Master of Science / Department of Civil Engineering / Natalie Mladenov / In the United States approximately 37% of the 4 trillion kWh of electricity is generated annually by combusting coal (USEPA, 2013). The abundance of coal, ease of storage, and transportation makes it affordable at a global scale (Ghose, 2009). However, the flue gas produced by combusting coal affects human health and the environment (USEPA, 2013). To comply with federal regulations coal-fired power plants have been implementing sulfur dioxide scrubbing systems such as flue gas desulfurization (FGD) systems (Alvarez-Ayuso et al., 2006). Although FGD systems have proven to reduce atmospheric emissions they create wastewater containing harmful pollutants. Constructed wetlands are increasingly being employed for the removal of these toxic trace elements from FGD wastewater. In this study the effectiveness of using a constructed wetland treatment system was explored as a possible remediation technology to treat FGD wastewater from a coal-fired power plant in Kansas. To simulate constructed wetlands, a continuous flow-through column experiment was conducted with undiluted FGD wastewater and surface sediment from a power plant in Kansas. To optimize the performance of a CWTS the following hypotheses were tested: 1) decreasing the flow rate improves the performance of the treatment wetlands due to an increase in reaction time, 2) the introduction of microbial cultures (inoculum) will increase the retention capacity of the columns since constructed wetlands improve water quality through biological process, 3) the introduction of a labile carbon source will improve the retention capacity of the columns since microorganisms require an electron donor to perform life functions such as cell maintenance and synthesis. Although the FGD wastewater collected possessed a negligible concentration of arsenic, the mobilization of arsenic has been observed in reducing sediments of wetland environments. Therefore, constructed wetlands may also represent an environment where the mobilization of arsenic is possible. This led us to test the following hypothesis: 4) Reducing environments will cause arsenic desorption and dissolution causing the mobilization of arsenic. As far as removal of the constituents of concern (arsenic, selenium, nitrate, and sulfate) in the column experiments, only sulfate removal increased as a result of decreasing the flow rate by half (1/2Q). In addition, sulfate-S exhibited greater removal as a result of adding organic carbon to the FGD solution when compared to the control (at 1/2Q). Moderate selenium removal was observed; over 60% of selenium in the influent was found to accumulate in the soil. By contrast, arsenic concentrations increased in the effluent of the 1/2Q columns, most likely by dissolution and release of sorbed arsenic. When compared to the control (at 1/2Q), arsenic dissolution decreased as a result of adding inoculum to the columns. Dissolved arsenic concentrations in the effluent of columns with FGD solution amended with organic carbon reached 168 mg/L. These results suggest that native Kansas soils placed in a constructed wetland configuration and amended with labile carbon do possess an environment where the mobilization of arsenic is possible.

Master of Science / Department of Civil Engineering / Kyle Riding / The durability of partial depth concrete repair is directly related to the bond strength between the repair material and existing concrete. The wait time effects of cementitous grouts, epoxy, acrylic latex, and polyvinyl acetate bonding agents were observed on bond strength. Three rapid repair materials were as a comparison to bond strength, as well as concrete samples with no bonding agents having dry conditions and saturated surface dry moisture condition. The bonding agents and rapid repair materials were tested in a controlled laboratory environment. Bond strength loss with wait times of 0, 2, 5, 10, and 30 minutes were observed when bonding agents were applied. The laboratory samples were loaded using a direct shear test. Field tests were performed using the same repair materials and bonding agents. When the agents were applied in the field the wait times used were 0, 15, 30, and 45 minutes. 7 day and 5 month pull off tensile tests were performed during the field experiment. The data from both experiments show that when using cement grout bonding agents the high bond strength can be obtained when the repair material is applied within 15 minutes of application of the cement grout, and after 15 minutes bond loss can be expected. Wait time didn't have a significant effect on epoxy and acrylic latex bonding agents as long as they were placed before setting. The polyvinyl acetate agent and repair materials can develop high bond strength in laboratory settings, but when used in the field the bond strengths experience loss. When not using bonding agents in a repair, adequate bond strength can be obtained when using saturated surface dry condition.

Doctor of Philosophy / Department of Civil Engineering / Hayder Rasheed / Recent applications in reinforced concrete columns, including strengthening and extreme loading events, necessitate the development of specialized nonlinear analysis methods to predict the confined interaction domain of axial force, shear, and bending moment in square and slightly rectangular concrete columns. Fiber-reinforced polymer (FRP) materials are commonly used in strengthening applications due to their superior properties such as high strength-to-weight ratio, high energy absorption and excellent corrosion resistance. FRP wrapping of concrete columns is done to enhance the ultimate strength due to the confinement effect, which is normally induced by steel ties. The existence of the two confinement systems changes the nature of the problem. Existing research focused on a single confinement system. Also, very limited research on rectangular sections was found in the literature. In this research, a model to estimate the combined behavior of the two systems in rectangular columns is proposed. The calculation of the effective lateral pressure is based on Lam and Teng model and Mander model for FRP wraps and steel ties, respectively. The proposed model introduces load eccentricity as a parameter that affects the compression zone size, and in turn the level of confinement engagement. Full confinement corresponds to zero eccentricity, while unconfined behavior corresponds to infinite eccentricity. The model then generates curves for eccentricities within these boundaries. The numerical approach developed has then been extended to account for shear interaction using the simplified modified compression field theory adopted by AASHTO LRFD Bridge Design Specifications 2014. Comparisons were then performed against experimental data and Response-2000, an analytical analysis tool based on AASHTO 1999 in order to validate the interaction domain generated. Finally, the developed models were implemented in the confined analysis software “KDOT Column Expert” to add FRP confinement effect and shear interaction.

Master of Science / Department of Civil Engineering / Hayder Rasheed / The importance of the analysis of circular columns to accurately predict their ultimate confined capacity under shear-flexure-axial force interaction domain is recognized in light of the extreme load event imposed by the current AASHTO LRFD specification. In this study, various procedures for computing the shear strength are reviewed. Then, the current procedure adopted by AASHTO LRFD 2014, based on the simplified modified compression field theory, is evaluated for non-presetressed circular concrete bridge piers. This evaluation is benchmarked against experimental data available in the literature and against Response 2000 freeware program that depicts interaction diagrams based on AASHTO 1999 requirements. Differences in results are discussed and future improvements are proposed. A new approach is presented to improve the accuracy of AASHTO LRFD calculations. The main parameters that control the cross section shear strength are discussed based on the experimental results and comparisons.

Doctor of Philosophy / Department of Civil Engineering / Mustaque A. Hossain / Tack coat is a thin layer of asphaltic material used to bind a newly-placed lift of hot-mix asphalt (HMA) pavement to a previously-placed lift or a new HMA overlay/inlay and existing pavement. The purpose of a tack coat is to ensure that a proper bond occurs so that traffic loads are carried by the entire HMA structure. Proper bonding exists when HMA layers act as a monolithic structure, transferring loads from one layer to the next. This depends on appropriate selection of tack coat material type and application rate, and is essential to prevent slippage failure and premature cracking in the wearing surface. This study focuses on development of a three-dimensional finite element (FE) model of HMA pavement structure in order to assess HMA interface bonding. The FE model was constructed using commercially available ABAQUS software to simulate an Accelerated Pavement Testing (APT) experiment conducted at the Civil Infrastructure Systems Laboratory (CISL) at Kansas State University. Mechanistic responses measured in the CISL experiment, such as localized longitudinal strain at the interface, were used to calibrate the FE model. Once calibrated, the model was used to predict mechanistic responses of the pavement structure by varying the tack coat property to reflect material characteristics of each application. The FE models successfully predicted longitudinal strains that corresponded to APT results.

Master of Science / Department of Civil Engineering / Hani Melhem / Researchers have been compiling lists of key factors the presence or absence of which have determined the success or failure of projects. Early researches of critical success factors were largely theory based; subsequent researches employed the use of statistics and continuously refined methods like neural network and the analytical hierarchy process. Over the passage of time, the focus has narrowed down from broad generalization of ‘projects’ to ‘project classes’. The thesis can be broadly divided into three components. First Component: The first component (Chapter 1, 2, and 3) leads an insight into the basic concept of success factor studies, and the empirical frameworks adopted for identification of critical success factors. The second and the third component, comprises literature review and original research, respectively. These components pertain to success factor studies of construction projects, and are introduced as below. Second Component: The second component (Chapter 4: Review Component) sets out to choose from among a treasure of resources on construction projects, three such state of the art works that can best explain the progress in search of success factors over a period of the foregoing 25 years. After discussing each work in detail, the reader’s attention is drawn to a collective discussion, and summary towards the end of the Review Component. The review includes the following works: (1) Pinto and Covin, 1989, (2) Ashley et al., 1987, and (3) Kog and Loh, 2011. Pinto and Covin (1989) endeavored to set aside the convenient research trend of treating all project types (Manufacturing, R&D, Construction etc.) as similar. It was felt that management practitioners considered the generalized project management prescriptions offered by researchers as mostly inapplicable to the unique situations posed by their respective classes of projects. Stepwise regression analysis was employed to seek separate sets of CSFs for construction and R&D projects. The choice of these two project types was made as they apparently lied on opposite ends of the spectrum of characteristics. The phases of project lifecycle considered for determining CSFs were conceptualization, planning, execution, and termination. It was concluded that though identification of a set of general critical success factors has some benefits for both academics and practitioners, strict adherence to them would not necessarily ensure project success. It was proved that every project type offers its own set of problems, and that these vary over a project’s lifecycle. The review briefly touches upon the work of Ashley et al. (1987) so as to lead an insight into yet another methodology adopted by CSF researchers. This study views project success from the project managers’ perspective for the owner and contractor organizations they works for, and does not take into consideration the view point of other professionals working for owner, contractor and consultant organizations. Hypothesis testing was employed to find those factors that exhibited strong statistical difference while going from average to outstanding projects. Kog and Loh (2011) studied a possible dissimilarity between CSFs pertaining to different components of construction projects: (1) civil works, (2) architectural works, and (3) mechanical and electrical works. Using the Analytical Hierarchy Process the CSFs were compared separately for the objectives of budget, schedule, quality, and overall performance. They concluded that, on the whole, markedly distinct sets of factors were perceived as crucial by professionals associated with these three components. Apart from their varying job descriptions, the divergence in views of professionals was interpreted to be an outcome of the different frames of time that they mostly work in. While a major portion of civil and structural works would be undertaken in early project-life, mechanical and electrical works, and architectural works would be initiated later in the project’s life. For the three components of construction projects (C&S: civil & structural, M&E: mechanical & electrical, and architectural works), the highest correlation of views was seen to exist between the C&S and M&E, while the lowest was always that between the M&E and the architect. This trend remained the same whether the goal of overall performance or any of the three objectives were taken into consideration. Third Component: The thesis terminates with the original work (Research Component: Chapter 5) conducted by the author in the light of Chua et al. (1999) that had attempted, though very briefly, to distinguish between CSFs for different organizations involved in construction projects. Because the survey sample of Chua et al. (1999) was quite small, the researchers referred to their findings regarding organization-based CSFs as inconclusive. It was suggested that further research be conducted in this regard. Addressing these recommendations, the ‘Research Component’ has differentiated the CSFs based on organizational backgrounds of project participants: consultants, contractors, and project management organizations. Spearman’s test on overall rankings of 40 significant factors results in a highest level of correlation between the managers and contractor personnel (rs=0.54), followed by that between the managers and the consultants (rs=0.50), and a least correlation between the contractor personnel and the consultants (rs=0.19). Managers not only maintain a significant presence on the site with the contractors, but also coordinate with the consultants regarding any design-construction issues that arise more than often during project execution: No wonder why their pivotal position helps the managers to establish a higher understanding with both contractor personnel and consultants. The lowest correlation of views between the contractor personnel and the consultants arise from the spot on difference between their workspace environments. Whereas the contractor personnel operate in the field, the consultants are mostly restricted to their design offices.

Master of Science / Department of Civil Engineering / Mustaque Hossain / Because of recent rises in asphalt binder prices, state agencies and contractors are now willing to use higher volumes of reclaimed asphalt pavement (RAP). In this project, the effects of increasing RAP percentage and using fractionated RAP (FRAP) in hot-mix asphalt (HMA) mixtures have been studied. Fractionation involved processing and separating of RAP materials into at least two sizes, typically a coarse fraction and a fine fraction. This study evaluated the effects of increasing the proportions of RAP and FRAP on moisture resistance, rutting, and fatigue cracking of Superpave mixtures. Furthermore, the effect of using different sources of RAP in the mix has been investigated. HMA mixtures with five varying RAP and FRAP contents (20, 30, and 40% RAP, and 30 and 40% FRAP) were studied. The Hamburg wheel-tracking device (HWTD) test (TEX-242-F), the Kansas standard test method no. 56 (KT-56), or modified Lottman test, and the dynamic modulus test (AASHTO TP: 62-03) were used to predict moisture damage, rutting potential, and fatigue cracking resistance of the mixes. HMA specimens were made based on Superpave HMA mix design criteria for 12.5-mm (1/2-inch) nominal maximum aggregate size (NMAS) and compacted using the Superpave gyratory compactor. For the first source of RAP, results of this study showed that although mixture performance declined as the percentage of RAP increased, mixtures with even 40% RAP met minimum performance requirements. The second source of RAP, however, almost failed to meet minimum requirements even at 20% RAP. Results proved the maximum percentage of RAP allowed in the mix is highly influenced by its source. Although some improvements have been observed, especially for the second source of RAP, when RAP is compared to FRAP, FRAP does not seem to considerably affect performance of the HMA mixture.

Master of Science / Department of Civil Engineering / Robert J. Peterman / An experimental testing program was conducted at Kansas State University (KSU) to test the bond characteristics of various 5.32-mm-diameter steel wires and smaller diameter (less than 0.5 in.) strands used in prestressed concrete railroad ties. A total of 13 wires and six strands produced by seven different steel manufacturers were used during this testing. Since no wire bond pullout test currently exists, one was developed and its validity tested. This un-tensioned pullout test could serve as a quality control test similar to the standard test for strand bond (ASTM A1081) that has been developed for pretensioned strands. This strand test is currently not verified for strands less than 0.5-in. in diameter, so the procedure was also scrutinized using strands common in the concrete railroad tie industry. Some of the wires and strands contained surface indentations. It is generally accepted that indentations in the reinforcements improve the bond between the steel and concrete. To further complicate the issue, reinforcements with different surface conditions (rust, oils, lubricants) are allowed to be used in the concrete ties which further affects the bond quality of the reinforcements. However, no standardized indentation patterns (shape, size, depth of indent, etc.) or surface conditions (degree of rusting, amount of surface lubricants, etc.) are utilized by all wire and strand manufacturers. Thus, the corresponding bond behavior of these different reinforcements when placed in various concrete mixtures, in terms of average transfer lengths and typical variations, is essentially unknown. The purpose of this testing program was to develop (in the case of wires) or verify/develop (in the case of strands) a pullout testing procedure predictive of the reinforcement’s bond performance in a prestressed application. The test should be relatively inexpensive, demonstrably repeatable, and easily reproducible. Results from the un-tensioned pullout tests were compared to transfer length measurements from accompanying pretensioned concrete prisms in the lab. Additionally, pullout tests and transfer length measurements were obtained at an actual concrete railroad tie manufacturing plant. The obtained data was compared to the lab data and analyzed to further understand the relationship between un-tensioned pullout tests and pretensioned concrete members.

Master of Science / Department of Civil Engineering / Kyle A. Riding / When transverse cracks meander there is a high possibility for transverse cracks to meet at a point and connect to another transverse crack, creating a Y-crack. Y-cracks have been blamed for being the origin of punchouts and spallings in CRCPs. When the direction of maximum principal stress changes, it could cause a change in the crack direction, potentially forming a Y-crack. Finite Element Models (FEMs) were run to model the change in principal stress direction based on design and construction conditions. The finite element model of CRCP using typical Oklahoma CRCP pavement conditions and design was assembled. The model included the concrete pavement, asphalt concrete subbase, and soil subgrade. The effect of areas of changed friction on the direction of principal stress was simulated by considering a patch at the pavement-subbase interaction. Investigated factors related to this patch were location of patch, friction between patch and subbase, and patch size. Patches were placed at two different locations in the pavement: a patch at the corner of the pavement and a patch at the longitudinal edge between pavement ends. A change in the friction at the corner had a large effect on the stress magnitude and direction of principal stress, while a patch in the middle did not significantly change the stress state. Also, patch size had a noticeable effect on stress magnitude when the patch was at the corner. Another model was developed to understand the effect of jointed shoulder on direction of maximum principal stress. Analysis of this model showed that the stresses were not symmetric and changed along the width of the pavement. This meandering pattern shows a high potential for Y-cracking. Also, several finite element models were run to understand the effects of different shrinkage between mainline and shoulder. In order to simulate the effects of the differential drying shrinkage between the hardened mainline concrete and the newly cast shoulder, different temperature changes were applied on the mainline and shoulder. For these models, the orientation of the maximum principal stress was not significantly changed from different amounts of temperature decreases between mainline and shoulder. Also, effect of different longitudinal steel percentages was investigated by comparing two finite element models with different steel percentage. The model with higher steel percentage (0.7%) indicated more variation in stress, potentially leading to more crack direction diverging.

Master of Science / Department of Civil Engineering / Robert J. Peterman / Concrete box culvert floor slabs are known to have detrimental effects on river and stream hydraulics. Consequences include an aquatic environment less friendly to the passage of fish and other organisms. This has prompted environmental regulations restricting construction of traditional, four-sided box culvert structures in rivers and streams populated by protected species. The box culvert standard currently used by the Kansas Department of Transportation (KDOT) is likely to receive increased scrutiny from federal and state environmental regulators in the near future. Additionally, multiple-cell box culverts present a maintenance challenge, since passing driftwood and debris are frequently caught in the barrels and around cell walls. As more structures reach the end of their design lives, new solutions must be developed to facilitate a more suitable replacement. Since construction can cause significant delays to the traveling public, systems and techniques which accelerate the construction process should also be considered. This thesis documents development of a single-span replacement system for box culverts in the state of Kansas. Solutions were found using either a flab slab or the center span of the KDOT three-span, haunched-slab bridge standard. In both cases, the concrete superstructure is connected monolithically with a set of abutment walls, which sit on piling. The system provides an undisturbed, natural channel bottom, satisfying environmental regulations. Important structural, construction, maintenance, and economic criteria considered during the planning stages of bridge design are discussed. While both superstructural systems were found to perform acceptably, the haunched section was chosen for preliminary design. Rationale for selection of this system is explained. Structural modeling, analysis, and design data are presented to demonstrate viability of the system for spans ranging from 32 to 72 feet. The new system is expected to meet KDOT’s needs for structural, environmental, and hydraulic performance, as well as long-term durability. Another option involving accelerated bridge construction (ABC) practices is discussed.