Forensic Investigation of Ultra-Thin Whitetopping Failures in Taiwan

This paper addresses the causes of the premature failures observed on newly constructed ultra-thin whitetopping (UTW) sections. The key factors contributing to premature failure were high pouring temperature and an insufficient underlying asphalt layer. Severe cracking and deep rutting were observed on sections placed during the daytime when the weather was hot and dry. Pouring temperature was even more critical when river gravel aggregate was used because it has a high thermal coefficient of expansion. Also, a low water-cement ratio magnified the effect of thermal cracking at high pouring temperature. On the basis of field results, it was found that the use of high-strength concrete should be discouraged when the pour temperature is high, since high shrinkage and premature cracking can result. It was concluded that the deep rutting was caused by the pumping of fines from the underlying base layer, in locations where there was no erosion-resistant asphalt layer. Sections poured at temperatures below 30°C with 100?mm of underlying asphalt performed well, and those two criteria are recommended for future UTW application.     

Field and Lab Investigations of Prematurely Cracking Pavements

A forensic study was conducted to identify the cause of the premature cracking on three recently completed projects that were built with the same design. Nondestructive [ground penetration radar, falling weight deflectometer (FWD), GeoGauge, and Portable FWD], nuclear density gauge, dynamic cone penetration, and extensive laboratory tests were performed. It was found that the initial stiffness of the treated base was found to be excessively high by FWD backcalculation. Some sections of the backcalculated base moduli were over 20.7?GPa. This indicates that the layer is excessively brittle for a base material, similar to lean concrete. Six specimens (that were made without a mellowing period) exhibited cracks. There was no cracking for six specimens that had two days of mellowing. It was concluded that the culprit of the transverse cracking in the main lanes was the shrinkage of lime treated base layers. The longitudinal cracks are related to the edge drying and the transverse cracks are related to the insufficient mellowing period. Based on the findings of this study, the District implemented a 2-day mellowing period for Quicklime treated caliche base. Three newly constructed pavements (age 8, 5, and 2?months) were surveyed. No cracking can be observed so far, and the District thinks the cracking problem has been mitigated by the 2-day mellowing period. Without the mellowing period, cracking had normally occurred 1?to?2?months after construction..     

Forensic Study of Warranty Project on US82

This forensic study is unique in that it involves a pavement warranty specification. Extensive field and laboratory testing was conducted to determine the cause(s) of longitudinal cracks observed on the surface. Four trenches were cut and removed to allow more testing on top of each pavement layer. The tests found that the stiffness of the foamed asphalt base is higher than that of a typical flexible base. However, the subgrade modulus is low compared with the average subgrade modulus in Texas. Water seeped into two trenches (dug into the road where there were surface cracks) within 20 min of digging. No water was observed in the other two trenches, where there were no surface cracks. The two trenches with surface cracks have lower base density and higher base moisture content than the two with no surface cracks. Based on observations of the trenching and coring operations, the same surface cracks have been detected in the base layer. Cracks up to 150 mm into the base layer have been observed. Although cracks have been observed in the base (and they can be related to lower stiffness and higher falling weight deflectometer deflections), it is difficult to determine if the cause of surface cracks is due to the base layer alone. It is difficult to prove if the layer is responsible for the failure, except by properties listed in the specification. One faulty pavement layer can easily cause the failure of other layers. For warranty purposes, layer-specific failure criteria should be clearly outlined. The base did not meet the gradation specification. The field material was substantially finer than specified. While some specifications may have been violated, there is little evidence to show that the cause of the longitudinal cracking is primarily related to the foamed-asphalt-stabilized base.     

Forensic Evaluation of Premature Failures of Texas Specific Pavement Study–1 Sections

The Specific Pavement Study–1 pavement test section on US281 in south Texas comprise the largest Strategic Highway Research Program experimental site in the United States. The project was opened to traffic in 1997, and performance has been poor. Three of these test sections developed deep rutting within 1 year. Their surfaces were milled to restore ride quality. Three years after construction, 14 of the sections had 10 mm or more rutting. A forensic study was initiated by the Texas Department of Transportation to identify the cause of the problem. Nondestructive testing was conducted with both the falling weight deflector and ground penetrating radar. No structural problems were detected with either device, both indicating that the base and subbase layers were strong. A field investigation was initiated; the original plan was to cut nine trenches, however, after four trenches were cut, the problematic layer was identified and the trenching operation was terminated. Dynamic cone penetrometer, stiffness gauge, seismic pavement analyzer, and nuclear density gauge tests were then conducted on top of the base and subgrade layers. The trench profiles indicated that the rutting was coming primarily from the top 50-mm (2-inch) asphalt-concrete layer. Asphalt cores were taken from both rutted and nonrutted sections and bag samples of the base were tested in laboratory. The binder was recovered, and the asphalt content and penetration, aggregate gradation, and type were determined. The cause of the problem was traced to a change in aggregate screening, and also an excess of asphalt in the top layer.     

Forensic Investigation of a Sulfate-Heaved Project in Texas

This paper focuses on the cause, possible solutions, and future prevention of pavement heave at a new construction project. We speculated that heaving on the east side of the project was caused by a reaction between the lime stabilizer and minerals in the soil. Because of a difference in soil chemistry, the west side of the project (which was still under construction) did not show evidence of heaving. A forensic investigation was initiated to test our hypothesis. The findings of the investigation concluded that the cause of the heaving on the east side of the road was related to the formation of the expansive mineral, ettringite. Ettringite formed due to the reaction of the lime stabilizer with seams of high sulfate soil on the east side. Laboratory testing did not find any effective stabilizer for the high-sulfate soils on the east side. Therefore, reconstruction would involve removing and replacing the treated layer with a select material that has less than 2,000?ppm sulfates. Test results indicate that there was no threat of sulfate heave on the west side. District personnel had performed the field conductivity tests to evaluate and monitor the concentration of the sulfate content on the remaining project. The treatment of 3%/72-h mellowing period/3% lime treatment was employed on the west side. The whole project has been completed for 1?year and no heave has been observed.     

Results from a Forensic Investigation of a Failed Cement Treated Base

After only 2 months in service, the frontage road of US 290 developed a series of depressions that caused a very poor ride. The main cause of the premature failure was attributed to disintegration of the cement treated base (CTB) layer. This was attributed to two primary factors: (1) a very coarse gradation of the aggregate used in the CTB layer which produced a mix that was prone to segregation during placement; and (2) the CTB layer was placed in two lifts, which were not well bonded together. Another contributing factor was the lack of bond between the CTB and the hot mix asphalt (HMA) surface layer. Secondary factors include high air voids in the HMA layer and low HMA layer thickness. The material, when prepared carefully in the lab at the design cement content, passed the strength requirement of 2.07?MPa. But this coarse mix appears to have been difficult to place correctly in the field. The coarsely graded aggregate used on this project appears to be prone to segregation, either during placement or compaction. The ground penetration radar results (with confirmation by core samples) indicated that most of the problems were at the bottom of the upper CTB lift. The CTB was placed in two lifts and very poor condition was found between the two CTB layers. This problem was coupled with a thin, porous, and poorly bonded HMA layer that permitted moisture to enter the CTB layer. Similar failures have also been reported recently on other CTB projects in Houston.     

Assessment of Use of Automated Distress Survey Methods for Network-Level Pavement Management

The pavement network represents a visible and expensive component of a highway agency’s total transportation investment and, thus, requires proper management. Historically, the agencies managing these investments have relied on manual distress surveys carried out by personnel who drive the network and provide subjective condition assessments. Surveys completed by a highly instrumented vehicle driven at standard travel speeds have become a viable alternative. Questions regarding accuracy and consistency with existing survey protocols still remain with these automated survey methods. This paper reports on the findings from a study to evaluate automated distress surveys. Vendors and manual survey teams have evaluated the distresses along a test loop in North Carolina using two survey protocols: (1)?an agency’s standard network level survey, and (2)?the long-term pavement performance survey. Communication between the vendor and agency is the single most important factor that allows for the proper utilization of automated surveys for network-level surveys. For best results, agencies considering using automated methods may wish to utilize an initial test loop to calibrate the automated distress results.     

Forensic Investigation of Pavement Premature Failure due to Soil Sulfate-Induced Heave

Current practice does not recommend stabilizing high sulfate-bearing soils using calcium-based stabilizers due to high potential swell and low retained unconfined compressive strength. In this technical note, a series of tests has demonstrated that a combination of lime and fly ash (Class F) proved to be the most suitable stabilizer for a high sulfate-bearing soil, and a combination of lime and slag seemed to be the most effective stabilizer for a moderate sulfate-bearing soil in terms of retained unconfined compressive strength and three-dimensional free swell potential.     

Detailed Forensic Investigation and Rehabilitation Recommendation on Interstate Highway-30

The main objective of this study is to identify the cause of the punchouts observed on Interstate Highway 30 (IH-30), and to identify possible rehabilitation alternatives. Several nondestructive tests, as well as coring and trenching, were conducted in both distressed and nondistressed areas. Middepth horizontal cracks were found during routine repair and by the trenching performed in this study. It is believed that due to temperature variation at an early stage, horizontal cracks developed at the middepth interface between the steel and concrete. The truck traffic caused the horizontal cracks to deteriorate further. Repetitive truck traffic and thermal loading forced the concrete to crack vertically from the middepth where there were horizontal cracks. The closely spaced transverse and longitudinal cracks, along with the delamination, caused punchouts. Although the problem is not imminent, an immediate seal plus a 75 mm heavy-duty stone matrix asphalt (SMA) overlay will probably provide the most cost-effective remedy for this section of IH-30. Existing distressed areas should be repaired before the rehabilitation. To slow the deterioration, the district should use a latex modified chip seal or asphalt rubber seal (AC15-5TR) followed by a 75 mm heavy duty SMA. This is to provide bonding between the concrete and SMA overlay. If the district chooses to do nothing at this time, it will become costly in 2–3 years if current environmental and traffic conditions hold. The cost to repair a severely deteriorated continuously reinforced concrete pavement (CRCP) would be several times more than the 75 mm heavy duty SMA overlay.     

Prediction of Permanent Deformations in Pavements Using a High-Cycle Accumulation Model

The present paper discusses the application of a high-cycle accumulation (HCA) model originally developed for sand for the prediction of permanent deformations in an unbound granular material (UGM) used for base and subbase layers in pavements. Cyclic triaxial tests on precompacted samples of an UGM have been performed in order to validate and calibrate the model. The stress amplitude, the initial density, and the average stress were varied. The test results are compared to those of air-pluviated samples of sand (subgrade material). Some significant differences in the behavior of both materials under cyclic loading are outlined. It is demonstrated that the functions describing the intensity of accumulation can be maintained for an UGM with different material constants, but that the flow rule must be generalized in order to describe the anisotropy. Recalculations of the laboratory tests show a good prediction of the modified HCA model.     

Longitudinal Cracking Distress on Continuously Reinforced Concrete Pavements in Illinois

The Illinois Department of Transportation (IDOT) initiated a failure investigation to determine the distress mechanisms causing premature longitudinal cracking on continuously reinforced concrete pavements (CRCP) on several Illinois interstates. The longitudinal cracking approximately followed the embedded reinforcement steel and occurred in both the driving and passing lanes. In this paper, the results from field visual surveys, coring, and petrographic analyses are reported along with a review of archival construction and material records of the distressed CRCP sections. A laboratory forensic study was also performed on several field extracted slabs. The results of the field and laboratory investigation show the cracking was not initiated by steel corrosion, deleterious reactions in the concrete materials, or an inadequate structural design. Rather, the cracking is related to settlement of the steel bars in the concrete. Settlement cracking is conventionally thought to occur only in concrete slabs and decks with plastic (high slump) concrete and small values of bar cover depth, while the studied CRCP sections have large values of cover depth and were cast with stiff (low slump) concrete. The settlement was likely caused by the relative settlement of heavy steel bars (22?mm diameter) within the lower density concrete during the original CRCP construction. The technique of placing the steel bars in the fresh concrete (called tube-feeding) further contributed to the development of this distress, and this practice is no longer employed by IDOT.     

Effect of Design and Site Factors on the Long-Term Performance of Flexible Pavements

Results are presented from a study to evaluate the relative influence of design and site factors on the performance of in-service flexible pavements. The data are from the SPS-1 experiment of the Long-Term Pavement Performance program. This experiment was designed to investigate the effects of HMA surface layer thickness, base type, base thickness, and drainage on the performance of new flexible pavements constructed in different site conditions (subgrade type and climate). Base type was found to be the most critical design factor affecting fatigue cracking, roughness (IRI), and longitudinal cracking (wheel path). The best performance was shown by pavement sections with asphalt treated bases (ATB). This effect should be interpreted in light of the fact that an ATB effectively means a thicker HMA layer. Drainage and base type, when combined, also play an important role in improving performance, especially in terms of fatigue and longitudinal cracking. Base thickness has only secondary effects on performance, mainly in the case of roughness and rutting. In addition, climatic conditions were found to have a significant effect on flexible pavement performance. Wheel path longitudinal cracking and transverse cracking seem to be associated with a wet-freeze environment, while nonwheel path longitudinal cracking seems to be dominant in a freeze climate. In general, pavements built on fine-grained soils have shown the worst performance, especially in terms of roughness. Although most of the findings from this study support the existing understanding of pavement performance, they also provide an overview of the interactions between design and site factors and new insights for achieving better long-term pavement performance.     

Implementation of a Critical State Two-Surface Model to Evaluate the Response of Geosynthetic Reinforced Pavements

A finite-element model was developed using ABAQUS software package to investigate the effect of placing geosynthetic reinforcement within the base course layer on the response of a flexible pavement structure. A critical state two-surface constitutive model was first modified to represent the behavior of base course materials under the unsaturated field conditions. The modified model was then implemented into ABAQUS through a user defined subroutine, UMAT. The implemented model was validated using the results of laboratory triaxial tests. Finite-element analyses were then conducted on different unreinforced and geosynthetic reinforced flexible pavement sections. The results of this study demonstrated the ability of the modified critical state two-surface constitutive model to predict, with good accuracy, the response of the considered base course material at its optimum field conditions when subjected to cyclic as well as static loads. The results of the finite-element analyses showed that the geosynthetic reinforcement reduced the lateral strains within the base course and subgrade layers. Furthermore, the inclusion of the geosynthetic layer resulted in a significant reduction in the vertical and shear strains at the top of the subgrade layer. The improvement of the geosynthetic layer was found to be more pronounced in the development of the plastic strains rather than the resilient strains. The reinforcement benefits were enhanced as its elastic modulus increased.     

FLORA: New Forensic Schedule Analysis Technique

While various factors such as float ownership, logic change, and resource allocation (FLORA) affect results of delay analysis, existing delay analysis techniques tend to ignore most if not all of them. To address this insufficiency this paper proposes a new schedule analysis technique called FLORA that simultaneously captures the dynamics of float, logic, and resource allocation in its analyses. FLORA analyzes not only the direct impact of a delay but also its “secondary” effect. The analysis process follows ten rules that are flexible and customizable. A case study is employed to illustrate its application. FLORA yields different and more reasonable outcomes compared to the window analysis technique. Each single analysis may also yield different or even conflicting results. By properly dealing with the current issues of schedule analysis, FLORA can be more reliable. Practitioners may readily accept its analyses and outcomes because they are able to specify, modify, and consent to the rules for schedule analysis to fit into a specific context in advance. Researchers may further evaluate the impacts of different factors on delay responsibility or apply FLORA to real projects to assess its strengths, weaknesses, and potential improvements.     

Evapotranspiration Adjustment Factors in Florida

Actual evapotranspiration (ET) is commonly estimated at daily time intervals as the product of a crop coefficient and a reference-crop evapotranspiration (ET0) that is calculated by using a daily time step. When subdaily time steps are used, crop coefficients must be multiplied by adjustment factors to account for the discrepancy between ET0 calculated by using daily and subdaily time steps. These adjustment factors depend on the method used to calculate ET0. By using the ASCE and FAO-56 Penman-Monteith methods with data from several meteorological stations in Florida, the ASCE equation is shown to be preferable for all locations and seasons because it requires the least adjustment to the crop coefficient when 15-min and 1-h time steps are used. The required adjustment factors depend on location and season, are greatest in the summer, and are approximately the same for 15-min and 1-h time steps. A comparative evaluation between daily ET0 and values of potential evapotranspiration (PET) provided by three public databases shows that PET estimates should generally not be used as substitutes for ET0, because the relationship between PET and ET0 varies significantly with location and season. For all locations and seasons considered in this study, daily ET0 agrees most closely with the PET given by the Florida Automated Weather Network.     

Method for Forensic Analysis of Residential Floor-Elevation Data

An analysis of the levelness of three residential floor slabs constructed on-grade in the Phoenix, Arizona, metropolitan area is presented. The slabs were built using typical methods by a trade subcontractor for a large production builder in different subdivisions. Measurements of the elevation of the floor slabs were made at 0.3 m (1 ft) spacing across the entire surface of all three slabs within the first week after concrete placement. The resulting elevation data were then used as input in several different analytical techniques, including the maximum elevation difference, maximum slope, FL local, and FL. Special consideration was given to the sample size effects and the repeatability of the results for different samples. All of these methods were found to exhibit dependency on sample size or location, leading to undesirable characteristics. An analysis based on the three-standard-deviation range of the elevation measured from a sample of about 80 points widely spread across the surface of the slab is shown to provide an effective balance for the minimization of both sampling and nonsampling error terms.     

Estimating Reference Evapotranspiration with Minimum Data in Florida

Reference evapotranspiration estimation methods that require minimal data are necessary when climatic data sets are incomplete, inaccurate, or unavailable. This study was conducted to evaluate temperature-based reference evapotranspiration methods in Florida. Using reference evapotranspiration estimates using satellite-derived radiation as the standard for comparison, the “reduced-set” Penman-Monteith, Hargreaves, and Turc equations were evaluated using monthly temperature data from 72 weather stations in Florida. The reduced-set Penman-Monteith equation requires maximum and minimum temperature only and uses recommended methods to estimate radiation, humidity, and wind speed. The reduced-set Penman-Monteith and Hargreaves equations were found to overestimate reference evapotranspiration while the Turc equation neither overestimated nor underestimated. The reduced-set Penman-Monteith equation showed greatest error in coastal stations while the Hargreaves equation showed greatest error at inland and island locations. In the absence of regionally calibrated methods the Turc equation is recommended for estimating reference evapotranspiration using measured maximum and minimum temperature and estimated radiation in Florida.     

Forensic Examination of a Noncomposite Adjacent Precast Prestressed Concrete Box Beam Bridge

On the evening of December 27, 2005 the fascia beam supporting the east side parapet wall of the third span of the Lake View Drive Bridge failed under the action of dead load. To gain insight into the potential causes of the failure a series of forensic analyses were conducted on the beams decommissioned from the bridge. The study correlates external observations of surface condition with internal chloride profile, depth of carbonation, and existing corrosion. The forensic investigation indicated that strand cover was reduced due to the construction methods of the time. The chloride level in the concrete at the lower layer of strands was high enough that corrosion would be expected. Chloride attack was identified to have come from the leakage of water between beams from the bridge deck surface above. Based on the research findings recommendations are made for visual inspection, and guidelines are provided for condition rating of noncomposite prestressed concrete box beam bridges.     

Hurricane Mitigation of the Florida House Learning Center

The present study aims at investigating the applicability of the Florida Building Code (FBC) wind provisions and demonstrating benefits of the shuttering on the openings in the Florida House Learning Center, a unique demonstration structure with a large number of windows and sliding glass doors. The wind analysis of the building was performed according to the FBC on the currently existing structure with no hurricane shutters and on the strengthened structure with hurricane shutters added to all openings. It was found that wind pressures on walls and roofs for the unshuttered Florida House structure decreased by 0–95% due to the addition of hurricane shuttering. The reduction of the design forces for wall studs, anchor bolts, and uplift varies from 0 to 38% due to the addition of shutters. The only reason for wind pressure differences on the shuttered and unshuttered Florida House structure was the difference between the internal pressures on the “enclosed” and “partially enclosed” buildings, respectively. The significant hurricane mitigation effects of hurricane shutters on the Florida House hurricane vulnerability is demonstrated through the comparison of wind analysis between the shuttered and unshuttered structure.