Wisconsin Experiences with Reflective Crack Relief Projects

2005 ◽  
Vol 1905 (1) ◽  
pp. 44-55
Author(s):  
Leonard Makowski ◽  
Debra L. Bischoff ◽  
Phillip Blankenship ◽  
Daryl Sobczak ◽  
Fiona Haulter
Keyword(s):  
Fine Aggregate ◽  
Portland Cement Concrete ◽  
Persistent Problem ◽  
Reflection Cracking ◽  
Wisconsin Department ◽  
Asphalt Mix ◽  
Pavement Structure ◽  
Polymer Modified Asphalt ◽  
Major Factors ◽  
Flexural Beam

Many agencies place hot-mix asphalt overlays on deteriorating jointed or cracked portland cement concrete pavements to improve the ride, protect the pavement structure, and reduce noise. Reflection cracking of the joints and preexisting cracks through the overlay is a persistent problem. In climates such as that in Wisconsin, the initial reflective cracks often appear within a year or two. The Wisconsin Department of Transportation and the City of Milwaukee tried a fine-aggregate, asphalt-rich, polymer-modified asphalt mix interlayer to absorb joint movements, delay reflective cracking, and protect the existing pavement. Four Wisconsin projects are discussed. In the first project, constructed in 1996, the interlayer showed no effect on delaying reflection cracking within the first 3 years. Later projects, however, included specifications for performance-related design tests for flexural beam fatigue and Hveem stability and were overlaid with improved mixtures to complement the flexible interlayer. The later projects showed an average 42% improvement in the time to the appearance of surface cracks compared with the control sections. Furthermore, cores taken from the projects showed that even when the overlay cracked, some of the interlayer samples did not, even under severe conditions, thus further protecting the underlying pavement structure. Other major factors contributing to the cracking delay included the type of concrete pavement, concrete patches, and climate.

Noise Issues of Concrete-Pavement Texturing

2000 ◽  
Vol 1702 (1) ◽  
pp. 69-79 ◽  
Author(s):  
John R. Jaeckel ◽  
David A. Kuemmel ◽  
Yosef Z. Becker ◽  
Alex Satanovsky ◽  
Ronald C. Sonntag
Keyword(s):  
Second Phase ◽  
Department Of Transportation ◽  
Portland Cement Concrete ◽  
Noise Levels ◽  
The Road ◽  
Wisconsin Department ◽  
Noise Characteristics ◽  
Texture Parameters ◽  
Noise Measurements ◽  
Using Data

The second phase of a project researching the texture and noise characteristics of portland cement concrete (PCC) pavements was sponsored by the Wisconsin Department of Transportation and FHWA. The team of Marquette University and HNTB Corporation measured and analyzed the noise and texture parameters of 57 test sites in Colorado, Iowa, Michigan, Minnesota, North Dakota, and Wisconsin. Conclusions pertaining to tire-and-pavement noise were drawn using data from several types of acoustical tests, including objective noise measurements (exterior and interior), subjective noise evaluations, and a prominent frequency analysis. Texture parameters of all test sites were measured with the road surface analyzer (ROSAN). ROSAN texture measurements proved invaluable in analyzing why different textures exhibited different noise characteristics. Both uniform and random transverse tining provide higher interior and exterior noise levels than skewed or longitudinal tining. Transverse tining, even in some random-spaced textures, can cause a discrete frequency or whine. As the depth and width of tining increased, so did the noise levels. Randomly spaced patterns are sensitive to spacing. Ground PCC pavement exhibited no discrete frequencies. Recommendations include the need for better quality control over tining and a wet-pavement-accident study of longitudinal tining. If noise considerations are paramount, longitudinal tining is recommended. If texture is paramount, skewed tining is recommended. If a skew is not possible, then carefully constructed random transverse is recommended.

Developing Technologies and Procedures to Reduce Tracking and Achieve Uniform and Accurate Tack Coat Application

2020 ◽  
Vol 2674 (6) ◽  
pp. 326-338
Author(s):  
Erdem Coleri ◽  
Richard Villarreal ◽  
Blaine M. Wruck
Keyword(s):  
Fatigue Cracking ◽  
Application Rate ◽  
Asphalt Pavements ◽  
Stress And Strain ◽  
Tack Coat ◽  
Pavement Structure ◽  
Pavement Layers ◽  
Major Factors ◽  
Interlayer Bonding ◽  
Time Point

The tack coat bond is known to affect the longevity of asphalt pavements. Proper interlayer bonding prevents successive pavement layers from acting independently of one another and creating non-uniform stress and strain profiles in the pavement structure. Poor bonding between pavement layers can result in various pavement failures such as slippage cracking, debonding, and early fatigue cracking, all of which contribute to a reduced pavement fatigue life. Tack coat application rate and uniformity (that can be achieved by uniform tack coat application and by avoiding/minimizing tracking) are two major factors that control the performance of the tack coat bonding and longevity of the pavement structure. In this study, a wireless scale system (OreTackRate) that can be controlled from a tablet computer was developed to measure tack coat application rate accuracy and uniformity. The developed wireless scale system was recommended to be implemented during construction to validate application rate accuracy and uniformity. In addition, a distributor truck certification process was developed and presented in this study. The developed scale system can also be used to determine whether the applied tack coat is cured at any time point during construction. Residual tack coat application rate can also be measured using OreTackRate during construction. Implementation of all these tests, procedures, and technologies is expected to improve the tack coat uniformity during construction and improve the overall longevity of the pavement structure.

scholarly journals The Acoustical Properties of the Polyurethane Concrete Made of Oyster Shell Waste Comparing Other Concretes as Architectural Design Components

2018 ◽  
Vol 31 ◽  
pp. 05001
Author(s):  
Erni Setyowati ◽  
Gagoek Hardiman ◽  
Purwanto
Keyword(s):  
Architectural Design ◽  
Coarse Aggregate ◽  
Oyster Shell ◽  
Fine Aggregate ◽  
Portland Cement Concrete ◽  
Concrete Material ◽  
Acoustical Properties ◽  
Architectural Acoustics ◽  
Shell Waste ◽  
Building Designs

This research aims to determine the acoustical properties of concrete material made of polyurethane and oyster shell waste as both fine aggregate and coarse aggregate comparing to other concrete mortar. Architecture needs aesthetics materials, so the innovation in architectural material should be driven through the efforts of research on materials for building designs. The DOE methods was used by mixing cement, oyster shell, sands, and polyurethane by composition of 160 ml:40 ml:100 ml: 120 ml respectively. Refer to the results of previous research, then cement consumption is reduced up to 20% to keep the concept of green material. This study compared three different compositions of mortars, namely portland cement concrete with gravel (PCG), polyurethane concrete of oyster shell (PCO) and concrete with plastics aggregate (PCP). The methods of acoustical tests were conducted refer to the ASTM E413-04 standard. The research results showed that polyurethane concrete with oyster shell waste aggregate has absorption coefficient 0.52 and STL 63 dB and has a more beautiful appearance when it was pressed into moulding. It can be concluded that polyurethane concrete with oyster shell aggregate (PCO) is well implemented in architectural acoustics-components.

scholarly journals Roles of mortar volume in porosity, permeability and strength of pervious concrete

2021 ◽  
Vol 2 (1) ◽  
Author(s):  
Leo Gu Li ◽  
Jia-Jian Feng ◽  
Bo-Feng Xiao ◽  
Shao-Hua Chu ◽  
Albert Kwok Hung Kwan
Keyword(s):  
Open Porosity ◽  
Pervious Concrete ◽  
Fine Aggregate ◽  
Strength Performance ◽  
Cement Ratio ◽  
Interconnected Porosity ◽  
Water Cement Ratio ◽  
Major Factors

AbstractPervious concrete is designed to be porous to allow permeation of water and air for combating the environmental and drainage problems arising from urbanization. However, despite extensive research, it is still not clear how best to design pervious concrete mixes to achieve good concurrent permeability-strength performance. In a previous study, the authors found that there is a necessity to distinguish between interconnected porosity and open porosity, and between unsubmerged permeability and submerged permeability. In this study, based on the thinking that fine aggregate may be added to reduce the paste volume provided the fine aggregate is fine enough to form a coherent mass with the paste, further research was conducted to develop the mortar type pervious concrete with reduced paste volume and investigate the roles of the mortar volume in porosity, permeability and strength. A new series of concrete mixes with varying mortar volume were tested and the results revealed that the interconnected porosity is the major factor determining the permeability while the open porosity and water/cement ratio are the major factors determining the strength. More importantly, the mortar volume plays a key role in each performance attribute.

The Durability Study of Concrete in Sulfate Environment

2012 ◽  
Vol 204-208 ◽  
pp. 3137-3141
Author(s):  
Hong Xia Qiao ◽  
Yu Li ◽  
Zhong Mao He ◽  
Jin Mei Dong
Keyword(s):  
Portland Cement ◽  
High Performance ◽  
Elastic Moduli ◽  
High Performance Concrete ◽  
Salt Resistance ◽  
Fine Aggregate ◽  
Portland Cement Concrete ◽  
Cement Concrete ◽  
Sulfate Solutions ◽  
Better Than

Aiming at determining the durability of concrete in very salty regions, this study examines the performance of various high performance fine aggregate concretes in a sulfate environment, such as high performance concrete inside a composite additive, and Portland cement concrete and sulfate resistant cement concrete, all of which experienced dry-wet cycles in sodium sulfate solutions. By examining the changes of elastic moduli and analyzing the SEM of the concrete, this paper has found that the salt resistance of sulfate resistant cement concrete is no better than that of Portland cement concrete in the extremely aggressive dry-wet cycle environment but high performance concrete containing a composite additive has better resistance in a sulfate environment. Besides, the composite additive can create the environment for a second hydration to reduce the amount of Ca(OH)2 inside the concrete, and build additional C-S-H gel to reform the microstructure of concrete effectively. Finally, the paper offers some advice for mixing concrete in salt regions.

scholarly journals Coal Bottom Ash as Partial Replacement of Fine Aggregate in Asphaltic Concrete

2020 ◽  
Vol 2 (1) ◽  
Author(s):  
H. Mohammed
Keyword(s):  
Fixed Bed ◽  
Bottom Ash ◽  
Partial Replacement ◽  
Fine Aggregate ◽  
Asphaltic Concrete ◽  
Air Voids ◽  
Coal Bottom Ash ◽  
Asphalt Mix ◽  
Materials Used ◽  
Marshall Stability

The effect of coal bottom ash (CBA) on the characteristics of asphaltic concrete was investigated with a view to assess its suitability as a partial replacement of fine aggregate. Coal procured from Lafia-Obi coal mines was burnt in a fixed bed combustor until a sand size residual was produced. The properties of the materials used for the study were characterize using standard procedures. The CBA was introduced in the asphalt mix at an increasing rate of 10, 15, 20 and 25% content by weight of the fine aggregate and test samples of asphaltic concrete were prepared. The samples were subjected to Marshall stability test. Results showed that the specific gravity and absorption test for granite dust were 2.45 and 0.25%, respectively, while those of the CBA were 2.86 and 0.58% respectively. The result of stability, flow, bulk density, voids filled in bitumen (VFB), air voids (VA) and voids in mineral aggregate (VMA) of the asphaltic concrete at 0% CBA were 12.02 kN, 3.04 mm, 2.491g/cm3, 66.0%, 4.3%, 12.7% respectively; while the values at 20% CBA content were 16.97 kN, 3.51mm, 2.514g/ cm3 , 71.2%, 3.4%, 11.9% respectively. The result showed that coal bottom ash in asphaltic mix improved its properties.

scholarly journals Saving Energy in the Transportation Sector: An Analysis of Modified Bitumen Application Based on Marshall Test

Energies ◽  
2018 ◽  
Vol 11 (11) ◽  
pp. 3025 ◽  
Author(s):  
Syyed Raheel Shah ◽  
Hunain Arshad ◽  
Ahsan Waqar ◽  
Muhammad Saeed ◽  
Salman Hafeez ◽  
...  
Keyword(s):  
Construction Industry ◽  
Road Construction ◽  
Modified Bitumen ◽  
The Road ◽  
Process Modification ◽  
Transportation Sector ◽  
Marshall Test ◽  
Asphalt Mix ◽  
Save Energy ◽  
Major Factors

Energy consumption and material production are two major factors associated with the road construction industry. Worldwide, millions of tons of hot mix asphalt production consume a huge amount of fuel as an energy source in terms of quantity and cost to achieve the standard temperature of up to 170 °C during the mixing process. Modification of bitumen can not only reduce its usage but also the consumption of energy (fuel) during the asphalt mix production process at low temperatures. This study provides a method to save energy by proposing the addition of bitumen modifier in the road construction sector. Furthermore, to make it compatible with the field conditions for road construction, stability analysis is executed on the prepared samples by partially replacing the bitumen with polyurethane foam (PUF) and plastic waste (PW) (at 10%, 20%, 30%, 40%, and 50%). Experimental results demonstrate a reasonable saving in the amount of energy (33%) and material (40% bitumen) used and showed that similar strength of developed asphalt mix can be achieved using PUF. An extensive calculation concludes that these savings could make a huge difference in construction economics of mega road infrastructure projects, especially during an energy crisis.

scholarly journals Rheological Characterization of Asphalt Fine Aggregate Matrix Using Dynamic Shear Rheometer

Polymers ◽  
2019 ◽  
Vol 11 (8) ◽  
pp. 1273 ◽  
Author(s):  
Xiangbing Gong ◽  
Zejiao Dong ◽  
Haipeng Wang ◽  
Xianyong Ma ◽  
Huanan Yu ◽  
...  
Keyword(s):  
Void Content ◽  
Fine Aggregate ◽  
Dynamic Shear ◽  
Rheological Characterization ◽  
Dynamic Shear Rheometer ◽  
Predominant Component ◽  
Asphalt Mix ◽  
Asphalt Content ◽  
Fine Aggregate Matrix ◽  
Air Void

Asphalt fine aggregate matrix (FAM) is a predominant component directly related to field performances of hot asphalt mix (HMA), it is necessary to investigate material properties of FAM. Prior to preparing FAM specimens, the asphalt content was calculated by keeping the filler–bitumen (FB) ratio the same as in the corresponding HMA. A non-destructive fabrication method instead of coring and cutting methods was developed to compact FAM cylinders, and the joint base was designed to be concentric with the loading axis of testing system. Rheological responses of FAM were studied using the dynamic shear rheometer (DSR). Two repeated tests prove that the FAM compactor and the jointed base meet the requirement of data validation. Results show that rheological performances of FAM are significantly affected by asphalt content, gradation, air void content, and testing frequency. Air void is concluded to be the decisive factor which influences the stability of FAM, and the fiber is demonstrated to play a role on enhancing the flow resistance of FAM-F even though with the richest asphalt content.

Compressive Strength of Concrete with Recycled Glass as Partial Aggregate Replacement

2014 ◽  
Vol 803 ◽  
pp. 21-25 ◽  
Author(s):  
Roszilah Hamid ◽  
M.A. Zubir
Keyword(s):  
Glass Sample ◽  
Coarse Aggregate ◽  
Control Sample ◽  
Fine Aggregate ◽  
Portland Cement Concrete ◽  
Natural Sand ◽  
Recycled Glass ◽  
Compressive Strength Of Concrete ◽  
Significant Increment ◽  
Control Samples

In this study, recycled glass is used to replace the natural fine aggregate in different mix proportions to obtain the optimum combination that will produce the highest strength. The control samples are Grade 30 ordinary Portland cement concrete (OPCC) containing 100% natural sand and coarse aggregate. The recycled glass concretes contain 70% natural fine aggregate + 30% size 300 micron crushed glass (Sample 2), and 70% fine aggregate + 15% size 300 micron crushed glass + 15% size greater than 300 micron crushed glass (Sample 3). The compressive strengths of the concrete samples with recycled glass are higher than the control samples at all ages of 7, 28, 56 and 90 days. At age 60 days, the strength gain of the control samples shows no significant increment but both samples that include recycled glass still show significant increment in strength. It is found that recycled glass performed better when utilised at size 300 microns and less. The recorded strength of the control, Sample 2 and 3 at 90 days are 47, 61 and 55 MPa.

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