Evaluation of the Installation and Initial Condition of High Performance Concrete Overlays Placed on Route 60 Over Lynnhaven Inlet in Virginia
Evaluation of the Installation and Initial Condition of High Performance Concrete Overlays Placed on Route 60 Over Lynnhaven Inlet in Virginia

Author: Michael M. Sprinkel

Publisher:

Published: 1999

Total Pages: 29

ISBN-13:

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Sixteen high performance concrete overlays were placed on two 28-span bridges on Rte. 60 over Lynnhaven Inlet, Virginia Beach, Virginia, in the spring of 1996. The construction was funded with 20 percent Virginia Department of Transportation maintenance funds and 80 percent special ISTEA Section 6005 federal funds specifically allocated to demonstrate overlay technologies. ISTEA funds were also used to evaluate the installation and initial condition of the overlays and to prepare this report. The installation included 13 different concrete mixtures, an overlay with a thickness of only 19 mm (0.75 in), and spans with and without topical treatments of two corrosion inhibitors, for a total of 16 different overlays. The overlay types are 7% silica fume (SF), 5% SF and 35% slag (S), 5% SF and 15% class F fly ash (FA), 15% latex-modified concrete (LMC), 13% SF and 15% FA, 13% SF and 15% FA placed 19 mm thick, 7% SF and Rheocrete corrosion inhibiting admixture (CIA) (RCI), 7% SF and Armatec CIA (ACI) and ACI topical treatment (A), 7% SF and ACI, 7% SF and Darex CIA (DCI) and Postrite (P) topical treatment, 7% SF and DCI, 40% S, 7% SF and shrinkage reducing admixture (CQI), 7% SF and polyolefin fibers (POF), 7% SF and steel fibers (STF), and 7% SF and polypropylene fibers (PPF). With the exception of system F, overlays were required to have a minimum thickness of 32 mm. Also, system E had a variable thickness that ranged from 32 mm to 19 mm to provide good ride quality.

Evaluation of High Performance Concrete Overlays Placed on Route 60 Over Lynnhaven Inlet in Virginia
Evaluation of High Performance Concrete Overlays Placed on Route 60 Over Lynnhaven Inlet in Virginia

Author: Michael M. Sprinkel

Publisher:

Published: 2000

Total Pages: 11

ISBN-13:

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Sixteen high performance concrete overlays were placed on two 28-span bridges on Route 60 over Lynnhaven Inlet in Virginia Beach, Virginia, in the spring of 1996. The construction was funded with 20 percent Virginia Department of Transportation maintenance funds and 80 percent special ISTEA Section 6005 federal funds specifically allocated to demonstrate overlay technologies. ISTEA funds were also used to evaluate the installation and condition of the overlays and to prepare an interim report and this final report. The installation included a total of 16 overlays: 13 concrete mixtures that included a variety of combinations of silica fume, fly ash, slag, latex, corrosion-inhibiting admixtures, a shrinkage-reducing admixture, and fibers; an overlay with a thickness of only 0.75 in (19 mm); and spans with and without topical treatments of two corrosion inhibitors. With the exception of one of the systems, the overlays were required to have a minimum thickness of 1.25 in (32 mm). Another system had a variable thickness ranging from 1.25 to 0.75 in (32 to 19 mm) to provide good ride quality. All the overlays have performed well with the exception of most of the areas adjacent to joints. Many of these areas were replaced by the original contractor and replaced again by the city of Virginia Beach.

Condition of Concrete Overlays on Route 60 Over Lynnhaven Inlet After 10 Years
Condition of Concrete Overlays on Route 60 Over Lynnhaven Inlet After 10 Years

Author: Michael M. Sprinkel

Publisher:

Published: 2009

Total Pages: 21

ISBN-13:

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In 1996, 16 high performance concrete overlays were placed on two 28-span bridges on Route 60 over the Lynnhaven Inlet in Virginia Beach, Virginia. Thirteen concrete mixtures included a variety of combinations of silica fume (SF), fly ash, slag, latex, corrosion-inhibiting admixtures, a shrinkage-reducing admixture, and fibers; one overlay was constructed with a thickness of only 0.75 in (19 mm), and spans were overlaid with and without topical treatments of two corrosion inhibitors. With the exception of one of the overlay systems, the overlays were required to have a minimum thickness of 1.25 in (32 mm). Another overlay system had a variable thickness ranging from 1.25 to 0.75 in (32 to 19 mm) to provide good ride quality. The demonstration was designed to show that many different combinations of materials can be used for overlays. The overlays were last evaluated in the fall of 1999 after 3 years in service. The objective of this research was to determine the condition of the overlays at 10 years of age. The results indicated that all overlays have performed well with the exception of most of the areas adjacent to joints. Many of these areas were replaced by the original contractor and replaced again by the City of Virginia Beach. The overlays were ranked with respect to permeability, chloride content, and cost. The 7% SF overlay on the eastbound lane had the lowest permeability, and the 7% SF overlay on the westbound lane had the highest permeability. The overall best performing overlay was the latex-modified concrete (LMC) overlay, which had the second lowest permeability and chloride diffusion constant and the lowest chloride ion content. Overlays containing fibers and the LMC overlay were estimated to have the highest cost, and the 40% slag overlay was estimated to have the lowest cost. Although the overlays performed differently with respect to permeability to chloride ion and chloride intrusion, all of the overlays can provide good skid resistance and protection against intrusion by chloride ions and can be an economical technique for extending the life of hydraulic cement concrete decks. The Virginia Department of Transportation should continue to extend the life of bridge decks using LMC and should consider using overlays containing combinations of SF, fly ash, and slag as evaluated in this study when justified based on the cost-benefit analysis for a project.

Concrete Construction Engineering Handbook
Concrete Construction Engineering Handbook

Author: Edward G. Nawy

Publisher: CRC Press

Published: 2008-06-24

Total Pages: 2177

ISBN-13: 1040062830

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The Concrete Construction Engineering Handbook, Second Edition provides in depth coverage of concrete construction engineering and technology. It features state-of-the-art discussions on what design engineers and constructors need to know about concrete, focusing on - The latest advances in engineered concrete materials Reinforced concrete construction Specialized construction techniques Design recommendations for high performance With the newly revised edition of this essential handbook, designers, constructors, educators, and field personnel will learn how to produce the best and most durably engineered constructed facilities.

Evaluation of the Installation and Initial Condition of Hydraulic Cement Concrete Overlays Placed on Three Pavements in Virginia
Evaluation of the Installation and Initial Condition of Hydraulic Cement Concrete Overlays Placed on Three Pavements in Virginia

Author: Michael M. Sprinkel

Publisher:

Published: 1999

Total Pages: 39

ISBN-13:

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Hydraulic cement concrete pavement overlays were placed in the summer of 1995 at the following locations in Virginia: I-295 near Richmond, I-85 near Petersburg, Rt. 29 near Charlottesville. Overlays were placed on I-295 SBL (near mile marker 29) and I-85 SBL (near mile marker 51) in Virginia to prevent spalling caused by a shy cover over the reinforcement and to enhance the structural integrity. Both locations are continuously reinforced concrete pavement. An overlay was also placed on Rt. 29 NBL (1.6 km south of Charlottesville) in Virginia to correct a rutted asphalt pavement. The construction was funded with 20 percent Virginia Department of Transportation maintenance funds and 80 percent special ISTEA Section 6005 federal funds specifically allocated to demonstrate overlay technologies. ISTEA funds were also used to evaluate the installation and initial conditions of the overlays and to prepare the report. The variables in this study were concrete mix design, overlay thickness, and base material. Mineral admixtures and steel and plastic fibers were used to improve the mechanical properties and durability of the overlay concrete. Overlay thickness and base material were varied to determine their effect on overlay performance.

Evaluation of Hydraulic Cement Concrete Overlays Placed on Three Pavements in Virginia
Evaluation of Hydraulic Cement Concrete Overlays Placed on Three Pavements in Virginia

Author: Michael M. Sprinkel

Publisher:

Published: 2000

Total Pages: 15

ISBN-13:

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Three hydraulic cement concrete pavement overlays were placed in the summer of 1995 at three locations in Virginia. Two of the overlays were placed on continuously reinforced concrete pavement to prevent spalling caused by a shy cover over the reinforcement and to enhance the structural integrity. The third overlay was placed to correct a rutted asphalt pavement. The construction was funded with 20 percent Virginia Department of Transportation maintenance funds and 80 percent special ISTEA Section 6005 federal funds specifically allocated to demonstrate overlay technologies. ISTEA funds were also used to evaluate the installation and initial conditions of the overlays and to prepare the report. The variables in the study were concrete mix design, overlay thickness, and base material. Mineral admixtures and steel and plastic fibers were used to improve the mechanical properties and durability of the overlay concrete. Overlay thickness and base material were varied to determine their effect on overlay performance. Overlays that were 51 and 102 mm (2 and 4 in) thick worked well on hydraulic cement concrete pavements. Overlays that were 76 and 102 mm (3 and 4 in) thick worked well on asphalt concrete pavements. These overlays can be used to extend the life of the pavements.

Evaluation of the Construction and Performance of Multiple Layer Polymer Concrete Overlays
Evaluation of the Construction and Performance of Multiple Layer Polymer Concrete Overlays

Author: Michael M. Sprinkel

Publisher:

Published: 1987

Total Pages: 42

ISBN-13:

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This interim report presents the results after 5 years of a study undertaken to evaluate multiple layer polymer concrete overlays over a 10-year period. The report indicates that an overlay of low permeability and high skid resistance can be successfully installed by a contractor or by state or federal labor forces with a minimum of disruption to traffic. With one exception, the initial condition of the I0 overlays that have been evaluated since 1981 was good to excellent from the standpoint of permeability, skid resistance, and bond, although some overlays were better than others. Also, with one exception, the overlays were in good to excellent condition after one year in service, but the permeability had increased and the bond strength and skid resistance had decreased significantly. Although evaluations made at 3 years and 5 years of age showed a continuing decrease in skid number and bond strength and an increase in permeability, three overlays near Williamsburg had an acceptable skid number and permeability at 5 years of age, but these overlays can be expected to delaminate further at an age of 5 to 10 years, because the concrete surface was not properly prepared prior to placing the overlays and because moisture, temperature change, and traffic deteriorate the bond interface. Multiple layer polymer overlays constructed in accordance with the special provision of March 1987, can be assumed to have a useful life of 10 years and to provide an economical alternative for extending the life of decks for which maintenance should be done during off-peak traffic periods.

Evaluation of High Performance Concrete Pavements in Newport News and Hampton, Virginia
Evaluation of High Performance Concrete Pavements in Newport News and Hampton, Virginia

Author: Hamdi Celik Ozyildirim

Publisher:

Published: 2004

Total Pages: 34

ISBN-13:

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This study evaluated the properties of three high performance concrete mixtures placed in a jointed plain concrete paving project on I-64 in Newport News, Virginia, to reduce the shrinkage and improve the flexural strength of the concrete. Two mixtures contained ground-granulated blast furnace slag with 2-inch and 1-inch nominal maximum size (NMS) aggregate, and the third mixture contained Class F fly ash with 1-inch NMS aggregate. Air-entrained paving concretes with satisfactory strength, low permeability, and dimensional stability were prepared using concretes with Class F fly ash or slag and 1-inch or 2-inch NMS aggregates. Slipform pavers satisfactorily placed these concretes. The test sections were in excellent condition after six winters based on a visual survey. Falling weight deflectometer data indicated a better load transfer with the larger aggregate size with everything else being equal. The study also evaluated the maturity method in the continuation of the project on I-64 in Hampton, Virginia. After the evaluation, the pavement was changed to continuously reinforced concrete and the concrete properties were tested in accordance with the recently introduced Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures (known as the proposed AASHTO M-E Design Guide). In the Hampton portion, a Class F fly ash mixture with the 1-inch NMS aggregate was used. The use of large aggregate, provided the particle shape is acceptable, and uniform combined grading should be specified for concretes with reduced water and cement contents. The maturity method can be used to determine the pavement's readiness for opening to traffic and should be included in the specifications.