compound immediately after saw-cutting (early- and late-cuts) on improving the quality of concrete microstructure at joint regions in laboratory slabs and trial field sections. The study involved an absorption test customised to the joint geometry of pavements, mercury intrusion porosimetry and microscopy tests that were conducted on cores. The results indicated that overfilling the joints with curing compound immediately after late saw-cutting significantly improved the microstructure and durability of joint zones.Mohammad Tiznobaik, Mohamed T. Bassuoni
11/1/2009November 2009Investigation of Jointed Plain Concrete Pavement Deterioration at Joints and the Potential Contribution of Deicing Chemicalshttps://cptechcenter.org/ncc-projects/investigation-of-jointed-plain-concrete-pavement-deterioration-at-joints-and-the-potential-contribution-of-deicing-chemicals/Concrete pavements; Deicing chemicals; Deterioration; Life cycle costing; Pavement joints; Service lifeThe objectives of this research project are to: (1) determine the causes of anomalous concrete joint deterioration nationwide; (2) quantify any contributions to joint deterioration due to deicing chemicals and develop estimates of service reduction and life cycle costs; and (3) develop recommendations based on research results for minimizing future joint deterioration on both existing pavements and new construction including possible repair methodologies and specification modifications.Lawrence Sutter, Peter Taylor, Jan Olek, Jason Weiss
10/1/2013October 2013Investigation of Optimized Graded Concrete for Oklahoma - Phase 2https://cptechcenter.org/ncc-projects/investigation-of-optimized-graded-concrete-for-oklahoma---phase-2/Optimization, Coarse aggregates, Admixtures, Cracking, Shrinkage, Workability, Durability tests, OklahomaOklahoma has started to implement ‰"optimized graded concrete‰". These concrete mixtures are designed to use less cement, and proportionately more aggregate with a more optimized and continuous distribution of aggregate sizes. This allows a concrete mixture to achieve increased workability and strength through using less mortar (sand, cement and water). Cement is the most expensive ingredient in concrete, the largest contributor to the carbon footprint, and can also lead to increased cracking through shrinkage. Both the initial cost and long term performance of concrete would benefit from the reduction of cement content in concrete mixtures. The primary focus of this research will be to investigate the interplay between gradation and mortar content in a concrete mixture and how that impacts the necessary performance requirements for structural concrete: workability, strength, and durability. In addition the research team will also be available to work with any contractors that are implementing optimized graded concrete in the field. This is an important step in the validation of the research completed in the laboratory and is essential to the implementation of this new approach. Finally, the team will work with ODOT to create a new specification that will help implement optimized graded concrete for structural concrete in the state of Oklahoma.Marllon D. Cook, J. Nick Seader, M. Tyler Ley, Bruce W. Russell
3/15/2018March 2018Investigation of Physical and Dynamic Properties of High Porous Concretehttps://cptechcenter.org/ncc-projects/investigation-of-physical-and-dynamic-properties-of-high-porous-concrete/Concrete; education and training; Mix design; Pavement design; Porous materials; Porous pavementsHighly porous concrete is a new promising technology, which can be applied to avoid flooding on pavements, parking lots, and highways. The concrete mixture design allows this material to be highly porous (up to 30% in air voids) and permeable that allows water penetrate through the pavement during heavy rain periods. This would help to increase safety and reduce the number of accidents during harsh weather conditions. Hence, this study will investigate and design samples with different grain sizes and chemical composition to optimize the mechanical, physical, and dynamic properties of the material to use in Louisiana's climate conditions. In addition, this research study is designed to engage Baton Rouge Community College students to develop research skills and use basic engineering principles to solve real-world problems associated with improving the durability and safety of local transportation infrastructure.Ildar Akhmadullin, Marwa Hassan
7/1/2017July 2017Investigation of Quality Control/Quality Assurance Data to Review Current Specifications for Portland Cement Concrete Pavement Acceptance in Kansashttps://cptechcenter.org/ncc-projects/investigation-of-quality-control-quality-assurance-data-to-review-current-specifications-for-portland-cement-concrete-pavement-acceptance-in-kansas/Compliance; Compressive strength; Concrete pavements; Quality assurance; Quality control; Road construction; Specifications; ThicknessQuality control (QC) and quality assurance (QA) attributes of highway construction must be measured and achieved throughout each project. Statistical specifications are commonly used to ensure compliance of QC and QA attributes, and attribute data must be reviewed periodically to improve specifications for agencies and contractors. The Kansas Department of Transportation (KDOT) typically considers concrete compressive strength and slab thickness to be QC attributes for portland cement concrete (PCC) pavements.Shuvo Islam, Xingdong Wu, Mustaque Hossain
12/15/2016December 2016Investigation of the Relationship Between Formation Factor and Water Content of Fresh Concretehttps://cptechcenter.org/ncc-projects/investigation-of-the-relationship-between-formation-factor-and-water-content-of-fresh-concrete/Admixtures; Concrete; Durability; Moisture content; Quality assurance; Quality control; Service lifeEach year approximately 10 billion tons of concrete is produced, making concrete the largest manufactured product globally. The majority of this production is in the form of ready mix concrete. There are about 5,500 ready mixed concrete plants and about 55,000 ready mixed concrete mixer trucks that deliver concrete to points of placement. The quality control (QC) and quality assurance (QA) of this large operation have major economic, social and environmental implications. Current protocols for assessing the quality of fresh concrete during construction do not provide information on critical parameters that are related to long-term durability of structures. Compressive strength tests are typically performed weeks after the placement of concrete, and they do not provide adequate information about the future performance of structures in terms of their durability because they mainly check if the desired mechanical properties are satisfied. Therefore, there is a need for improved and practical QC/QA protocols to (1) confirm that the fresh concrete delivered to the construction site is the concrete that is specified and ordered, and (2) ensure that the delivered fresh concrete mixture will satisfy the performance specifications for long-term durability. Formation factor of concrete is a unique parameter that can satisfy both needs. Formation factor of concrete is directly related to critical performance indicators such as water-to-cementitious material ratio or porosity of concrete and provide information about both durability and mechanical performance of structures during their service life. The main objective of this research is to investigate the relationship between the formation factor and water content of fresh ordinary portland cement concrete. This research will establish the groundwork for the future development of an in-situ measurement device for measuring formation factor of fresh concrete mixtures at job sites for improved QC and QA protocols. These protocols will provide significant improvements in the quality of the concrete used in transportation structures.O. Burkan Isgor, Hossein Sallehi, Pouri Ghods
9/1/2018September 2018Jointed Plain Concrete Pavement Design and Construction Reviewhttps://cptechcenter.org/ncc-projects/jointed-plain-concrete-pavement-design-and-construction-review/Optimized Concrete Mixtures, JPC, optimum workability, durability, and cost, Max. aggregate sizeAn experimental research study was conducted to develop optimized concrete mixtures for jointed plain concrete (JPC) pavements and field evaluation of newly constructed JPC pavement sections along South Dakota highways. Using South Dakota aggregates, different concrete mixtures were assessed for optimum workability, durability, and cost. The optimized mixtures incorporated 1.5 in. aggregate top size and reduced cement content. Mixtures containing pea rock exhibited poor freeze-thaw durability. Mixtures with 1.0 in. aggregate top size and 65/35 coarse-to-fine aggregate ratio exhibited low workability. A new laboratory technique that involves measuring the "specific work" of fresh concrete was developed to compare workability of different mixtures. Field data obtained from newly constructed JPC pavements demonstrated the following: Thicker concrete pavement results in greater change in joint gap width, while the presence of asphalt underlayment results in lesser change in joint gap width. Unsealed transverse joints allow for significantly higher moisture ingress than silicone sealed or hot-pour sealed joints. Silicone sealed joints exhibited the least moisture ingress. Treating the freshly placed JPC pavement with 1.5 times the normal amount of curing compound had a significant effect on maintaining pavement smoothness with time. High initial load transfer efficiency was achieved at joints with reduced dowel bar arrangements. Joint faulting was negligible across joints with either standard dowel bar configuration or reduced dowel bar configurationNadim Wehbe, Richard Reid, Jason Stripling, B. Postma Edgar, Hesham Mahgoub, and Mason Underberg
10/11/2018October 2018Laboratory Assessment of Nine Methods for Nondestructive Evaluation of Concrete Bridge Decks with Overlayshttps://cptechcenter.org/ncc-projects/laboratory-assessment-of-nine-methods-for-nondestructive-evaluation-of-concrete-bridge-decks-with-overlays/NDE overlay; Bridge decks; NDE methodsOverlay systems have been extensively used to extend the service life of concrete bridge decks. There is, however, a lack of systematic studies on nondestructive evaluation (NDE) of concrete bridge decks with various overlays. This study assesses nine NDE methods for evaluation of concrete bridge decks with seven different types of overlays through laboratory concrete specimens. The nine NDE methods are sounding, ultrasonic surface waves (USW), impact echo (IE), ultrasonic testing (UT), impulse response (IR), ground-penetrating radar (GPR), electrical resistivity (ER), half-cell potential (HCP), and infrared thermography (IRT). The seven types of overlays are epoxy, latex modified concrete, silica fume modified concrete, polyester polymer, asphalt with a liquid membrane, asphalt with a sheet membrane, and asphalt without a membrane. Eight concrete specimens with various defects were built and nondestructively evaluated to acquire the detailed information of all embedded defects before placing overlays. One concrete specimen was kept bare as a reference, and the other seven specimens were covered with seven different overlays, respectively. Half of each overlay was bonded to the underlying concrete specimens, whereas the other half was debonded. NDE tests were carried out on the top of overlays.Shibin Lin, Dewei Meng, Hajin Choi, Sadegh Shams, Hoda Azari
6/25/2013June 2013Laboratory Evaluation of 100% Fly Ash Cementitious Systems Containing Ekkomaxxhttps://cptechcenter.org/ncc-projects/laboratory-evaluation-of-100-fly-ash-cementitious-systems-containing-ekkomaxx/Laboratory tests, Fly ash, Concrete, Cementitious Materials, Concrete hardening, Fresh concreteThe objectives of this research are to fully characterize the concrete containing Ekkomaxx for fresh and hardened properties, determine the first, second, and third level interactions and determine all main effects. From the results a specification may be developed for the use of Ekkomaxx products in the Louisiana Department of Transportation (LADOTD) projects.Bill King
6/1/2018June 2018Laboratory Evaluation of Corrosion Resistance of Various Metallic Dowel Barshttps://cptechcenter.org/ncc-projects/laboratory-evaluation-of-corrosion-resistance-of-various-metallic-dowel-bars/Chlorides; Concrete pavements; Corrosion; Corrosion resistance; Corrosion tests; Dowel bar retrofit; Epoxy coatings; Laboratory studies; Stainless steel; Zinc coatingsThis report presents corrosion study findings related to corrosion resistance of eight types of metallic dowel bars.The best corrosion performance was achieved by type 316L solid stainless steel (SS) dowel bars. . As expected, the worst corrosion performance was observed with the uncoated carbon steel dowel bars. Most of them produced the corrosion-induced concrete cracks. The hot-dip galvanized and zinc-clad dowel bars are classified as the second worst performance group. Even though the zinc-coating layers performed well as the sacrificial cathodic protection systems for the bare steel exposed at the artificial defect sites, the consumption rates of the zinc mass were too excessive, leading to the premature depletion of the zinc layers in the areas with elevated chloride concentration. Therefore, these zinc-based dowel bars are recommended only for infrequently salted roadways and mild service conditions. For major roadways, where repairs and/or traffic disruption are not feasible, high grades of solid SS dowel bars are recommended, even though this means very high initial costs. Considering the unavailability of the SC bars and the good performance of EC dowel bars at a much lower price, it is recommended that high-quality EC dowel bars be continuously used in the majority of the major roadways subject to heavy deicing salts provided that damage touchups and stringent quality assurance/quality control practices are implemented in the field to minimize initial coating defects until they are buried in concrete.Seung-Kyoung Lee
9/1/2013September 2013Laboratory Fatigue Evaluation of Continuously Fiber Reinforced Concrete Pavementhttps://cptechcenter.org/ncc-projects/laboratory-fatigue-evaluation-of-continuously-fiber-reinforced-concrete-pavement/Continuously reinforced concrete pavements, Fiber reinforced concrete, Fibers, Load tests, Failure, Pavement performance, Mechanics, HardnessThis study presents the first approach to develop a new concrete pavement structure reinforced only with fibers. This research will identify probable combinations of fibers (dosage and length combinations) that will adequately perform repeated load fatigue tests. While fibers and high dosage fiber combinations have been previously used in concrete, these combinations have never before been use in a Department of Transportation (DOT) pavement structure. The major difference between previous applications and the current objective is number and level of load applications. The fundamental objective of this research is to determine how Continuously Fiber Reinforced Concrete Pavements (CFRCPs) behave under highway-type loading. The specific objectives of this study are to characterize the fresh and hardened properties of CFRCP concrete, determine the comparative fatigue resistance of different fibers and differing fiber blends and dosage rates, perform a detailed economic analysis of all pavement types through a cost-benefit analysis and provide recommendations for future research, including full scale loading and possible field implementation sites.Matthew Mulheron, John T. Kevern, Tyson D. Rupnow
9/1/2016September 2016Laboratory Investigation of the Use of Volcanic Ash in Concretehttps://cptechcenter.org/ncc-projects/laboratory-investigation-of-the-use-of-volcanic-ash-in-concrete/Admixtures; Bleeding (Pavements); Durability; Evaluation; Laboratory tests; Materials tests; Permeability; Volcanic ashSupplementary cementitious materials (SCMs) are commonly used in Kansas Department of Transportation (KDOT) concrete pavements and bridge decks to improve strength and permeability characteristics. The supplementary cementitious materials allowed under current KDOT specifications are all by-products of industrial processes. Volcanic ash is a natural product that has been used as a mineral admixture in concrete. The purpose of this study was to evaluate Kansas sources of volcanic ash for use in concrete as an SCM. This report will discuss all three stages of the study: material testing of the volcanic ash, testing the cementitious properties of Kansas volcanic ash, and evaluating the effects of volcanic ash on the properties of concrete such as strength and permeability.Jennifer Distlehorst, Andrew Jenkins
9/1/2012September 2012Laboratory Study of High Performance Curing Compounds for Concrete Pavement - Phase IIhttps://cptechcenter.org/ncc-projects/laboratory-study-of-high-performance-curing-compounds-for-concrete-pavement-phase-ii/High performance concrete, Concrete curing, Bleeding (Pavements), Emulsions, Sealing Compounds, Pavement performance, DurabilityThe purpose of this study is to understand the relationship between the existence of bleed water on the surface of the concrete at the time of curing compound application and the concrete‰'s resistance to scaling. This study hopes to advance the findings from the Phase I study, without repeating the Phase I tests. Out of the six treatments (five curing compounds, one wet room curing) used in Phase I, one has been dropped and five remain. The five curing treatments that will be tested are standard wet room curing, linseed oil emulsion, wax emulsion, PAMS and acrylic sealing compound. The CRE sealing compound was dropped from Phase II because the acrylic sealing compound over all mix types had superior durability performance, coupled with the fact that the VOC‰s released by the CRE were flammable making it impractical for most applications.Steven M. Cramer
10/1/2010October 2010Laboratory Study of High Performance Curing Compounds for Concrete Pavements - Phase Ihttps://cptechcenter.org/ncc-projects/laboratory-study-of-high-performance-curing-compounds-for-concrete-pavements/curingAs part of a previous study, WisDOT examined the scaling durability of ordinary Portland cement (OPC) concrete, and 30% and 50% grade 120 slag cement concretes when subject to a variety of curing regimes including wet curing, dry curing, poly-alphamethylstyrene curing compound, wax-based curing compound and other methods designed to limit carbonation for 60 cycles of ASTM C672 testing. Evaluations were conducted with northern igneous aggregates as well as southern limestone aggregates combined with different brands of Type I/II cement. The proposed research plan builds on prior experience in the area of concrete durability. This research will expand on previous results by including Grade 100 slag cement and fly ash to the extensive data already gathered.Ramsey Kropp, Steven M. Cramer, Marc Anderson
8/1/2012August 2012Laboratory Study of Optimized Concrete Pavement Mixtureshttps://cptechcenter.org/ncc-projects/laboratory-study-of-optimized-concrete-pavement-mixtures/mix proportionThis project will evaluate the feasibility of expanding current specifications in sustainable concrete paving applications with the goal of producing guidelines for optimized concrete mix design. This study will provide WisDOT with information on the beneficial use of sustainable, blended cementitious systems capable of improving concrete performance. The specifications of new pavement mixtures can provide WisDOT with savings that include more cost-effective designs, more effective use of materials, and overall longer pavement life.Konstantin Sobolev, Mohamadreza Moini, Steve Cramer, Ismael Flores-Vivian, Scott Muzenski, Rani Pradoto, Ahmed Fahim, Le Pham, Marina Kozhukhova
7/1/2016July 2016Large Box Study on Granular Base Options for Portland Cement Concrete Pavementshttps://cptechcenter.org/ncc-projects/large-box-study-on-granular-base-options-for-portland-cement-concrete-pavements/Cyclic tests; Granular bases; Pavement performance; Portland cement concrete; Ranking (Statistics); Repeated loadsThe objective of this research is to evaluate granular base options and rank their performances by conducting cyclic plate loading tests on Portland cement concrete pavements (PCCP) with different granular base options.Jie Han, Robert Parsons
6/1/2013June 2013Laser Scanning Aggregates for Real Time Property Identificationhttps://cptechcenter.org/ncc-projects/laser-scanning-aggregates-for-real-time-property-identification/Lasers, Technological innovations, Aggregates, Literature reviews, Properties of materials, Training, Laboratory tests, ImplementationThe objectives of this research proposal have been divided into two phases to address the major issues of concern. Phase I includes a thorough literature review and assessment of laser technology to be utilized for real-time characterization of aggregate properties in the laboratory, while Phase II addresses field implementation and training of personnel.Beena Sukumaran, Ravi Ramachandran, Michael I. Lim
3/1/2018March 2018Life-Cycle Cost Analysis for Traditional and Permeable Pavementshttps://cptechcenter.org/ncc-projects/life-cycle-cost-analysis-for-traditional-and-permeable-pavements/Hot mix asphalt; Life cycle costing; Pavement maintenance; Paving; Permeability; Porous pavements; Portland cement concrete; Finance; Highways; Maintenance and Preservation; Materials; Pavements;Cost is an important factor for owners and communities when considering the selection of pavement types for parking lots and sidewalks. Sustainabilty has also become an important factor. Permeable pavements, which have been shown to be more sustainable than traditional pavement types, are an attractive option given their advantages of reducing rainwater runoff, recharging ground water, and reducing the costs associated with treating storm water. A comprehensive study was conducted to analyze and compare the life-cycle costs of two conventional impermeable pavements (hot-mix asphalt and portland cement concrete) and two permeable pavements (porous asphalt and pervious concrete). The study analyzed the alternatives in 20-year, 30-year, and 40-year analysis periods. In addition to initial construction and maintenance costs, stormwater treatment costs were included in the life cycle cost analysis for all alternatives in areas that have combined sewer and storm systems. The results show that hot mix asphalt has the lowest initial construction costs, while permeable pavements are considerably more economical than impermeable pavements in terms of maintenance costs. If stormwater treatment costs are accounted for, permeable pavements are more economical for 20-year and 30-year period analysis. In the 40-year analysis period, portland cement concrete is the most economical followed by porous asphalt, hot-mix asphalt, and then pervious concrete.Talal Rehan, Yan Qi, Anne Werner
10/9/2018October 2018Life-Cycle Impact Assessment of In-Place Recycled Pavement Sectionshttps://cptechcenter.org/ncc-projects/life-cycle-impact-assessment-of-in-place-recycled-pavement-sections/Cold in-place recycling; Full-depth reclamation; Life cycle analysis; Pavement performance Identifier Terms: Virginia Department of TransportationIn the last 10 years, the Virginia Department of Transportation (VDOT) has conducted various pavement recycling projects to evaluate the emerging maintenance repair & reconstruction (MR&R) techniques of Cold Recycling (CR) and Full-Depth Reclamation (FDR). These recycling projects have clear environmental and construction cost benefits. However, it remains necessary to evaluate the long-term performances of CR- and FDR-rehabilitated pavement sections so that recycling options can be assessed over the whole life cycle of the pavement.Gerardo Flintsch, Samer Katicha
10/1/2014October 2014Load Rating on Bibb Graves Concrete Arch Bridgehttps://cptechcenter.org/ncc-projects/load-rating-on-bibb-graves-concrete-arch-bridge/bridge load rating, historic bridges, concrete arch bridgeThis project serves to determine the bridge load rating of the historic Bibb Graves Bridge. Several spans of the bridge are affected by ASR. Previous research projects have attempted to remediate the problem, to no avail.Travis H. Le J.. Michael Stallings
3/1/2013March 2013Long -Life Slab Replacement Concretehttps://cptechcenter.org/ncc-projects/long--life-slab-replacement-concrete/Concrete, cracking, rehabilitation, maintenance, service life, slabsThe objectives of this project are to (1) identify the factors or parameters contribuitng to the cracking of concrete replace slabs on FDOT projects and (2) recommend changes to FDOT specifications and/or procedures that will minimize the occurrence of cracking of concrete used for Florida DOT slab replacement projects.Abla Zayed, Kyle Riding, Christopher C. Ferraro, Andre Bien-Aime, Natallia Shanahan, Daniel Buidens, Thomas Meagher, Victor Tran, Justin D. Henika, Jerry M. Paris, Caitlin M. Tibbetts, Benjamin E. Watts
8/1/2017August 2017Long Term Performance of Overlays: Thin Epoxy Overlay vs. Traditional Rigid Overlayhttps://cptechcenter.org/ncc-projects/long-term-performance-of-overlays:-thin-epoxy-overlay-vs.-traditional-rigid-overlay/Bond strength (Materials); Bridge decks; Chloride content; Epoxy coatings; Evaluation and assessment; Laboratory tests; Overlays (Pavements); Pavement performance; Service lifeThe objectives of the project proposed here include: 1) evaluate the bond strengths of two types of overlays (i.e. thin epoxy overlay and LSDC overlay) and investigate the change in bond strength over time with on-site testing; 2) understand the long term performance of epoxy overlays and rigid overlays via accelerated lab testing; 3) investigate how existing chloride that has been sealed in a deck by an epoxy overlay migrates and how that might relate or contribute to additional deck deterioration; 4) identify factors that affect the initial and long term performance of overlays; and 5) estimate the expected service life for these two types of overlays. The following tasks are proposed for this work. These tasks have been developed to allow for the evaluation of the performance of epoxy overlays as compared to the performance of LSDC overlay using both on-site and lab testing. Task 1. information collection: collect needed information on bridges to be tested. Task 2. field testing: on-site pull-off testing and visual inspection. Task 3. laboratory testing: accelerated freeze-thaw and salt treatment lab testing. Task 4. reporting.Katelyn Freeseman
7/1/2013July 2013Longer Lasting Bridge Deck Overlayshttps://cptechcenter.org/ncc-projects/longer-lasting-bridge-deck-overlays/Bridge decks, Service life, State of the art, Repairing, Durability tests,The objectives of this project are to research the current state-of-the-art practices for bridge deck repair and overlay; identify specific bridge decks within Kentucky which have achieved extended life and evaluate the materials/processes that were utilized; identify products that may appear more durable for bridge deck overlay projects within the same geographic region as Kentucky; and develop guidance for the Kentucky Transportation Cabinet in selecting appropriate bridge deck replacement technologies.David Hunsucker, Kean HAshurst Jr,, Brad W. Rister, David Allen, Eileen Grady
10/1/2017October 2017Low Cracking Concretes for the Closure Pours and Overlays of the Dunlap Creek Bridgehttps://cptechcenter.org/ncc-projects/low-cracking-concretes-for-the-closure-pours-and-overlays-of-the-dunlap-creek-bridge/Bridge, decks, cracking, fibersJoints, wide cracks, and poor-quality concretes facilitate the intrusion of chlorides, causing corrosion in bridge decks and substructures. In this study, two parallel bridges located on Route 64 over Dunlap Creek in Alleghany County, Virginia, each with five simple spans, were selected for study. Joints were replaced with closure pours (link slabs) consisting of low permeability fiber-reinforced concretes resistant to wide cracking; overlays consisted of concretes with a low cracking potential and low permeability. Closure pours and overlay concretes had portland cement and a supplementary cementitious material for low permeability. Three different fibers, polyvinyl alcohol, polypropylene, and steel, were used in the closure pours; a compressive strength of 3,000 psi at 24 hours was sought. Latex-modified concrete with Rapid Set cement, but without fibers, was also included since it is commonly used in closure pours. In the overlays, five different materials were used: (1) latex-modified concrete with Rapid Set cement, (2) silica fume concrete (SFC) alone, (3) SFC with shrinkage reducing admixture, (4) SFC with lightweight coarse aggregate, and (5) SFC with lightweight fine aggregate. A compressive strength of 3,000 psi at 3 days was sought. The performance of the closure pours and overlay concretes was observed after two to three winters. Fiber-reinforced concretes with the desired strength and low permeability were achieved in the closure pours. The surveys indicated mostly tight cracks (<0.1 mm [0.004 in] in width) that would resist penetration of solutions. The overlays also achieved the specified strength and low permeability. There were minimal tight cracks except in one section with the latex-modified concrete with Rapid Set cement in the left lane of the westbound bridge. There were extensive cracks in that section that were attributed to plastic shrinkage from adverse weather conditions at placement and the fact that a truck had caught fire in that lane.Celik Ozyildirim, Harikrishnan Nair
3/11/2019March 2019LTPP Data Analysis: Feasibility of Using LTPP Data to Improve Use of FWD and Longitudinal Profile Measurementshttps://cptechcenter.org/ncc-projects/ltpp-data-analysis:-feasibility-of-using-ltpp-data-to-improve-use-of-fwd-and-longitudinal-profile-measurements/Data analysis; Measurement; Pavement performance; Performance measurement; Time periodsPavement deflections obtained from falling weight deflectometer (FWD) measurements and roughness obtained from longitudinal profile measurements are used together with other measurements to assess pavement condition. These measurements are influenced by the temporal and diurnal changes; the consideration of this influence is necessary for accurate assessment of pavement condition. The Long-Term Pavement Performance Program (LTPP) Seasonal Monitoring Program (SMP) was initiated to obtain data on the influence of temporal changes on pavement deflection and roughness. However, the temporal and diurnal data contained in the LTPP database (see Special Note A) have not been applied to improve the practices of measuring deflection and roughness, and their use has not been demonstrated. In addition, there is a concern about the adequacy of available LTPP data to accomplish this task. There is a need to assess the feasibility of using the LTPP SMP and diurnal measurements for developing guidelines for improved use of FWD and longitudinal profile measurements. The findings of this assessment will help make a decision regarding the need for further research. The objective of this research is to evaluate the feasibility of using data from the LTPP SMP and diurnal measurements for developing guidelines for improved use of FWD and longitudinal profile measurements data in evaluating pavement condition. The research shall address both asphalt and concrete pavements.Amir Hanna
12/1/2017December 2017Magnetic Tomography - Assessing Tie Bar and Dowel Bar Placement Accuracyhttps://cptechcenter.org/ncc-projects/magnetic-tomography-?-assessing-tie-bar-and-dowel-bar-placement-accuracy/Accuracy; Location; Reinforced concrete pavements; Reinforcing bars; Road construction; Tie barsThe Kansas Department of Transportation (KDOT) constructs portland cement concrete pavements (PCCP) for new highway expansions and/or for replacement of existing highway pavement using slip-form paving operations. Typical concrete pavement construction in Kansas requires reinforcing steel across the joints. Correct placement of reinforcing steel in the PCCP is critical for good performance and long life of highways. However, once immersed in the concrete paste, steel placement is difficult to measure with nondestructive methods. Sometimes the steel bars are inserted (placed) using automated equipment. If the insertion process isn’t accurate, such that the steel bars are mislocated, costly remedial action can be required.Cliff Hobson
3/1/2017March 2017Magnetized Water Effect on Compressive Strength and Dosage of Superplasticizers and Water in Self-Compacting Concretehttps://cptechcenter.org/ncc-projects/magnetized-water-effect-on-compressive-strength-and-dosage-of-superplasticizers-and-water-in-self-compacting-concrete/Compressive strength; Magnetic materials; Self compacting concrete; Superplasticizers; Water; Water cement ratio; Highways; Materials; Pavements;The use of self-compacting concrete (SCC) has been established; however, novel methods for optimizing and providing suitable workability are still developing. The effect of magnetized water on SCC, by keeping the dosage of superplasticizer constant and reducing the ratio of water-to-cement, was investigated. Results showed a 10% decrease in the amount of water required and a 12% increase in compressive strength. Moreover, the effect of magnetized water on the dosage of superplasticizer in SCC, for making a specific spread diameter (600±10  mm) was studied. Results indicated that use of magnetized water in self-compacting concrete can reduce superplasticizer dosage by up 30%.Amirsalar R. Esfahani, Mohammad Reisi, Benjamin Mohr
6/8/2019June 2019Manual for Incorporating NDT in Quality Assurancehttps://cptechcenter.org/ncc-projects/manual-for-incorporating-ndt-in-quality-assurance/Asphalt based materials;ÿConcrete;ÿHandbooks;ÿImplementation;ÿNondestructive tests;ÿQuality assurance;ÿQuality control;ÿRoad construction;ÿState departments of transportation;ÿState of the practiceState highway agencies (SHAs) routinely accept highway materials using quality assurance (QA) procedures based on certifications and material requirements, material specifications (method, end-result and performance requirements) and acceptance plans. In most cases, the QA requirements consider the federal regulations for construction QA procedures 23 CFR, Part 637B, as well as the recommendations of the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) for QA programs. However, one thing generally missing in these programs or plans is the utilization of nondestructive testing (NDT) methods in the QA process. Several studies in recent years have identified the potential advantages of incorporating NDT methods into the QA process for highway materials. These methods are considered to provide an “added value” in the QA process since they enable (i) quickly assessing product uniformity in real-time as construction progresses; (ii) identifying potential defects during construction and thus allowing for timely corrective actions; (iii) inspecting/testing more frequently and replicating without the damaging effects of coring and other destructive testing; and (iv) reducing testing and inspection costs while improving construction quality and available data for SHAs to use in their acceptance process.Inam Jawed
8/31/2018August 2018Material Constituents and Proportioning for Roller-Compacted Concrete Mechanical Propertieshttps://cptechcenter.org/ncc-projects/material-constituents-and-proportioning-for-roller-compacted-concrete-mechanical-properties/Coarse aggregates; Compressive strength; Fracture mechanics; Materials; Mechanical properties; Mix design; Portland cement concrete; Roller compacted concrete; Roller compacted concrete pavementsRoller-compacted concrete (RCC) is increasingly becoming an alternative pavement type because of its construction expediency, reductions in material and construction costs, sustainability benefits, and overall structural capacity. Current RCC pavement mix design procedures select mix constituents and proportions based on strength requirements, workability, and field density. Discrepancies in mechanical properties are known to exist between field and laboratory compacted specimens. In order to move toward designing and constructing performance-based RCC mixtures—the effects of various mixture constituents, proportions, and compaction methods must be quantified. The gap between laboratory and field properties must be minimized as well. A wide range of RCC aggregate gradations were batched, tested, and found to impact RCC properties—especially compressive strength. Jeffrey R. LaHucik, Jeffery R, Roesler
12/29/2017December 2017Measurement of entrained air-void parameters in Portland cement concrete using micro X-ray computed tomographyhttps://cptechcenter.org/ncc-projects/measurement-of-entrained-air-void-parameters-in-portland-cement-concrete-using-micro-x-ray-computed-tomography/Air content; Air entrained concrete; Air voids; Concrete pavements; Freeze thaw durability; Image processing; X-ray computed tomography Highways; Materials; PavementsThe entrained air-void system in concrete is closely related to freeze-thaw durability in concrete pavements or other structures. For either research or forensic purposes, reliable and economical methods for the quantification of entrained air are desirable. This study explores the potential of using micro X-ray computed tomography (μCT) to measure entrained air-void parameters in concrete. A series of small cores (6 mm dia.) were retrieved from larger (100-mm-dia.) cores from two different concrete pavements, representing both adequate and marginal air contents, and scanned at a resolution of 7.5 μm/pixel. A systematic procedure based on image processing is proposed to address practical difficulties such as void/solid thresholding, air-type discernment (entrained air-voids vs. voids in aggregate) and the separation of bubbles within close proximity to each other (e.g. clustered air-voids). Air content and specific surface were measured directly from the three-dimensional (3D) reconstructed X-ray images, while values for paste content were derived from manual point counts performed on two-dimensional (2D) slices obtained from the 3D images. The derived values for air content, specific surface and paste content were used to calculate Powers’ spacing factor. To assess the issue of local fluctuations of material constituents and the limited dimensions of the small cores, uncertainty associated with the sample volume of concrete under measurement was also estimated. Based on the results in this study with regard to the work involved in sample preparation, data analysis and uncertainty bounds, μCT has been found to be a viable option for measurement of spacing factor and specific surface, but due to limitations imposed by the dimensions of the sample size (6-mm-dia. cores), the method is not appropriate for bulk air content determination.Haizhu Lu, Karl Peterson, Oleksiy Chernoloz
3/1/2018March 2018Mechanical and Durability Properties of Concrete Produced with Treated Recycled Concrete Aggregatehttps://cptechcenter.org/ncc-projects/mechanical-and-durability-properties-of-concrete-produced-with-treated-recycled-concrete-aggregate/Admixtures; Concrete aggregates; Durability; Mechanical properties; Mortar; Recycled materials; Recycled concrete aggregate; Highways; Materials; PavementsThe presence of attached mortar is the main reason for lower quality of recycled concrete aggregate (RCA) compared to that of natural aggregate. Hence, its use is limited up to 30% replacement of natural aggregate at present. The attached mortar of the RCA can be removed by mechanical treatment, acid treatment, thermal treatment (500 to 750°C [932 to 1382°F]), and microwave treatment. There are difficulties—such as achieving high temperature and treating larger quantities of RCA with acid and a microwave oven—in applying these treatments at field level. Hence, the present study focuses on a combination of heating (250°C [482°F]) and mechanical treatment to improve the quality of the RCA. This method removed 70 to 80% of attached mortar of the RCA. Properties of RCA such as bulk density, specific gravity, water absorption, and crushing value were discussed in detail. Post-treatment, it was observed that the properties of treated RCA improved compared to untreated RCA, but still they were found to be poorer than natural aggregate. The experimental studies were carried out to overcome the aforementioned drawbacks of the recycled aggregate concrete by incorporation of mineral admixtures. It was found that the use of mineral admixtures in concrete produced with treated RCA enhances both the mechanical and durability properties. Thus, the concrete produced with treated RCA and mineral admixture will lead to sustainable development.V. Bhasya, B. H. Bharatkumar
6/15/2016June 2016Mechanical Integrity and Sustainability of Pre-stressed Concrete Bridge Girders Repaired by Epoxy Injection - Phase Ihttps://cptechcenter.org/ncc-projects/mechanical-integrity-and-sustainability-of-pre-stressed-concrete-bridge-girders-repaired-by-epoxy-injection---phase-i/Cracking; Epoxy resins; Girders; Life cycle analysis; Mechanical properties; Prestressed concrete bridges; Simulation; Sustainable developmentThe project objectives are to: (1) Explain in which conditions the strength of cracked concrete can be recovered by epoxy injection; (2) Design the injection method for optimal mechanical performance; (3) Interpret mechanical tests performed on cracked and repaired pre-stressed concrete beams; (4) Assess the mechanical integrity of pre-stressed bridge girders for a variety of crack and injection patterns; (5) Predict the mechanical behavior of repaired concrete in the long-term, under typical loading and weathering conditions; (6) Simulate the life cycle of a typical pre-stressed girder; (7) Assess the sustainability of pre-stressed concrete bridge girders repaired by epoxy injection.Chloe Arson, Koochul Ji
3/15/2018March 2018Mitigating Pavement Reflective Cracking Using A Ductile Concrete Interlayerhttps://cptechcenter.org/ncc-projects/mitigating-pavement-reflective-cracking-using-a-ductile-concrete-interlayer/Fatigue (Mechanics); Fiber reinforced concrete; Load tests; Pavement components; Pavement interlayers; Reflection cracking; Repairing Overlays are constructed over existing pavement structures as a repair measure. When an overlay is placed on an existing pavement, under thermal, shrinkage or traffic induced loadings, cracking of the overlay often takes place at locations where there are joints or cracks in the underlying pavement due to stress concentration. This phenomenon is known as reflective cracking. Reflective cracking in the overlay allows water to penetrate the pavement structure and contributes to many forms of pavement deterioration, including increased roughness, spalling and decreased fatigue life. Therefore, to achieve an effective and durable pavement repair using overlay system, reflective cracking needs to be suppressed. A ductile high-performance fiber reinforced concrete (HPFRC) interlayer is proposed in this research to mitigate the reflective cracking problem in pavement overlays. It is hypothesized that by adding a thin layer of highly ductile HPFRC material between the existing pavement and overlay, reflective cracking can be arrested by the ductile interlayer.Qian Zhang, Mohammad Khattak
1/12/2019January 2019Mitigation of Differential Settlement at Highway Bridge Approacheshttps://cptechcenter.org/ncc-projects/mitigation-of-differential-settlement-at-highway-bridge-approaches/Bridge approaches; Geotechnical engineering; Highway bridges; Safety; Settlement (Structures); State departments of transportationDifferential settlement in the transition zone between the bridge structure and the approach embankment often creates a "bump" which is a potential safety hazard and comfort issue for drivers. Studies conducted by departments of transportation (DOTs) around the country suggest that about 25 percent of the 600,000 bridges in the US are affected by bridge approach settlement, or the "bump at the end of the bridge." The settlements can result in unsafe driving conditions, rider discomfort, structural deterioration of bridges and long-term maintenance costs. Identifying additional geotechnical or structural means to mitigate this issue, which may or may not be employed in conjunction with preloading, is of benefit to many State DOTs.Steven Bartlett
5/1/2018May 2018MnPAVE-Rigid 2.0https://cptechcenter.org/ncc-projects/mnpave-rigid-2.0/Concrete pavements; Mechanistic-empirical pavement design; Rigid pavements; SoftwareThis project implemented additional features into MnPAVE-Rigid, leading to a new version of MnDOT’s rigid pavement design software. The database of American Association of State Highway Transportation Officers (AASHTO) mechanistic-empirical (M-E) pavement design projects was expanded to account for additional design inputs. A new codebase using the Java scripting language was developed to provide MnDOT with direct control over the software. The representation of traffic loads was expanded to use design lane factors and an axle load spectra estimator to reflect truck proportions from MnDOT traffic reports; in turn, new reliability criteria were adopted for traffic volumes. The project effort included sensitivity studies of the AASHTO M-E software for all stages of the project, from investigating new design inputs, to debugging the original damage calculation, validating the database of AASHTO M-E projects, and testing the implementation of new features. The project is fully documented in this final report, which includes a software user’s guide, the database of all AASHTO M-E design projects, and the full Java source code.Derek Tompkins
1/10/2017January 2017Modelling the evolution of strength and modulus of cementitiously stabilised materials for different curing conditionshttps://cptechcenter.org/ncc-projects/modelling-the-evolution-of-strength-and-modulus-of-cementitiously-stabilised-materials-for-different-curing-conditions/Cement; Compressive strength; Concrete curing; Modulus of rupture; Stabilized materials; Stiffness; Strength of materials; Tensile strengthThe strength and modulus of cementitiously stabilised materials (CSM) are important in pavement design and analysis. This study presents tests and models that can predict the growth of strength and stiffness of CSM under varying conditions. Specimens of nine different mixtures were tested to evaluate the strength gain after curing from 3 to 360 days under 100% relative humidity (RH) at 20°C (the so-called standard condition) using unconfined compressive strength (UCS), modulus of rupture (MOR), and indirect tensile (IDT) strength tests. Additional IDT specimens were prepared from 3 to 56 days of curing at various RH values and temperatures (the so-called variable conditions) for tensile strength and modulus growth. Using the laboratory results, a strength growth model was developed to predict the UCS, MOR, and IDT strength under the standard condition. Also, the IDT strength and modulus models were developed to predict the IDT strength and modulus under the variable conditions.Jingan Wang, Xiaojun Li, Haifang Wen, Balasingam Muhunthan
8/7/2018August 2018Moisture Detection of Stored Rapid-Setting Cementitious Materialshttps://cptechcenter.org/ncc-projects/moisture-detection-of-stored-rapid-setting-cementitious-materials/Airport runways; Moisture damage; Monitoring; Cement composites; Materials storage; Moisture sensors; Rapid setting patch materialsStorage of airfield damage repair (ADR) materials on site is essential for rapid repair operations. However, ADR materials may have limited shelf lives and are prone to degradation in the presence of moisture. This study investigated methods of storage to reduce moisture damage and to monitor moisture present in ADR materials. Various techniques were evaluated to reduce moisture in storage containers, and Super Sacks® of materials were installed with sensors to monitor moisture. Two common ADR materials, Rapid Set Concrete Mix® and Utility Fill 1-Step 750®, were included in the testing procedure. Two different sensors were tested for monitoring moisture: a standard soil moisture probe and an engineered Radio Frequency Identification Reader (RFID) moisture detector. Absorpole desiccants were found to be the most beneficial of the techniques tested in reducing humidity and removing water from the storage container. The RFID moisture detector was found to be able to detect moisture events better than the soil moisture sensor, which was unable to detect moisture events even when stored outside. Recommendations for future storage conditions and monitoring are provided. This study demonstrates the capability of moisture monitoring in cementitious material Super Sacks and provides groundwork for further optimization of storage protocols.Jameson Shannon, William D. Carruth, Gregory J. Norwood, Harold T. Carr
6/2/2011June 2011Monitoring the Effectiveness of Silane on the Bibb Graves Bridgehttps://cptechcenter.org/ncc-projects/monitoring-the-effectiveness-of-silane-on-the-bibb-graves-bridge/Alkali-silica reactionThis project served to monitor the effectiveness of an application of silane at reducing the internal humidity in the arches of the historic Bibb Graves Bridge that are affected by ASR.Darrren K. Johnson, Robert L. Warnock, Anton K. Schindler, Robert W. Barnes
8/25/2017August 2017National Road Research Alliance: A Research Study on Partial and Full Depth Repairs of Concrete at MnROADhttps://cptechcenter.org/ncc-projects/national-road-research-alliance:-a-research-study-on-partial-and-full-depth-repairs-of-concrete-at-mnroad/Concrete; MaintenanceThe National Road Research Alliance (NRRA) is a pooled fund that will help direct and compliment the use of the MnROAD test track for local, regional and national research, tech transfer and implementation needs. This project will study partial and full depth repairs of concrete at MnROAD.Terry Kraemer
6/1/2016June 2016New Methodology for Evaluating Incompatibility of Concrete Mixes in Laboratory: A Feasibility Studyhttps://cptechcenter.org/ncc-projects/new-methodology-for-evaluating-incompatibility-of-concrete-mixes-in-laboratory:-a-feasibility-study/Admixtures; Aggregates; Concrete mixers; Feasibility analysis; Recycled materials; Shrinkage; Water cement ratioThe current specifications encourage the use of supplementary cementitious materials (SCMs) and as much as possible recycled materials in portland cement concrete. The use of SCMs, especially along with low water-to-cementitious material ratio, low total cementitious material content and cements with a low C3A content and low alkali, can produce some incompatibility in the paste due to the fact that they are not optimized for sulfate content when used with SCMs, or that have anhydrite or hemi-hydrate as the main sulfate source. This situation can create a concrete mixture that is sensitive to changes in ambient temperature, admixture dosage, cement and SCM properties, creating problems in the curing process, developing some early cracking, and compromising the performance of the structure. The following five factors are considered as the most significant factors contributing to the stability of the mixes: (1) type of cement, (2) type of chemical admixture, (3) dosage of chemical admixture, (4) type of SCMs, and (5) testing temperature. A study is proposed to develop an easy to use, relatively inexpensive laboratory test and equipment to determine potential concrete mixture incompatibilities among the aggregates and the above five parameters. The proposed equipment is a miniaturized free-free resonant column (FFRC, ASTM C215) device that has been used by many agencies with success. We have prototyped a fully-automated computer-controlled FFRC device that at user-defined time intervals collects data without the need for a technician. The computer used for this device, can also be readily used to gather temperature measurements from thermocouples. Therefore, the proposed test setup can collect the shear and compression wave velocities as well as the thermal maturity of the material up to an age of 72 hours. It will also utilize a thermal and/or digital imaging processes to estimate the patterns of heat dissipation and shrinkage of the concrete during curing. The proposed device will be assembled and tested for accuracy and precession and will be tested with a number of mixed with different levels of SCM and cement content, among other factors, to establish the feasibility of the system.Soheil Nazarian
1/1/2014January 2014Nitrogen Dioxide Sequestration Using Demolished Concrete and Its Potential Application in Transportation Infrastructure Developmenthttps://cptechcenter.org/ncc-projects/nitrogen-dioxide-sequestration-using-demolished-concrete-and-its-potential-application-in-transportation-infrastructure-development/Sustainable development, Infrastructure, Nitrogen dioxide, Demolition, Crushed aggregates, Volatile organic compounds, Wastes, Concrete, Environmental impactsAchieving environmental sustainability of the United States (US) transportation infrastructure via more environmentally sound construction is not a trivial task. This proposal, which addresses this critical area (Focus Area 3), is aiming at transforming concrete, the material of choice for many transportation projects, into less environmentally harmful and better performing component of the US infrastructure. This will be extremely relevant to construction of pavements, bridges, tunnels, airports, marine installations and other transportation projects. Simultaneously, the project will address one of the most pressing public health issues, such as NO? emissions from cement kilns, by developing new applications of crushed concrete aggregates (CCA), which are already contributing to resource conservation and elimination of solid waste disposal issues. NO? emissions can cause various environmental and health problems. They contribute to the formation of acid rain, atmospheric particles, and various other toxic substances resulting in health problems, visibility reduction, eutrification and global warming. One of the most prevalent problems with NO? emissions is the formation of ground level ozone, which is produced by NO? (NO+NO?) reacting with volatile organic compounds (VOCs) and CO in the presences of sunlight. Ground level ozone can damage lung tissue and reduce lung function. It is a significant problem nationwide as millions of Americans live in areas that do not meet the health standards for ozone. Among many sources of NO? emissions cement kilns are very significant contributors. They emit over 219,000 tons/year of NO?, which amounts to approximately 20% of all industrial emissions. High temperatures reached in cement kilns are favorable for NO? emissions and cannot be avoided.Alexander Orlov
4/11/2018April 2018Numerical Simulation of the Initial Particle Parking Structure of Cement/Geopolymer Paste and the Dissolution of Amorphous Silica using Real-Shape Particleshttps://cptechcenter.org/ncc-projects/numerical-simulation-of-the-initial-particle-parking-structure-of-cement-geopolymer-paste-and-the-dissolution-of-amorphous-silica-using-real-shape-particles/Anm material model ; irregular shape particles; cement/geopolymer pastes.Many particle-based numerical models have been used to simulate the hydration process of cementitious materials. Most of those models employ regular shape particles, like the commonly used spheres, to represent cement, slag, or fly ash, which neglects the influence of particle shape. To deal with this issue, this study extended the Anm material model and used irregular shape particles to simulate the initial particle parking structures of cement/geopolymer pastes. The irregular shapes of cement, slag and fly ash particles were characterized by spherical harmonic series. Compared to the initial particle structures simulated using spherical particles, those using irregular shape particles had total surface areas and bulk specific surface areas with up to 37.40% and 36.84% larger, respectively. However, the pore size distributions of the simulated initial particle structures did not show significant influence of particle shape. As a demonstration to illustrate the influence of particle shape on dissolution, the initial particle parking structure of amorphous silica in alkaline solution was generated using irregular shape particles, and was used as input to simulate the dissolution of silica particles. The Lattice Boltzmann method was used to simulate the transport process of aqueous ions and thermodynamics was employed to consider the rate of dissolution of silica. The dissolved fractions of silica at different temperatures in the simulations agreed well with experimental measurements. The influences of continuous stirring, concentration of alkali and particle shape on the dissolution kinetics of silica were investigated numerically.Yibing Zuo, Zhiwei Qian, Edward J. Garboczi, Guang Ye
6/1/2019June 2019Optimization of Advanced Cementitious Material for Bridge Deck Overlays and Upgrade, Including Shotcretehttps://cptechcenter.org/ncc-projects/optimization-of-advanced-cementitious-material-for-bridge-deck-overlays-and-upgrade,-including-shotcrete/Bridge Decks; Cement;ÿLiterature reviews; Mathematical models; Optimization;ÿ Overlays (Pavements);ÿ Rehabilitation (Maintenance);ÿ Shotcrete;ÿUltra high performance concreteDeterioration of bridge decks is a major issue for bridge owners. The need for cost-effective and durable rehabilitation methods has been documented by many researchers. The primary causes of deck deterioration include vehicle traffic, environmental effects (i.e. freeze-thaw, salt spray), and maintenance practices (snow plows, de-icing chemical treatments). Deterioration is featured by delamination, cracking, corrosion of reinforcing steel, abrasion, scaling, and other mechanisms. Ultra-High strength concrete (UHPC) overlays are gaining in popularity as a rehabilitation material due to the high compressive strength, higher tensile capacity compared to normal strength concrete, low permeability, and low shrinkage.Islam Mantawy
3/1/2019March 2019Optimized performance of UHPC bridge joints and overlayshttps://cptechcenter.org/ncc-projects/optimized-performance-of-uhpc-bridge-joints-and-overlays/Bridges;ÿJoints (Engineering);ÿLaboratory tests;ÿMix design;ÿOptimization;ÿOverlays (Pavements);ÿUltra high performance concreteThe objective of this research is to capitalize on the existing knowledge and literature by compiling various ultra-high performance concrete (UHPC) mix design strategies and establishing empirical composition-property relationships that can be used to develop UHPC mixtures for expansion joints and overlays with optimum durability and structural performance. In addition, the research team will address a critical knowledge gap of linking formulation and rheology of UHPC mixtures with different fiber types, which allow designing highly flowable mixtures. The resulting optimum UHPC mixtures will be laboratory tested and further improved. Potential impact on the state of practice could be significant by promoting the use of low-cost non-proprietary UHPC to extend the life of concrete bridges, and by familiarizing the industry and transportation agencies in the region with this valuable technology.Paramita Mondal, Farshad Rajabipour
9/10/2018September 2018Passive Wireless Sensors for Monitoring Behavior of Recycled Aggregate Concretehttps://cptechcenter.org/ncc-projects/passive-wireless-sensors-for-monitoring-behavior-of-recycled-aggregate-concrete/Accuracy; Concrete aggregates; Data collection; Feasibility analysis; Radio frequency identification; Recycled materials; Sensors; Strain measurement; Structural health monitoring; Temperature measurementThis project studied the feasibility of applying new Radio Frequency Identification (RFID) technology – particularly passive tag technology – to infrastructure projects that incorporate recycled concrete aggregates. The goals were to advance the technology for passive RFID wireless system for embedment in concrete to monitor the behavior of the material under loading, and other structural health monitoring scenarios. RFID tabs with temperature and strain measurement were studied, and the performance constraints that affect data logging were assessed. When RFID tags are embedded into concrete, the attenuation of the electromagnetic wave through concrete is correlated with the embedment depth, moisture content, concrete density, and aggregate mineralogy. The study considered these and other variables that affect passive RFID systems and suggest an approximate equation to estimate the attenuation. The project assessed the accuracy and data logging rates to validate the strain readings from passive RFID systems with other independent instruments. The early age monitoring of recycled aggregate concrete will be conducted with the RFID system. This project is a precursor to a field test at O’Hare International Airport to demonstrate the survivability of RFID systems for real-world operation in aggressive weather conditions.David Lange
7/1/2013July 2013Pavement Quality Indicators - Supplement #10https://cptechcenter.org/ncc-projects/pavement-quality-indicators-supplement-10/Cracking; Crumb rubber; Dowel bar retrofit; Overlays (Pavements); Pavement performance; Subbase (Pavements); Technological innovationsMany innovative pavement technologies have been introduced into the Nebraska road system by the Nebraska Department of Roads (NDOR) during the past decade. These include retrofitting of dowel bars into pavement joints, continuous "daylighting" of granular subbase material, lime and fly ash modified subgrades, longitudinal tining, portland cement concrete (PCC) overlays for asphaltic concrete, crumb rubber overlays, microsurfacing and many others. This study was funded to determine if these new technologies produce pavements that perform in a superior manner to the preceding technologies. This research will evaluate a specified number of pavement sections where innovative technologies have been used and compare these sections to nearby conventional pavement sections. Analysis will include cracking index, faulting index, international roughness index, cracking at joints and other selected criteria appropriate for the pavement type.Wayne Jensen
1/1/2015January 2015Pavement Recycling: Shrinkage Crack Mitigation in Cement-Treated Pavement Layers - Phase 1 Laboratory Testinghttps://cptechcenter.org/ncc-projects/pavement-recycling-shrinkage-crack-mitigation-in-cement-treated-pavement-layers-phase-1-laboratory-testing/Cracking; Falling weight deflectometers; Field tests; Full-depth reclamation; Laboratory tests; Microcracking; Pavement design; Pavement performance; Rehabilitation (Maintenance); Stiffness; Structural testsThe California Department of Transportation (Caltrans) has been using full-depth reclamation (FDR) as a rehabilitation strategy since 2001. Most projects to date have used a combination of foamed asphalt and portland cement as the stabilizing agent. Recently though, the fluctuating and at times high cost of asphalt binder coupled with the relatively complex mix-design procedure for mixes that include foamed asphalt has generated interest in the use of portland cement alone as an alternative stabilizing agent. However, shrinkage cracking associated with the hydration and curing of the cement-treated layers remains a concern, especially with regard to crack reflection through asphalt concrete surfacings and the related problems caused by water ingress.S. Louw, D. Jones
7/29/2014July 2014Pavement Thickness Variation versus Observed Pavement Distresshttps://cptechcenter.org/ncc-projects/pavement-thickness-variation-versus-observed-pavement-distress/Pavement distress, Nondestructive tests, Thickness, Portland cement concrete, Quality assurance, Quality control, Pavement layers, Statistical analysis, Minnesota,Recent developments in non-destructive testing (NDT) technologies show a great potential for assessing thickness variation in concrete pavements and identification of subsurface damage. These technologies and associated evaluation methods - particularly MIRA ultrasonic tomography and 3D Radar step frequency ground penetrating radar - have immediate implications that can assist Minnesota Department of Transportation (MnDOT) engineers in quality assurance/quality assessments (QA/QC) assessments. However, additional value from thickness variation measurements can be captured if they are completed in a way that provides insight to the causes of pavement failures. This type of evaluation could lead to the development of guidelines for more economical and long lasting pavement solutions. In the proposed study, comprehensive thickness variability assessment on several existing portland cement concrete (PCC) pavements prior to rehabilitation will be conducted and compared to observed surface distress maps. Statistical analysis will be performed to determine correlations between key pavement components and observed distresses. Factors such as overall thickness deficiencies, significant thickness variation, and large variation in base layer properties will be considered. In addition, an evaluation of similar parameters in newly constructed pavements and comparison with existing pavement results will help in identifying the need, if any, for improved QA/QC construction protocols with regard to pavement thickness.Lev Khazanovich, Kyle Hoegh, Randal Barnes, Ryan Conway, Lucio Salles
9/1/2018September 2018Perform Feasibility Study on Use of Innovative Tools and Techniques to Accelerate Pavement Constructionhttps://cptechcenter.org/ncc-projects/perform-feasibility-study-on-use-of-innovative-tools-and-techniques-to-accelerate-pavement-construction/Construction and maintenance; Decision making; Flaw detection; Inspection equipment; Nondestructive tests; Pavement maintenanceThe Texas Department of Transportation (TxDOT) faces a massive increase in pavement reconstruction projects over the next 10 years especially with the passage of the Proposition 7 funding. However, most of the roadways needing reconstruction and widening are in the metro areas where traffic handling and user delay costs are a major expense. On major projects, one common approach taken by designers is complete reconstruction where the existing pavement structure is removed down to the sub-base layer and a completely new pavement structure is built. This is extremely expensive and very time consuming. Full reconstruction is known to cost double that of in place recycling or rubblization, and it's known to take at least three times longer.Darlene Goehl
8/1/2013August 2013Performance and Design of Bridge Approach Panels in Wisconsinhttps://cptechcenter.org/ncc-projects/performance-and-design-of-bridge-approach-panels-in-wisconsin/bridge approachThis research is aimed to improve constructability and performance of approach slabs in Wisconsin and to determine if three expansion joints are needed or the newer design method will result in better performance. The objective is achieved by completing a national state-of-the-practice review, comparing the results of that review to current WisDOT practice, conducting a detailed on-site information collection campaign, and engineering-based reporting. The results of this research will develop a better understanding of the field performance of approach panels and recommended design changes including new standard design drawings, specifications, and construction/material manual changes that lead to improvements in performance, cost, and constructability of approach panels.Brent Phares, Justin Dahlberg
5/29/2014May 2014Performance and Load Response of Rigid Pavement Systemshttps://cptechcenter.org/ncc-projects/performance-and-load-response-of-rigid-pavement-systems-/Life cycle costing; Load factor; Pavement design; Pavement performance; Portland cement concrete; Rigid pavements; Sensitivity analysisPavement design techniques have advanced to incorporate modern technology and scientific-based models to improve pavement construction, performance, maintenance, and rehabilitation. The reliability of these models depends upon input data gathered in the field via pavement instrumentation. There is a demonstrated lack of rigid pavement instrumentation and experimental field data nationally, leading to a shortage of pavement field data required to examine, model, and simulate the interaction of pavement components in the field (such as pavement base material, slab, tie bar, etc.). In order to rely upon more scientific-based models to improve pavement systems (and ultimately reduce pavement life-cycle costs), more data is required to refine existing and new pavement performance models. Perhaps the most commonly used and popularly accepted model-based, modern approach to highway design is embodied in the Mechanistic-Empirical Pavement Design Guide (MEPDG), which incorporates models embedded in dedicated software (such as AASHTOWare Pavement ME Design) to predict pavement performance in greater detail than prior predictive models. Such dedicated software incorporates scientific data such as material mechanics, climate data, axle-load spectra, and other factors. Full implementation of the Mechanistic-Empirical Pavement Design by state departments of transportation (DOTs) requires customization or calibration/validation of the software for variables and pavement conditions at state and local levels. This in turn requires the collection of region-specific field data on climate, material properties, load response, and pavement performance for use in calibration and implementation of the software. Mechanistic-Empirical Pavement Design software uses these data inputs to more accurately simulate the load response of pavements and long-term pavement performance. Local calibration of the software involves comparing long-term performance simulation results to actual performance data at local sites (if possible) or from matching pavements in the Federal Highway Administration Long-Term Pavement Performance (LTPP) database. Several numerical models are available to predict pavement performance, and these models are an effective tool to predict the likelihood of pavement damage and longevity. These numerical models also enable improvements in road design methods, whether for new or rehabilitated pavements, that will help mitigate the problems of load-induced damage. However, most of these models have not been calibrated against actual field data obtained under realistic conditions. To enhance the effectiveness of these models and to assist in their application, instrumented test sections of pavement can be monitored and data gathered to monitor performance factors (such as soil pressure, pavement temperature, strains and deflections caused by daily changes in temperature within the pavement, along with air temperature, wind speed, relative humidity, solar radiation, and precipitation). The pavement construction process can also be monitored, and the materials used in the pavement can be tested in the laboratory or in the field (using non-destructive testing) to ascertain material property information. As pavement systems are highly nonlinear in their responses to loads and load related strains, field data collected via instrumentation helps indicate which parameters need to be emphasized in the models to describe pavement performance and response to conditions. Data from the laboratory tests (or from non-destructive field testing) is input to the model to predict the road response. The predicted response is then compared to the measured response. A sensitivity analysis also helps determine which parameters should be adjusted to best fit actual conditions. Also the LTPP database can be used for calibration in addition to data related to material properties, traffic data, and pavement performance data provided by other DOTs. In the long term, the calibrated model is used in conjunction with existing Mechanistic-Empirical design models and Mechanistic-Empirical Pavement Design software to improve the design method. The data can be put into a format directly useful to designers and engineers. Since 2001, the New York State Department of Transportation (NYSDOT) has significantly invested in instrumenting test pavement sections to acquire local data to improve calibration of Mechanistic-Empirical Pavement Design software. The instrumented field pavements in New York include Interstate 490, Interstate 90, and Interstate 86. The installed sensors are still functioning to an extent that permits data collection of additional useful scientific information, and I-490 is providing high-quality data that will positively impact future design, construction, and maintenance of roads. As NYSDOT progresses in its adoption of the Mechanistic-Empirical Pavement Design approach, the test sections it has invested in over the past decade will play a key role in the validation of that approach. In addition to collecting load response data, it will be possible to assess the long-term performance of these pavements. (Mechanistic-Empirical Pavement Design requires both.) An extended study will verify that the performance benefit is maintained in the long term and that these designs will save money in the long run. Additionally, on I-86, three different concrete pavement rehabilitation techniques were tested previously, with some differences in the performance. Extended study will provide a definitive conclusion of which method provides the best performance and is the most economical. Several states previously have conducted projects using instrumentation in pavement test sections to collect pavement performance data. In addition to the three I-86 sections instrumented to measure deflection, strain, and temperature in order to study different techniques of portland cement concrete (PCC) pavement rehabilitation, additional sections on I-490 and two sections on I-90 are being used to measure the effects of varying base types. Other states such as Ohio, Minnesota, and Delaware, among others, have instrumented concrete sections to collect data which can be used for analysis. The sharing of data from multiple DOTs and geographic regions (via resources such as the LTPP database) adds significant value to pavement performance modeling tools and to the body of scientific knowledge; this pooled approach among multiple sources/DOTs also offers a more efficient and economical manner than on an individual basis. The objectives of this study include: (1) Collecting load response and performance data and environmental monitoring at selected test pavements for four years. (2) Installing new instrumented sections as needed for a better understanding of rigid pavement response, including monitoring for the duration of the project. (3) Determining the impact of a base and other components (such as dowel bars, tie bars, etc.) on long-term performance of rigid pavement utilizing the data acquired and other nationally available data on the topic. (4) Documentation of the processes, procedures, and findings. (5) Finalization of the rigid pavement design catalog with local validation and calibration of mechanistic-empirical models.Shad Sargand, Tom Cackler
10/27/2017October 2017Performance Benefits of Fiber-Reinforced Thin Concrete Pavement and Overlayshttps://cptechcenter.org/ncc-projects/performance-benefits-of-fiber-reinforced-thin-concrete-pavement-and-overlays/fibers, thin concrete pavementsCharacterize performance of thin PCC pavements and overlays containing structural fibers Manik Barman, Tom Burnham
1/1/2013January 2013Performance Determination of Precast Concrete Slabs used for the Repair of Rigid Pavementshttps://cptechcenter.org/ncc-projects/performance-determination-of-precast-concrete-slabs-used-for-the-repair-of-rigid-pavements.--/Degradation (Thermodynamics); Performance tests; Portland cement concrete; Precast concrete; Rehabilitation (Maintenance); Rigid pavements; TemperatureThe primary objective of this research is to determine the effect of temperature variation on the mechanical performance of the severely damaged rigid pavements repaired using precast portland cement concrete (PCC) slabs. The secondary objective will be to study the synergistic impact of load induced and temperature induced stresses on the mechanical performance of the repaired sections. This objective will be achieved through subjecting the precast panels to accelerated field loading to monitor the decay of performance at certain load intervals. Additionally, the project will calibrate the current generation of the performance model based on the collected field data. Measured field data and calculated pavement responses will be used to develop performance degradation plots for each permutation of the experiment design. These performance plots provide a valuable resource for field practitioners to efficiently and economically select the best available combination of repair technique and leveling material with respect to climatic data.Reza S. Ashtiani, Gabriel de Haro
10/1/2017October 2017Performance Engineered Concrete Paving Mixtureshttps://cptechcenter.org/ncc-projects/performance-engineered-concrete-paving-mixtures/Admixtures; Concrete pavements; Field tests; Implementation; Pavement performance; Specifications; Training programsThe objective of this study is to focus on the successful deployment of performance engineered mixtures. This will involve building off the foundational work that Federal Highway Administration (FHWA) and the "PEM Champion States" have done, with emphasis on implementation, education and training, adjusting the specification values to relate accurately to good pavement performance in the field, and continued development of relating early age concrete properties to performance.Peter Taylor
10/1/2013October 2013Performance Evaluation of Subgrade Stabilization with Recycled Materialshttps://cptechcenter.org/ncc-projects/performance-evaluation-of-subgrade-stabilization-with-recycled-materials/Subgrade materials, Soil stabilization, Undercutting, Recycled materials, Pavement design, Kiln dust, Landfills, MichiganDue to rising costs of good quality acceptable materials for remove/replace options and traditional subgrade stabilization materials, MDOT is in need to identify potential recycled materials to treat unacceptable subgrade soils. Use of recycled materials may not only provide less costly alternatives for subgrade stabilization, their use may also alleviate landfill disposal challenges. This research study is aimed at identifying short-term and long-term advantages and disadvantages associated with subgrade stabilization using recycled materials such as Cement Kiln Dust (CKD), Lime Kiln Dust (LKD), flyash, concrete fines and mixtures of LKD and FA.Nishantha Bandara, Elin Jensen, Tarik H. Binoy
5/21/2018May 2018Performance Evaluation, Material and Specification Development for Basalt Fiber Reinforced Polymer (BFRP) Reinforcing Bars Embedded in Concretehttps://cptechcenter.org/ncc-projects/performance-evaluation,-material-and-specification-development-for-basalt-fiber-reinforced-polymer-(bfrp)-reinforcing-bars-embedded-in-concrete/Basalt; Durability; Fiber reinforced concrete; Fiber reinforced polymers; Reinforcing bars; SpecificationsThe objective of this project is to complement existing fiber reinforced polymer (FRP) rebar specifications and to identify non-corrosive basalt fiber reinforced polymer (BFRP) rebar technologies for concrete reinforcement with suitable surface enhancements for the construction of durable and resilient infrastructure in Florida.Raphael Kampmann, Michelle Roddenberry, Fransico De Caso
8/15/2014August 2014Performance Monitoring of Preservation Treatments in Honoluluhttps://cptechcenter.org/ncc-projects/performance-monitoring-of-preservation-treatments-in-honolulu/Sealing compounds, Cracking, Slurry seals, Preservation, Tension, Surface treating, Rheometers, Pavement performance, Honolulu (Hawaii),This project will monitor the performance of different preservation treatments in Honolulu, Hawaii. The condition of the treated and control sections will be surveyed prior to the treatment application and then regularly at intervals between 3 and 4 months with the goal of quantifying the benefits of pavement preservation (PP). The treatments considered are fog seal, slurry seal, asphalt seal coat treatments currently available in Honolulu, thin lift overlay, and crack sealing. In addition, pavement temperature with depth will be monitored on one section to validate whether moduli may increase with depth for the Honolulu environment; a situation that is believed to result in high tensile strains near the surface of the pavement and thus affect the performance of pavement preservation treatments. Finally, the materials used for pavement preservation will be tested in the laboratory. Specifically, binders (including emulsion residues) will be tested with a Dynamic Shear Rheometer and a Viscometer, the Wet Track Abrasion will be used for slurry seals, and several performance tests will be carried out for thin lift overlay. The test results will be used to help in writing guidelines and potentially help explaining any unexpected behavior of the treatments.Adrian Archilla
4/13/2017April 2017Performance of Bridge Deck Overlays - Phase II - Field Surveyhttps://cptechcenter.org/ncc-projects/performance-of-bridge-deck-overlays---phase-ii---field-survey/Bridge decks; Deicing chemicals; Live loads; Overlays (Pavements); Rehabilitation (Maintenance); Service life; Weather conditionsOverlaying bridge decks has remained one of the best rehabilitation methods to extend their service life, and the Virginia Department of Transportation (VDOT) has been a leader in the use of bridge deck overlays. Although VDOT has extensive experience in overlays, the long-term performance of overlays has not been entirely understood. One of the biggest challenges for studying the performance of overlays is that only minimal information is available in bridge inventory and inspection records. This limits any scientific assessment of this system. Therefore, the purpose of this study was to provide a strong framework for the understanding of the long-term performance of overlays and the factors affecting them. This Phase II report reports on an extensive data collection process that led to the development of a robust database of 133 overlaid bridge decks after verification of historical inspection reports, verification of as-built plans and communication with VDOT district bridge engineers. This helped in developing a model for understanding the amount of time it takes for bridge decks to require the first major rehabilitation and the major factors influencing the durability. A database of information about overlays that were replaced at the end of their functional service life was compiled. This helped develop a multiple regression model for understanding the factors that affected the durability of overlays. Survival analyses were conducted to estimate the service life of overlays and corresponding risk. As a preventive method, epoxy concrete (EC) overlays were predicted to serve an average of 20.9 years, with 18 to 22 years at a 95 percent confidence level. As a rehabilitative method, rigid concrete overlays were predicted to serve an average of 25.9 years, with 21 to 32 years at a 95 percent confidence level. The recent trend of preferred overlay types has been identified as EC and very-early-strength latex-modified concrete (VELMC) overlays.Soundar Balakumaran, Richard Weyers
6/1/2014June 2014Performance of Fiber-Reinforced Self-Consolidating Concrete for Repair of Bridge Sub-Structures and Fiber-Reinforced Super-Workable Concrete for Infrastructure Constructionhttps://cptechcenter.org/ncc-projects/performance-of-fiber-reinforced-self-consolidating-concrete-for-repair-of-bridge-sub-structures-and-fiber-reinforced-super-workable-concrete-for-infrastructure-construction/Bridge substructures; Cast in place structures; Cracking; Feasibility analysis; Fiber reinforced concrete; Fibers; Flexural strength; Repairing; Self compacting concrete; ShrinkageThe proposed study seeks to investigate key engineering and structural properties of FR-SCC and fiber-reinforced super workable concrete (FR-SWC) for infrastructure repair and construction. FR-SCC is targeted for repair of sub-structure elements, while the FR-SWC is targeted for construction operations. The FR-SWC requires some consolidation and can be used in less congested structural elements where this consolidation with SCC or FR-SCC is not required. The FR-SWC is easier to produce than FR-SCC and is more cost-effective for use in infrastructure construction.Kamal H. Khayat, Ahmed Abdelrazik
9/1/2018September 2018Performance of Synthetic Fiber-Reinforced Concrete with Adapted Rheologyhttps://cptechcenter.org/ncc-projects/performance-of-synthetic-fiber-reinforced-concrete-with-adapted-rheology/Admixtures; Corrosion resistance; Cracking; Durability; Fiber reinforced concrete; Optimization; Rheology; Shrinkage; Synthetic fibers; Tensile strengthThe main objectives of this project can be summarized as follows: (1) Optimize the SRA-fiber system of SCC and SWC mixtures to achieve superior performance, including properties, autogenous shrinkage, restrained shrinkage, mechanical properties (tensile and compressive strength), frost durability, and transport properties. The investigation will include the Eclipse 4500 SRA, or equivalent, and two types of synthetic fibers (i.e., STRUX and SINTA from GCP). (2) Evaluate the effect of rheological properties of fiber alignment along the casting-flow direction of structural elements. The rheological properties of concrete will be modified using a viscosity modified admixture (VMA), such as V-MAR from GCP. The incorporation of VMA can improve the stability of the concrete mixture and distribution of the fibers. (3) Investigate the corrosion resistance of reinforcing bars in pre-cracked FR-SCC and FR-SWC mixtures. The cracking will be controlled to achieve different widths for mixtures with different fibers. The transport properties of the concrete matrix will also be investigated. (4) Evaluate the enhancement in tensile/flexural toughness and shrinkage/crack resistance of FRC made with partially replacement of the steel reinforcement in flexural members with different types of and combinations of the STRUX and SINTA fibers.Kamal Khayat
6/8/2019June 2019Performance Specifications Implementation Guidehttps://cptechcenter.org/ncc-projects/performance-specifications-implementation-guide/Asphalt mixtures;ÿ Concrete;ÿGuidelines;ÿImpacts;ÿImplementation;ÿ Performance measurement;ÿ Quality assurance; ÿSpecifications;ÿ Test proceduresMany public transportation agencies are in the process of implementing some type of performance specifications for asphalt mix and concrete. Reasons for doing so include a desire to improve long-term durability, encourage contractor innovation, better align design requirements with construction, and to have rational pay adjustments tied to predicted project life. Ongoing initiatives such as Balanced Mix Designs for asphalt mixes and Performance Engineered Concrete Mixes lend themselves to a performance specification approach by introducing higher level test methods that are intended to be more directly related to material performance than current methods. Introduction of these test methods and mix design criteria will have a major impact on existing quality assurance programs. Agencies will need to make informed decisions regarding applicability of new tests to process control and quality assurance. Lot and sublot sizes may need to be adjusted to account for test time and complexity. Quantity of material obtained for testing may need to be increased.Edward Harrigan
12/1/2017December 2017Performance-Based Specifications of Fiber-Reinforced Concrete to Enhance Performance and Reduce Steel-Reinforcement in Structural Membershttps://cptechcenter.org/ncc-projects/performance-based-specifications-of-fiber-reinforced-concrete-to-enhance-performance-and-reduce-steel-reinforcement-in-structural-members/Calcium oxide; Corrosion resistance; Durability; Evaluation and assessment; Fiber reinforced concrete; Flexural strength; High performance concrete; Performance based specifications; Reinforcing steel; ShrinkageThe project aims at evaluating the combined effect of calcium oxide-based EA (CaO-based), LWA, and fiber content under different moist-curing regimes on restrained shrinkage, mechanical properties, frost durability, transport properties, and corrosion resistance of Eco high-performance concrete (Eco-HPC) targeted for bridge applications (Eco-Bridge-Crete). It has also been recognized that the FR-SWC can be produced using EA and various types of fibers. Proper use of fibers was shown to increase flexural strength and flexural toughness in monolith beams cast using FRC vs. those cast using regular concrete. As such, the incorporation of fibers can replace a portion of the steel reinforcement bars and obtaining same flexural strength, and even associated improve in toughness and crack resistance for the enhancement of resilience.Kamal Khayat
2/15/2018February 2018Performance-Based Specifications of Fiber-Reinforced Concrete with Adapted Rheology to Enhance Performance and Reduce Steel-Reinforcement in Structural Membershttps://cptechcenter.org/ncc-projects/performance-based-specifications-of-fiber-reinforced-concrete-with-adapted-rheology-to-enhance-performance-and-reduce-steel-reinforcement-in-structural-members/Concrete bridges; Fiber reinforced concrete; Flexural strength; Lightweight aggregates; Optimization; Performance; Rheology; Specifications; Steel; Tensile strength; Bridges and other structures; Construction; DesignThe research plan proposed here is a logical step for further enhancement of the Missouri Department of Transportation (MoDOT)/RE-CAST project 1-A entitled “Economical and Crack-Free High-Performance Concrete for Pavement and Transportation Infrastructure Construction” and project 3-A entitled “Performance of Fiber-Reinforced Self-Consolidating Concrete (FR-SCC) for Repair of Bridge Sub-Structures and Fiber-Reinforced Super-Workable Concrete (FR-SWC) for Infrastructure Construction”. Both projects involved the optimization of fiber-reinforced concrete to reduce shrinkage/cracking and increase tensile strength and ductility to enhance the resilience of structural members.Kamal Khayat
10/1/2016October 2016Permeability Reduction of Restrained Concrete in a Chloride-Rich Environmenthttps://cptechcenter.org/ncc-projects/permeability-reduction-of-restrained-concrete-in-a-chloride-rich-environment/Admixtures; Bridge decks; Chloride content; Permeability; Portland cement concrete; Test proceduresMississippi Department of Transportation (MDOT) is now requiring waterproofing (permeability reducing) admixtures in bridge deck overlays in an effort to improve the long-term performance of bridges. These admixtures reportedly reduce permeability of concrete by plugging pores and capillaries throughout the entire mass of concrete. These admixtures react with water and cement hydration by-products to either formulate coalescing polymer globules or crystalline structures that seal pores, capillary tracts and micro cracks in hardened concrete. This makes hardened concrete less permeable to water and chemicals that corrode the reinforcing steel and create costly repairs. While some manufacturers note that these chemicals exceed performance requirements of industry standards such as ASTM C494 Type S, limited data is provided to document their performance in a bridge deck. Bridge structures create a restrained system for concrete shrinkage and many Mississippi bridges are exposed to chloride ions when salt is broadcast on the decks in winter months. This laboratory study will use testing equipment and chloride ion exposure to simulate these field conditions. Data compiled from this study will provide MDOT Engineers with information needed to verify that ordinary portland cement (OPC) or portland limestone cement (PLC) combined with these admixtures will reduce the permeability of portland cement concrete (PCC) in bridges.Robert Varner
2/1/2019February 2019Permeable pavement in northern North American urban areas: research review and knowledge gapshttps://cptechcenter.org/ncc-projects/permeable-pavement-in-northern-north-american-urban-areas:-research-review-and-knowledge-gaps/Permeable interlocking concrete pavers; Permeable pavements; Pervious concrete; Research needsA majority of existing permeable pavement installations are related to parking lots and commercial areas with low speeds and light traffic loads. During the past two decades, a tremendous amount of progress has been made with regard to the application of permeable pavements regarding mix design, hydrologic design, water quality assessment and maintenance requirements. Review of the literature revealed, however, that there are still many important questions that must be answered before permeable pavements can be fully integrated in urban roads, especially in highways with high speeds and loads. This paper summarises the major research progress in the above listed areas and identifies research needs. Research needs are summarised under four topics: (1) structural and materials property, (2) hydrologic performance, (3) water quality and (4) maintenance. Research needs are further organised based on their immediate, short-term and long-term impact.Peter Weiss, Masoud Kayhanian, John Gulliver, Lev Khazanovich
4/1/2016April 2016Pervious Concrete Parking Stripshttps://cptechcenter.org/ncc-projects/pervious-concrete-parking-strips/Pervious concrete, pervious pavement, permeable pavement, storm water management, parking stripsPervious concrete parking strips were constructed adjacent to SR 203 through the urban core of Monroe, Washington. The parking strips will be monitored over a period of five years to measure performance with respect to infiltration capacity, service life, and any possible negative effects on the adjacent lanes of SR 203. A final report will be issued summarizing the performance of the parking strips at the end of the period.Keith W. Anderson, Mark Russell, Jeff S. Uhlmeyer, Jim Gardner
9/1/2008September 2008Pervious PCChttps://cptechcenter.org/ncc-projects/pervious-pcc/pervious concrete, porous concrete overlayStudy on full-depth and pervious concrete pavements and a thin porous concrete overlay.Bernard Izevbekhai. Alexandra Akkari
5/1/2013May 2013Phase II Evaluation of Waste Concrete Road Materials for Use in Oyster Aquaculture - Field Testhttps://cptechcenter.org/ncc-projects/phase-ii-evaluation-of-waste-concrete-road-materials-for-use-in-oyster-aquaculture---field-test/Waste products, Concrete aggregates, Recycled materials, Field tests, Aquaculture, Thickness, Chesapeake BayThe overall objective of this project was to determine the suitability of waste concrete from road projects as bottom conditioning material for on bottom oyster aquaculture in the Chesapeake Bay. The objectives for Phase 2 are to: (1) evaluate the potential introduction of organisms attracted to the reclaimed concrete aggregate (RCA) pile that may be potential predators of oyster spat; and (2) determine potential impacts or disruptions in the use of traditional harvesting gear on aquaculture areas conditioned with RCA. As appropriate, recommendations of thickness of native shell overburden will be provided to mitigate any identified impacts.Chunlei Fan, Kelton L. Clark
1/1/2019January 2019Polyester Polymer Concrete Overlayhttps://cptechcenter.org/ncc-projects/polyester-polymer-concrete-overlay/Polyester polymer concrete, PPC, rut filling, studded tire wear mitigation, concrete pavement wear Polyester polymer concrete (PPC) was used in a trial application as a possible repair strategy on a section of concrete pavement that suffered from extensive studded tire wear. The PPC was applied in three methods; (1) as a 1 inch thick inlay of the entire lane that was diamond ground to remove all rutting from studded tire wear, (2) as an inlay of just the wheel paths that were diamond ground, and (3) as a feathered overlay of the existing pavement which had no diamond grinding to remove rutting.Keith W. Anderson, Jeff S. Uhlmeyer, Mark Russell, Chad Simonson, Kevin Littleton, Dan McKernan, Jim Weston
1/15/2016January 2016Portland Cement Concrete Material Characterization for Pavement Me Design Implementation in Idahohttps://cptechcenter.org/ncc-projects/portland-cement-concrete-material-characterization-for-pavement-me-design-implementation-in-idaho/Cost effectiveness; Databases; Materials tests; Mechanical properties; Mechanistic-empirical pavement design; Portland cement concrete; Shrinkage; Tensile propertiesThis project will develop a database with Portland Cement Concrete (PCC) materials characterization data necessary for Idaho Transportation Department (ITD) use of American Association of State Highway and Transportation Officials Ware (AASHTOWare) Pavement Mechanistic-Empirical (Me) Design for PCC pavement design. This will be accomplished by characterizing materials used in PCC pavement by the Idaho Transportation Department. Types and proportions for main constituents of concrete paving mixtures across Idaho will be identified. Material from suppliers throughout the state will be gathered and tested for drying shrinkage, mechanical properties and indirect split tensile. A PCC-Me Database will be developed using the material testing results. The implementation of the new Pavement Me Design Guide will provide more economical pavement structures saving Idaho money.Somayeh Nassiri, Milena Rangelov, Ahmed Ibrahim, Fouad Bayomy, Ahmed Muftah, Bikash Sigdel
7/1/2018July 2018Precast Concrete Deck-to-Girder Connection using UHPChttps://cptechcenter.org/ncc-projects/precast-concrete-deck-to-girder-connection-using-uhpc/Bridge decks; Girders; Panels; Precast concrete; Shear reinforcement; Structural analysis; Structural connection; Ultra high performance concreteThe method used in Nebraska for connecting precast concrete deck panels to concrete girders to create composite section is extending shear connectors (i.e., threaded rods) from the concrete girder into HSS-formed shear pockets in the deck panels, and then filling the pockets and haunch area using self-consolidating concrete (SCC). This method requires high level of quality control/quality assurance (QA/QC) in spacing the shear connectors during girder fabrication as well as shear pockets during panel fabrication to avoid any conflict between them during erection. It also requires shear connectors to achieve minimum embedment in the shear pockets to develop the design capacity, which necessitates adjusting connector’s height to compensate for girder camber.G. Morcous
7/1/2018July 2018Precast Concrete Panels for Rapid Full-Depth Repair of CRC Pavement to Maintain Continuity of Longitudinal Reinforcementhttps://cptechcenter.org/ncc-projects/precast-concrete-panels-for-rapid-full-depth-repair-of-crc-pavement-to-maintain-continuity-of-longitudinal-reinforcement/Precast Panels, Full Depth Repair, CRC PavementsThis Tech Brief describes a recently implemented method for rapid overnight full-depth repairs of continuously reinforced concrete (CRC) pavements using precast concrete panels. This method, developed by the Illinois Tollway, uses continuous longitudinal reinforcement throughout the repair area to make the method applicable for repairing multiple lanes or large areas, as well as for isolated repairs for long-term performance with minimal impact to traffic. The Illinois Tollway successfully utilized this method for a high traffic-volume expressway in the Chicago metropolitan area.Steve Gillen, Dan Gancarz, Shiraz Tayabji
9/26/2014September 2014Preliminary Evaluation of Cool-cretehttps://cptechcenter.org/ncc-projects/preliminary-evaluation-of-cool-crete/Bridge decks, Cracking of concrete pavements, Compressive strength, Concrete curing, Temperature, Corrosion, Additives,Cracking of concrete bridge decks is a problem throughout the country. The cracking leads to the penetration of water and road salts that accelerates corrosion of reinforcement in the deck which can further increase cracking and detrimental effects. States have to invest significant resources to repair and replace damaged decks caused by the cracking. A new additive for concrete has been developed that could greatly improve on some of the difficult issues that the curing process of concrete creates. The four objectives of this study are: (1) Measurement of internal temperatures during curing; (2) Measurement of strains during curing caused by restraint; (3) Testing for compressive strength and modulus of rupture material properties; and (4) Generation of thermal gradient through the deck samples to monitor effects. If Cool-crete shows superior behavior, it can be utilized as an option for better performing concrete in bridge decks as well as other locations susceptible to cracking.Eric Steinberg, Travis Ellison
6/1/2018June 2018Prevention of Longitudinal Cracking in Iowa Widened Concrete Pavementhttps://cptechcenter.org/ncc-projects/prevention-of-longitudinal-cracking-in-iowa-widened-concrete-pavementLongitudinal cracking, Widened lanes, 14 lanes, Concrete pavements; Finite element method; Longitudinal cracking; Pavement cracking; Pavement design; Pavement widening; Paving; Portland cement concrete; Road shoulders; Transverse jointsIowa has adopted 14-ft widened concrete slabs (as opposed to the standard 12-ft concrete slabs) in jointed plain concrete pavement (JPCP) design and construction since the 1990s. The additional 2-ft slab paved beyond the normal traffic path is intended to reduce stresses and deflections at the critical concrete pavement edge location by effectively moving the normal traffic path well away from the edge. However, many widened concrete pavements are now approaching 20 years of service life, and some 14-ft widened concrete pavements are experiencing sudden and significant amounts of longitudinal cracking. To understand the causative factors contributing to longitudinal cracking in widened JPCP and to provide recommendations for preventing its occurrence, field investigations were performed at 12 sites in spring and summer 2017. These sites included widened JPCPs of various ages, shoulder types, mix design aspects, environmental conditions during construction, and traffic levels. The location and extent of existing longitudinal cracking, including transverse cracking, were well documented. The amount and severity of cracks were linked to traffic level and shoulder type. Concrete cores were also examined to better understand how the cracking had developed. It was found that the 14-ft widened slabs with tied PCC shoulders outperformed the others in terms of producing less cracking, even though they had experienced higher levels of truck traffic. Widened slabs with granular shoulders were the worst performers, producing higher cracking compared to others. ISLAB 2005 and EverFE 2.25 finite element analysis (FEA) programs were also utilized to demonstrate through numerical analysis the potential of top-down longitudinal cracking for widened JPCP. Transverse joints and wheel paths were found to be critical locations for longitudinal cracking. Widened slabs with skewed joints were also found to have higher potential for longitudinal cracking.Halil Ceylan, Sunghwan Kim, Yang Zhang, Shuo Yang, Orhan Kaya, Kasthurirangan Gopalakrishnan, Peter Taylor
7/1/2018July 2018Prototype System for Implementing the Ultrasonic Guided Wave Method on the Fieldhttps://cptechcenter.org/ncc-projects/prototype-system-for-implementing-the-ultrasonic-guided-wave-method-on-the-field/Bridge decks; Field tests; Implementation; Prototypes; Reinforced concrete bridges; Structural health monitoring; Ultrasonic testsUntil recently, there were no methods for structural health monitoring of new reinforced concrete bridge decks, or diagnosis of existing ones, with the sensitivity to detect the early onset of various types of deterioration. Past and current Nebraska Department of Transportation (NDOT) - UNL collaboration on this topic by the research team has developed a novel technique and succeeded in answering this gap. This method involves leakage of ultrasonic guided waves (UGW). In this method, the waves leaked from the wave guide (steel rebar) are detected by an array of receivers (R) placed on the surface of the concrete.E. Erdogmus
8/1/2014August 2014Quantification of System-wide Life Cycle Benefits of Recycled Materials in Highwayshttps://cptechcenter.org/ncc-projects/quantification-of-system-wide-life-cycle-benefits-of-recycled-materials-in-highways/Road construction, Recycled materials, Life cycle analysis, Cost effectiveness, Environmental impacts, Waste products, MarylandThe Federal Highway Administration (FHWA) and various governmental agencies have developed fact sheets on various recycled materials and industrial byproducts for their use in highway construction applications. These fact sheets typically have addressed the engineering properties and environmental suitability issues relevant to various applications and in some cases incorporated design guidelines and construction specifications. What is lacking is direct information on sustainability assessment characteristics, i.e., greenhouse emissions, energy and water consumption and life cycle cost benefits. Agencies may track system-wide use of quantities for major recycled materials such as fly ash, recycled asphalt pavement, recycled concrete aggregate, foundry sand, coal combustion byproducts, steel slag, etc., but they cannot readily calculate the benefits accrued by substitution of these materials for conventional materials. Although state transportation departments have been in the forefront of introducing recycled materials, they have not been able to clearly convey the benefits in a quantitative and transparent manner using readily understood metrics. The first objective of this study is to develop/update fact sheets on various recycled materials and industrial byproducts that are used in highway construction. New information generated in recent years relative to their engineering properties and environmental impact questions will be added as well as relevant life cycle assessment data. The second objective of this study is to develop a tool by which the state system-wide material use quantities can be used to calculate the life cycle benefits associated with the incorporation of recycled materials and industrial byproducts to highway pavement construction. (1) Develop/update fact sheets on various recycled materials and industrial byproducts that are used in highway construction; (2) Identification of the most appropriate cost database for life cycle assessment parameters for each material; (3) Integration of cost effectiveness and environmental impact into current materials testing and evaluation; and (4) Determining the benefits accrued by use of recycled materials and industrial by products in construction through a highway rating system. Various states including Maryland Department of Transportation (DOT) plans to adopt a green materials management approach. This research project directly helps the DOTs build their capacity to sustain such efforts. The life-cycle analysis method evaluted through actual field projects in this research will provide an easy-to-use tool for DOT engineers to evaluate the impact of green materials and technologies in terms of environment, cost, and long-term performance. The successful implementation of this project could also lead toward the development of green materials registry and management at the DOTs. Recommendations provided in the final report can also lead to pilot implementation for full-scale evaluation of the developed life-cycle analysis tools.Ahmet H. Aydilek
11/1/2018November 2018Quantifying the Effects of Preservation Treatments on Pavement Performancehttps://cptechcenter.org/ncc-projects/quantifying-the-effects-of-preservation-treatments-on-pavement-performance/Preservation treatments, Pavement performance condition, cracking and faulting of concrete pavements ,service life, and life-cycle costsThis report presents a framework for quantifying the effects of preservation treatments on pavement performance, along with a guidance document to facilitate implementation of the framework. The proposed framework uses performance measures that quantify the changes in pavement performance in terms of condition (e.g., cracking and faulting of concrete pavements and cracking and rutting of asphalt pavements), service life, and life-cycle costs. Applicability of these measures was demonstrated using in-service pavement performance data. The guide also identifies alternate pavement performance measures (e.g., friction and composite pavement condition indices) and describes a process for assessing their appropriateness for use in quantifying the effects of preservation treatments on pavement performance. In addition, incorporating these measures in asset management systems would provide a means for selecting the appropriate preservation treatments and optimizing the allocation of resources..This project is the NCHRP Research Report 858Gonzalo R. Rada, James M. Bryce, Beth A. Visintine, R. Gary Hicks, DingXin Cheng
3/9/2018March 2018Quantifying the Range of Variability in the Flexural Strength of Fiber Reinforced Concrete using Monte Carlo Simulationhttps://cptechcenter.org/ncc-projects/quantifying-the-range-of-variability-in-the-flexural-strength-of-fiber-reinforced-concrete-using-monte-carlo-simulation/Admixtures; Fiber reinforced concrete; Flexural strength; Mix design; Monte Carlo methodMany laboratory studies have shown erratic results in flexural strength among replicate specimens of Fiber reinforced concrete (FRC). As a result, repeatability of results was very challenging. Given this issue, it would be very difficult for design engineers to make reliable claims about the performance of a certain FRC element in the field. The objective of this project is to provide a better tool for FRC designers to be able to make more robust claims about the performance of an FRC element in transportation infrastructures. This will be carried out through statistically quantifying the range of variability in the flexural strength of FRC using Monte Carlo Simulation. The power of the obtained range of variability prediction tool will be examined through conducting flexural experiments on 8 concrete mixes. These mixes will have randomly selected fiber types, fiber dosages, and other concrete properties in order to examine the power of the developed tool for a wide range of mixes. Ranges of variability associated with several confidence levels will be tested.Ahmad Ghadban, Nadim Wehbe
10/10/2017October 2017Quantitative Measurements of Curing Methods for Concrete Bridge Deckshttps://cptechcenter.org/ncc-projects/quantitative-measurements-of-curing-methods-for-concrete-bridge-decks/Bridge decks; Chlorides; Concrete curing; Field tests; Lithium compounds; Silicates; Bridges and other structures; Highways; Materials; PavementsThis paper gives a quantitative comparison of how different curing methods impact the rate of drying and subsequent penetration of lime water and chloride penetration of concrete. Laboratory work is used to investigate a bridge deck concrete mixture cured by two different curing compounds, wet curing of different lengths, and then no curing. The results confirm that wet curing methods reduce the ingress of external chemicals more effectively. The wet curing for even one day provided significant improvement over both curing compounds and no curing. To confirm the findings in the field eight bridge decks were investigated that were cured with a curing compound and wet curing. The field investigation confirms the findings of the laboratory testing and emphasizes the importance of wet curing for long term durability of concrete. This paper provides important quantitative data that can be used to compare these methods and help with making decisions about different curing practices and the impact on the service life of concrete.Amir Hajibabaee, Moradllo Khanzadeh , Mehdi, Amir Behravan, M. Tyler Ley
4/17/2019April 2019Rapid Airfield Concrete Pavement Slab Replacement and Patching Guidancehttps://cptechcenter.org/ncc-projects/rapid-airfield-concrete-pavement-slab-replacement-and-patching-guidance/Airport Runways; Airports; Best practices; Concrete pavements; Handbooks; Maintenance management; Patching; RepairingThe cost and inconvenience of closing critical airfield pavement for repair can be significant. Airports want to minimize closures for repairs and rehabilitation projects and therefore are increasing the use of rapid airfield concrete pavement slab replacement and patching. This process involves both the use of alternative concrete mixes and streamlined construction techniques to reduce impacts to airport operations. While FAA Advisory Circular 150/5370-16, Rapid Construction of Rigid Airfield Pavements, offers general guidance on this topic, airports need specific guidance that reflects recent advancements in rapid airfield concrete pavement repair materials and procedures and that enables them to adapt these techniques to their unique operational situation. The objective of this research is to develop a guidebook to help airport practitioners implement rapid airfield concrete pavement slab replacement and patching projects.Tom Van Dam
9/1/2014September 2014Rapid Pavement Construction: Research on Thixotropy and Workability Loss of Vibration-free Concrete in View Accelerating Pavement Construction by Slipforminghttps://cptechcenter.org/ncc-projects/rapid-pavement-construction:-research-on-thixotropy-and-workability-loss-of-vibration-free-concrete-in-view-accelerating-pavement-construction-by-slipforming/Cement paste; Mix design; Road construction; Slip form paving; Thixotropy; WorkabilityThe main objective of this project is to identify critical constituent materials and mix design parameters that influence the thixotropy and workability loss of vibration-free concrete. The research will be mainly performed on cement-pastes, which is the source of thixotropy and workability loss. The influence of the aggregates will be investigated in a separate task. Understanding the time-dependent fresh concrete behavior is essential for the development of vibration-free concrete for slipforming, enhancing the opportunities for accelerated pavement construction. Furthermore, the obtained results can be related to other Research on Concrete Applications for Sustainable Transportation (RE-CAST) projects, such as project 1B on formwork pressure and 1C on the influence of casting procedures on the performance of concrete.Dimitri Feys
11/1/1998November 1998Rapid Replacement of Bridge Decks (Phases I-IV funded under different contracts)https://cptechcenter.org/ncc-projects/rapid-replacement-of-bridge-decks-(phases-i-iv-funded-under-different-contracts)/rapid repair; bridge deck; aging infrastructure; precast bridge decksThe earliest phases of this project date back to 1998, when research was initiated to identify effective & cost efficient design & construction strategies & procedures for rapid rehab or replacement of bridge decks, to include those decks which must be r/r-ed under conditions of concurrent traffic. Phase 1 consisted of identifying & analyzing the various strategies for such work, and making recommendations on which are the most appropriate for the specified conditions. Phase II consisted of monitoring & documenting the rapid replacement work on four Georgia DOT bridges in the Atlanta metro area; identifying design & construction problem areas, as well as corrective actions that should be taken to eliminate these in future rapid deck replacements. Phase III will consist of construction of two test bridges on I-59 in Collinsville, AL using two different types of rapid deck replacement technologies. Phase IV will consist of evaluating the structural performance of the decks constructed in Phase III. Phases III & IV have essentially been halted indefinitely due to delays in letting the construction project.Bryan Harvey, Hassan Abbas, G. Ed Ramey
6/30/2013June 2013Rapid Retrofit and Strengthening of Bridge Componentshttps://cptechcenter.org/ncc-projects/rapid-retrofit-and-strengthening-of-bridge-components/Carbon fibers; Highway bridges; Retrofitting; Strengthening (Maintenance)The objective of this study is to (1) repair four bridges with high-performance carbon fiber materials developed at University of Kentucky; and (2) develop a guide and specifications for the use of this material. The advantage of the carbon fiber material is ease of application by a single worker and reduction in repair time, resulting in lower repair costs.R. Graves
1/8/2018January 2018Rating Concrete Water Permeability Based on Resistivity Measurementshttps://cptechcenter.org/ncc-projects/rating-concrete-water-permeability-based-on-resistivity-measurements/Concrete; Electrical resistivity; Methodology; PermeabilityAASHTO T 277/ASTM C 1202, Electrical Indication of Concrete Ability to Resist Chloride Ion Penetration, has been widely accepted for assessing the durability of concrete. The test provides an indication of the concrete’s ability to resist chloride ion penetration, but it has many shortcomings: it is slow and time consuming, destructive, and prone to errors caused by sample heating, and it fails to adequately capture features associated with supplementary cementitious materials (SCMs). Electrical resistivity measurements (AASHTO T 358, Standard Method of Test for Surface Resistivity Indication of Concrete’s Ability to Resist Chloride Ion Penetration and ASTM C 1760, Standard Test Method for Bulk Electrical Conductivity of Hardened Concrete) have the potential of providing performance-based evaluation of concrete. Although the data from these methods are easy to obtain, they may not relate to concrete water permeability. It is suggested that a formation factor that incorporates the ratio of the resistivity (ñ) of the bulk concrete to the resistivity (ñ0) of the pore solution or other approaches could be used to provide a better assessment of fluid transport properties. There is a need to consider using such approaches for rating concrete permeability based on resistivity measurements and providing an expedited means for assessing concrete water permeability to facilitate the evaluation of concrete durability. The objective of this research is to develop a recommended procedure for rating concrete water permeability based on electrical resistivity measurements.Amir Hanna
6/1/2013June 2013Real Time Laser Scanning of Aggregate Materials in Highway Constructionhttps://cptechcenter.org/ncc-projects/real-time-laser-scanning-of-aggregate-materials-in-highway-construction/Absorption; Aggregates; D cracking; Quality control; Real time information; Specific gravityThe quality and service life of the roadways that make up the highway transportation infrastructure are dependent upon the selection and use of high quality aggregate materials. Five state transportation agencies participated in this Transportation Pooled Fund (TPF) study, which was designed to demonstrate the use of laser scanning as a means to assess, in real-time, the quality of aggregate used in highway construction. Participating states included Kansas, New York, Ohio, Oklahoma, and Pennsylvania.Warren H. Chesner, Nancy J. McMillan
10/1/2012October 2012Recycled Concrete Aggregate (RCA) for Infrastructure Elementshttps://cptechcenter.org/ncc-projects/recycled-concrete-aggregate-(rca)-for-infrastructure-elements/RCA, recycled concrete aggregate, RAC, recycled aggregate concrete, sustainability, aggregateThe objective of the research is to determine the implications of using recycled concrete aggregate (RCA) in the production of new concrete. Specifically, the study will evaluate the fresh and hardened properties, durability, and structural behavior of concrete containing RCA. The expected result from this study will be guidelines for evaluating, selecting, and specifying RCA concrete. These guidelines will provide both MoDOT and design engineers with a resource to design, test, and implement RCA in transportation-related infrastructure.Jeffery S. Volz, Kamal H. Khayat, Mahdi Arezoumandi, Jonathan Drury, Seyedhamed Sadati, AdamSmith, Amanda Steele
10/1/2016October 2016Recycling and Reuse of Materials in Transportation Projectshttps://cptechcenter.org/ncc-projects/recycling-and-reuse-of-materials-in-transportation-projects/Concrete; Concrete aggregates; Pavement components; Portland cement; Portland cement concrete; Recycled materials; RecyclingThere are widespread benefits of using recycled and reusable waste materials in construction, especially in transportation projects. The Oklahoma Department of Transportation (ODOT) is conducting several technical studies to develop some specification and/or methodology incorporating recycled materials. But technical solutions will not be sufficient unless business consideration of the private sector within the state can be better understood and included in the decision making process. This research project will develop strategies for increasing the use of recycled materials in ODOT transportation construction projects after bringing all the stakeholder perspectives in the decision making. It will be based on available recycled wastes in Oklahoma and neighboring states Kansas, Texas and Akansas. The second objective of the study is to evaluate the long-term performance of portland cement concrete pavement (PCCP) constructed with recycled concrete aggregate (RCA). A final report will synthesize the results of the recycled materials -- availability evaluation and offer insight into the long-term performance of RCA concrete pavements in Oklahoma. Implementation of this information includes knowledge of materials currently available for use and the development of a construction specification(s) to further define the nature and benefits of recycling materials within a construction contract. Developing strategies for technical and business means will assist ODOT to use more recycled and reusable materials in construction and maintenance of transportation projects which ultimately protect and enhance human and natural environment by providing safe, economical and efficient transportation systems in Oklahoma.Anol K. Mukhopadhyay, Xijun Shi, Dan G. Zollinger
12/21/2017December 2017Reduced Cementitious Material in Optimized Concrete Mixtureshttps://cptechcenter.org/ncc-projects/reduced-cementitious-material-in-optimized-concrete-mixtures/Cement; Durability tests; Life cycle costingInvestigating the performance of low cementitious paving mixes in terms of its early-age characteristics, potential durability issues, long-term serviceability, and life cycle costs will lead to a stronger understanding of the application and practice. Other benefits the state will receive from the results and conclusions of this research include: 1. Material cost savings: A reduced cementitious mix will cost less than a standard mix. A 470 lb/CY mix would amount to a 1 bag reduction of cement and approximately a $6/CY savings. 2. Potentially longer pavement life resulting in reduced life cycle costs: Reducing the total amount of cementitious materials would reduce the shrinkage cracking potential and ultimately extend the service life of the pavement. 3. Reduced environmental Impacts: The materials saving, especially the cementitious materials, will ultimately lower the carbon footprint, therefore reducing the impacts on the environment. 4. Safer and more reliable serviceability: Less cracking potential and the higher resistivity of a deicing chemical attack will result in a safer travel environment for the public.Peter Taylor
3/15/2018March 2018Reduction of Structural Damage from the Thermal Expansion of Concrete Using Multifunctional Materialshttps://cptechcenter.org/ncc-projects/reduction-of-structural-damage-from-the-thermal-expansion-of-concrete-using-multifunctional-materials/Alloys; Concrete; Cracking; Materials; Structural materials; Thermal expansion; Bridges and other structures; Design; Highways; Materials; PavementsControl of thermal expansion is a critical goal of engineering design in a wide range of applications, particularly in cases where system components are small, are subject to large changes (gradients) in temperatures, or require extreme dimensional stability over a wide range of temperatures. In particular, the thermal expansion of concrete plays a significant role in the durability of the transportation infrastructure and causes misalignment, cracking, and structural failure. As such, the objective of this study is to improve the durability and extend the life of transportation infrastructure using multifunctional materials. This research aims to use high-performance materials such as shape memory components to address the issue of thermal expansion integrated into next-generation designs, to enhance the longevity and safety of these structures. As a result, the more specific objective of this research is to design and characterize the use of multifunctional materials that stabilize the changing structure due to thermal expansion. The characteristics of these materials will work in conjunction with the temperature dependence of concrete. This will require very specific properties from the materials, making trained shape memory alloys (SMAs) a likely candidate, to meet the characteristics required to address the problem statement. The methods to train the materials should be developed in a repeatable fashion, and their adaptability demonstrated as a function of temperature and stress from the thermal expansion of the concrete.Darren Hartl
2/20/2018February 2018Requirements for Use of Field-Cast, Proprietary Ultra-High-Performance Concrete in Florida Structural Applicationshttps://cptechcenter.org/ncc-projects/requirements-for-use-of-field-cast,-proprietary-ultra-high-performance-concrete-in-florida-structural-applications/High performance concrete; Literature reviews; Specifications; State of the art; Surveys; Tensile strength; Test procedures; Transportation departments;This project will document the current state-of-the-art through a literature review and survey of other state and national transportation agencies and technical standards, and develop a draft specification for commercially-available, pre-packaged, proprietary Ultra-High-Performance Concrete (UHPC) materials. This phase 1 project will also develop a standard method for Florida Department of Transportation (FDOT) concrete tensile strength testing.Kyle Riding
1/1/2013January 2013Re-Use of Mine Waste Materials Amended with Fly Ash in Transportation Earthwork Projectshttps://cptechcenter.org/ncc-projects/re-use-of-mine-waste-materials-amended-with-fly-ash-in-transportation-earthwork-projects/Wastes, Fly ash, Earthwork, Highway maintenance, Mines, Colorado, Strategic planningEnvironmental sustainability and land stewardship are challenging but laudable constraints for all infrastructure development in the United States. Our nation‰'s prevalent energy concerns, which include the desire for energy independence coupled with a growing population requiring additional energy capacity, constrain energy available to repair and build new infrastructure. The Colorado Department of Transportation (CDOT) has identified the maintenance and improvement of roadways in addition to increased construction of local road systems as strategic goals in the statewide transportation plan (CDOT 2008). These goals will support an overarching objective in Colorado to enhance transportation safety while meeting future needs of increased transportation capacity.Mohammad H. Gorakhki, Sultan A. Alhomair, Christopher A. Bareither
7/1/2017July 2017Role of Coarse Aggregate on Chloride Intrusion in HPC Bridge Deckshttps://cptechcenter.org/ncc-projects/role-of-coarse-aggregate-on-chloride-intrusion-in-hpc-bridge-decks/Bridge decks; Chlorides; Coarse aggregates; High performance concrete; Permeability; Test proceduresThe overall goal is to identify an effective test method to reduce uncertainty concerning the use of certain Iowa aggregate sources for manufacturing high performance concrete (HPC) for bridge decks. The research team's approach is to investigate typical Iowa HPC coarse aggregates and study the relationships between the aggregate properties, especially the pore system properties, and concrete permeability. The specific objectives of the proposed study include the following: (A) To examine the relationship between the coarse aggregate pore properties and concrete permeability/chloride ingress measured using different methods (e .g., natural chloride penetration and electrical methods); (B) To identify the properties (such as porosity, median pore throat diameter, etc.) that describe the main features of aggregate pore structure; (C) To critically evaluate test methods for quantifying key pore system properties of coarse aggregates effectively; and (D) To establish criteria for accepting Iowa coarse aggregates for the manufacture of low permeability HPC for Iowa bridge decks.Kejin Wang
8/15/2017August 2017Role of Supplementary Cementitious Material Type in the Mitigation of Calcium Oxychloride Formation in Cementitious Pasteshttps://cptechcenter.org/ncc-projects/role-of-supplementary-cementitious-material-type-in-the-mitigation-of-calcium-oxychloride-formation-in-cementitious-pastes/SCMs mitigate calcium oxychloride formationPremature deterioration has been observed at some joints in concrete pavements. This joint damage has been attributed, in part, to a deleterious chemical reaction between chloride-based deicing salts (e.g., calcium chloride) and calcium hydroxide from the cementitious matrix resulting in the formation of a compound referred to as calcium oxychloride. Calcium oxychloride formation can be mitigated in cementitious pastes through the replacement of cement with supplementary cementitious materials (SCMs) (e.g., fly ash or slag). Although various SCMs are beneficial in mitigating the formation of calcium oxychloride, little has been written to describe similarities or differences between the different types of SCMs relating to their ability to mitigate calcium oxychloride formation. This paper compares various SCM types. As the volume of supplementary cementitious materials replacing the cement increases, calcium hydroxide and calcium oxychloride amounts decrease. The supplementary cementitious materials reduce the calcium hydroxide and calcium oxychloride formed in the order calcined clay > silica fume ≫ fly ash > slag ≫ limestone. The contributions of the SCMs to reducing calcium hydroxide (CH) and calcium oxychloride (CAOXY) due to dilution and reaction are separated. The potential benefits of different SCMs in reducing calcium hydroxide amounts in paste can be predicted based on their pozzolanicity (determined from their response in pozzolanic tests based on isothermal calorimetry and thermogravimetric analysis).Prannoy Suraneni, Vahid Jafari Azad, O. Burkan Isgor, Jason Weiss
3/1/2017March 2017Seasonal variations and in situ assessment of concrete pavement foundation mechanistic propertieshttps://cptechcenter.org/ncc-projects/seasonal-variations-and-in-situ-assessment-of-concrete-pavement-foundation-mechanistic-properties/Freeze thaw cycles; Seasonal variations; California bearing ratio; Coefficient of subgrade reaction; Concrete pavements; Falling weight deflectometers; Foundations; Mechanical properties; Subbase (Pavements); Subgrade (Pavements)In cold climates, pavement surface and foundation layers are subjected to seasonal temperature variation and freeze–thaw cycles. The number and duration of freeze–thaw cycles in the foundation layers can significantly influence the pavement performance. Seasonal variation in foundation layers is accounted for in pavement design by empirically adjusting the foundation layer moduli values. This paper presents results from in situ falling weight deflectometer (FWD) and dynamic cone penetrometer (DCP) tests conducted over a two-year period at five sites in Iowa; at one of these sites, temperatures of the foundation layers were continuously monitored during the testing period. FWD testing was conducted to determine the modulus of subgrade reaction (k) values. DCP testing was conducted to estimate California bearing ratio (CBR) values of the subbase and subgrade. Temperature data were analyzed to determine freezing and thawing periods and frost penetrations. Seasonal variations observed in the foundation mechanistic properties were compared with the assumed design values. Empirical relationships between the different mechanistic properties are explored.Yang Zhang, Pavana K.R. Vennapusa, David J. White, Alex E. Johnson
10/10/2012October 2012Self-Consolidating Concrete (SCC) and High-Volume Fly Ash Concrete (HVFAC) for Infrastructure Elements: Implementationhttps://cptechcenter.org/ncc-projects/self-consolidating-concrete-(scc)-and-high-volume-fly-ash-concrete-(hvfac)-for-infrastructure-elements:-implementation/Self-Consolidating Concrete,SCC, HFVA, high volume fly ashThe objective of this project is to evaluate and monitor a bridge that has self-consolidating concrete for some of the precast/prestressed girders and an intermediate bent with 50% fly ash replacement. The bridge project will have both traditional and innovative beams and intermediate bents which allows the researchers to do direct comparisons. At the conclusion of the project, it will be determined if MoDOT should allow SCC and 50% fly ash replacement as options on MoDOT projects.John J. Myers, Eli S. Hernandez, Hayder Alghazali, Alexander Griffin, Kaylea Smith
6/29/2012June 2012Simplified design table for Minnesota concrete pavementshttps://cptechcenter.org/ncc-projects/simplified-design-table-for-minnesota-concrete-pavements/designDevelop a design table based on Mechanistic Empirical Pavement Design Guide (MEPDG) procedureLev Khazanovich, Derek Tompkins
9/20/2016September 2016Soil-Cement Manual of Practice: Interconnected Framework for Pavement Design, Laboratory Mixture Design, and Construction Quality Control/Assurancehttps://cptechcenter.org/ncc-projects/soil-cement-manual-of-practice-interconnected-framework-for-pavement-design-laboratory-mixture-design-and-construction-quality-control-assurance/Handbooks; Mechanistic-empirical pavement design; Mix design; Pavement layers; Quality assurance; Quality control; Soil cement pavements; ThicknessDevelop a soil-cement manual of practice for Mississippi Department of Transportation (MDOT) that focuses on integrating pavement layer thickness design (MEPDG), laboratory mixture design, and construction quality control/assurance.Isaac Howard
6/1/1993June 1993Specifications for European Concrete Pavementhttps://cptechcenter.org/ncc-projects/specifications-for-european-concrete-pavement/specification, This report is simply the specifications for the experimental test section of European style concrete pavement built in 1993.
12/31/2017December 2017SPR-3310: Investigation of Use of Slag Aggregate and Slag Cements in Concrete Pavement to Reduce Their Maintenance Costshttps://cptechcenter.org/ncc-projects/spr-3310:-investigation-of-use-of-slag-aggregate-and-slag-cements-in-concrete-pavement-to-reduce-their-maintenance-costs/Coarse aggregates; Compressive strength; Concrete pavements; Costs; Durability; Flexural strength; Fly ash; Freeze thaw durability; Maintenance; Slag; Wetting and drying testsThe air-cooled blast furnace slag (ACBFS), the by-product of the pig iron making process, is often used as coarse aggregate in portland cement concrete (PCC) pavements, especially in the areas located in the vicinity of the iron mills. The utilization of this by-product as an aggregate in concrete offers environmental and economic benefits in the form of elimination of waste, decrease in the disposal costs, and reduction in need for mining of the natural materials. However, concerns exist with relation of the influence of these aggregates on the long-term durability of pavement concretes, especially at locations exposed to freezing and thawing environment. The objective of this research was to evaluate the influence of using the ACBFS aggregate (slag aggregate) as a replacement for natural aggregates on the properties of pavement concrete designed to meet the standard specifications of the Indiana Department of Transportation.Kho Pin Verian, Parth Panchmatia, Jan Olek,
8/1/2015August 2015SPR-3403: Removing Obstacles for Pavement Cost Reduction by Examining Early Age Opening Requirementshttps://cptechcenter.org/ncc-projects/spr-3403:-removing-obstacles-for-pavement-cost-reduction-by-examining-early-age-opening-requirements/Accelerated tests; Concrete curing; Concrete pavements; Flexural strength; Pavement cracking; Tension; Traffic loadsThe risk of cracking in a concrete pavement that is opened to traffic at early ages is related to the maximum tensile stress that develops in the pavement and its relationship to the measured, age dependent, flexural strength of a beam. The stress that develops in the pavement is due to several factors including traffic loading and restrained volume change caused by thermal or hygral variations. The stress that develops is also dependent on the time-dependent mechanical properties, pavement thickness, and subgrade stiffness. There is a strong incentive to open many pavements to traffic as early as possible to allow construction traffic or traffic from the traveling public to use the pavement.Federico C. Antico, Hadi S. Esmaeeli, Igor De la Varga, Wesley Jones, Timothy Barrett, Pablo Zavattieri, W. Jason Weiss
8/1/2015August 2015SPR-3523: Evaluation of Sealers and Waterproofers for Extending the Life Cycle of Concretehttps://cptechcenter.org/ncc-projects/spr-3523:-evaluation-of-sealers-and-waterproofers-for-extending-the-life-cycle-of-concrete/Concrete pavements; Deicers (Equipment); Pavement joints; Pavement maintenance; Polystyrene; Portland cement concrete; Seal coats; Sealing compoundsConcrete pavements represent a large portion of the transportation infrastructure. While the vast majority of concrete pavements provide excellent long‐term performance, a portion of these pavements have recently shown premature joint deterioration. Substantial interest has developed in understanding why premature joint deterioration is being observed in jointed portland cement concrete pavements (PCCP). While some have attributed this damage to insufficient air void systems, poor mixture design, or chemical reaction between the salt and the paste, it is the hypothesis of this work that a component of this damage can be attributed to fluid absorption at the joints and chemical reactions between the salt and chemistry of the matrix. This paper discusses the role of soy methyl ester‐polystyrene blends (SME‐PS) as a potential method to extend the service life of concrete pavements by limiting the ingress of salt solutions.Jason Weiss, Andrew Wiese, Yaghoob Farnam, Wesley Jones, Paul Imbrock, Bernie Tao
3/1/2015March 2015SPR-3623: Early Detection of Joint Distress in Portland Cement Concrete Pavementshttps://cptechcenter.org/ncc-projects/spr-3623:-early-detection-of-joint-distress-in-portland-cement-concrete-pavements/Concrete pavements; Deterioration; Electrical resistivity; Ground penetrating radar; Moisture content; Pavement distress; Pavement joints; Portland cement concreteINDOT (as well as several surrounding states) have observed that certain concrete pavements may show a susceptibility to joint deterioration. Unfortunately, by the time that this joint deterioration is observed it is often too late and costly partial depth repairs are needed. The deterioration is generally occurring in the joint behind the backer rod and joint sealant; as such, it is difficult to detect even if one is standing directly above the joint. This project investigated the use of electrical resistivity and ground penetrating radar as two techniques to detect premature joint deterioration. The thought process was that if the joint deterioration is determined at an early stage, low cost corrective actions can be taken to extend the life of the concrete.Jason Weiss, Dwayne Harris, Yaghoob Farnam, Robert Spragg, Paul Imbrock
1/1/2014January 2014SPR-3808: Synthesis: Accelerating the Implementation of Research Findings to Reduce the Potential for Concrete Pavement Joint Deteriorationhttps://cptechcenter.org/ncc-projects/spr-3808:-synthesis:-accelerating-the-implementation-of-research-findings-to-reduce-the-potential-for-concrete-pavement-joint-deterioration/Concrete pavements; Deterioration; Implementation; Joints (Engineering); Pavement distressThis project will comprehensively review and synthesize all the suggested causes and phenomena associated with joint deterioration for purposes of developing a manageable solution to prevent and/or to mitigate this problem in the future.Jason Weiss, Jan Olek
5/30/2016May 2016SPR-3864: Performance of Deicing Salts and Deicing Salt Cocktailshttps://cptechcenter.org/ncc-projects/spr-3864:-performance-of-deicing-salts-and-deicing-salt-cocktails/Concrete pavements; Deicing chemicals; Pavement performanceDeicing salts are widely used for anti-icing and deicing operations in pavements. While historically sodium chloride may have been the deicer most commonly used, a wide range of deicing salts have begun to be used to operate at lower temperatures, to “stick to the road better” and to improve other aspects of performance such as environmental impact or corrosion resistance. It has been observed that some chloride based deicing salts can react with the calcium hydroxide in the mixture resulting in the formation of calcium oxychloride an expansive phase that can damage concrete pavements, especially at the joints. This report describes the two main objectives of this work. First, the report documents the development a standardized approach to use low temperature differential scanning calorimetry (LT-DSC) to assess the influence of cementitious binder composition on the potential for calcium oxychloride formation. Second, this work will assess the influence of blended salt cocktails on the formation of calcium oxychloride.Prannoy Suraneni, Jonathan Monical, Erol Unal, Yaghoob Farnam, Chiara Villani, Timothy J. Barrett, W. Jason Weiss
7/1/2016July 2016SPR-4004: Development of Subgrade Stabilization and Slab Undersealing Solutions for PCC Pavements Restoration and Repairshttps://cptechcenter.org/ncc-projects/spr-4004:-development-of-subgrade-stabilization-and-slab-undersealing-solutions-for-pcc-pavements-restoration-and-repairs/Pavements; Portland cement concrete; Slabs; Stability (Mechanics); Subgrade (Pavements)Project deliverables will include protocols for proposed stabilization and slab undersealing techniques that will be in the form suitable for implementation in INDOT’s specifications. In addition, the proposed field trials of the proposed solutions will provide a credible set of information that will help with the implementation efforts.Jan Olek
10/17/2016October 2016SPR-4112: Best Practices for Patching Composite Pavementshttps://cptechcenter.org/ncc-projects/spr-4112:-best-practices-for-patching-composite-pavements/Best practices; Composite pavements; Concrete pavements; Patching; Pavement management systems; Pavement performancePatching composite and, to a lesser extent, concrete pavements poses numerous constructability and performance issues. A synthesis of research and experience is needed to identify ways to facilitate proper construction and improve the ultimate performance of these patches. Developing these best practices will involve a survey of other states’ practices, literature review and review of Indiana Department of Transportation (INDOT) pavement management data before and after patching on selected projects in each district.Rebecca McDaniel
1/1/2017January 2017SPR-4116: Investigation of Design Alternative for the Subbase of Concrete Pavementshttps://cptechcenter.org/ncc-projects/spr-4116:-investigation-of-design-alternative-for-the-subbase-of-concrete-pavements/Concrete pavements; Geosynthetics; Geotextiles; Settlement (Structures); Smoothness; Soil compaction; Subbase (Pavements)The study will develop recommendations for new subbase designs based on a comprehensive review of the literature, a survey of best practices across the US and abroad and an experimental program focused on unstabilized layers alone and in combination with geotextiles.Marika Santagata, Philippe Bourdeau
9/1/2017September 2017SPR-4210: Determining the Optimal Traffic Opening Timing through an in-situ NDT Method for Concrete Early Age Properties Monitoringhttps://cptechcenter.org/ncc-projects/spr-4210:-determining-the-optimal-traffic-opening-timing-through-an-in-situ-ndt-method-for-concrete-early-age-properties-monitoring/Concrete curing; Concrete pavements; Construction scheduling; Costs; Failure; Mechanical properties; Nondestructive tests; Optimization; Sensors; Test proceduresThe aim of this project is to develop a reliable in situ testing method to determine the quality of concrete for traffic opening by using piezoelectric sensors coupled with electromechanical impedance (EMI) to determine early age properties of concrete. The potential benefits of using this non-destructive testing (NDT) include 1) reducing pre-mature failure of concrete pavement, patching and other concrete structures; 2) determining optimal traffic opening time based on reliable data of concrete property; 3) enabling cost and schedule savings due to reduced testing samples and testing time; and 4) eliminating construction worker safety issues on the job site and accident rates in opening zones.Na Lu
1/1/2018January 2018SPR-4213: Determining Concrete Patch Locations other than Visualhttps://cptechcenter.org/ncc-projects/spr-4213:-determining-concrete-patch-locations-other-than-visual/ Artificial intelligence; Classification; Ground penetrating radar; Patching; Pavement maintenance; Sensors; IIn this research, the fusion of data from two current Indiana Department of Transportation (INDOT) sensors (WayLink 3D Laser Imaging and GSSI ground penetrating radar) will be investigated and methods will be developed to use them to create a patching and classification table. The proposed approach is to use the 3D imaging system to create a 1 mm resolution image of the pavement surface and develop an artificial intelligence based technique, which may allow narrowing the patch search area in order to concentrate computational and human resources for analyzing the GPR data.James Krogmeier, Mark Bell
9/1/2018September 2018SPR-4320: Implementation of Epoxy Injection of Concrete Overlaid Bridge Deckshttps://cptechcenter.org/ncc-projects/spr-4320:-implementation-of-epoxy-injection-of-concrete-overlaid-bridge-decks/Bridge decks; Concrete overlays; Cost effectiveness; Epoxy coatings; Freeze thaw durability; Service life; Winter maintenance; Bridges and other structures; Highways; Maintenance and PreservationConcrete overlay has proven to be effective maintenance treatment as it prevents de-icing chemicals and water penetration into the original deck surface. Typically, over time, debonding develops at the boundary between the original deck and overlay which creates void. Displacing water and filling these cracks with epoxy helps eliminate freeze and thaw and reduces spalling requiring emergency patching, and thereby extending the bridge deck life span. This process is envisaged as an end of bridge deck life treatment. The ultimate goal is to forgo another costly deck rehabilitation project and save that money for a deck replacement, or superstructure replacement in the near future.Prince Baah
7/1/2018July 2018SPR-4326: Self-healing Cementitious Composites (SHCC) with Ultrahigh Ductility for Pavement and Bridge Constructionhttps://cptechcenter.org/ncc-projects/spr-4326:-self-healing-cementitious-composites-(shcc)-with-ultrahigh-ductility-for-pavement-and-bridge-construction/Bridges; Cement; Composite materials; Cost effectiveness; Cracking; Ductility; Durability; Pavement design; Pavement maintenance; Bridges aThe aim of this project is to develop a new class of self-healing cementitious composites (SHCC) with ultra-high ductility and durability that can autonomously heal cracks developed in the concrete, due to shrinkage, free-thaw damage, and service loading. The superior ductility and durability of SHCC can accommodate pavement and bridge structures deformation imposed by concrete shrinkage, temperature fluctuation, etc. As such, this class of SHCC materials provide a cost-effective solution to pavement and bridge rehabilitation as well as new construction projects.Na Lu
1/1/2019January 2019SPR-4327: Development of Compaction Control Guidelines for Aggregates Drainage Layers and Evaluation of In Situ Permeability Testing Methods for Aggregateshttps://cptechcenter.org/ncc-projects/spr-4327:-development-of-compaction-control-guidelines-for-aggregates-drainage-layers-and-evaluation-of-in-situ-permeability-testing-methods-for-aggregates/Aggregates; Compaction; Drainage; Guidelines; Pavement layers; Permeability; Quality assurance; Test proceduresObjective of this research is to improve the process for aggregate drainage layer construction within INDOT contracts. Results of the study will allow INDOT to move towards standardizing a performance based quality assurance approach for aggregate drainage layer construction.Peter Becker, Marika Santagata
1/1/2019January 2019SPR-4332: Performance Related Specification for Pavement Millinghttps://cptechcenter.org/ncc-projects/spr-4332:-performance-related-specification-for-pavement-milling/Milling; Pavement distress; Pavement layers; Specifications; Test proceduresThe objective of this research is to evaluate pavement damage that could occur during milling process. The primary deliverable for this research will be a technical report documenting more reliable milling procedures and specifications, testing methodologies, testing results, and findings.Seong-Hwan Cho, John Haddock
1/1/2019January 2019SPR-4336: Improvement of Scaling Resistance of Pavement Concrete Using Titanium Dioxide (Tio2) and Other Nano-additiveshttps://cptechcenter.org/ncc-projects/spr-4336:-improvement-of-scaling-resistance-of-pavement-concrete-using-titanium-dioxide-(tio2)-and-other-nano-additives/Concrete pavements; Durability; Fly ash; Mechanical properties; Nanostructured materials; Permeability; Scaling (Concrete); TitaniumObjective of this research is development of reliable and relatively inexpensive method of improving the scaling resistance of pavement concretes containing fly ash. Additional benefits may include increased resistance to chemical attack by deicing chemicals and increase in mechanical properties of concrete pavements. If successful, the proposed method of increasing scaling resistance of fly ash concrete will allow for extension of the construction window for usage of fly ash while, at the same time, increasing durability of concrete.Jan Olek
1/1/2017January 2017Steel Fiber Reinforced Rubberized Concrete Material Monitoringhttps://cptechcenter.org/ncc-projects/steel-fiber-reinforced-rubberized-concrete-material-monitoring/Crumb rubber; Evaluation and assessment; Fiber reinforced concrete; Fiber reinforced materials; Pavement performance; Recommendations; Steel fibersExperimental Feature monitoring of the installed Steel Fiber Reinforced Rubberized Concrete (SFRRC) installed summer 2017 on Abbot Road in Anchorage, AK. This project will monitor and collect pavement data for 3 years post-construction. Specifically, material wear, operations, and pavement condition compared to control sites. At the end of the evaluation period, a synopsis will be provided that includes recommendations on the use of SFRRC in Alaska. It will also contain information concerning what pitfalls or construction maintenance issues to resolved with improved specifications, construction plans, and/or practices.Carolyn Morehouse
1/1/2019January 2019Stringless Pavinghttps://cptechcenter.org/ncc-projects/stringless-paving/concrete pavements, smoothness, roughnessString lines have traditionally been used to control paving machine elevation and steering on the grade. Stringless paving (sometimes referred to as “3-D paving”) is the process of constructing a pavement using non-contact, electronic guidance systems to guide the paver along the grade without the aid of string lines. Stringless paving allows contractors to eliminate hubs, pins, sensors or wands, clamps, and string lines (wires, cables, rope, etc.). This can produce significant savings of time and labor for establishing and maintaining the string line system, the elimination of stringline-related tripping hazards, and reductions in the required width of operating space for the paver. Additionally, stringless paving offers the potential for more accurate, smoother paving, especially in tight horizontal and vertical curves where stringlines can only simulate a smooth curve using straight line segments.Mark Snyder
4/1/2017April 2017Subgrade Stabilization Alternativeshttps://cptechcenter.org/ncc-projects/subgrade-stabilization-alternatives/Highway engineering; Pavement design; Soil stabilization; Specifications; Subgrade (Pavements)Subgrade stabilization in the INDOT current standard specification is limited to the selection of materials type rather than strength and properties of the treated soil. With the adoption of the Mechanistic Empirical Design Guide, it is possible to consider in the input parameters the actual properties of the stabilized soil subgrade. The research addresses this issue by exploring the engineering properties of subgrade stabilization alternatives, so pavement engineers can design the pavement structure accordingly.Antonio Bobet
5/1/2019May 2019Superabsorbent Polymers in Concrete to Improve DurabilityThe goal of this research is to develop practical, cost-effective strategies to create internally cured concrete for IND
9/1/2008September 2008Surface characteristics for new PCChttps://cptechcenter.org/ncc-projects/surface-characteristics-for-new-pcc/surface characteristics, friction, noiseStudy of surface characteristics for new concrete pavements.Bernard Izevbekhai
3/1/2015March 2015Surface Resistivity as an Alternative for Rapid Chloride Permeability Test of Hardened Concretehttps://cptechcenter.org/ncc-projects/surface-resistivity-as-an-alternative-for-rapid-chloride-permeability-test-of-hardened-concrete/Concrete permeability, Surface resistivity, Rapid Chloride Permeability, Volume of Permeable Voids, Materials testingKansas experiences harsh winters that require frequent use of de-icing salts, making it critical to the long-term durability of concrete structures that the permeability is kept under control. Under current KDOT ecification, the Rapid Chloride Permeability (RCP) test, as described in ASTM Standard C1202 (2012), or the Volume of Permeable Voids method, described in ASTM Standard C642 (2013), more commonly known as the boil test, must be performed to evaluate concrete permeability. Surface resistivity testing was investigated as an alternative to these tests.Rodney Montney
10/1/2012October 2012Sustainable Crack-Free, Environmental-Friendly Concrete "Crack Free Eco-Crete"https://cptechcenter.org/ncc-projects/sustainable-crack-free,-environmental-friendly-concrete-?crack-free-eco-crete/Concrete, Building materials, Sustainable development, Pollutants, Greenhouse gases, Environmental impacts, Waste products, Portland cementSince concrete is the most used construction material in the world, it accounts for a considerable part of CO2 emissions. This means that besides to its appreciable roles, it may be considered as a significant source of emission of greenhouse gases. The solution of this problem is to reduce the environmental impact of concrete and cement through the idea of Eco-Concrete. Besides to its environmental benefits, Eco-Crete is also important from the economical perspective. Because, incorporating high volumes of industrial by-products as replacements for Portland cement makes the Eco-Crete more energy efficient and cheap to produce.Kamal H. Khayat, Iman Mehdipour
3/1/2018March 2018Sustainable Mitigation of Stormwater Runoff Through Fully Permeable Pavementhttps://cptechcenter.org/ncc-projects/sustainable-mitigation-of-stormwater-runoff-through-fully-permeable-pavement/Asphalt pavements; Concrete pavements; Data collection; Mechanistic-empirical pavement design; Performance tests; Porous pavements; Runoff; Test beds; Permeable pavements; Environment; Highways; Hydraulics and Hydrology; PavementsThis report presents the implementation of new design method developed using mechanistic-empirical design approach by University of California Pavement Research Center (UCPRC) through building two test sections at California State University Long Beach (CSULB). The study includes a literature review, pavement design procedure, mix design, construction procedure, instrumentation, and collection of performance data of the permeable asphalt and concrete pavement sections for validation and structural design calibration of the new design approach. Fully permeable pavements are characterized as those in which all layers are porous, and the pavement structure serves as a reservoir to store water and minimize the negative impacts of stormwater spillover. The California Department of Transportation (Caltrans) has shown interest in developing fully permeable pavement design for use in territories that convey substantial truck activity as a potential stormwater management best management practice (BMP) to give low-effect infrastructure and proficient framework operation. A location was selected within CSULB for the construction of the test sections. Pressure cells and strain gages were installed during the construction of pavements for measuring the stress on the top of subgrade on both test sections and the strain at the bottom of surface layer to assess the performance of the fully permeable pavements. In the study, the traffic count was also determined. The data acquisition device CDaq was installed at the site to collect the data. The recorded data was analyzed using the MATLAB program code. The data from pressure cells and strain gages are analyzed, and graphs were plotted to study the pattern in the data sets. The stress and strain measurements and the cracking (both sections) and rutting (asphalt section only) will be used to calibrate the pavement structural design procedure and hydraulic performance will also be monitored.Avinash Ralla, Shadi Saadeh
11/16/2016November 2016Systematic Decision-Making Process for Composite Pavement Maintenancehttps://cptechcenter.org/ncc-projects/systematic-decision-making-process-for-composite-pavement-maintenance/Composite pavements; Decision making; Hot mix asphalt; Pavement maintenance; Portland cement concrete; Reflection crackingThe assessment of pavement condition rating (PCR) for hot mix asphalt (HMA) surfaces and exposed portland cement concrete (PCC) in composite pavements is an important component of the decision-making process for treating reflective cracking. Visual inspections such as PCR or falling weight deflectometer (FWD) have been conducted as current practices for reflective cracking treatment. However, these evaluation methods are not able to identify the severity of cracking in the underlying PCC slab. , field engineers often tend to rely solely on visual inspection of the HMA surface without performing actual milling operations. Therefore a systematic decision-making process is needed to select appropriate maintenance treatments for reflective cracking in composite pavements. In response to this need, this research proposes a framework for composite pavement maintenance decision making that consists of three modules: (1) field evaluations to assess the condition of the pavement at the joint, (2) development of a PCC pavement condition prediction model to determine the severity of PCC cracking at the joint in a composite pavement, and (3) a treatment selection table to help determine a possible mitigation strategy for the treatment of each reflective crack type. A case study is conducted to validate the proposed prediction model, with the results showing 0.77 accuracy. Therefore the proposed systematic decision-making process is able to provide field engineers with a more accurate treatment selection process for reflective cracking in composite pavements than is currently available. Furthermore, the proposed process can reduce maintenance costs by simplifying field test evaluation methods and alleviating the need for milling the HMA surfaces.Soojin Yoon, Kyubyung Kang, Yoojung Yoon, Makarand Hastak, Richard Ji
11/4/2013November 2013Temperature Control Requirements for the Construction of Mass Concrete Membershttps://cptechcenter.org/ncc-projects/temperature-control-requirements-for-the-construction-of-mass-concrete-members/Mass concrete; thermal cracking;The main objectives of this project are: to measure in-place temperatures for some mass concrete members under construction; to develop an ALDOT procedure to designate various members as mass concrete members; to develop temperature control requirements for mass concrete construction for ALDOT; and to provide training to the ALDOT personnel in order to understand & implement temperature control requirements for mass concrete construction.Eric D. Gross, Andrew D. Eiland, Anton K. Schindler, Robert W. Barnes
3/11/2014March 2014Ten Year Performance Evaluation of Unbonded Concrete Overlay and Jointed Plain Concrete Pavement: A Toronto Case Studyhttps://cptechcenter.org/ncc-projects/ten-year-performance-evaluation-of-unbonded-concrete-overlay-and-jointed-plain-concrete-pavement-a-toronto-case-study/Canada; Case study; Conference; Damage; Durability; Evaluation (assessment); Joint (structural); Junction; Resurfacing; Rigid pavement; Rutting (wheel); Strengthening (pavement)Heavy, slow moving traffic can be extremely damaging to asphalt pavements. The City of Toronto was observing the rapid deterioration of the pavements at an urban intersection with high volumes of transit bus traffic. The heavy traffic was causing severe rutting and other safety concerns. In collaboration with the Cement Association of Canada, the City of Toronto elected to rehabilitate the high traffic intersection of Bloor Street and Aukland Road using Portland cement concrete. As part of this project, the city constructed its first unbonded concrete overlay and reconstructed an adjacent area as a conventional Jointed Plain Concrete Pavement. The rehabilitation activities were completed during the summer of 2003. Instrumentation was installed by University of Waterloo researchers to monitor and evaluate the long-term performance of the rehabilitated pavements. This paper presents an overview of the existing conditions, design, construction and instrumentation of the Bloor and Aukland site and a ten year performance evaluation of the rehabilitated pavements. The results of this study show that concrete overlays and inlays are excellent rehabilitation options for urban pavements subjected to high volumes of heavy traffic. Both the unbonded overlay and Jointed Plain Concrete Pavement sections have demonstrated excellent performance to date. The pavements are in very good condition visually, ride quality remains excellent and the recurrence of the regular rutting and shoving problems that were being observed prior to rehabilitation has been mitigated. Significant remaining life is expected from the concrete pavement sections at Bloor and Aukland. For the covering abstract of this conference see ITRD record number 201310RT334E.A. Kivi, S.L. Tighe, R. Fung, J. Grajek
1/1/2010January 2010Tension Testing of Ultra-High Performance Concretehttps://cptechcenter.org/ncc-projects/tension-testing-of-ultra-high-performance-concrete/Cement; Composite materials; Fiber reinforced concrete; Tensile properties; Tension tests; Ultra high performance concreteUltra-high performance concrete (UHPC) is a class of cementitious composite materials designed to exhibit exceptional mechanical and durability properties, including sustained postcracking tensile strength. Laboratory tests of structural elements have clearly indicated that UHPC components can exhibit tensile mechanical properties far in excess of those expected from conventional or fiber-reinforced concretes. This study developed a material scale direct tension test applicable to UHPC that relates the full range of uniaxial tensile behaviors through strain localization and can be completed on cast or extracted specimens. In order to demonstrate applicability, the test method was carried out in parallel with other UHPC tension test methods. This research model allowed for both development of a practical test method along with direct determination of the tensile mechanical properties of two commercially available UHPC-class materials.Benjamin A. Graybeal, Florent Baby
10/1/2016October 2016The Use of Resistivity Testing for Quality Control of Concrete Mixtures - Phase 2https://cptechcenter.org/ncc-projects/the-use-of-resistivity-testing-for-quality-control-of-concrete-mixtures---phase-2/Admixtures; Concrete; Concrete construction; Mix design; Pavement design; Resistivity methodThe objective of Phase 1 of this project was to investigate the potential of resistivity testing in assessing the performance of typical concrete mixtures used in bridge and pavement infrastructure in Oklahoma. The sensitivity and reliability of the method with Oklahoma materials was investigated in order to formulate new guidelines and specification(s) that would allow the Oklahoma Department of Transportation (ODOT) to produce high quality concrete. The study evaluated the use of resistivity to evaluate field structures and indicated promise to make great changes to the quality and long term performance of Oklahoma concrete. Based on Phase 1 research activities, in Phase 2, a systematic approach using resistivity testing for Classes A and AA concrete mixture design compliance control during construction will be developed. Additionally, a temperature correction factor to rectify results of resistivity measurements taken outside of the test method‰Ûªs recommended temperature range will be developed. Within the devised experimental plan, an extensive trial study within ODOT residencies will be conducted. This will help with the validation process of the resistivity method developed and the implementation process within the residencies. Finally, an alternative method will be recommended in the event a sample fails to meet the specification. This aids in evaluating the adequacy of the material constructed onsite. As such, an alternative secondary resistivity testing procedure, in case of failed material compliance test, will be investigated. The results of this study will aid in devising a strategy for easy implementation of the resistivity method within material quality control and compliance activities.Julie Hartell
1/1/2019January 2019Thermoplastic Composites by 3D Printing and Automated Manufacturing to Extend the Life of Transportation Facilitieshttps://cptechcenter.org/ncc-projects/thermoplastic-composites-by-3d-printing-and-automated-manufacturing-to-extend-the-life-of-transportation-facilities/Automation; Composite materials; Concrete structures; Feasibility analysis; Fillers (Materials); Forming; Manufacturing; Precast concrete; Printers; Quality assurance; Recycling; Reinforcing materials; Service life; Specifications; Thermoplastic materials; Thermoplastic resinsThe objectives of this project are to: (a) Identify potential applications for large-scale 3D printing of forms and tooling for precast concrete parts in transportation using bio-based fillers and reinforcements and cost-effective thermoplastic materials. (b) Determine the feasibility of making 3D printed forms for optimized precast concrete parts and elements to extend durability and reduce cost. (c) Document the demonstration of large-scale 3D printing of precast concrete forms and assess the quality of the parts. Establish material and manufacturing specifications to assist the departments of transportation (DOTs) implement this technology in transportation applications. (d) Investigate the potential for recycling the 3D print forms and tooling, and reusing/reprinting the wood-filled thermoplastic material to make it a capital asset for precasters.Roberto Lopez-Anido, James Anderson, Douglas Gardner, Yousoo Han
11/1/2018November 2018Three-dimensional surface texture of Portland cement concrete pavements containing nanosilicahttps://cptechcenter.org/ncc-projects/three-dimensional-surface-texture-of-portland-cement-concrete-pavements-containing-nanosilica/Abrasion resistance; Concrete pavements; Friction; Macrotexture; Microtexture; Surface course (Pavements)Pavement surface texture is critical to tire/pavement interaction. Texture characteristics of concrete containing nanosilica pavement surface has not yet been directly investigated, although researchers have found that nanosilica improved pavement friction values and durability. Specimens with various nanosilica content are tested for three-dimensional (3D) texture height maps which are decomposed using discrete wavelet transform for the calculation of 3D texture indices for macrotexture and microtexture. It is found that 3D texture indices increase correspondingly with the increment of nanosilica content. Significant relationship with R² values between 0.80 and 0.99 is found between various texture indices and nanosilica content. The increased texture amplitude indicates enhanced pavement friction and then safety. The increment of core material volume implies more texture in the core region, which indicates better longevity of texture. The findings of this research agree with the results of other studies that nanosilica increased the abrasion resistance and frictional property of concrete surface.Qingfan Liu, Marcelo Gonzalez, Susan L. Tighe, Shalaby Ahmed
1/1/2013January 2013SPR-3708: Toward Performance Related Specifications for Concrete Pavementshttps://cptechcenter.org/ncc-projects/toward-performance-related-specifications-for-concrete-pavements/The current level of construction activity provides INDOT with the opportunity to collect information from concrete paving projects which can be used to generate information that may be used to improve the standards and specifications in the next generation of pavements. INDOT is poised to utilize data from pavement projects to develop new approaches for contracting and specification (PRS and PWL specifications). This information may be used to provide high quality contractors with rewards for providing this quality.Pable Zavattieri, Fred Mannering, Jason Weiss
3/15/2009March 2009TPF-5(183), Improving the Foundation Layers for Concrete Pavementshttps://cptechcenter.org/ncc-projects/tpf-5(183),-improving-the-foundation-layers-for-concrete-pavements/Concrete pavements; Durability; Foundations; Pavement performance; Paving; Permeability; Portland cement concrete; Subbase (Pavements)Quality pavement foundation layers are essential to achieving excellent pavement performance. In recent years as truck traffic has greatly increased, the foundation layers have become even more critical to successful pavement performance. Unfortunately, there are still many pavement failures in the U.S. related to inadequate subbase, natural subgrade, and embankment (commonly referred to as foundation layers or roadbed). Factors that contribute to pavement foundation problems are believed to be poor construction practices, ineffective quality control/quality assurance (QC/QA) testing methods and sampling plans, material variability and unpredictable long-term material behavior, poor verification of material properties during construction, insufficient development of performance-related specifications, and low capital investment in the foundation layers. The objective of this research is to improve the construction methods, economic analysis and selection of materials, in-situ testing and evaluation, and development of performance-related specifications for the pavement foundation layers. The outcome of this study will be conclusive findings that make pavement foundations more durable, uniform, constructible, and economical. Although the focus of this research will be portland cement concrete (PCC) concrete pavement foundations, the results will likely have applicability to asphalt cement concrete (ACC) pavement foundations and, potentially, unpaved roads. All aspects of the foundation layers will be investigated including thickness, material properties, permeability, modulus/stiffness, strength, volumetric stability and durability.Kelly Miller, Keff Roesler, Andrew Dawson, Pavana Vennapusa, David White, Thomas Cackler
1/1/2020January 2020Transportation Engineering and Road Research Alliance (TERRA)https://cptechcenter.org/ncc-projects/transportation-engineering-and-road-research-alliance-(terra)/tech transferThe purpose of this project is to exchange information regarding pavement research between the participating states to see if research funds can be better allocated.Debra Fick
11/2/2017November 2017Ultra-accelerated Method to Evaluate Recycled Concrete Aggregate in New Constructionhttps://cptechcenter.org/ncc-projects/ultra-accelerated-method-to-evaluate-recycled-concrete-aggregate-in-new-construction/Alkali silica reactions, Aggregates, Concrete construction, Cheyenne (Wyoming), Recycled concrete aggregate,The Rocky Mountain Region has experienced difficulty due to the presence of alkali-silica reaction (ASR) in new concrete construction. Cheyenne, WY produces a source of aggregate this is highly susceptible to ASR damage. Poorly performing concrete can be removed, crushed and used as aggregate in new concrete. This proposal aims to develop precision and bias statements for using recycled concrete aggregates (RCAs) as material in new concrete construction. Preliminary research indicates that small percentages of ASR affected RCA can be used in new concrete construction without creating harmful ASR expansions.Jennifer Tanner
1/22/2019January 2019Ultra-High-Performance Concrete (UHPC) Use in Florida Structural Applicationshttps://cptechcenter.org/ncc-projects/ultra-high-performance-concrete-(uhpc)-use-in-florida-structural-applications/Curing agents; Durability; Mixing; Structures; Test procedures; Ultra high performance concreteThis project will establish testing methods and determine the mixing, placing, curing, and durability requirements necessary to produce durable, non-proprietary ultra-high-performance concrete (UHPC), made using locally-sourced raw materials for different classes of structural use and exposure conditions.Kyle A. Riding
7/1/2013July 2013Unbonded Concrete Pavement/Overlay Monitoringhttps://cptechcenter.org/ncc-projects/unbonded-concrete-pavement-overlay-monitoring/Cast in place concrete; Concrete pavements; Cracking; Fiber optics; Frigid regions; Optimization; Overlays (Pavements); Pavement performance; SensorsAn instrumentation system including electric and optic sensors will have been installed by July 1, 2013 in 6 ft x 6 ft, 3 in-thick unbonded concrete panels and their existing substrates over an approximately 500 ft long distance in cell-40 at MnROAD - a pavement test track located near Albertville, MN. The unbonded concrete pavement/overlay panels will be loaded under a standard design truck or subjected to cold weather effects over the years. Their field performance will provide the required data for a widespread implementation of this potentially viable solution for aging highway pavement rehabilitation. Strain, crack width, temperature, and other environmental factors will be measured periodically to understand loading and environmental effects on the behavior and performance of the ultrathin panels and their interaction with substrates over time. Laboratory tests will also be conducted for calibration and optimization of the sensitivity, spatial resolution, and strain transfer effect of optical fiber sensors with various packaging materials (coatings). Major outcomes will include repeatable and precise installation procedures for various sensors in cast-in-place panel applications, packaging sensor performances in field application, verified sensor specification, and performance data of concrete panels. This project represents a collaborative effort among Missouri University of Science and Technology (Missouri S&T), North Dakota State University (NDSU), and the University of Minnesota (UMN), taking advantage of their experiences in continuous optical fiber sensing, discrete optical fiber sensing, and pavement engineering.Ying Huang, Genda Chen
10/1/2016October 2016Updated Analysis of Michigan Traffic Inputs for Pavement-ME Designhttps://cptechcenter.org/ncc-projects/updated-analysis-of-michigan-traffic-inputs-for-pavement-me-design/Analysis; Flexible pavements; Pavement design; Pavement performance; Rigid pavements; Traffic dataThe purpose of this study is to characterize traffic inputs in support of the new Mechanistic-Empirical Pavement Design Guide for the State of Michigan. These traffic characteristics include monthly adjustment factors (MAF), hourly distribution factors (HDF), vehicle class distributions (VCD), axle groups per vehicle (AGPV), and axle load distributions for different axle configurations. Weight and classification data were obtained from 41 Weigh-in-Motion (WIM) sites located throughout the State of Michigan to develop Level 1 (site-specific) traffic inputs.Syed Waqar Haider, Gopikrishna Musunuru, Neeraj Buch, Olga Selezneva, Praveen Desaraju, Joshua Li
12/1/2017December 2017Updating Physical and Chemical Characteristics of Fly Ash for Use in Concretehttps://cptechcenter.org/ncc-projects/updating-physical-and-chemical-characteristics-of-fly-ash-for-use-in-concrete-/fly Ash, set time, Paste system, heat of hydration, strength activity index, the non-evaporable water content, amount of calcium hydroxide formeThis research was an attempt to quantify the effects of fly ashes on the properties of pastes as a function of (a) the mean particle size of the fly ash particles, (b) their fineness, and (c) their chemical composition. In addition, since the type and the amount of glass present in the fly ash significantly affect its reactivity, this property was also included in the investigation. Twenty different fly ashes (both, ASTM Class C and Class F), obtained from power plants in and around Indiana, were characterized during Phase 1 of the study.The information collected included physical characteristics, chemical composition, and the amount and type of glass present. Phase 2 of the study consisted of evaluation of various properties of binary paste systems (portland cement with 20% of cement of fly replacement). The evaluated properties included the set time, the heat of hydration, the strength activity index, the non-evaporable water content, and the amount of calcium hydroxide formed at different ages. These results obtained from both phases of the study were used to build statistical models for prediction of previously evaluated properties for any hypothetical fly ash with similar characteristics. The models included only the most significant variables, i.e., those which were found to most strongly affect any specific property. The variables to be included in the model were selected based on the adjusted R2 values. As a result of the modeling process, it was found that the sets of statistically significant variables affecting the properties consisted of both physical and chemical characteristics of the fly ash and that the combination of these variables was unique for each property evaluated.Prasanth Tanikella, Jan Olek
3/15/2018March 2018Use of Bagasse Ash as a Concrete Additive for Road Pavement Applicationshttps://cptechcenter.org/ncc-projects/use-of-bagasse-ash-as-a-concrete-additive-for-road-pavement-applications/Ash content; Durability; Life cycle costing; Materials; Mix design; Pavement design; Pozzolan; Pozzolanic action; Waste products; Highways; Materials; PavementsThis research will investigate potential uses of sugarcane bagasse ash to reduce the cost and carbon footprint of concrete materials for road pavement construction and maintenance. Bagasse is the fibrous by-product of sugarcane stalks after they are crushed to extract their juice. Fortunately, bagasse ash has also been found to be a suitable supplementary cementitious material (SCM) due to its pozzolanic behavior. Hence, it can be used as an alternative to reduce cement consumption, similar to the current use of fly ash. Pozzolanic additives such as bagasse ash present several benefits, such as lower costs, lower environmental impacts, higher long-term compressive strength at the expense of a small reduction of the 28-day compressive strength, and improved durability. This study's goal is to develop new uses for bagasse ash as an SCM for concrete. In particular, the use of bagasse ash as a partial substitute for cement and fly ash will be investigated. An efficient production method to maximize the pozzolanic activity of bagasse ash will be developed, and the optimal amounts of bagasse ash to obtain desired concrete properties will be identified. The economic feasibility of bagasse ash used as an SCM will be explored through a preliminary life-cycle cost analysis.Gabriel Arce, Marwa Hassan, Maria Gutierrez-Wing
12/15/2018December 2018Use of Concrete Grinding Residue as a Soil Amendment TR-764https://cptechcenter.org/ncc-projects/use-of-concrete-grinding-residue-as-a-soil-amendment-tr-764/Alkalinity; Compressive strength; Concrete; Diamond grinding; Erosion control; Laboratory tests; Leaching; Runoff; Soil stabilization; Waste productsDiamond grinding is a widely-used rehabilitation technique usually referred to as resurfacing of Portland cement concrete (PCC) pavement. As a maintenance operation, diamond grinding can provide a smooth PCC surface with enhanced texture and skid resistance and reduced road noise. Typically, this operation uses a truck equipped with grinding heads at ground level to saw a thin layer of concrete, grinding it into fine particles, while mixing with water to cool blades and reduce dust. This process generates a slurry byproduct known as concrete grinding residue (CGR). The majority of current maintenance practice involves spreading of fresh CGR on roadsides, resulting in potential environmental concerns regarding vegetation growth.Bora Cetin
6/1/2014June 2014Use of Concrete Pavement Overlays on U.S. 58 in Virginiahttps://cptechcenter.org/ncc-projects/use-of-concrete-pavement-overlays-on-u.s.-58-in-virginia.--/Alternatives analysis; Bituminous overlays; Concrete overlays; Continuously reinforced concrete pavements; Costs; Rehabilitation (Maintenance)Asphalt overlays are typically used to extend the life of continuously reinforced concrete pavement (CRCP) because they can be placed in one or more layers while traffic uses the adjacent lane and can be opened to traffic in a short time. Hydraulic cement concrete overlays have also been used to extend the life of CRCP but have often not been considered an alternative to asphalt because of the higher cost and longer curing time. In 2012, the Virginia Department of Transportation (VDOT) rehabilitated a 4.8-mi section of the westbound lanes of a CRCP on U.S. 58 in Southampton County using a 4-in.-thick bonded concrete overlay and a 7-in-thick unbonded concrete overlay with a 1-in. asphalt separation layer. The four-lane, divided primary highway is an 8-in.-thick CRCP placed over a 6-in. cement-treated aggregate layer. Saw cutting was used to form joints at 6 ft by 6 ft panels for an unbonded overlay, and tie bars were used along the centerline of the pavement and along both shoulders. A concrete overlay was placed on the shoulders of the unbonded overlay, and asphalt was placed on the shoulders of the bonded overlay. Two layers of asphalt with a total thickness of 5 in. were placed on a 9.75-mi section of the eastbound lane of U.S. 58, which provided cost information that was used to compare the alternatives. Since traffic management was very different for the two projects, definitive conclusions on the total cost of asphalt versus concrete overlays could not be drawn. On the basis of material costs alone, concrete and asphalt can be competitive options for extending the service life of CRCP. Construction of the concrete overlays was successfully executed on time. The concrete was of high quality with good strength and low permeability. The bonded overlay is well bonded. The ride quality was much better than for the original pavement. Using the initial cost of materials in-place, the cost of the bonded and unbonded overlays was approximately the same, at an average of $36 to $38 per square yard. The unit cost of patching concrete pavements is approximately 6 times the cost of the bonded concrete overlay and approximately 4 times the cost of an unbonded overlay. VDOT's Materials Division should consider the use of bonded concrete overlays to extend the life of CRCPs that are in good condition and need little patching (<10%) prior to placement of the overlay and should consider the use of unbonded concrete overlays as an alternative to patching to extend the life of CRCP that needs more than 10 percent patching. Further, the Materials Division should advertise overlay projects allowing alternate designs using stone-matrix asphalt and hydraulic cement concrete to determine if they are competitive alternatives. VDOT's Traffic Engineering Division should explore innovative traffic management plans for pavement rehabilitation to reduce maintenance of traffic costs.Michael M. Sprinkel, Celik Ozyildirim, M. Shabbir Hossain, Mohamed K. Elfino, Chung Wu, Affan Habib
10/17/2016October 2016Use of Crushed Recycled Glass in the Construction of Local Roadwayshttps://cptechcenter.org/ncc-projects/use-of-crushed-recycled-glass-in-the-construction-of-local-roadways/Aggregates; Feasibility analysis; Glass; Paving materials; Recommendations; Recycled materials; Road construction; Sustainable development; Waste productsGlass cullet is produced from crushing waste glass collected in municipal and industrial waste streams to a uniform size. Currently, it is primarily used in Ohio in new glass container manufacturing; however, only clear glass cullet can be used. As a result, colored glass cullet has a relatively low market value as color sorting can be expensive. When market prices drop too low for long periods, some of the glass is sent to landfills instead of subsequent recycling because storage space can be limited or costly. One possible solution is using crushed glass in the construction of civil infrastructures. The Ohio Department of Transportation (ODOT) does not have a specification for using glass cullet as an aggregate. This is in part due to concerns with the propensity for glass to strip in the presence of moisture resulting in issues with asphalt binder sticking in the surface course and an overall lack of a consistent supply of product. Although ODOT has chosen not to pursue the incorporation of glass cullet in interstate and highway applications, some local public agencies (LPA) are of the opinion that there may be an appropriate application of this material in the local system. The potential to mix crushed glass cullet into aggregates exists for many applications including roadway and parking lot base or leveling courses, glasphalt, pipe bedding and backfill, drainage material, fill and concrete. Using a recycled product, like crushed glass, can have environmental benefits to projects seeking Leadership in Energy and Environmental Design (LEED) or National Green Building Standard (NGBS) certification. Because local roads have different traffic types, volumes, and patterns requiring the use of different types of mixtures and aggregates than those typically utilized for interstates and highways, research is needed to analyze the application of recycled crushed glass on local transportation projects. The goal of this research is to assess the feasibility of using crushed recycled glass as an aggregate in local roadway construction. The objective is to develop recommendations for implementing the use of crushed recycled glass in local roadway applications in Ohio that do not adversely affect the performance or durability of the pavement or structure. The results of this research will provide local officials with enhanced knowledge of recycled glass cullet and its potential for use in local transportation projects. The findings of this research will either validate or disprove the perception that utilizing glass cullet as part of an aggregate mix is feasible in local roadway construction and can lead to cost savings while maintaining performance. The results of this research may also produce environmental benefits as it could maximize the use of a recyclable material and lead to a reduction in landfills and wasteJunliang (Julian) Tao
1/12/2019January 2019Use of Geogrid in Pavement Systems to Provide Longer Service Life and Reduced Maintenancehttps://cptechcenter.org/ncc-projects/use-of-geogrid-in-pavement-systems-to-provide-longer-service-life-and-reduced-maintenance/Field tests; Geogrids; Laboratory tests; Pavement maintenance; Properties of materials; Service life In 2010, a section of roadway on Utah SR 30 near Emery, Utah was reconstructed using a geogrid-reinforced pavement system. This project was intended to demonstrate the effectiveness of geogrid in reducing cost, providing longer service life, and reducing long-term maintenance of the pavement system. This roadway carries between 200 to 300 coal trucks per day in each direction. A test section was constructed first to evaluate the effectiveness of four different biaxial geogrids. While this test section has performed well, much of the remaining roadway section has required significant multiple maintenance procedures to keep it functional. The primary objectives of this research project are to evaluate forensically the test section and the rest of the roadway to determine why the test section has performed well but the rest has not; evaluate the performance of each of the four geogrids; determine the benefit, if any, provided by the geogrid to the pavement system; and develop methods to evaluate the use of geogrid on other pavement systems.Evert Lawton, Pedro Romero
9/28/2018September 2018Use of H2Ri to Mitigate Pumping in Concrete Pavement Shoulderhttps://cptechcenter.org/ncc-projects/use-of-h2ri-to-mitigate-pumping-in-concrete-pavement-shoulder/Concrete pavements; Drainage; Fabrics; Field tests; Geosynthetics; Laboratory tests; Pavement maintenance; Pumping (Pavements); Road shoulders; Test sectionsPumping is one of the major factors contributing toward concrete pavement slab failures. It is believed that drainage issues are the major cause of severe pumping and failure of PCC slabs because water and fine materials are observed to be ejected out through the joints. In recent years, a new type of wicking fabric (H2Ri) was developed by TenCate Geosynthetics to remove the excess water in the pavement structure and potentially maintain good pavement performance and longevity. By installing a layer of wicking fabric horizontally beneath the road shoulder, the excess water in the pavement structure can be absorbed from the soils, transported along the wicking fabric to the slope, and vaporized to the surrounding atmosphere which has much higher suction. A full depth shoulder replacement project at Milepost 115.9 on I-44 will be used as a field test section to test the effectiveness of the H2Ri wicking fabric in mitigating pumping of concrete shoulders. Three test sections will be constructed and instrumented. Laboratory testing will also be conducted as part of the project.Xiong Zhang
7/1/2016July 2016Use of Internal Curing Materials to Improve Performance of Concrete Infrastructurehttps://cptechcenter.org/ncc-projects/use-of-internal-curing-materials-to-improve-performance-of-concrete-infrastructure/Absorbents; Concrete curing; Costs; Curing agents; Durability; High performance concrete; Lightweight aggregates; Mix design; Pavement cracking; Pavement performance; Polymers; Sand; Service life; Shrinkage; ValidationThe project presented in this report seeks to develop a proper methodology to use saturated lightweight sand (LWS) to improve the performance and prolong the service life of concrete mixtures. High-performance concrete (HPC) approved by MoDOT was used for the baseline mixture and was modified with different types and contents of saturated LWS used for internal curing. This was done to evaluate the optimum dosage of LWSs and maximize their effectiveness on enhancing performance.Kamal Khayat
3/1/2018March 2018Use of Lightweight Sand for Internal Curing to Improve Performance of Concrete Infrastructurehttps://cptechcenter.org/ncc-projects/use-of-lightweight-sand-for-internal-curing-to-improve-performance-of-concrete-infrastructure/Internal Curing, dry shrinkage, compressive strength, LWSThe goal of this project was to develop an effective methodology to use saturated lightweight sand (LWS) for internal curing to enhance concrete performance and prolong service life of concrete structures. High-performance concrete (HPC) mixtures approved by MoDOT for pavement and bridge deck structures were used for the baseline mixtures. Five different types of saturated LWS employed at various contents were investigated to evaluate the optimum dosage of LWS and maximize its effectiveness on enhancing concrete performance. The content of LWS was varied to ensure the introduction of internal curing water that can secure up to 150% of the water consumed by chemical shrinkage during cement hydration (As per ASTM C1761). Performance improvement from the LWS focused mainly on reducing autogenous and drying shrinkage and the resulting cracking potential without sacrificing durability and cost competence. Proper combinations of internal and external curing were found to enhance shrinkage mitigation. Under 7 days of initial moisture curing, HPC made with the LWS3 resulted in the lowest overall shrinkage. The Bridge-LWS2-150% exhibited the best performance in mitigating autogenous shrinkage where the concrete maintained 160 micro-strain of expansion even after 175 days of age. The lowest drying shrinkage was obtained with the BridgeLWS3-50% mixture (340 micro-strain) at 175 days subjected to 28 days of moist curing. For the paving HPC, the lowest drying shrinkage at 155 days was obtained with the Paving-LWS3-150% mixture (265 micro-strain) subjected to 28 days of moist curing. Concrete proportioned with the LWS2 expanded shale LWS exhibited the best compressive strength, regardless of the curing regime. For the paving HPC, the lowest drying shrinkage at 155 days was obtained with the Paving-LWS3-150% mixture (265 micro-strain) subjected to 28 days of moist curing.Kamal H. Khayat, Weina Meng, Mahdi Valipour, Matthew Hopkins
5/10/2016May 2016Use of Lime Kiln Dust for Treated Subgradeshttps://cptechcenter.org/ncc-projects/use-of-lime-kiln-dust-for-treated-subgrades/Alternatives analysis; Kiln dust; Limestone; Soil stabilization; Subgrade (Pavements)The objective of this research study is to investigate lime kiln dust materials for stabilization in comparison with lime. Four soils with which lime is scheduled to be used will be selected.Jamal Kakrasul, Robert L. Parsons, Jie Han
2/1/2014February 2014Use of Nevada's Natural Pozzolan to Mitigate Alkali-silicate Reactivityhttps://cptechcenter.org/ncc-projects/use-of-nevada?s-natural-pozzolan-to-mitigate-alkali-silicate-reactivity/Alkali silica reactions; Alternate fuels; Carbon dioxide; Cement; Fly ash; Pollutants; Pozzolan; Sustainable development; Thermal efficiencyAlkali-silica reactivity is one of the most recognized deleterious phenomena in Portland cement concrete resulting in cracks, spalling, and other deleterious mechanisms. The aim of this study was (i) to assess the extent of reactivity of the aggregates, quarried from seven different sources, suspected of being conducive to ASR, and (ii) to compare the effectiveness of industrial (Class F fly ash) and natural pozzolans in mitigation of alkali-silica reactivity of the studied aggregates. To this end, seven aggregate sources, four natural pozzolan sources, and one source of Class F fly ash were used. ASTM Type V Portland cement was replaced at four levels of 15, 20, 25, and 30% by different pozzolan types and sources. A uniform water-to-cementitious materials ratio of 0.47 was used. Beam shaped mortars were tested for ASR-induced expansion for eight weeks. In addition, companion mortar cubes cured for 90 days in a salt-water environment and in a controlled moisture room were tested in compression. The findings of this investigation revealed that the ASR mitigation of the studied aggregates depended on the aggregate source, natural pozzolan source and content, and immersion age. For nearly all natural and industrial pozzolans used in this study, 15% by weight of Portland cement was sufficient to mitigate alkali-silica reactivity of the studied reactive aggregates. The loss in strength of the studied mortars also depended on aggregate and natural pozzolan types and sources, and reduced with increases in Portland cement substitution level. Overall, the four natural pozzolan sources used in this study exhibited similar to better performance, in comparison to that of the Class F Fly ash, in suppressing the alkali-silica reactivity of the reactive aggregates.Nader Ghafoori, Arash Kian
1/1/2013January 2013Use of recycled concrete in PCChttps://cptechcenter.org/ncc-projects/use-of-recycled-concrete-in-pcc/Recycled concreteInvestigation of performance of recycled concrete used in new PCC pavements.Alexandra Akkari, Bernard Izevbekhai
5/8/2017May 2017Use of Rice Hull Ash (RHA) as a Sustainable Source of Construction Materialhttps://cptechcenter.org/ncc-projects/use-of-rice-hull-ash-(rha)-as-a-sustainable-source-of-construction-material/Alkali silica reactions; Compressive strength; Concrete; Durability; Pozzolan; Tensile strengthRice hull ash (RHA) is a cementitious material, which may contain about 75% silica in an amorphous form and has an extremely high surface area. RHA is also economically beneficial, but its performance as a construction material has been investigated very little. High silica content makes it a probable pozzolanic material for concrete by following the Roman Concrete technology. The main objective of the proposed study is to assess the usage of rice hull ash (RHA) as a construction material. Specific objectives are given as: (i) evaluate chemical, physical and strength and expansion properties of RHA-modified concrete based on curing time and environmental conditions; and (ii) assess the feasibility of using RHA as an alternative modifier to enhance performance properties of soft asphalt binders. These objectives will be accomplished by testing RHA-modified samples in laboratories. Strength properties (compressive, tensile, elastic modulus, etc.) and alkali-silica reactivity (ASR) properties of RHA-modified concrete at different curing time will be evaluated. Rheological properties of RHA-modified asphalt binders will be determined by following the routine and Superpave test protocols. The benefits of the proposed study are (a) reuse of waste materials in transportation construction projects, (b) enhance training opportunity for students in the Mississippi Delta region, (c) help local farmers and asphalt industries to be economically sustainable, and (d) build a future workforce.Zahid Hossain
3/15/2018March 2018Use of Rice Husk Ash (RHA) in Flowable Fill Concrete Mix Materialhttps://cptechcenter.org/ncc-projects/use-of-rice-husk-ash-(rha)-in-flowable-fill-concrete-mix-material/Admixtures; Ash content; Concrete; Durability; Feasibility analysis; Flowable fill; Mix design; Pozzolan; Waste products; Construction; Highways; Maintenance and Preservation; Materials; PavementsRice hull (RH) is one of the main agricultural residues obtained from the outer covering of rice grains during the milling process. RH constitutes 20% of about 700 million tons of paddy produced in the world. When burnt, 20% of RH is transformed into rice husk ash (RHA). RHA is a cementitious material, and locally produced RHA in Arkansas contains about 75% silica in an amorphous form and has an extremely high surface area. RHA is also economically beneficial in producing concrete, but its performance as a construction material has been investigated very little. Based on the preliminary data of the research team of this project, locally produced RHA is not capable of producing “regular” concrete of compressive strength of greater than 3000 psi. Rather, low strength concrete such as Flowable Fill Concrete (FFC) can be produced using the “as is” RHA. However, the usage, test protocols and procedures of FFC are different from “regular” concrete. Arkansas Department of Transportation (ARDOT) has ranked this problem statement in its Top 10 Problems for possible solution in 2018-2019. The main objective of the proposed study is to assess the feasibility of the use local RHA in producing FFC. Specific objectives are to: (i) prepare FFC and determine their workability and flow behavior, (ii) evaluate the effect of curing time and environmental conditions on strength properties and durability of RHA-modified FFC, and (iii) evaluate the optimum dosages of RHA as pozzolan in preparing FFC.Zahid Hossain
8/14/2018August 2018Vertical Impedance Scanner for Concrete Bridge Deck Assessment without Direct Rebar Attachmenthttps://cptechcenter.org/ncc-projects/vertical-impedance-scanner-for-concrete-bridge-deck-assessment-without-direct-rebar-attachment/Detecting corrosion bridge decksThis project will develop and implement a multichannel vertical impedance scanner with large area electrode to detect corrosion in bridge decks without direct rebar connection. In Stage 1, a trailer with improved electrodes will be constructed that could be quickly unfolded and deployed by a single person in the field to scan a 12-ft-wide lane. Through improved electronics, simultaneous parallel measurements will be demonstrated. DGPS and LiDAR measurements will be incorporated. Additional software will be developed for combining DGPS and Lidar data and distance measurements. Automated mapping routines will be developed for presentation of impedance data to end users. At least six decks with overlays (epoxy or bituminous) will be tested. Passes at multiple speeds will be performed to understand appropriate rates for data collection both in terms of spatial coverage and localizing specific types of defects. The collected data will inform recommendations for the use of the technology. Preliminary specifications will be developed for the technology based on the test results. In Stage 2, results from Stage 1 work will be used to revise the multi-channel system with improved probes and computer algorithms. All system components will be connected through a networking device and controlled through a custom graphical user interface running on an attached laptop. Success will be achieved when the apparatus is controlled using a laptop and data acquisition using six channels across the full width of a traffic lane is performed faster than 1500 ft2/minute. The design of critical prototype features will be documented.Brian Mazzeo
7/1/2016July 2016Waterproofing Options for Bridge Deckshttps://cptechcenter.org/ncc-projects/waterproofing-options-for-bridge-decks/Bridge decks; Laboratory tests; Performance; Waterproofing; Waterproofing materialsThe increased use of deicing chemicals requires that some bridge decks be waterproofed to maintain their good condition. A variety of options are available, each of which has varying degrees of effectiveness, cost, and longevity. There are a range of waterproofing options including waterproofing membranes, polymer asphalts and laminates. Some of those can be maintained over the life of a bridge with periodic renewal of the wearing surface. Others can be replaced easily. Some membranes can be applied by state crews while others must be applied by external contractors. These options need to be investigated to create a toolkit of options for treating bridge decks.Ted Hopwood
10/1/2014October 2014White Paper on The Application of Permeable Pavement with Emphasis on Successful Design, Water Quality Benefits, and Identification of Knowledge and Data Gaps for Sustainable Transportationhttps://cptechcenter.org/ncc-projects/white-paper-on-the-application-of-permeable-pavement-with-emphasis-on-successful-design,-water-quality-benefits,-and-identification-of-knowledge-and-data-gaps-for-sustainable-transportation.--/Best practices; Hydraulics; Pavement performance; Permeability; Runoff; Sustainable transportation; Water qualityPermeable pavement presented in this paper is defined as a type of pavement that has ability to store stormwater until it infiltrates through the subgrade soil and can function as a conventional pavement to carry specific traffic load and speed. Hence, open graded friction course (OGFC) that is an overlay of open graded pavement installed over conventional pavements is not discussed in this paper. Depending on surface pavement, permeable pavements are generally grouped as porous asphalt (PA), pervious concrete (PC), and permeable interlocking concrete pavers (PICP). For permeable pavement to function well, regardless of the type of surface pavement, it is required to satisfy both the structural and hydrologic requirements. If designed and constructed well, then permeable pavement also can act as a best management practice and often viewed as an alternative low impact development option for urban areas.Masoud Kayhanian
5/8/2017May 2017Workable and Durable Concretes for Bridge Repairhttps://cptechcenter.org/ncc-projects/workable-and-durable-concretes-for-bridge-repair/Additives; Compressive strength; Concrete bridges; Durability; High volume roads; Highway bridges; Maintenance; Portland cementMaintenance operations on high volume highways raise both safety and mobility concerns for the traveling public and highway workers alike. Therefore, development and use of durable rapid setting concretes that opens transportation facilities to traffic more quickly is clearly highly desirable. The purpose of this study is to develop and evaluate workable and durable concretes with Portland cement in the laboratory that reach compressive strengths of 3,000 psi (1) within 10 hours; and (2) at 1 to 3 days. These concretes will also be made in the field in both truck mixers and mobile mixers. Concrete with special rapid set cements that is prepared in mobile mixers that can achieve strength within 3 hours will also be evaluated. Additionally, approaches to addressing the problem such as use of fiber additives to mitigate cracking in high cementitious concrete mixes will be studied along with prepackaged materials that can be mixed in mortar or paddle mixers.Celik Ozyildirim, Harikrishnan Nair
9/1/2014September 2014Calibration and Implementation of the AASHTO Mechanistic Empirical Pavement Design Guide in Arizonahttps://cptechcenter.org/ncc-projects/calibration-and-implementation-of-the-aashto-mechanistic-empirical-pavement-design-guide-in-arizona/Bituminous overlays, Calibration, Composite pavements, Flexible pavements, Mathematical models, Mechanistic-empirical pavement design, Modulus of resilience, Rigid pavements, ValidationThis report documents efforts of the Arizona Department of Transportation (ADOT) to implement the America Association of State Highway and Transportation Officials (AASHTO) DARWin-ME pavement design guide in Arizona. The research team also prepared a practical stand-alone user's guide that provides guidance for obtaining inputs, conducting design, and establishing the recommended pavement design. Implementation focused on identifying the desired pavement design application of flexible hot-mix asphalt (HMA) pavements, composite pavements (thin asphalt rubber friction course over jointed plain concrete pavement [JPCP] and continuously reinforced concrete pavement [CRCP]), JPCP, and HMA overlays of flexible pavement; characterizing materials and subgrades; determining traffic loadings (conducted under Darter et al. 2010); collecting and assembling DARWin-ME input data from 180 Long Term Pavement Performance and pavement management system sections of flexible, rigid, composite, and rehabilitated pavements; calibrating the DARWin-ME distress and International Roughness Index (IRI) prediction models to Arizona conditions; and training ADOT staff. Several biased distress and IRI models were corrected through the local calibration of Arizona pavements. Several key inputs were more accurately defined and Arizona defaults provided (e.g., subgrade resilient modulus). The calibration process improved these models through verification, validation, and calibration with Arizona data. Overall, the inputs and calibrated models will provide more accurate, reliable, and cost?effective pavement designs than designs created with global calibrations.Michael I Darter, Leslie Titus-Glover, Harold Von Quintus, Biplab B Bhattacharya, Jagannath Mallela
7/1/2017July 2017Development of a Life-cycle Assessment Tool for Pavement Preservation and Maintenance on Flexible and Rigid Pavementhttps://cptechcenter.org/ncc-projects/development-of-a-life-cycle-assessment-tool-for-pavement-preservation-and-maintenance-on-flexible-and-rigid-pavement/Preservation, Life Cycle Assessment, Tool, Maintenance, Flexible Pavement, Rigid Pavement, Pavement Performance, Cost CycleA complete life-cycle assessment (LCA) methodology was developed to quantify sustainability impacts of preservation activities for asphalt and concrete surfaced pavements. The LCA models and methodology was implemented in a software tool to support making project-level decisions in between various preservation and rehabilitation activities. The key components of the development include the inventory analysis used in the LCA calculations, treatment lifetime models and decision trees for preservation treatment selection. A nationwide survey was conducted through questionnaires. Questionnaires were designed specifically to target collecting data to build lifetime models in addition to agency experiences and practices. Decision trees were developed to guide decision makers to select from various preservation and rehabilitation options for a given existing pavement condition and traffic information. Data for the LCA also included that available in the literature or other publicly and commercially available databases to determine the LCA impacts of different preservation and maintenance schedules. The LCA scope includes materials, construction, maintenance and rehabilitation, and use stages. The inventory analysis was performed on data applicable to all regions in the United States. A tool was developed with a user-friendly interface using pay items as the building block for the ease of future implementation. The tool was intended for the engineers in state and local agencies, practitioners in the industry, and contractors. A sustainability analysis is presented to compare individual treatments or a schedule of treatments.Qingwen Zhou, Egemen Okte, Sushobhan Sen, Hasan Ozer, Imad L. Al-Qadi, Jeffery R. Roesler, Karim Chatti
8/15/2019August 2019Eco-Friendly Stabilization of Sulfate-Rich Expansive Soils using Geopolymers for Transportation Infrastructurehttps://cptechcenter.org/ncc-projects/eco-friendly-stabilization-of-sulfate-rich-expansive-soils-using-geopolymers-for-transportation-infrastructure/Geopolymer concrete, Soil stabilization,  Stabilized materials,  Subgrade (Pavements),  Sulfates, Sustainable transportationWhen sulfate-rich expansive soils are treated with traditional calcium-based stabilizers such as lime or cement, the stabilized soil is affected by sulfate-induced heave, due to the formation of highly expansive mineral Ettringite and Thaumasite, which expand when it comes in contact with water. Since sulfate-rich soils are predominantly obtained in the South and Western U.S. and are widely used in these regions to construct pavements, alternative forms of stabilizing techniques are being sought after. In recent years, Geopolymer has received much attention as an alternative to Ordinary Portland Cement (OPC) and lime for soil stabilization, and other applications for pavements, bridges, and other transportation structures. This study will investigate the feasibility of stabilizing sulfate-rich expansive soils using Geopolymers. Effects of Geopolymer, dosage rates, and curing condition, on overall performance and structural and mechanical properties of Geopolymer-stabilized subgrade soils will be studied in order to optimize the use of Geopolymer derived from local waste and natural materials for transportation infrastructure. Volume change tests during wetting or drying and strength tests will be conducted on Geopolymer-stabilized soils that have significant sulfate concentration. Both material characterization studies related to micro to macro behavioral changes of native soils and Geopolymer-treated soils will be carried out. Sustainable, resiliency, and life cycle analysis of Geopolymer-stabilized subgrade soils rich in sulfate will also be evaluated.Anand Puppala, Miladin Radovic , Xinbao Yu
8/15/2019August 2019Field Implementation and Monitoring of an Ultra-High Performance Concrete Bridge Deck Overlayhttps://cptechcenter.org/ncc-projects/field-implementation-and-monitoring-of-an-ultra-high-performance-concrete-bridge-deck-overlay/Bridge decks, Evaluation and assessment, Overlays (Pavements), Rehabilitation (Maintenance), Service life, Ultra high performance concreteOverlays are placed on existing concrete bridge decks to increase cover for the deck reinforcing steel, improve rideability, and improve skid resistance. Previous research has demonstrated that ultra-high performance concrete (UHPC) has the potential to increase service lives of bridge deck overlays, and subsequently, the underlying concrete deck, because it has exceptional durability properties and contains silica fume that facilitates bond to substrate concretes. This research project will document, monitor, and assess the field implementation of a UHPC overlay produced with local materials on a bridge in Socorro, NM. This will be the first non-proprietary UHPC overlay constructed in the U.S. The research project consists of a comprehensive literature review to identify best practices for UHPC technologies and overlay construction methods. Short and long-term monitoring plans will then be developed for assessing the performance of the constructed UHPC overlay. Data collected during construction will include weather data, construction sequence, and other observations that might influence the quality of the completed project. After construction, the short and long-term monitoring plans that include mechanical, physical, and nondestructive testing, will be initiated, and the assessment of the initial measurements will be reported in the final research report.Brad Weldon, Craig Newston
8/14/2019August 2019Engineered Geopolymer Composites (EGC) for Sustainable Transportation Infrastructurehttps://cptechcenter.org/ncc-projects/engineered-geopolymer-composites-(egc)-for-sustainable-transportation-infrastructure/Bond strength (Materials), Costs, Durability, Engineered materials, Fly ash, Geopolymer concrete, Mix design, Pavements, Repairing, Strain hardeningThe objective of this study is to develop novel Engineered Geopolymer Composites (EGCs) implementing locally available ingredients to produce a new generation of materials that are practical, cost-effective, and eco-friendly for repair and new construction of transportation infrastructure in the South-Central region. In order to achieve this objective, EGC mixtures will be designed with different types and proportions of locally available precursor materials (mainly locally available fly ash and metakaolin). EGCs fresh and hardened properties will be evaluated to identify key parameters ensuring EGC strain hardening response as well as optimum design of the composition balancing fresh and hardened properties. Furthermore, bonding properties of EGC with regular concrete will be assessed. Finally, a cost analysis for EGC implementation will be performed by comparing the cost of EGC materials to current materials utilized in the field.
8/15/2019August 2019Evaluation of Bagasse Ash as Cement and Sand Replacement for the Production of Engineered Cementitious Composites (ECC)https://cptechcenter.org/ncc-projects/evaluation-of-bagasse-ash-as-cement-and-sand-replacement-for-the-production-of-engineered-cementitious-composites-(ecc)/Ash content, Cement, Composite materials, Concrete, Durability, Evaluation, Mix design, Pavements, RepairingThe objective of this study is to develop novel Engineered Cementitious Composites (ECC) implementing bagasse ash as sand and cement replacement to produce a new generation of ECC that are cost-effective and practical for repair and new construction of transportation infrastructure in the region. In order to achieve this objective, ECC mixtures will be designed with different types (i.e., different levels of processing) and proportions of bagasse. Bagasse ECCs fresh and hardened properties will be evaluated to identify key parameters ensuring a balance of fresh and hardened properties as well as strain-hardening performance.Marwa Hassan, Gabriel Arce
8/14/2019August 2019One Mat Vs. Two Mats of Reinforcing Steel in 12 and 13 CRCPhttps://cptechcenter.org/ncc-projects/one-mat-vs.-two-mats-of-reinforcing-steel-in-12-and-13-crcp/Continuously reinforced concrete pavements, Distress, Pavement cracking, Transverse reinforcementThe distresses observed lately in thick CRCP sections in Texas are quite different from typical distress types that have long been recognized in CRCP – namely punchouts and spalling. The new distress type is characterized by segmentation of slabs at transverse cracks, generally under the wheel paths. Forensic investigations conducted to identify the cause(s) of those distresses indicate delamination of the slab at the depth of longitudinal steel. It appears that thicker slabs with longitudinal steel placed at mid-depth of the slab result in longer transverse crack spacing, which increases warping stresses. The increased warping stresses in concrete induce horizontal cracking at the steel depth, and wheel loading applications in this area cause segmentation of the upper half of concrete slabs, resulting in serious distresses. This project will investigate the mechanism of this distress type, and develop optimum steel designs. The investigation will consist of evaluating structural responses of CRCP through theoretical analyses as well as field experiments where various steel designs (different steel depths for one-mat and configurations for two-mat) are employed. The results of data analyses from both mechanistic analyses and field experiments will be used to develop optimum steel designs in CRCP.Moon Won
08/01/19August 2019Optimized Design Details for Continuously Reinforced Concrete Pavementshttps://cptechcenter.org/ncc-projects/optimized-design-details-for-continuously-reinforced-concrete-pavements/Concrete pavements, Continuously reinforced concrete pavements, Optimization, Pavement design, PavingCRC pavements have a long history of good performance in the United States and other countries when designed and constructed well. Many U.S. highway agencies consider CRC pavements their pavement of choice for implementing long-life pavement strategies that have lower life-cycle costs and require fewer lane closures for routine maintenance and repair/rehabilitation. Since the 1950s, CRCP design and construction practices have advanced considerably, resulting in a truly low-maintenance concrete pavement.Shiraz Tayabji, Mike Plei
8/12/2019August 2019TRC2002 - Investigating Calcium Sulfoaluminate (CSA) Cement and Sacrificial Anodeshttps://cptechcenter.org/ncc-projects/trc2002---investigating-calcium-sulfoaluminate-(csa)-cement-and-sacrificial-anodes/Bridge decks, Calcium sulfates, Hydraulic cement, Maintenance, Mix design, Patching, Sacrificial anodesCalcium Sulfoaluminate (CSA) Cement is a rapid setting hydraulic cement similar to Portland cement with a very fast strength gain. If a typical Portland cement concrete mixture can reach 4,500 psi in 28 days, the complementary CSA cement mixture would reach 4,500 psi in 4 hours. Because of this extremely fast strength gain, CSA cement is an ideal material for repairs. Arkansas Department of Transportation (ARDOT) currently utilizes CSA cement for bridge deck repair, but corrosion issues tend to arise in the patched area due to several factors. One objective of this project is to evaluate the effectiveness of using sacrificial anodes when patching bridge decks with CSA cement mixtures in regards to corrosion inhibition and repair longevity. This will be accomplished by patching sections of a bridge deck with the anodes included and monitoring the corrosion and wear of the patch compared to other patches that were placed without anodes. The other objectives include: evaluating the feasibility of ARDOT using CSA cement for full depth repairs of roadways and determining an appropriate mix design for ARDOT to use CSA cement for full-depth repairs of roadways.JD Borgenson
12/18/2019December 2019Technology Transfer Concrete Consortium (FY20-FY24)https://cptechcenter.org/ncc-projects/technology-transfer-concrete-consortium-(fy20-fy24)/Concrete pavements, Cooperation, Research management, State departments of transportation, Technology transferThe goal of the Technology Transfer Concrete Consortium (TTCC) is to: (1) Identify needed research priorities by region; (2) Provide a forum for technology exchange between participants; (3) Develop and fund technology transfer materials; (4) Provide on-going communication of research needs faced by state agencies to the FHWA, industry, and CP Tech Center; and (5) Provide technical leadership for concrete related national initiatives to advance state-of-the-art construction and material practices. It is anticipated that this consortium would become the national forum for state involvement in the technical exchange needed for collaboration and new initiatives and provide tactical strategies and solutions to issues identified by the member states.
6/1/2019June 2019Alternative Cementitious Materials (ACMs) For Durable and Sustainable Transportation Infrastructureshttps://cptechcenter.org/ncc-projects/alternative-cementitious-materials-(acms)-for-durable-and-sustainable-transportation-infrastructures/Alternatives analysis, Binders, Cement, Durability, Frigid regions, Materials, Portland cement, Service lifeConcrete produced with Alternative Cementitious Materials (ACMs) often exhibits superior mechanical performances and lower carbon footprint compared to those produced with Ordinary Portland Cement (OPC). ACMs also allow utilizing high-volume of industrial by-products as the binding materials instead of OPC, thus offering an environment-friendly alternative of traditional concrete. However, the durability performances of ACMs can vary depending on the selection of the reaction route (i.e., strength gaining mechanism). As a result, any definite evidence on the service life performances and life cycle cost of these materials are still in infancy. To address these challenges, the research team will investigate the durability performances of ACM concrete in comparison to those of traditional OPC-concrete, specifically for typical cold-climatic regions. Two ACM systems will be evaluated in this project, including (i) alkali-activated binders and (ii) CO2 activated binders.Warda Ashraf
8/15/2019August 2019Development of Corrosion Inhibiting Geopolymers based Cement for Transportation Infrastructurehttps://cptechcenter.org/ncc-projects/development-of-corrosion-inhibiting-geopolymers-based-cement-for-transportation-infrastructure/Corrosion protection, Durability, Geopolymer concrete, Reinforced concrete, Reinforced concrete bridges, Reinforcing bars, Structural health monitoringGeopolymers are gaining attention as affordable, sustainable, and eco-friendly replacement for Ordinary Portland Cement (OPC) in concrete civil structures. More importantly, Geopolymer-based Cement (GPC) provide sustainable and environmentally friendly alternative to OPCs as GPC can be processed at room temperatures from aqueous solutions of waste materials (e.g. fly ash) or abounded natural sources (e.g. clay) and thus reduce significant CO2 production. Although, research has been done on improving mechanical properties of GPC, there are only a few studies on the effects of GPC concrete on steel rebar reinforcement. This study will investigate the long-term durability of reinforced GPC concrete against chloride-induced corrosion. Durability tests under simulated marine environment will be conducted on reinforced GPC concrete over long periods of time. Both material characterization studies related to micro to macro behavioral changes during long-term exposure of reinforced GPC concrete and steel rebar will also be carried out. In addition, in order to improve the durability of the transportation infrastructure affected by corrosion in the most efficient manner, a procedure to manage corrosion in reinforced GPC bridges will be developed. The desirable features of this management system will include the methods for preliminary corrosion condition evaluation and in-depth corrosion condition evaluation, the methods for assessing the structure condition rating and monitoring, methodology for selecting best corrosion prevention and controls, reliability model, and procedure for tracking repair or design performance.Homero Castaneda, Miladin Radovic
8/15/2019August 2019Influence of Powder Activated Carbon (PAC) in Fly Ash on the Properties of Concretehttps://cptechcenter.org/ncc-projects/influence-of-powder-activated-carbon-(pac)-in-fly-ash-on-the-properties-of-concrete/Air content,  Air entraining agents, Carbon,  Concrete,  Durability, Fly ash, Guidelines,  Laboratory tests, Literature reviews, State of the practice,  Strength of materialsClass C Fly Ash (CFA) is routinely used by contractors as a partial replacement of Ordinary Portland Cement to produce concrete. However, the Arkansas Department of Transportation (ArDOT) is concerned about certain CFAs as they contain powder activated carbon (PAC). The main objective of this study is to assess the influence of PAC in fly ash on the properties of concrete. Specifically, it will develop guidelines controlling the PAC in fly ash to be used in concrete. This will be accomplished through a comprehensive review of available literature and experience of other states, and extensive laboratory testing of selected fly ashes. Fly ash samples will be collected in consultation with ArDOT engineers, ready-mix contractors, and fly ash suppliers. Fresh concrete will be prepared in the laboratory to determine air-content. Hardened concrete will be tested for expansion properties. Data collected from laboratory tests will be analyzed and summarized to provide implementation recommendations to ArDOT. Zahid Hossain
8/23/2018August 2018Guidelines for Building Smooth Concrete Pavementshttps://cptechcenter.org/ncc-projects/guidelines-for-building-smooth-concrete-pavements/Concrete pavement, Smoothness, Specifications, Field trial, RTSReal-time smoothness (RTS) technology is arguably one of the most impactful technologies for concrete pavement construction quality control resulting from the Second Strategic Highway Research (SHRP2) Program. Contractors participating in equipment loans through the SHRP2 Solutions Implementation Assistance Program have quickly realized the benefits of RTS for improving smoothness for as-constructed concrete pavement in order to achieve smoothness specification requirements while maximizing incentives and minimizing disincentives and corrective actions.Peter Taylor
1/1/2019January 2019Development of Non-Proprietary UHPC Mix (University of Oklahoma)https://cptechcenter.org/ncc-projects/development-of-non-proprietary-uhpc-mix-(university-of-oklahoma)/Bridge construction, Bridges, Durability, Guidelines, Joints (Engineering), Local materials, Mix design, Reinforcing bars, Shear properties, Ultra high performance concreteDeterioration of bridges can often be related to poor performance of longitudinal connections or transverse deck joints, which can be more frequent when precast panels are used for accelerated bridge construction. Ultra-high performance concrete (UHPC) is a relatively recent advancement in cementitious composite materials with mechanical and durability properties far exceeding those of conventional concrete. It combines a high percentage of steel fibers with an optimized gradation of granular constituents, resulting in a compressive strength in excess of 22 ksi, a high post-cracking tensile strength, and exceptional durability. The short reinforcing bar development lengths and exceptional durability provided by UHPC lead to great potential for use in bridge deck joints, other applications for accelerated bridge construction, and as a repair material. The long-term benefits of using UHPC in a number of applications are evident, but commercially available proprietary mixture formulations are very expensive and mix design using local materials is much more complicated than for conventional concrete.Royce Floyd
1/1/2019January 2019Development of Non-Proprietary UHPC Mix (Iowa State University)https://cptechcenter.org/ncc-projects/development-of-non-proprietary-uhpc-mix-(iowa-state-university)/Cost effectiveness, Fibers, Laboratory tests, Local materials, Mix design, Ultra high performance concreteDespite superior strength and durability, the use of ultra-high performance concrete (UHPC) in conventional concrete applications has been limited mainly due to cost considerations. While the former efforts have made advances in the development of non-proprietary UHPC mixtures, the cost of the final product has still remained too high for an immediate implementation. A study completed by FHWA (2013) outlined promising advances made in the development of non-proprietary UHPC mixes with a material cost ranging from $355 to $500 per cubic yard, excluding the cost of fibers. Addition of steel fibers was reported to increase the total cost by up to $470 per cubic yard. In a very recent study completed at Iowa State University, it was found that the total material cost can be reduced to $450 per cubic yard if non-proprietary mixes with local materials are developed. The cost analysis showed that almost half of the total cost is to purchase steel fibers. As steel fibers are the main contributor to the unit cost of UHPC and they are also prone to chloride-induced corrosion, this project explores alternative fibers with optimal dosages for UHPC. This project develops and characterizes economic, non-proprietary UHPC mixes made with materials locally available. This will be achieved through a holistic set of laboratory experiments that will be primarily focused on the choice of fibers, which are known as the costliest ingredient of UHPC mixes.Behrouz Shafei
7/15/2015July 2015Next Generation Iowa Pore Index – Phase IIIhttps://cptechcenter.org/ncc-projects/next-generation-iowa-pore-index-–-phase-iii/Concrete, Coarse aggregate, Portland cement concrete, Pore index, Pore structureCoarse aggregate, depending on intended usage, constitutes roughly 20–45% of portland cement concrete as well as being a major component in the construction of granular surface roads and shoulders for paved roads. However, coarse aggregate quality greatly varies among sources based on its petrophysical properties. Therefore, it is important to understand how these properties emerge from the depositional and diagenetic history of a deposit in order to accurately predict pavement durability, which can be negatively impacted by oscillating freeze/thaw cycles. To derive more information about a coarse aggregate’s pore system, this study used a “third generation” Iowa Pore Index (IPI) device capable of measuring the volume of intruded water at various time intervals ranging from 0.1–2.0 seconds, as well as measuring intrusion at variable pressures up to 70 psi (480 kPa). Using this new device, 21 carbonate samples (10 dolostones and 11 limestones) were compared to “traditional” IPI measurements. The new method gave slightly higher primary loads.Joseph F. Orso IV , Fransciszek Hasiuk
11/1/2015November 2015Optimized Joint Spacing for Concrete Overlays with and without Structural Fiber Reinforcementhttps://cptechcenter.org/ncc-projects/optimized-joint-spacing-for-concrete-overlays-with-and-without-structural-fiber-reinforcement/Concrete pavement overlay, Contraction joint activation, Contraction joint spacing, Fiber reinforcement, Overlay joint optimizationThe objective of this project was to determine the optimum joint spacing for thin concrete overlays based on different concrete overlay thicknesses, support systems, and concrete overlay types with and without structural macro-fibers. In thin concrete overlays, field observations have sometimes shown that not all contraction joints activate initially and, in some cases, do not activate until many years after construction. Contraction joints that do not activate may be considered an inefficient design that may lead to unnecessary maintenance efforts and costs. The optimum joint spacing design may need to be determined based on factors other than those that are currently considered.Jerod Gross, Dan King, Halil Ceylan, Yu-An Chen, Peter Taylor
4/30/2015April 2015Extended Life Concrete Bridge Decks Utilizing Improved Internal Curing to Reduce Crackinghttps://cptechcenter.org/ncc-projects/extended-life-concrete-bridge-decks-utilizing-improved-internal-curing-to-reduce-cracking/Bridge decks, Concrete bridges, Concrete curing, Cracking, Fine aggregates, Laboratory tests, Life cycle costing, Load tests, Mix design, Service life, Slag cementWith the ongoing concern about premature cracking of concrete bridge decks that reduces the service life of bridges and results in increased maintenance and replacement costs, this work aimed at assessing the benefits of using lightweight fine aggregate (LWFA) in concrete mixtures to assist the Ohio Department of Transportation (ODOT) in preparing a specification to increase the probability of achieving crack-free, long-lasting bridge decks. A laboratory testing program led to a recommended mix design for implementation on a bridge construction project in Ohio. The design included the use of 50% slag cement and LWFA for internal curing. Construction of two bridge decks involved a control using a conventional mix design and the other containing the recommended mixture. The decks were instrumented and load tested shortly after construction and inspected one year after placement. No differences in structural performance were noted, but there were far fewer cracks in the test deck compared to the control. A life-cycle cost analysis was also conducted and shown that the premium for the recommended mixture would be recovered in reduced maintenance over the life of the bridge.Xuhao Wang, Peter Taylore, Katelyn Freeseman, Payam Vosoughi
4/1/2016April 2016Automated Plate Load Testing on Concrete Pavement Overlays with Geotextile and Asphalt Interlayers: Poweshiek County Road V-18https://cptechcenter.org/ncc-projects/automated-plate-load-testing-on-concrete-pavement-overlays-with-geotextile-and-asphalt-interlayers:-poweshiek-county-road-v-18/AC interlayer, geotextile interlayer, interlayer test, PCC overlayAutomated plate load testing (APLT) was conducted on County Road V-18 in Poweshiek County, Iowa, to assess and compare performance of unbonded concrete overlay sections constructed in 2008–2009. The unbonded overlays on County Road V-18 were constructed in selected areas using an asphalt concrete (AC) interlayer or a non-woven geotextile fabric interlayer. Wiegand et al. (2010) documented the construction techniques and materials used to build the test sections (project TR-600). The results of the study documented here provide a new assessment of the in situ deformation and composite modulus of the test sections.David J. White and Peter Taylor
4/1/2019April 2019Development of Non-Proprietary Ultra-High Performance Concrete (UHPC) for Iowa Bridges TR-773https://cptechcenter.org/ncc-projects/development-of-non-proprietary-ultra-high-performance-concrete-(uhpc)-for-iowa-bridges-tr-773/Bridges, Cost effectiveness, Durability, Fibers, Laboratory tests, Literature reviews, Mix design, Optimization, Ultra high performance concreteThe main objectives of this project are to develop and characterize economic, non-proprietary UHPC mixes made with materials readily available in Iowa. These mixes are expected to be significantly less expensive than commercially available UHPC mixes, permitting to utilize the superior strength and durability of UHPC in more bridges in Iowa. To achieve this goal, a comprehensive review of published and unpublished literature will be conducted, followed by setting the performance criteria needed for various bridge components and exposure conditions. A special effort will be made to identify the materials that are available in Iowa and have the potential to replace the proprietary UHPC ingredients. Based on the information obtained from the literature review and the past experience of the proposing team, a number of non-proprietary mixes will be designed. A holistic set of laboratory tests will then be carried out to assess the performance of the developed UHPC mixes in both short and long term. The testing program will include the necessary experiments to ensure that the expected fresh, mechanical, transport, durability, and dimensional stability properties are achieved. Upon the completion of the laboratory tests, a cost analysis will be conducted to determine the most cost-effective, non-proprietary UHPC mixes for bridge applications. Noting that almost half of the total cost of a UHPC mix comes from steel fibers, the proposing team will explore the possibility of replacing them with other less expensive choices of fiber through an ABC UTC-sponsored project that will supplement the current project. This combined effort will be an important step forward to optimize and recommend the mixture proportion of non-proprietary UHPC mixes appropriate for a wide range of bridge applications in Iowa. To achieve the objectives of this project, five tasks are proposed. The tasks will be performed in very close communication with a Technical Advisory Committee (TAC) throughout the duration of the project. To this end, the research team plans to hold quarterly meetings with the TAC to update them on progress and to ensure that the research direction is as desired.Behrouz Shafei
2/1/2019February 2019Performance Evaluation of Very Early Strength Latex Modified Concrete TR-771 (Phase III of TR-690)https://cptechcenter.org/ncc-projects/performance-evaluation-of-very-early-strength-latex-modified-concrete-tr-771-(phase-iii-of-tr-690)/Bridge construction,  Bridges, Evaluation and assessment,  Latex modified concrete,  Life cycle costing,  Mechanical properties,  Overlays (Pavements),  Pavement performance,  Quality assurance,  Quality control,  RecommendationsThe overall goal of this proposed research is to explore the potential use of Very Early Strength Latex Modified Concrete (LMC-VE) in Iowa bridge overlays. This will be achieved through a study of the first Iowa LMC-VE overlay practice on the IA 15 over Black Cat Creek Bridge. The specific approaches to this defined goal include the following: (1) To document and identify the benefits and problems in construction of the LMC-VE overlay at the selected bridge. The documentation will include the information on the uses of materials, construction conditions and procedures, and quality assurance/quality control (QA/QC) methods and procedures. (2) To evaluate the key engineering properties (such as compressive and flexural strength, tensile adhesion bond strength, chloride penetration resistance, and fiction index) of LMC-VE using standard and accelerated test methods. (3) To monitor the field performance of the constructed LMC-VE overlay up to 5 years. (4) To conduct a life cycle cost analysis in a comparison of the LMC-VE overlay with a conventional rigid overlay. (5) To analyze the research results, understand LMC-VE performance, and provide insights and recommendations for future use of LMC-VE overlays for Iowa bridges.Kejin Wang, Brent Phares, Katelyn Freeseman
04/01/19April 2019Fiber-Reinforced Concrete for Pavement Overlays: Technical Overviewhttps://cptechcenter.org/ncc-projects/fiber-reinforced-concrete-for-pavement-overlays:-technical-overview/concrete overlays, fiber-reinforced concrete, macrofibersThis report summarizes the state of the art regarding different fiber types, test methods, structural design, and the construction modifications required to accommodate fiber-reinforced concrete (FRC) materials in concrete overlays. This document is a companion report to Overview of Fiber-Reinforced Concrete Bridge Decks, which summarizes the experience from existing bridge deck and bridge deck overlay construction projects that have employed FRC materials.Jeffery Roesler, Amanda Bordelon, Alexander Brand, Armen Amirkhanian
8/1/2018August 2018Investigation on Pavement ME Design Reflective Cracking, Faulting, IRI Prediction Models, Concrete Overlays Design Tool, and Performance Threshold Levels for Iowa Pavement Systems https://cptechcenter.org/ncc-projects/investigation-on-pavement-me-design-reflective-cracking,-faulting,-iri-prediction-models,-concrete-overlays-design-tool,-and-performance-threshold-levels-for-iowa-pavement-systems/Mechanistic-empirical pavement design, Pavement management systems, Pavement performance, Reflection crackingThe primary objectives of this research are (1) to investigate reflective cracking predictive models for Iowa highway pavements by evaluating and calibrating the recently integrated mechanistic-based reflective cracking model in Pavement ME Design and (2) to establish and recommend Iowa pavement performance threshold levels. An Iowa reflective cracking performance database will be developed and prepared by using the Iowa DOT Pavement Management Information System (PMIS) and other available resources (i.e., distress images, material testing records, previous project reports relevant to Mechanistic Empirical Pavement Design Guide (MEPDG) implementation in Iowa, etc.) By using the prepared Iowa reflective cracking performance database, the reflective cracking predictive models in Pavement ME Design will be calibrated for Iowa conditions by identifying and evaluating various optimization approaches. This will also necessitate local calibration of Pavement ME Design composite pavement International Roughness Index (IRI) prediction model coefficients. The pavement performance threshold levels for Iowa highway pavement systems will be identified and recommended to the Iowa DOT by executing a comprehensive literature review, survey/interview of SHAs pavement engineers across the nation, and historical performance analysis of representative Iowa pavement sections.Halil Ceylan
7/1/2013July 2013Ultrasonic Imaging for Concrete Infrastructure Condition Assessment and Quality Assurancehttps://cptechcenter.org/ncc-projects/ultrasonic-imaging-for-concrete-infrastructure-condition-assessment-and-quality-assurance/Bridge decks, Concrete, Condition surveys, Detection and identification technologies, Deterioration, Field tests, Infrastructure, Laboratory tests, Quality assurance, Ultrasonic wavesThis report describes work on laboratory and field performance reviews of an ultrasonic shear wave imaging device called MIRA for application to plain and reinforced concrete infrastructure components. Potential applications investigated included bridge deck delamination detection, deck thickness profiles, and detection of internal steel bars and dowels. Based on the observed performance of the unit, three classification categories of applications were defined: field ready, potentially ready, and challenging. In general, the MIRA device is not well suited to provide full-coverage rapid scans over an entire structure. Rather MIRA is more suited for targeted inspection or failure analysis to determine general geometric and internal features of concrete elements because MIRA is able to be quickly deployed for spot inspections with little site preparation. A user’s manual was produced to assist in introducing new users to the proper operation and interpretation of the MIRA device.John S. Popovics, Jeffery R. Roesler, James Bittner, Armen N. Amirkhanian, Alexander S. Brand, Prakhar Gupta, and Katherine Flowers
10/16/2019October 2019Performance Evaluation of Stabilized Support Layers for Concrete Pavementshttps://cptechcenter.org/ncc-projects/performance-evaluation-of-stabilized-support-layers-for-concrete-pavements/Asphalt pavements, Concrete overlays,  Concrete pavements,  Erosion, Evaluation and assessment,  Granular bases,  Pavement layers,  Pavement performance, Performance tests,  Stabilized materials, Test proceduresThe objective of this project is to provide the Illinois Department of Transportation (IDOT) with a performance test to measure the susceptibility of a stabilized support layer to erosion mechanisms. The project will evaluate the existing methods in literature and then develop a test method and criteria for assessing the erosion potential of asphalt- or cement-stabilized layers that support concrete pavement. The developed performance test and criteria will assist pavement engineers in assessing whether a concrete overlay can be placed on top of an existing asphalt pavement without potential for premature support erosion. This project will be closely aligned with R27-193-5, focusing on the limits of the use of granular foundation layers beneath concrete pavements.Jeffrey Roesler
8/16/2018August 2018Optimizing the Benefits of Smoother Roads against the Increased Costs to Build Themhttps://cptechcenter.org/ncc-projects/optimizing-the-benefits-of-smoother-roads-against-the-increased-costs-to-build-them/Benefits, Costs, Optimization, Road construction, Roads, SmoothnessThere is a cost to build with increased smoothness in road construction. In practice, there are benefits to road users and to owning agencies to have smooth roads. Quantifying the benefits and costs allows agencies to establish policies and specifications that are in the best interest of the transportation community.Hyung Lee
9/15/2017September 2017Bridge Decks: Mitigation of Shrinkage Cracking - Phase IIIhttps://cptechcenter.org/ncc-projects/bridge-decks:-mitigation-of-shrinkage-cracking---phase-iii/Bridge decks, Cracking, Guidelines, Materials, ShrinkageThe goal of this study (i.e., Phase- III) is to develop ‘robust’ shrinkage mitigation strategies by combining knowledge of materials level testing with lab-scale structural testing, and develop guidelines for Illinois Department of Transportation (IDOT) for implementation of a holistic approach that lessens premature cracking in concrete bridge decks in Illinois. The workplan below primarily focuses on the materials part of the research. A separate workplan is being submitted by SLU on the structural part of the work. A joint effort will be made to combine the small-scale materials lab test data with large-scale structural test data in order to ultimately develop guideline for field application.Paramita Mondal
8/16/2018August 2018Evaluation of Geosynthetics Use in Pavement Foundation Layers & Their Effects on Design Methodshttps://cptechcenter.org/ncc-projects/evaluation-of-geosynthetics-use-in-pavement-foundation-layers-&-their-effects-on-design-methods/Evaluation and assessment, Geosynthetics,  Pavement design, Pavement layers, Pavement performance, Recommendations, Specifications,  ThicknessThe overall objective of this research project is to provide IDOT with geotechnical solutions for highway and pavement applications that will advance current practice, and ensure that the pavements in the State of Illinois are constructed to the needed levels of performance, economy and durability, without being overly conservative in thickness. The outcomes of this project will provide recommendations and draft specifications to modify standard practices and update specifications and manuals of IDOT regarding foundation issues that are currently pressing for IDOT.Erol Tutumluer
8/16/2019August 2019Measuring Transport Properties of Portland Cement Concrete Using Electrical Resistivityhttps://cptechcenter.org/ncc-projects/measuring-transport-properties-of-portland-cement-concrete-using-electrical-resistivity/Admixtures,  Durability tests, Electrical resistivity, Methodology, Portland cement concreteThis project aims to study the effects of resistivity testing of common materials used in the making of concrete mixture in Illinois; investigate the existence of correlations between resistivity testing and other known means of characterizing transport properties; and to investigate the existence of correlations between resistivity testing and standardized methods for durability testing of concrete.Julie Hartell
8/16/2019August 2019Premature Cracking Mechanisms for Jointed Plain Concrete Pavement (JPCP)https://cptechcenter.org/ncc-projects/premature-cracking-mechanisms-for-jointed-plain-concrete-pavement-(jpcp)/Concrete pavements,  CrackingThe objectives of this concrete pavement research project are to provide IDOT with likely mechanisms that are causing the premature cracks in urban JPCP sections and offer relevant solutions to minimize this premature cracking.Jeffrey Roesler
6/16/2019June 2019Review of Improved Subgrade and Stabilized Subbases to Evaluate Performance of Concretehttps://cptechcenter.org/ncc-projects/review-of-improved-subgrade-and-stabilized-subbases-to-evaluate-performance-of-concrete/Concrete pavements, Geotechnical engineering, Pavement design, Pavement performance, Recommendations, Specifications,  Subbase (Pavements),  Subgrade (Pavements),  ThicknessThe objective of this research is to provide IDOT with geotechnical solutions for highway and pavement applications that will advance current practice, and ensure that the pavements in the State of Illinois are constructed to the necessary levels of performance, economy and durability, without being overly conservative in thickness. The outcomes of this project will be to provide recommendations and draft specifications to update the standard specifications and manuals of IDOT regarding foundation issues that are currently pressing for IDOT.Erol Tutumluer
1/1/2018January 2018Size and Shape Determination of the Rip Rap and Large Sized Aggregates Using Field Imaginghttps://cptechcenter.org/ncc-projects/size-and-shape-determination-of-the-rip-rap-and-large-sized-aggregates-using-field-imaging/Aggregate gradation, Aggregates, Field studies, Image analysis, Riprap, ShapeThe objective of this research project is to develop a convenient non-intrusive field evaluation system based on imaging, whereby an engineer or inspector can take multiple photos of the rip rap and large-sized aggregates for the gradation (size distribution) and shape property determinations simply with a field imaging and evaluation kit. The stockpile field images are processed and analyzed real time for size and shape properties based on the collected data using the user-independent image analysis software. Therefore, this system is intended to be portable, affordable, and ideal for data compilation.Erol Tutumluer
9/15/2019September 2019SPR-4419: Superabsorbent Polymers (SAP) for Internally Cured Concretehttps://cptechcenter.org/ncc-projects/spr-4419:-superabsorbent-polymers-(sap)-for-internally-cured-concrete/Absorbents, Bridge decks, Concrete, Concrete curing, Patching, PolymersThe goal of this research is to develop practical, cost-effective strategies to create internally cured concrete for INDOT bridge decks and full depth patching of pavements that do not require complicated processing steps to achieve the desired benefits, including improved hydration, reduced thermal expansion, and increased freeze-thaw resistance compared with conventional mixes.Kendra Erk, Jan Olek
09/01/19September 2019Practical Issues in Implementation of Mechanistic Empirical Design for Concrete Pavementshttps://cptechcenter.org/ncc-projects/practical-issues-in-implementation-of-mechanistic-empirical-design-for-concrete-pavements/Calibration,  Concrete pavements,  Mechanistic-empirical pavement design, Pavement distress, Pavement joints, Slabs,  Structural models,  Unreinforced concreteThis study was undertaken to locally calibrate and implement the models for a mechanistic-empirical design guide (MEPDG) for jointed plain concrete pavement (JPCP) sections. Twenty-two newly constructed JPCP projects were selected to calibrate the rigid pavement models—17 for calibration and 5 for validation. The traditional split sampling method was followed in calibration. MEPDG-predicted distress of road segments was compared with the measured distress. Statistical analysis was performed using the Microsoft Excel statistical toolbox. The JPCP transverse joint faulting model was calibrated using sensitivity analysis and iterative runs of the MEPDG software to determine optimal coefficients that minimized the bias. The International Roughness Index (IRI) model was calibrated using the generalized reduced gradient nonlinear optimization technique in Microsoft Excel Solver. The transverse slab cracking model could not be calibrated due to lack of measured cracking data. Eleven prospective and two in-service JPCP sections with varying design traffic levels were reanalyzed using traditional empirical and new MEPDG design methods. The results showed that the traditional empirical design method yielded higher slab thickness than the MEPDG method for projects with high traffic levels. However, thinner slab thicknesses were obtained by the traditional empirical design method for projects with low to medium traffic.Shuvo Islam, Abu Sufian, Mustaque Hossain, Nat Valasquez Jr.
1/1/2019January 2019Construction of Low-Cracking High-Performance Bridge Decks Incorporating New Technologyhttps://cptechcenter.org/ncc-projects/construction-of-low-cracking-high-performance-bridge-decks-incorporating-new-technology/Bridge construction, Bridge decks, Cracking, High performance concrete, Technological innovationsStudy objectives include: (1) Work with state DOTs on specifications for LC-HPC bridge decks to be constructed over the three-year period of performance of this project. (2) Provide laboratory support prior to construction and on-site guidance during construction of the LC-HPC bridge decks. (3) Perform detailed crack surveys on the bridge decks. If desired, DOT personnel will be trained in the survey techniques and may assist in the surveys, as appropriate. (4) Correlate the cracking measured under objective 3 with environmental and site conditions, construction techniques, design specifications, and material properties, and compare with results obtained on earlier conventional and LC-HPC bridge decks. (5) Document the results of the study. Provide recommendations for changes in specifications.
07/01/2019July 2019Mechanistic-Based Parametric Model for Predicting Rolling Resistance of Concrete Pavementshttps://cptechcenter.org/ncc-projects/mechanistic-based-parametric-model-for-predicting-rolling-resistance-of-concrete-pavements/Concrete pavements, Deformation, Dissipation,  Mathematical models,  Mathematical prediction, Rigid pavements,  Rolling resistance, ViscoelasticityThe structural rolling resistance (SRR) is the component of rolling resistance that occurs because of the viscoelastic deformation of the pavement structure. In this paper, a simple model to calculate the energy dissipation as a result of the SRR on rigid pavements is developed for use in applications such as life cycle cost analysis and life cycle assessment. First, the energy dissipated by different vehicles was calculated on 12 concrete pavement sections using a fully mechanistic approach. Using the program DYNASLAB to simulate the vehicles moving along the pavement sections, the energy dissipation was calculated as the work done by the vehicle to overcome the slope seen by the wheels because of the pavement deformation. The results were then used to develop a simple and rapid-to-use model to predict the energy dissipation on any jointed concrete pavement. The model consists of a simple predictive function that can provide the value of the SRR energy dissipation given the mechanical properties of the pavement section (slab thickness and stiffness, modulus of subgrade reaction, subgrade damping coefficient, pavement geometry, and load transfer efficiency) and the loading conditions (speed and loads). The model was based on a sensitivity analysis that was used to select the optimal set of structural and environmental factors.Danilo Balzarini, Karim Chatti, Imen Zaabar, Ali A Butt, John T Harvey
6/1/2019June 2019Field Implementation of Compacted Concrete Pavement in Mexico, MOhttps://cptechcenter.org/ncc-projects/field-implementation-of-compacted-concrete-pavement-in-mexico,-mo/Compaction,  Concrete pavements,  Evaluation and assessmentThe city of Mexico, Missouri received an Accelerated Innovation Deployment grant from FHWA to use Compacted Concrete Pavement on a city street. Part of the grant proposal was to evaluate some of the concrete properties in order to compare them with traditional pavement methods. This work was initially going to be part of a field implementation project with Dr. Kamal Khayat but due to delays in the letting of the Mexico, MO project the initial implementation project was closed out.Kamal Khayat
8/6/2019August 2019Bridge Deck Cracking Evaluationhttps://cptechcenter.org/ncc-projects/bridge-deck-cracking-evaluation/Bridge decks, Maintenance practicesThe Montana Department of Transportation (MDT) noted severe cracking on two bridge decks in the spring of 2016, which led to holes in the decks after small sections of concrete fell through. MDT hired a consultant to investigate the cause of the cracks and provide recommendations. The consultant’s report was published in April 2017. Some, but not all, of the recommendations were implemented and proved successful in reducing early age cracking in new bridge decks. Although MDT had success with implementation, documentation of actual in-field procedures was not sufficient. It was determined that improved methods to document in-field procedures and specification enforcement are needed, as well as a methodology to determine which recommendations are resulting in successful outcomes. In this project, researchers will gather data and summarize information from the previous deck pours that applied the recommendations contained in the April 2017 report. Data on new deck pours will be gathered and documented, including an assessment of temperature and stress gradients with modified deck curing; modeling will be used to demonstrate the benefit of modified curing on deck stresses and cracking risk. This project’s final report is expected to include recommendations that can be quickly implemented on future projects.Janney Wiss
9/25/2019September 2019Synthesis of Information Related to Highway Practices. Topic 51-16. Maintenance and Surface Preparation Activities Prior to Pavement Preservation Treatmentshttps://cptechcenter.org/ncc-projects/synthesis-of-information-related-to-highway-practices.-topic-51-16.-maintenance-and-surface-preparation-activities-prior-to-pavement-preservation-treatments/Literature reviews,  Pavement maintenance,  Preservation, State departments of transportation, SurveysPavement preservation ensures that roads last longer at a lower cost compared to traditional pavement rehabilitation. Most departments of transportation (DOTs) have established pavement preservation programs. However, even when the right treatment for the right road at the right time is identified, preliminary maintenance and surface preparation activities are often required to ensure that the preservation treatment will perform successfully. These proactive maintenance and surface preparation activities can include crack sealing, patching, leveling, drainage repair, rut filling or removal, and concrete repairs. The objective of this synthesis is to document the types of maintenance and surface preparation activities performed by DOTs before pavement preservation treatments are applied. The synthesis will include both concrete and asphalt pavement preservation treatments. Information will be collected through literature review, survey of DOTs, and follow-up interviews with selected agencies for the development of case examples. The survey should be directed to the DOT voting members of the AASHTO Committee on Maintenance. Information gaps and suggestions for research to address those gaps will be identified.David Peshkin
9/3/2019September 2019Research for AASHTO Standing Committee on Highways. Update of the 2012 AASHTO Guide Specification for Design of Bonded FRP Systems for Repairhttps://cptechcenter.org/ncc-projects/research-for-aashto-standing-committee-on-highways.-update-of-the-2012-aashto-guide-specification-for-design-of-bonded-frp-systems-for-repair/Bond strength (Materials), Concrete bridges, Fiber reinforced polymers, Repairing, SpecificationsBonded Fiber-Reinforced Polymer (FRP) systems have proven to be an economical means for the repair and strengthening of concrete bridge elements in many projects. The first edition of the AASHTO Guide Specifications for Design of Bonded FRP Systems for Repair and Strengthening of Concrete Bridge Elements, published in 2012, provides design tools for bridge elements subjected to flexure, shear and torsion, and combined axial force and flexure. However, many projects have been constructed and changes in the state of practice have occurred since the publication of these guide specifications. Also, during this period, substantial research on the different aspects of bonded FRP system applications has been performed. In addition, the current guide specifications are limited in scope (e.g., do not explicitly cover flanged sections, prestressed concrete elements, and FRP anchoring design). Because of these changes and limitations, there is a need for updating the guide specifications to recognize these issues and provide updated information and guidance on all aspects bonded FRP systems for repair and strengthening, including topics such as FRP near surface mounted applications, anchorage detailing, material specifications, and test requirements. Such guide specifications will help highway agencies address relevant issues and improve the use of FRP systems for repair and strengthening applications. The objective of this research is to update the 2012 AASHTO Guide Specifications for Design of Bonded FRP Systems for Repair and Strengthening of Concrete Bridge Elements.Issam Harik
3/19/2019March 2019Recommendations for Revision of AASHTO M 295 Standard Specification to Include Marginal and Unconventional Source Coal Fly Asheshttps://cptechcenter.org/ncc-projects/recommendations-for-revision-of-aashto-m-295-standard-specification-to-include-marginal-and-unconventional-source-coal-fly-ashes/Cement, Concrete, Evaluation and assessment, Fly ash, Highways, Pozzolan, Recommendations, StandardsFly ash is the most common supplementary cementitious material used to help improve the durability and sustainability of concrete and mitigate alkali-silica reactivity (ASR). While the demand for fly ash for use in concrete remains steady, the supply of high quality fly ash has been dwindling or, at least, becoming unpredictable. This is partly due to electric power plants changing their fuel sources (e.g., from coal to natural gas) and partly because of tighter environmental and air pollution regulations that have resulted in increased carbon, calcium, sulfur, alkali, and ammonia contents of the fly ash, which adversely affect its quality for use in concrete. In recent years, there has been a growing concern among concrete users and producers about the quality and the quantity of fly ash presently available. In a recent American Association of State and Highway Transportation Officials (AASHTO) survey of the state departments of transportation, respondents noted significant issues with the supply of coal fly ash. This supply and demand imbalance for quality fly ash has already resulted in regional and seasonal shortages, which is expected to further exacerbate with time. Given this restriction on supply, coal fly ash that was once deemed marginal is now being used in concrete. Marginal fly ash is defined as the fly ash that is of lower quality [i.e., with high loss-on-ignition (LOI), fineness, moisture content, etc.] or otherwise unusable in concrete. To address the shortage, even unconventional sources of fly ash are now being considered, i.e., primarily the ash disposed of in landfills or impoundments. To help meet the growing need for fly ash while maintaining the quality and performance of concrete, it becomes imperative for the concrete industry and the transportation agencies to look for and evaluate marginal and unconventional source fly ashes. To that end, it is also imperative that fly ash specifications measure properties that affect performance and not reject materials that, although suitable for use in concrete, just do not come up to the historical specifications adopted when high quality fly ash was plentiful.
11/2/2015November 2015Entrained Air Void System for Durable Highway Concretehttps://cptechcenter.org/ncc-projects/entrained-air-void-system-for-durable-highway-concrete/Admixtures, Air entrainment, Air voids, Concrete, Freeze thaw durability, Laboratory tests, Test proceduresLaboratory testing and long-term field experience have shown that highway concrete must be properly air-entrained if it is to resist the action of freezing and thawing, particularly in wet climates. Experience has also shown that the effectiveness of air entrainment in providing resistance to freezing and thawing depends on the characteristics of the air void system. These characteristics are influenced by the materials used in producing concrete (e.g., cement type and composition, supplementary cementitious materials, air-entraining and other admixtures, and aggregate size); the practices for proportioning, mixing, and placing concrete; and field conditions. However in some situations, air entrainment has shown adverse effects on other concrete properties (e.g., strength). Laboratory methods are currently available for characterizing the air void system in hardened concrete and for evaluating the freeze-thaw resistance of concrete. However, the parameters associated with this characterization and the results of these laboratory tests do not always reflect the observed field performance nor do they consider the possible effects on other concrete properties. There is a need to identify the characteristics of the air void system that relate to field performance and develop improved test methods for evaluating the freeze-thaw resistance of highway concrete. Ideally, these methods would evaluate the concrete mixture immediately before placement to allow adjustment of mixture if necessary. This information will help highway agencies prepare specifications for concrete procurement that will provide the air-void characteristics and freeze-thaw resistance needed for enhanced durability and thus ensure longevity of highway structures and pavements. The objectives of this research are to (1) identify the characteristics of the entrained air void system required for freeze-thaw durability of highway concrete, (2) identify/develop new or modified test methods for measuring these characteristics, and (3) identify/develop new or modified test methods for evaluating freeze-thaw durability.Peter Taylor
10/1/2017October 2017Surface Resistivity Testing for Quality Control of Concrete Mixtureshttps://cptechcenter.org/ncc-projects/surface-resistivity-testing-for-quality-control-of-concrete-mixtures/Admixtures, Durability, Electrical resistivity, Methodology, Mix design, Quality assurance, Quality control, Water cement ratioThe purpose of this study is to investigate the potential of resistivity testing in assessing key mixture design parameters critical for durability performance of concrete mixtures. The methodology proposed will enable the development of a method based on resistivity criteria to identify the water-to-cement ratio of a given mixture whether the mixture contains a certain type of supplementary cementitious material. The objectives of the experimental study are to perform an experimental parametric investigation to determine the time-resistivity behavior of typical concrete mixtures used in pavement and infrastructure construction and determining the efficacy of resistivity testing in differentiating key mixture components. It was found that resistivity testing is sensitive to water-to-cement ratio, with some exceptions, and sensitive to supplementary cementitious replacement. The preliminary results will aid in the development of a new quality control and assurance criteria for concrete mixture approval in addition to currently used test methods and specifications.Hartell, Julie Ann; Shults, Cody
7/1/2019July 2019Reclaimed Stabilized Base - Stabilizing Agent Selection & Designhttps://cptechcenter.org/ncc-projects/reclaimed-stabilized-base-stabilizing-agent-selection-&-design/Cold weather, Freeze thaw durability,  Stabilizers, Stiffness,  Subbase (Pavements),  Subbase materialsReclaimed stabilized base (RSB) is a common technique utilized to rehabilitate roadways (e.g. NCHRP 144 Report, 2009; NCHRP 421 report, 2011). RSB involves reclaiming the base material and adding a stabilizing agent (e.g. cement, lime, calcium chloride, emulsion, foamed asphalt) to increase the strength and durability of the subbase structure. In this project, the research team plans to investigate the suitability of the various stabilizing agents for common subbase materials encountered in Vermont roadways and develop a process for VTrans to determine the applicability of RSB for a project, and the appropriate types and percentages of stabilizing agents. The team plans to investigate the performance of the stabilized sub-base materials in winter conditions, including ice lens formation and stiffness as well as long-term (multiple-year equivalents) freeze-thaw implication for durability through accelerated cold room testing. The outcomes of this research will assist VTrans in the scoping phase of the projects to determine applicability of RSB, and in the design and construction phases with guidance on appropriate stabilizing agents, and installation parameters, respectively.
10/1/2019October 2019Evaluation of Concrete Pavement Buckling in Wisconsinhttps://cptechcenter.org/ncc-projects/evaluation-of-concrete-pavement-buckling-in-wisconsin/Blowup (Pavements),  Buckling, Concrete,  Pavement distress, Pavement joints, Thermal expansionBuckling (i.e., blowup) in concrete pavement is caused by axial compression forces induced into the pavement by a rise in temperature and moisture1. It is a localized upward slab movement leading to the shattering of joints and cracks. It typically occurs in hot weather, usually at transverse joints that are not properly designed to allow for slab expansion. The insufficient joint widths are usually caused by the infiltration of incompressible material into the joint space and cracks. As the thermal expansion coefficient is dependent on moisture, moisture content is also an important factor for forensic studies of buckling. Because buckling incidents on concrete pavement immediately impact traffic flow and public safety, it requires urgent, costly, and time-consuming emergency repairs (i.e., full-depth repair) with full or partial lane closures. In 2018, there were 73 cases of buckling events in the State of Wisconsin. An unusually high number of buckling events have occurred in only a few locations. For example, there were multiple buckling events on USH-10 and I-39 near Stevens Point and on STH 29 just North of Eau Claire in 2017 and 2018. Buckling also occurred in newer concrete pavements as well.Shreenath Rao
3/15/2018March 2018Development of Geopolymers Based Cement and soil stabilizers for Transportation Infrastructurehttps://cptechcenter.org/ncc-projects/development-of-geopolymers-based-cement-and-soil-stabilizers-for-transportation-infrastructure/Durability, Geopolymer concrete, Infrastructure, Life cycle analysis, Pavement design, Soil stabilization, Waste productsIn recent years, geopolymer cement (GPC) have received much attention as an alternative to Ordinary Portland Cement (OPC) for soil stabilization, pavements, bridges, and other transportation structures, because they show good mechanical properties when compared to OPCs. More importantly, GPC provides sustainable and environmentally friendly alternative to OPCs as GPC can be processed at room temperatures from aqueous solutions of waste materials (e.g. fly ash) or abounded natural sources (e.g. clay) and thus reduce significant CO2 production associated with the processing of OPC. Although significant progress has been achieved over the last couple of decades on developing GPCs with desired properties, their durability in real service conditions, especially when they are exposed to significant water uptake during flooding or extensive rainfalls, is still not well understood. Hence, this project aims to investigate the long-term durability of GPC concrete and stabilized base and subgrade materials for transportation infrastructure. Specifically, the objective of this study is to develop an innovative, sustainable, eco-friendly and durable GPC for transportation infrastructure in Region 6, more specifically for GPC concrete structures (pavements, bridges, etc.) and stabilization base and subgrade foundation support for pavements, using natural and waste materials that abound in the region.Karaman, Ibrahim; Puppala, Anand; Radovic, Miladin
6/21/2013June 2013Concrete Strength Required to Open to Traffichttps://cptechcenter.org/ncc-projects/concrete-strength-required-to-open-to-traffic/ Compressive strength, Concrete curing, Concrete pavements, Field tests, Laboratory tests, Load tests, Nondestructive tests, Pavement design, Pavement distress, RecommendationsDevelop innovative mechanistic-based procedures for monitoring concrete early age development and evaluate the effect of early traffic opening on long-term damage accumulation. The procedure will utilize recent developments in nondestructive testing to optimize traffic opening timing without jeopardizing pavement longevity.Lev Khazonovich, University of Minnesota
7/31/2019July 2019Detection of Flaws in Asphalt Overlaid Concrete Decks Using Ultrasonic Guided Waveshttps://cptechcenter.org/ncc-projects/detection-of-flaws-in-asphalt-overlaid-concrete-decks-using-ultrasonic-guided-waves/Bridge decks, Inspection equipmentThe research proposed here builds on the achievements of a previous NOOT project. The novel, nondestructive ultrasonic guided wave leakage (UGWL) based testing method we developed recently promises to be able to detect the onset of corrosion and delamination in reinforced concrete bridge decks earlier than any other nondestructive testing (NDT) method (Garcia, Erdogmus, et al. 2017 and 2019); however, the effects of asphalt overlay on the method's effectiveness remains unclear. With this project, we aim to investigate the effect of asphalt overlays on the feasibility of the recently developed UGWL method. In this section, the background and the motivation for the proposed work are summarized. Reinforced concrete bridge decks are highly susceptible to deterioration, mainly due to corrosion of the rebars and the subsequent propagation of issues, such as delamination, cracking, and spalling. According to the Federal Highway Administration (FHWA 2014), 145,890 out of the 610,749 highway bridges (24%) in the U.S. are structurally deficient. Yunovich et al. (2001) state that corrosion and delamination problems account for approximately 40% of all bridge deck repair costs; and Arndt et al. (2011) identify the highway bridge corrosion related repair costs to be around $8.3 billion, with $2 billion of this just for the repair of bridge decks.Unviersity of Nebraska, Lincoln
05/01/17May 2017Performance of Bridge Deck Overlays in Virginia: Phase I: State of Overlayshttps://cptechcenter.org/ncc-projects/performance-of-bridge-deck-overlays-in-virginia:-phase-i:-state-of-overlays/Bridge decks, Deterioration, Overlays (Pavements), Service life, State of the practiceMaintaining the existing transportation infrastructure is a major concern of the Virginia Department of Transportation (VDOT). The increased user travel costs, safety concerns, and financial burdens involved in replacing deteriorating decks are reasons for finding appropriate rehabilitation actions that can safely extend the service life of structures. Virginia has been a leader in employing overlays as a rehabilitation method for bridge decks. VDOT’s Manual of the Structure and Bridge Division contains guidance for the decision-making process related to maintenance and repair of structures. Yet there is a need to update the guidelines based on contemporary experience and the knowledge gained through technological advances. This report presents and discusses the preliminary findings of Phase I of a multi-phase study to determine the performance of bridge deck overlays in Virginia. Phase I focused on obtaining information regarding the experiences of VDOT’s nine districts with regard to their use of different kinds of overlays and the factors that influence which overlays are used. In addition, VDOT’s bridge inventory was analyzed to gain an understanding of the types of overlay systems used in Virginia.Soundar S.G. Balakumaran, Ph.D., P.E., and Richard E. Weyers, Ph.D., P.E
09/01/19September 2019Performance of Bridge Deck Overlays in Virginia: Phase II: Service Life Performancehttps://cptechcenter.org/ncc-projects/performance-of-bridge-deck-overlays-in-virginia:-phase-ii:-service-life-performance/Bridge decks, Concrete overlays, Data collection, Durability, Epoxides, Latex modified concrete, Multiple regression analysis, Rehabilitation (Maintenance), Service lifeOverlaying bridge decks has remained one of the best rehabilitation methods to extend their service life, and the Virginia Department of Transportation (VDOT) has been a leader in the use of bridge deck overlays. Although VDOT has extensive experience in overlays, the long-term performance of overlays has not been entirely understood. One of the biggest challenges for studying the performance of overlays is that only minimal information is available in bridge inventory and inspection records. This limits any scientific assessment of this system. Therefore, the purpose of this study was to provide a strong framework for the understanding of the long-term performance of overlays and the factors affecting them. This Phase II report reports on an extensive data collection process that led to the development of a robust database of 133 overlaid bridge decks after verification of historical inspection reports, verification of as-built plans and communication with VDOT district bridge engineers. This helped in developing a model for understanding the amount of time it takes for bridge decks to require the first major rehabilitation and the major factors influencing the durability. A database of information about overlays that were replaced at the end of their functional service life was compiled. This helped develop a multiple regression model for understanding the factors that affected the durability of overlays. Survival analyses were conducted to estimate the service life of overlays and corresponding risk. As a preventive method, epoxy concrete (EC) overlays were predicted to serve an average of 20.9 years, with 18 to 22 years at a 95 percent confidence level. As a rehabilitative method, rigid concrete overlays were predicted to serve an average of 25.9 years, with 21 to 32 years at a 95 percent confidence level. The recent trend of preferred overlay types has been identified as EC and very-early-strength latex-modified concrete (VELMC) overlays.Soundar S.G. Balakumaran, Ph.D., P.E., and Richard E. Weyers, Ph.D., P.E
10/5/2017October 2017Evaluation of Penetrating Sealers Applied to Saw Cut Faces in Concrete Pavement Jointshttps://cptechcenter.org/ncc-projects/evaluation-of-penetrating-sealers-applied-to-saw-cut-faces-in-concrete-pavement-joints/Concrete pavements, Durability, Field studies, High performance concrete, Pavement joints, Sealing compounds, SpecificationsFor the last six years, the Wisconsin Department of Transportation (WisDOT) as part of the high performance concrete (HPC) pavement standard special provision has specified the use of a penetrating concrete sealer be applied to the saw cut faces in the joints. The HPC pavements on the Interstate 94 North-South corridor and the Interstate 41 corridor from Oshkosh to Green Bay have received this joint treatment. The specification requires the use of a silane or siloxane-based concrete penetrating sealer to be applied as soon as possible after the sawing operation is complete. To date, a variety of different products have been used, a number of different application methods have been employed, and the rates of application have been variable. In addition, the construction process and the construction inspection have not been uniform or consistent statewide. Therefore, there is no assurance that WisDOT is accomplishing the goal of distress free joints and longer life of the pavement. Finally, there has been no assessment by WisDOT on whether there are benefits and cost effectiveness to doing this work.Danny Xiao
10/1/2019October 2019Transformation of Engineering Tools to Increase Material Efficiency of Concretehttps://cptechcenter.org/ncc-projects/transformation-of-engineering-tools-to-increase-material-efficiency-of-concrete/Admixtures, Cement, Concrete, Decision support systems, Environmental impacts, Greenhouse gases, Materials, Performance based specifications, Pollutants, Reinforcement (Engineering), Service life, ToolsThe production of cement for use in concrete is one of the most difficult to decarbonize sectors. Yet, the use of cement continues to grow, with streets and highways being among of the largest consumers in the United States.Given this convergence, lowering overall demand through more efficient use of cement in concrete and more efficient design of concrete components offers a means for reducing greenhouse gas (GHG) emissions as well as lowering material costs. The proposed work will develop methods for such efficient use and design. This work will formulate multi-criteria selection techniques for the efficient utilization of cement in concrete mixtures and for the efficient design of concrete based on performance with other materials, specifically, steel reinforcement. Additionally, models will be developed to assess the effects of material longevity on changes to GHG emissions from demand, replacement, and disposal of concrete in transportation infrastructure systems. The expected outcomes of this work are the development of transportation infrastructure decision support tools. These tools will enable policy-makers, planners, and academics to design projects that concurrently reduce total project life GHG emissions and lower costs while meeting material performance requirements.Sabbie A Miller
09/01/19September 2019Impact of Joint Spacing on Bonded Concrete Overlay of Existing Asphalt Pavement in the AASHTOWare Pavement ME Design Softwarehttps://cptechcenter.org/ncc-projects/impact-of-joint-spacing-on-bonded-concrete-overlay-of-existing-asphalt-pavement-in-the-aashtoware-pavement-me-design-software/Asphalt pavements, Bonding, Concrete overlays, Mechanistic-empirical pavement design, Pavement cracking, Pavement joints, Pavement performance, SpacingThis paper describes the impact of joint spacing or panel size on the performance and relative cost of short jointed bonded concrete overlay of asphalt (SJPCP) pavement using the AASHTO Pavement ME Design procedure. Joint spacing, or panel dimension, is a critical design issue that greatly affects both performance and cost of the SJPCP as well as conventional jointed plain concrete pavement (JPCP) overlays. In fact, pavement performance is more dictated by the panel size than thickness.Biplab Bhattacharya, Alex Gotif, Michael Darter, Lev Khazanovich
11/25/2019November 2019Synthesis of Information Related to Airport Practices. Topic S09-09. Automated Pavement Condition Survey Practices at Airportshttps://cptechcenter.org/ncc-projects/synthesis-of-information-related-to-airport-practices-topic-s09-09-automated-pavement-condition-survey-practices-at-airports/Airport runways, Airports, Automatic data collection systems,  Condition surveys, Literature reviews, Pavement management systems, State of the practicePavement condition data is a critical component of all pavement management systems. The accuracy and validity of pavement condition data is the basis for many activities conducted by airports and local agencies. Pavement condition data is used, for example, to support asset management, assess existing and future pavement condition, establish budget needs and evaluate budget impacts, and select projects for pavement maintenance and rehabilitation. Many federal transportation bills (National Performance Management Measures; Assessing Pavement Condition for the National Highway Performance Program and Bridge Condition for the National Highway Performance Program) are performance-based. As such, agencies are increasingly required to report validated pavement conditions when requesting funding. Pavement condition reporting in support of federal funding requests includes existing project data on rut depth, the International Roughness Index (IRI) and percent cracking for flexible pavements and faulting for jointed concrete pavements, and IRI and percent cracking for continuously reinforced concrete pavements. ACRP Research Report 203, Collecting, Applying, and Maintaining Pavement Condition Data at Airports, was published in 2019. 
10/01/2019October 2019Quality Testing of Wisconsin Aggregateshttps://cptechcenter.org/ncc-projects/quality-testing-of-wisconsin-aggregates/Aggregate tests, Aggregates, Freeze thaw durability, Geotechnical engineering, Quality controlAt a minimum, WisDOT requires sodium sulfate soundness testing (AASHTO T104) and Los Angeles wear (AASHTO T96) aggregate quality testing be completed once every three years for quarried aggregate sources and once every five years for pit aggregate sources. Aggregate sources located in the Sinnippee geological group, generally in the southwest part of Wisconsin, require an additional freeze-thaw test (AASHTO T103) on a three-year or five-year testing cycle. An internal audit of WisDOT specifications concluded that the frequency of testing for quality is lacking relative to surrounding states. Reduced testing frequencies is due, in part, to the higher level of aggregate quality available to paving contractors in Wisconsin. Despite the inventory of high-quality construction aggregates, localized pavement performance issues have raised concerns about the effectiveness of the current quality testing program. Recent changes to the standard specifications have partially addressed concerns regarding the minimal quality testing frequencies, but there is a need to revisit quality thresholds and accuracy of current testing methods to represent aggregate durability. Hani Titi
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