The corrosion protection service life extension provided by epoxy-coated reinforcement (ECR) was determined by comparing ECR and bare bar from 10 bridge decks built between 1981 and 1995. The objective was to determine the corrosion protection service life time extension provided by ECR field specimens with various degrees of coating adhesion: disbonded, partially disbonded, and wholly bonded coatings. The size and length distributions of cracks in Virginia bridge decks were investigated to assess the frequency and severity of cracks. Correlation of cracks with chloride penetration was used to characterize the influence of cracking on deck deterioration. Cracks influence the rate of chloride penetration, but the frequency and width distributions of cracks indicate that cracks are not likely to shorten the overall service life of most bridge decks in Virginia. Altogether, 141 drilled cores, 102 mm (4 inches) in diameter, were employed in this study. For each of the decks built with ECR, 10 to 12 cores were drilled through a top reinforcing bar adjacent to the previous study core locations. In addition, approximately 3 cores were drilled through a top reinforcing bar at a surface crack location. Laboratory testing involved nondestructive monitoring using advanced electrochemical techniques to periodically assess the corrosion state of the steel bars during cyclic exposure to chloride-rich solution over 22 months of treatment. Time of corrosion initiation and time of cracking (where applicable), as well as chloride content of the concrete before and after treatment, were used in the analysis. Less than 25 percent of all Virginia bridge decks built under specifications in place since 1981 is projected to corrode sufficiently to require rehabilitation within 100 years, regardless of bar type. The corrosion service life extension attributable to ECR in bridge decks was found to be approximately 5 years beyond that of bare steel. / Ph. D.

Infrastructure management must move from a perspective that may singularly emphasize facility condition assessment to a broader view that involves nonphysical factors, which may substantially impact facility performance and shorten its service life. Socioeconomic, technological, regulatory, and user value changes can substantially increase the service expectations of existing facilities. Based on a theoretical framework drawn from prior work, this research develops a new approach to model infrastructure performance and assess factors that influence the remaining service life of highway bridges. Key parameters that impact the serviceability of highway bridges are identified and incorporated into a system dynamics model. This platform supports parametric scenario analysis and is applied in several cases to test how various factors influence bridge service life and performance. This decision support system provides a new approach for modeling serviceability over time and gives decision-makers an indication of: (a) the gap between society's service expectations and the service level provided and (b) the remaining service life of a highway bridge. / Ph. D.

A model to determine the time to first repair and subsequent rehabilitation of concrete bridge decks exposed to chloride deicer salts that recognizes and incorporates the statistical nature of factors affecting the corrosion process is developed. The model expands on an existing deterministic model using statistical computing techniques, including resampling techniques such as the parametric and simple bootstrap. Emphasis was placed on the diffusion portion of the diffusion-cracking model, but advances can be readily included for the time for corrosion deterioration after corrosion initiation. Data collected from ten bridge decks built in Virginia between 1981 and 1994 was used to model the surface chloride concentration, apparent diffusion coefficient, and clear cover depth. Several ranges of the chloride corrosion initiation concentration, as determined from the available literature, were investigated. The time to first repair and subsequent rehabilitation predicted by the stochastic model is shorter than the time to first repair and subsequent rehabilitation predicted by the deterministic model, but is believed to more accurately reflect the true nature of bridge deck deterioration. The model was validated using historical service life data for 129 bridge decks built in Virginia between 1968 and 1972. The time to rehabilitation predicted for the set of bridge decks built between 1981 and 1994 by the stochastic model was approximately 13 years longer than the normalized time to rehabilitation projected for the bridge decks built between 1968 and 1972 using historical data. The increase in time to rehabilitation for the newer set of bridge decks was attributed to a reduction in the specified maximum water/cement ratio and increase in clear cover depth. / Master of Science

The transportation engineering community of the United States faces a tremendous problem: the gradual deterioration of the nation's bridges. A major component of the overall bridge deterioration problem is the corrosion-induced deterioration of reinforced concrete bridge components that are exposed to de-icing salts. The progression of events resulting from corrosion of the reinforcing steel includes cracking, delamination, spalling, and patching of the surface concrete. Bridge components reach the end of their functional service life when the level of damage warrants rehabilitation. The objective of this study was to determine the end of functional service life for concrete bridge decks, piers, and abutments by quantifying terminal levels of physical damage. The approach for quantifying terminal damage levels involved obtaining recommendations from state Department of Transportation (DOT) bridge engineers via an opinion survey. A field study of 18 existing concrete bridges that had been designated for rehabilitation was conducted to develop concrete bridge component maps showing areas of physical damage. Deck damage maps were produced using a ground-based photogrammetry system developed in this study, while pier and abutment damage maps were drawn by hand in the field. Survey Kits based on the component damage maps were distributed to bridge engineers in 25 states that use de-icing salts. The engineers evaluated the maps and recommended when each component should be, or should have been, rehabilitated~ Based on the engineers' responses, linear regression prediction models were developed to relate the recommended bridge component rehabilitation time point to the physical damage level. Based on the prediction models, two viable terminal damage levels for concrete bridge decks, and a partial terminal damage level for concrete bridge piers, were quantified. / Master of Science

Due to the increasing rate of deterioration of concrete bridges caused by exposure to chlorides, it has become apparent that effective protection methods need to be employed which will prevent chlorides from reaching critical contamination within the life of the structure. One method of protection is the application of concrete surface sealers which form water-resistant barriers and reduce chloride intrusion. It is imperative to know how effective sealers are and how long sealers retain their effectiveness in order to plan reapplication and estimate life cycle costs for comparison to other maintenance activities. This research was conducted to predict the service life of concrete sealers for both horizontal and vertical bridge components. As a secondary goal, the use of a rapid, non-destructive Surface Absorption Test (SAT) was investigated as a possible substitute for analyzing the condition of sealers. This was done by comparing SAT results with the standard concrete sampling and chloride analysis technique typically employed. Four sealers were applied to horizontal laboratory specimens (slabs), vertical laboratory specimens (wall sections), and bridges (high-volume and moderate-volume). Control sections were also included in all specimen types. The laboratory specimens were exposed to a 3% NaCl solution for 30 1-week cycles, each cycle being three days of exposure and four days of air drying. Background chlorides and the chloride ion profiles were determined after 10, 20 and 30 cycles of saltwater exposure. The surface absorption test was conducted at various intervals throughout the cycles. The surface absorption test was also used to attempt to measure the traffic wear effect on the field specimens. The results indicate that the two epoxies exhibited very little effectiveness in preventing chlorides from entering the concrete. The silane and siloxane sealers performed much better in the laboratory settings, retaining over 90% reduction of chlorides throughout the test period. A service life model which includes laboratory performance and considers application exposure conditions is suggested. It has been discovered that, at present, surface absorption testing may be used on a limited basis to obtain results which indicate sealer effectiveness, but only if the testing occurs under extremely limited or controlled environments. / Master of Science

Reinforced concrete (RC) bridge decks are exposed to chlorides from deicing salts. Chloride ingress in RC initiates corrosion of the reinforcing steel. The high costs of corrosion have sparked interest in service life design of bridge decks. This thesis characterized the exposure conditions of Virginia, including temperature and surface chloride concentration, as well as Virginia concrete mix properties, including initial chloride concentration and chloride migration coefficient. The service life estimations for a case study bridge in Virginia from three service life models were compared. The first model is based on the fib Bulletin 34 Model Code for Service Life Design, the second is a finite element solution of the fib Bulletin, and the third accounts for a time-, temperature-, moisture-, and concentration-dependent apparent diffusion coefficient. A sensitivity analysis was completed on the three models showing that the most important variables in these models are the aging coefficient and surface chloride concentration. Corresponding life cycle cost analyses were completed for plain and corrosion resistant reinforcing steel. This thesis showed that the error function solution underestimates chloride ingress. The life cycle cost analysis of plain and corrosion resistant reinforcing steels show that overestimation of service life leads to underestimation of life cycle costs. / Master of Science

Doctor of Philosophy / Department of Civil Engineering / Mustaque A. Hossain / Remaining service life (RSL) has been defined as the anticipated number of years that a pavement will be functionally and structurally acceptable with only routine maintenance. The Kansas Department of Transportation (KDOT) has a comprehensive pavement management system, network optimization system (NOS), which uses the RSL concept. In support of NOS, annual condition surveys are conducted on the state highway system. Currently KDOT uses an empirical equation to compute RSL of flexible pavements based on surface condition and deflection from the last sensor of a falling-weight deflectometer (FWD). Due to limited resources and large size, annual network-level structural data collection at the same rate as the project level is impractical. A rolling-wheel deflectometer (RWD), which measures surface deflections at highway speed, is an alternate and fast method of pavement-deflection testing for network-level data collection. Thus, a model that can calculate RSL in terms of FWD first sensor/center deflection (the only deflection measured by RWD) is desired for NOS. In this study, RWD deflection data was collected under an 18-kip axle load at highway speed on non-Interstate highways in northeast Kansas in July 2006. FWD deflection data, collected with a Dynatest 8000 FWD on the KDOT network from 1998 to 2006, were reduced to mile-long data to match the condition survey data collected annually for NOS. Normalized and temperature-corrected FWD and RWD center deflections and corresponding effective structural numbers (SNeff) were compared. A nonlinear regression procedure in Statistical Analysis Software (SAS) and Solver in Microsoft Excel were used to develop the models in this study. Results showed that FWD and RWD center deflections and corresponding SNeff are statistically similar. Temperature-correction factors have significant influence on these variables. FWD data analysis on the study sections showed that average structural condition of pavements of the KDOT non-Interstate network did not change significantly over the last four years. Thus, network-level deflection data can be collected at four-year intervals when there is no major structural improvement. Results also showed that sigmoimal relationship exists between RSL and center deflection. Sigmoidal RSL models have very good fits and can be used to predict RSL based on center deflection from FWD or RWD. Sigmoidal equivalent fatigue crack-models have also shown good fits, but with some scatter that can be attributed to the nature and quality of the data used to develop these models. Predicted and observed equivalent transverse-crack values do not match very well, though the difference in magnitude is insignificant for all practical purposes.

As the U.S. population ages, there is a significant increase in functional impairment, chronic conditions and other age related health concerns. In later life, functional limitations and poor quality of health often lead to the utilization of skilled nursing care in institutional settings. However, older adults often report the desire to age in place even when experiencing health challenges. Therefore, identifying ways to promote aging in place at home as a long-term care option could enhance quality of life. The objective of the study is to examine the impact of home modification and other home and community-based services on the ability of Black older adults to age in place in comparison to Whites. The study utilizes administrative data from the Georgia Money Follows the Person program. The results indicate that race, the use of financial support and the utilization of many services were significant in attaining success in the MFP program.

<p>The built environment usually constitutes a very importantpart of the real capital of a nation and the constructionsector represents more than 10% of the yearly Gross NationalProduct of the industrialised world. The importance of goodplanning of all construction, where the service life of thework is considered, is of great interest and an importantaspect in sustainability considerations. The need for increasedknowledge about degradation of materials, for structuredmethodology, and for working tools for those involved in theplanning process, has resulted in an extensive effort inpre-normative research and standardisation regarding thisfield.</p><p>This thesis presents a discussion on service life planningand the role of the Factor Method in such a work, andespecially, discussion of modification and development of themethodology. In the design process, the need to evaluate theservice life of products is great, and this is a formidableproblem to solve, as the results will depend on both materialproperties and the environment in which the material is placedor used. A practical solution has to be based on a goodknowledge in the field, but also on a sound working strategy,to ensure that different design scenarios can be compared in astandardised or structured way. The Factor Method is apromising working tool for such an evaluation and comparison,but is as such, still more of a methodology, than a method.Examples of the use of the methodology are still very limitedand the method as such, is much discussed by researchers.However, its future will depend on how practical it will be toapply in use. The method is useful to estimate the service lifeof products, based on a known reference service life and anumber of modifying factors that will depend on the conditiondifferences between the specific project and the referencein-use conditions. The required precision of such a methodologyis discussed, especially in the light of inherent distributionin material properties and the fact that often the consequencesof failure are very limited. In such cases, the standardisedFactor Method is considered to be of great use and should giveparties involved a good means for working in a structured andsystematic way.</p>

<p>The built environment usually constitutes a very important part of the real capital of a nation, and the construction sector represents more than 10% of the yearly Gross National Product of the industrialised world. Good planning of all construction is important, and consideration of the service life of the work is of great interest and is a significant aspect of sustainability considerations. The need for more knowledge about degradation of materials, for structured methodology, and for working tools for those involved in the planning process, has resulted in an extensive effort in pre-normative research and standardisation regarding this field.</p><p>This thesis presents a discussion on service life planning and the role of the Factor Method in such work, and especially, discussion of modification and development of the methodology. In the design process, the need to evaluate the service life of products is a great challenge, as the results will depend on both material properties and the environment in which the material is placed or used. A practical solution has to be based on a good knowledge in the field, but also on a sound working strategy, to ensure that different design scenarios can be compared in a standardised or structured way. The Factor Method is a promising working tool for such an evaluation and comparison, but is as such, still more of a methodology, than a method. Examples of the use of the methodology are still very limited, and the method as such, is much discussed by researchers. However, its future will depend upon how practical it will be to apply in use. The method is useful to estimate the service life of products, based on a known reference service life and a number of modifying factors. These factors in turn depend on the conditional differences between the specific project and the reference, in-use conditions. This thesis discusses the required precision of such a methodology, especially in light of inherent distributions in material properties, and the fact that the consequences of failure are often very limited. In such cases, the standardised Factor Method is considered to be quite useful, and should give the parties involved a good means for working in a structured and systematic way. </p>