Bridge Substructure Repairs with Self-Consolidating Concrete and Galvanic Anodes

2018 ◽  
Vol 2672 (27) ◽  
pp. 56-64
Author(s):  
H. Celik Ozyildirim ◽  
Stephen R. Sharp
Keyword(s):  
Chloride Content ◽  
Visual Observation ◽  
Department Of Transportation ◽  
Corrosion Activity ◽  
Self Consolidating Concrete ◽  
Reinforced Concrete Bridge ◽  
Form Pressure ◽  
Virginia Department ◽  
Narrow Area ◽  
Chloride Contaminated

Historically, the Virginia Department of Transportation (VDOT) has repaired chloride-contaminated reinforced concrete bridge substructure elements that contain vertical and overhead sections with either shotcrete or a conventional A3 (3,000 psi) or A4 (4,000 psi) concrete. This study investigated using self-consolidating concrete (SCC), which has a high flow rate, bonds well, has low permeability, and provides smooth surfaces, as another option. The study also explored the use of galvanic anodes to control corrosion activity in SCC repairs. In VDOT’s Lynchburg and Staunton Districts, SCC repairs were made with and without the use of galvanic anodes. This provided a means for determining the benefit of using the anodes. The needed repair areas were determined by visual observation and sounding. After 7 years of service, SCC repair areas with and without anodes did not exhibit corrosion activity; small vertical cracks were evident in the SCC but did not affect performance. The anodes can provide protection to the steel immediately adjacent to the repair areas. However, unrepaired concrete areas away from the patched area with anodes now require additional repairs. SCC can be successfully placed; however, attention should be paid to form pressure and slump loss. Selection of repair areas should be based on corrosion-related measurements such as half-cell or chloride content, rather than sounding. Progression of corrosion demonstrates the necessity of removing all chloride-contaminated concrete not just adjacent to, but also away from the reinforcement, as anodes in the repair area will provide protection only in a narrow area around the patch.

Virginia Department of Transportation Early Experience with Self-Consolidating Concrete

2005 ◽  
Vol 1914 (1) ◽  
pp. 81-84 ◽  
Author(s):  
Celik Ozyildirim
Keyword(s):  
Construction Industry ◽  
Drying Shrinkage ◽  
Early Experience ◽  
The Other ◽  
Department Of Transportation ◽  
Freezing And Thawing ◽  
Self Consolidating Concrete ◽  
Virginia Department ◽  
Transportation Agencies ◽  
Highway Research

This paper summarizes the work conducted by the Virginia Department of Transportation on self-consolidating concrete (SCC). Initially, a laboratory study with locally available materials was conducted to develop and evaluate the properties of SCC, including flow, segregation, strength, permeability, resistance to cycles of freezing and thawing, and drying shrinkage. Studies at two precast plants followed. Then, one of the precast plants furnished SCC for an arch bridge. The other plant fabricated two bulb T-beams with SCC. Studies also were conducted with cast-inplace SCC. A structures pad at the FHWA Turner—Fairbank Highway Research Center, a median on I-64, and a column in Norfolk, Virginia, were constructed with SCC. The results show that SCC can be produced successfully and provide many benefits to transportation agencies and the construction industry.

Performance of Virginia’s Early Foamed Warm Mix Asphalt Mixtures

2018 ◽  
Vol 2672 (28) ◽  
pp. 178-189 ◽  
Author(s):  
Stacey D. Diefenderfer
Keyword(s):  
Dynamic Modulus ◽  
Permanent Deformation ◽  
Warm Mix Asphalt ◽  
Department Of Transportation ◽  
High Dynamic ◽  
Repeated Load ◽  
And Performance ◽  
Virginia Department ◽  
Performance Grading ◽  
Air Void

The Virginia Department of Transportation began allowing the use of warm mix asphalt (WMA) in 2008. Although several WMA technologies were investigated prior to implementation, foamed WMA was not. This study evaluated the properties and performance of foamed WMA placed during the initial implementation of the technology to determine whether the technology had performed as expected. Six mixtures produced using plant foaming technologies and placed between 2008 and 2010 were identified and subjected to field coring and laboratory testing. Coring was performed in 2014, resulting in pavement ages from 4 to 6 years. Three comparable hot mix asphalt (HMA) mixtures were cored at 5 years for comparison. Cores were evaluated for air-void contents and permeability and were subjected to dynamic modulus, repeated load permanent deformation, and overlay testing. In addition, binder was extracted and recovered for performance grading. Similar properties were found for the WMA and HMA mixtures. One WMA mixture had high dynamic modulus and binder stiffness, but overlay testing did not indicate any tendency for premature cracking. All binders had aged between two and three performance grades above that specified at construction. WMA binders and one HMA binder aged two grades higher, and the remaining two HMA binders aged three grades higher, indicating a likely influence on aging of the reduced temperatures at which the early foamed mixtures were typically produced. Overall results indicated that foamed WMA and HMA mixtures should be expected to perform similarly.

Natural Bridge, Virginia: Complementary Geotechnical Investigation and Analysis Methods for Mobility Planning

2020 ◽  
Vol 26 (2) ◽  
pp. 141-148
Author(s):  
Brian S. Bruckno ◽  
Chester F. Watts ◽  
George Stephenson ◽  
Christopher Mau
Keyword(s):  
Cultural Resources ◽  
Department Of Transportation ◽  
Geotechnical Investigation ◽  
Non Invasive ◽  
Transportation Corridor ◽  
Historic Landmark ◽  
Potential Risks ◽  
Potential Damage ◽  
Virginia Department ◽  
Privately Owned

ABSTRACT Natural Bridge, in Rockbridge County, Virginia, is a geological arch carrying U.S. Route 11 over Cedar Creek. The area has significant historical and cultural importance; it is listed on the National Register of Historic Places and is a Virginia Historic Landmark. Until 2015, the arch and area below were privately owned and operated, with only the pavement structure of U.S. Route 11 held by the Virginia Department of Transportation. Since then, the arch and area below have been leased to the Virginia Department of Conservation and Recreation, potentially transferring liability to the Commonwealth. As part of the Commonwealth's due diligence and to help ensure that the arch is preserved for future generations, the Department of Transportation, in partnership with Radford University, completed a comprehensive, non-invasive geological and geotechnical investigation in 2017 and 2018. A complementary variety of geophysical, laser, optical, seismic, and traditional geological methods of study were used to allow for integrated data analysis. The investigation revealed potential risks to the integrity of the arch, which may eventually reduce its suitability for use as a transportation corridor. The investigation methodology allowed planning for protection of the environment, cultural resources, and local economies while avoiding any potential damage to the arch. As of the date of this article, plans are under way to relocate U.S. Route 11 onto an alternate alignment entirely, thereby helping to preserve this valuable cultural, historical, and geological asset.

Measuring Smoothness of Virginia’s Asphalt Overlays

2000 ◽  
Vol 1712 (1) ◽  
pp. 86-92
Author(s):  
Kevin K. McGhee
Keyword(s):  
South Dakota ◽  
Asphalt Pavement ◽  
Critical Assessment ◽  
Department Of Transportation ◽  
International Roughness Index ◽  
Roughness Index ◽  
Virginia Department ◽  
Asphalt Overlays ◽  
Special Provision

In the summer of 1996 the Virginia Department of Transportation (VDOT) initiated the pilot of a new special provision regarding the smoothness of asphalt pavement surfaces. This special provision is based on the international roughness index (IRI) and is administered with a laser-equipped South Dakota–style inertial road profiler. A critical assessment of the nontraditional equipment and methods used to administer the special provision is provided. Issues addressed in the critique include provision exemptions, the ability to identify and contend with construction variability, and peculiarities of the equipment that affect the ability of VDOT to administer a modern acceptance provision.

Initial Approach to Performance (Balanced) Mix Design: The Virginia Experience

2019 ◽  
Vol 2673 (2) ◽  
pp. 335-345 ◽  
Author(s):  
Stacey D. Diefenderfer ◽  
Benjamin F. Bowers
Keyword(s):  
Performance Testing ◽  
Performance Criteria ◽  
Mix Design ◽  
Department Of Transportation ◽  
Innovative Methods ◽  
Asphalt Mix ◽  
Performance Additives ◽  
Virginia Department ◽  
Selection Of

Performance mix design (PMD) of asphalt mixtures, often referred to as balanced mix design, is a design methodology that incorporates performance testing into the mix design process. The Virginia Department of Transportation (DOT), like many owner agencies, is interested in ways to specify asphalt mix designs better in an effort to make its roadway network more sustainable, longer lasting, and more economical. By adding performance criteria through a PMD framework, that goal can be achieved. Further, a PMD framework should allow for the development of new, innovative methods to increase pavement recyclability, new performance additives, and other means to enhance pavement performance. This paper provides details and documentation of the approach being taken by the Virginia DOT in their efforts to develop a PMD specification. Aspects of development presented include PMD method options, selection of performance tests, and determination of acceptance criteria. A discussion about validating specifications with in-service performance data and addressing quality control and quality assurance is also provided. Although additional work is needed for full development and implementation, the methodology being applied has been found to provide useful outcomes for the Virginia DOT even in the initial stages of development.

scholarly journals Instant performance verification after electrochemical chloride extraction by enhanced corrosion testing

2019 ◽  
Vol 289 ◽  
pp. 03009
Author(s):  
Ulrich Schneck
Keyword(s):  
Treatment Time ◽  
Performance Testing ◽  
Chloride Content ◽  
Corrosion Current ◽  
Concrete Cover ◽  
Chloride Ingress ◽  
Corrosion Activity ◽  
Multi Stage ◽  
Chloride Profile ◽  
Electrochemical Chloride Extraction

Electrochemical chloride extraction (ECE) is meant to re-establish the corrosion protection of concrete for the embedded reinforcement by removing chloride non-destructively and by enhancing the alkalinity of the rebar surrounding concrete. Both effects depend on various parameters, such as concrete cover, rebar spacing, chloride profile (especially if chloride ingress is deeper than the outside rebar layer) and concrete permeability. Often these parameters require long or multi-stage treatments, which basically can achieve any desired target level of chloride profile and impressed charge, but become a costly solution after a while. The acceptance criteria mentioned in CEN TS 14038-2 clause 8.6 refer to the achieved chloride content and to the amount of impressed charge, which are the conventional, easy measurable, but not direct parameters for evaluating the corrosion activity. A third parameter – the re-measurement of potentials for assessing (intended) low potential gradients and more positive average potentials – requires some weeks to months of depolarization and evaporation of water, before such a measurement can be applied successfully. A promising approach for an instant performance testing after an ECE treatment has been made on several occasions with follow-up measurements of electrolyte resistance, polarization resistance and corrosion current. Convincing changes towards significantly lower corrosion activity could be obtained (and compared to known classified values) – regardless of sometimes high residual chloride and very wet concrete. These data could be verified when re-assessed after some weeks, so enhanced corrosion measurements seem to be a useful tool for either establishing that the designed treatment time has been sufficient or to check on possible earlier termination of the treatment during a running ECE.

Sign in / Sign up

Export Citation Format

Share Document