The objective of this research was to investigate the effects of twisted steel micro rebar (TSMR) fibers on 1) the mechanical properties of concrete used in bridge deck construction and 2) the early cracking behavior of concrete bridge decks. This research involved the evaluation of four newly constructed bridge decks through a series of laboratory and field tests. At each location, one deck was constructed using a conventional concrete mixture without TSMR, and one was constructed using the same conventional concrete mixture with an addition of 40 lb of TSMR per cubic yard of concrete. Regarding laboratory testing, the conventional and TSMR beam specimens exhibited similar average changes in height after 4 months of shrinkage testing. The electrical impedance measurements did not indicate a notable difference between specimens comprising concrete with TSMR and those comprising conventional concrete. Although no notable difference in behavior between conventional and TSMR specimens was apparent before initial cracking, the toughness of the TSMR specimens was substantially greater than that of the conventional concrete specimens. Regarding field testing, sensors installed in the bridge decks indicated that the addition of TSMR does not affect internal concrete temperature, moisture content, or electrical conductivity. The average Schmidt rebound number varied little between the TSMR decks and conventional decks; therefore, the stiffness of the TSMR concrete was very similar to that of conventional concrete. Distress surveys showed that the conventional decks exhibited notably more cracking than the TSMR decks. The TSMR fibers exhibited the ability to limit both crack density and crack width. For all of the decks, chloride concentrations increased every year as a result of the use of deicing salts on the bridge decks during winter. However, the chloride concentrations for samples collected over cracked concrete increased more rapidly than those for samples collected over non-cracked concrete. Although TSMR fibers themselves do not directly affect the rate at which chloride ions penetrated cracked or non-cracked concrete, the fibers do prevent cracking, which, in turn, limits the penetration of chloride ions into the decks. Therefore, the use of TSMR would be expected to decrease the area of a bridge deck affected by cracking and subsequent chloride-induced corrosion damage and thereby increase the service life of the bridge deck.

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第18519号 / 工博第3911号 / 新制||工||1601(附属図書館) / 31405 / 京都大学大学院工学研究科社会基盤工学専攻 / (主査)教授 白土 博通, 教授 宮川 豊章, 教授 八木 知己 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

京都大学 / 0048 / 新制・課程博士 / 博士(工学) / 甲第18653号 / 工博第3962号 / 新制||工||1610(附属図書館) / 31567 / 京都大学大学院工学研究科社会基盤工学専攻 / (主査)教授 杉浦 邦征, 教授 白土 博通, 教授 河野 広隆 / 学位規則第4条第1項該当 / Doctor of Philosophy (Engineering) / Kyoto University / DFAM

The objective of the research presented in this thesis was to develop a concrete bridge deck topping mixture that resists the effects of differential shrinkage by decreasing shrinkage and increasing creep. . In addition, the amount of tensile creep that concrete experiences under long-term tensile stresses were quantified and compared to compressive creep values in order to gain a better understanding of how concrete behaves under tension. Test results show that the amount of tensile creep exceeded compressive creep by a factor of 2-5. Various shrinkage and creep models were compared against test data in order to quantify results and determine the best model to use for the mixes examined during this research project. Data analysis revealed that the AASHTO time dependent effects (shrinkage and creep) models outperformed the other models used in this research project. Other material property data including compressive strength, splitting tensile strength, Young's modulus of elasticity, and unrestrained shrinkage was also collected to compare against a common bridge deck topping mix to ensure that the mixes used in this research project are suitable for use in the field. A parametric study utilizing the Age Adjusted Effective Modulus (AAEM) method was performed which showed that the most important factor in reducing tensile stresses was to decrease the amount of shrinkage experienced by the concrete bridge deck topping mixture. Three concrete mixtures, one included saturated lightweight aggregates (SLWA), one including ground granulated blast furnace slag (GGBFS), and one incorporating both were tested. Preliminary results show that the inclusions of SLWA into a concrete mixture reduced shrinkage by 25% and overall tensile stress by 38%. / Master of Science

The purpose of this research was to identify the types of joints available for use on concrete bridge decks and to investigate the performance characteristics of each type, including primary functions and movement ranges. Eleven reports on joint performance published by state departments of transportation and universities nationwide were analyzed in order to obtain information on joint performance problems typically encountered by state transportation agencies. In addition, test methods and specifications provided by the American Society for Testing and Materials (ASTM) were reviewed for application by bridge engineers to ensure the adequacy of deck joints. The research indicates that compression seals should be used to accommodate movements less than 2 in., while strip seals should be used for movements up to 4 in. A lubricant conforming to ASTM D 4070, Standard Specification for Adhesive Lubricant for Installation of Preformed Elastomeric Bridge Compression Seals in Concrete Structures, should be applied during installation of compression and strip seals. Finger joints with troughs should be used instead of reinforced elastomeric joints and modular elastomeric joints for movements greater than 4 in. To maximize the performance of finger joints, ensuring adequate structural properties of the finger plates and proper installation of the troughs is necessary. When Utah Department of Transportation (UDOT) engineers conduct in-house experiments on bridge deck joints in the future, they should be more consistent and provide more information about the bridge structures in reports, including, for example, the anticipated deck movements, average daily traffic, and design loads for the bridges. Also, UDOT should establish a consistent evaluation program for investigating joint products during the approval process. The program should include quantitative measurements including, but not limited to, debris accumulation, adhesion and cohesion of the joint material, condition of anchorages and header materials, watertightness of the joints, condition of the concrete edges of the deck, deterioration of substructures, ride quality, noise level under travel, and general appearance of the joints. These experimental data should then be thoroughly documented in the resulting reports.

The purpose of this research was to identify the types of surface treatments available for use on concrete bridge decks and to determine which materials are most capable of providing long-term protection from contamination by chloride ions. The products addressed in this report primarily include urethanes, silicon-based sealers, and epoxies. An extensive literature review was conducted to document common overlay distresses, performance histories, and properties of specific surface treatment products currently available in the industry. In addition, three reports summarizing in-house experiments performed by the Utah Department of Transportation between 1995 and 2003 regarding various types of surface treatments were reviewed as part of this research. Finally, a nationwide questionnaire survey was conducted to investigate the state-of-the-practice with regard to surface treatment applications on bridge decks by state departments of transportation throughout the United States. Of the three types of materials addressed in this research, epoxy-based products have the greatest ability to protect concrete and remain uncracked with an acceptable level of skid resistance. Silicon-based products do not crack because they seep into the pores of the concrete, but they do not protect the concrete from the wearing effects of traffic or improve skid resistance. Published field studies indicate that urethane surface treatments do not resist the effects of traffic as well as epoxy-based materials, nor do they offer a substantial decrease in expense or health risk when compared to epoxy-based products. The results of the nationwide questionnaire clearly indicate that bridge deck surface treatments are valuable as both chloride barriers and skid-resistant wearing courses. No standard practice appears to exist with regard to timing of surface treatments, however. Some states arbitrarily apply surface treatments at 10 to 12 years after construction, other states wait until cracking has become fairly considerable before action is taken, and still other states apply surface treatments when the chloride content of the concrete reaches a certain level. Because concrete decks with significant cracking are not ideal substrates for polymer applications, surface treatments should be applied as preventive measures early in the service lives of bridge decks to effectively prevent chloride concentrations from reaching critical levels. This research suggests that epoxy-based surface treatments should be specified for concrete bridge decks when both a chloride barrier and improved skid resistance are desired. If a chloride barrier is all that is needed or desired, a silane surface treatment should be considered; silane treatments are less expensive and easier to apply than epoxy treatments. When a large amount of epoxy is to be mixed, automatic proportioning equipment that can precisely monitor and control the ratios of components should be employed.

The objective of this research was to assess the condition of four decommissioned bridge decks treated with waterproofing membranes and asphalt overlays following the completion of their service lives. Large samples were cut from each of the bridge decks immediately prior to demolition and taken to the Brigham Young University Highway Materials Laboratory, where extensive sampling and testing was performed. Methods used to evaluate the condition of the bridge deck samples included visual inspection, hammer sounding, Schmidt rebound hammer testing, resistivity testing, half-cell potential testing, linear polarization testing, cover depth measurement, and chloride concentration measurement. The samples were removed from four concrete bridge decks along the Interstate 15 corridor in Provo, Utah. One bridge deck was constructed in 1937, two were constructed in 1964, and one was constructed in 1984. Each of the bridge decks was constructed using conventional cast-in-place methods. With the exception of the 1984 bridge deck, which had epoxy-coated rebar, all of the bridge decks were reinforced with black bar. A waterproofing membrane was installed on each of the bridge decks in 1984, meaning each waterproofing membrane had been in service for 26 or 27 years at the time of sampling. With the exception of one of the bridges, which was in good condition after 26 years of service, each of the bridge decks sampled had successfully served for at least 46 years. Aside from asphalt maintenance, no rehabilitation was needed on any of the bridge decks following installation of the waterproofing membranes. Without the application of the waterproofing membranes, the chloride concentrations in the bridge decks likely would have been much higher. Additional exposure to chloride ions from deicing salts would have quickly increased the chloride concentration in the concrete above critical levels, which would have led to significant corrosion and bridge deck deterioration, prematurely. While the application of membranes as a bridge deck maintenance procedure has mostly been replaced by the use of epoxy-based polymer overlays, many bridge decks protected with membrane systems are still in service today. The research findings suggest that application of waterproofing membranes and asphalt overlays in a timely manner, before the accumulation of excessive amounts of chlorides within a deck, can be an effective approach for concrete bridge deck preservation.

The objectives of this research were to 1) compile a synthesis of information about polyester polymer concrete (PPC) from the literature; 2) conduct a scanning tour to observe PPC construction, inspect in-service PPC overlays, and discuss topics related to PPC; 3) revise the existing Utah Department of Transportation (UDOT) PPC specification; 4) document a PPC field demonstration project; and 5) perform laboratory characterization of the material properties of field-mixed PPC. The scope of the research included a scanning tour, field testing, and laboratory experimentation. The objectives of the scanning tour included observation of a PPC overlay placement, inspection of existing overlays, and discussion of selected topics related to PPC. The scanning tour comprised a 3-day visit to California. Items related to material properties, mixture and overlay design, laboratory testing, and construction and field testing were investigated. Several recommendations relevant to Utah bridge deck preservation practice were developed based on the findings and then incorporated into a revised UDOT PPC specification. The objective of the field testing was to evaluate specific aspects of construction, quality assurance, and performance of PPC overlays on concrete bridge decks. The scope of the project included testing of a PPC test section overlay and three PPC bridge deck overlays during and after construction. Hardness tests were performed on the test section placements, and hardness, skid resistance, impact-echo, impedance, and resin content determination tests were performed on each of the bridge deck overlays. The field testing yielded valuable information about PPC overlays. Recommendations regarding hardness testing, skid resistance testing, patching, and surface preparation were developed based on the findings. The objectives of the laboratory experimentation were to characterize several material properties of field-mixed PPC sampled from actual bridge deck overlay placements in Utah and compare them to properties of laboratory-mixed PPC reported in the literature. Laboratory testing was conducted on a typical PPC mixture. Properties that were measured include density, modulus of elasticity, coefficient of thermal expansion, hardness, unconfined compressive strength, splitting tensile strength, rapid chloride permeability, and resin content. Measured properties were consistent with typical ranges cited in the literature.

No description available.

No description available.