Field Investigations of Cracking on Concrete Pavements

This paper presents the results of several investigations to identify the underlying causes of longitudinal cracking problems in Portland cement concrete (PCC) pavement. Longitudinal cracking is not intended and detrimental to the long-term performance of PCC pavement. Longitudinal cracking problems in five projects were thoroughly investigated and the findings indicate that longitudinal cracking was caused by: (1) late or shallow saw cutting of longitudinal joints; (2) inadequate base support under the concrete slab; and (3) the use of high coefficient of thermal expansion (CTE) aggregates. When the longitudinal cracks were caused by late or shallow saw cutting of longitudinal joints, cracks developed at a very early stage. However, when there was adequate base support, the longitudinal cracks remained relatively tight even after decades of truck trafficking. Another cause of longitudinal cracking was inadequate base support, and cracking due to this mechanism normally progressed to rather wide cracks. Some cracks were as wide as 57?mm. Evaluations of base support by dynamic cone penetrometer in areas where longitudinal cracks were observed indicate quite weak subbase in both full-depth repaired areas and surrounding areas. This implies that the current requirements for the subbase preparation for the full-depth repair are not adequate. Another cause of longitudinal cracking was due to the use of high CTE aggregate in concrete. Large volume changes in concrete when coarse aggregate with high CTE is used could cause excessive stresses in concrete and result in longitudinal cracking. To prevent longitudinal cracking, attention should be exercised to the selection of concrete materials (concrete with low CTE) and the quality of the construction (timely and sufficient saw cutting and proper selection and compaction of subbase material).     

Application of Graded Finite Elements for Asphalt Pavements

Asphalt paving layers, particularly the surface course, exhibit vertically graded material properties. This grading is caused primarily by temperature gradients and aging related stiffness gradients. Most conventional existing analysis models do not directly account for the continuous grading of properties in flexible pavement layers. As a result, conventional analysis methods may lead to inaccurate prediction of pavement responses and distress under traffic and environmental loading. In this paper, a theoretical formulation for the graded finite element method is provided followed by an implementation using the user material subroutine (UMAT) capability of the finite element software ABAQUS. Numerical examples using the UMAT are provided to illustrate the benefits of using graded elements in pavement analysis.     

Innovative Data Acquisition for Heavily Instrumented Flexible Pavements

A data acquisition program was written to allow independent triggering of multiple test sections of a thin flexible pavement. A total of 129 electronic sensors were installed in 17 test sections and subjected to 2,100 truck passes over several months immediately after construction. The measured strains were highly variable in the thin flexible pavement, but the program was still able to successfully trigger each section independently. The majority of signal processing was also performed within the program, which was written in Lab VIEW 7 Express. This approach significantly reduced the amount of postprocessing effort that would have otherwise been required. The quality of the triggering approach was compared to independently collected weigh in motion data. The majority of the test sections recorded within 0.5% of the number of vehicles recorded by the weigh in motion system. Key components of all major facets of the data acquisition and programming performed are discussed in detail.     

Environmental Impact of Steel and Fiber–Reinforced Polymer Reinforced Pavements

The environmental load of fiber-reinforced polymer (FRP) reinforced pavement was compared with that of steel reinforced pavement. Replacing steel rebars with FRP rebars can lead to changes in the concrete mix and pavement structure at the erection stage, to a reduced need for maintenance activities related to steel corrosion, and to different recycling opportunities at the disposal stage. The current study examined all of these variables. The environmental load of FRP reinforced pavement was found to be significantly lower than that of steel reinforced pavement. This results mainly from the fact that FRP reinforced pavement requires less maintenance, its cement content and concrete cover over reinforcement can be reduced, and the reinforcement itself generates a smaller environmental load.     

Construction and Testing of an Innovative Concrete Bridge Deck Totally Reinforced with Glass FRP Bars: Val-Alain Bridge on Highway 20 East

The Val-Alain Bridge, located in the Municipality of Val-Alain on Highway 20 East, crosses over Henri River in Québec, Canada. The bridge is a slab-on-girder type with a skew angle of 20° over a single span of 49.89?m and a total width of 12.57?m. The bridge has four simply supported steel girders spaced at 3,145?mm. The deck slab is a 225-mm-thick concrete slab, with semi-integral abutments, continuous over the steel girders with an overhang of 1,570?mm on each side. The concrete deck slab and the bridge barriers were reinforced with glass fiber reinforced polymer (GFRP) reinforcing bars utilizing high-performance concrete. The Val-Alain Bridge is the Canada’s first concrete bridge deck totally reinforced with GFRP reinforcing bars. Using such nonmetallic reinforcement in combination with high-performance concrete leads to an expected service life of more than 75?years. The bridge is well instrumented with electrical resistance strain gauges and fiber-optic sensors at critical locations to record internal strain data. Also, the bridge was tested for service performance using calibrated truckloads. Design concepts, construction details, and results of the first series of live load field tests are presented.     

Fatigue of Concrete Beams Strengthened with Glass-Fiber Composite under Flexure

A detailed investigation on the fatigue performance of concrete beams strengthened with glass-fiber composite (GFC) is performed in this study. Cyclic load tests were conducted on reinforced concrete beam specimens strengthened with two layers of GFC bonded to the beams’ bottom surface using a special epoxy resin. Midspan-deflection and cracks were measured at different numbers of load cycles and varying fatigue loading levels during the tests. Investigated parameters include total midspan-deflection, residual midspan-deflection after unloading, crack width, crack length, and crack distribution at different loading stages. The fatigue performance of concrete beams strengthened with GFC was evaluated by comparing the deflections, crack sizes, and crack distributions with unstrengthened beams. The concrete beams strengthened with GFC investigated in this study showed significant improvement on fatigue performance.     

Barrier Wall Impact Simulation of Reinforced Concrete Decks with Steel and Glass Fiber Reinforced Polymer Bars

Many experimental studies have been performed to evaluate the behavior of noncorroding glass fiber reinforced polymer (GFRP) rebars in reinforced concrete (RC) flexural members. Relatively few studies have focused on the behavior of bridge deck overhangs in the event of a barrier wall impact, which subjects this region to a combination of flexure, shear, and axial tension. The objective of this investigation is to evaluate deck overhangs under these forces. Three bridge deck reinforcing schemes were considered in the study: all epoxy-coated steel (ECS), all GFRP, and hybrid made up of a top mat of GFRP rebars and a bottom mat of ECS rebars. Laboratory testing of nine RC specimens was performed. Results showed that all three reinforcing schemes meet the AASHTO requirements.     

Finite Element Studies of Asphalt Concrete Pavement Reinforced with Geogrid

Many geotechnical applications are becoming more sophisticated and solutions derived from simplistic procedure are no longer reasonable or solutions do not exist. This paper describes two-dimensional finite element studies that analyzed the behavior of reinforced asphalt pavement under plane strain conditions and subject to monotonic loading. The asphalt material and soils were expressed using triangular elements of elastoplastic behavior that obeys Mohr–Coulomb criteria with associated and nonassociated flow rules. The geogrid was modeled using a one-dimensional linear elastic bar element. The finite element procedure was validated by comparing the results of analysis with the results obtained from a series of model tests. The load–settlement relationships, settlement profile, and strains in the geogrid were compared. The failure load obtained by assuming subgrade foundation with nonassociated flow rule was smaller than that of associated flow rule. There was only minor difference between the results obtained from the associated and nonassociated plastic models. The finite element procedure was capable of determining most measured quantities satisfactorily except the tensile strain in the geogrid, which was assumed linear elastic. The effects of the stiffness of geogrid reinforcement, thickness of asphalt layer, and strength of subgrade foundation were also investigated. The finite element procedure is a versatile tool for enhanced design of reinforced pavement systems.     

Viscoelastic Modeling and Field Validation of Flexible Pavements

The objective of this study was to characterize hot-mix asphalt (HMA) viscoelastic properties at intermediate and high temperatures and to incorporate laboratory-determined parameters into a three-dimensional finite element (FE) model to accurately simulate pavement responses to vehicular loading at different temperatures and speeds. Results of the developed FE model were compared against field-measured pavement responses from the Virginia Smart Road. Results of this analysis indicated that the elastic theory grossly underpredicts pavement responses to vehicular loading at intermediate and high temperatures. In addition, the elastic FE model could not simulate permanent deformation or delayed recovery, a known characteristic of HMA materials. In contrast, results of the FE viscoelastic model were in better agreement with field measurements. In this case, the average error in the prediction was less than 15%. The FE model successfully simulated retardation of the response in the transverse direction and rapid relaxation of HMA in the longitudinal direction. Moreover, the developed model allowed predicting primary rutting damage at the surface and its partial recovery after load application.     

Axial and Shear Behavior of Glass Fiber Reinforced Gypsum Wall Panels: Tests

Glass fiber reinforced gypsum (GFRG) walls and their associated building system are the new building product and building system that have been developed in the Australian building industry in the last decade. GFRG walls are factory made glass-fiber reinforced gypsum hollow walling panels with/without in situ reinforced concrete filling inside the cavities. GFRG can be used as various structural elements, such as walls and slabs. GFRG, in its short life, without extensive product development and comprehensive structural design guidelines, has been used as the principal wall construction material in more than 3,000 dwellings across Australia. As GFRG walls find more and more applications and interests in the building industry in Australia as well as in other countries, comprehensive structural design guidelines for GFRG walls and their building system have become necessary. Comprehensive experimental testing and theoretical studies started in 2002 as an international research and development program to develop structural design guidelines for GFRG walls. The axial and shear tests are reported in this paper.     

Visualization and Simulation of Asphalt Concrete with Randomly Generated Three-Dimensional Models

The objective of this study is to visualize and simulate microscale properties of asphalt concrete with three-dimensional discrete element models under mechanical loading. The microstructure of the asphalt concrete sample was composed of three ingredients: coarse aggregates, sand mastic (a combination of fines, fine aggregates, and asphalt binder), and air voids. Coarse aggregates were represented with the irregular polyhedron particles which were randomly created with an algorithm developed for this study. The gaps among the irregular particles were filled with air voids and discrete elements of sand mastic. The mechanical behaviors of the three ingredients were simulated with specific constitutive models at different contacts of discrete elements. Based on the geometric and mechanical models, visualization and simulation of asphalt mixtures were conducted in this study.     

Monte Carlo Simulation of Shear Capacity of URM Walls Retrofitted by Polyurea Reinforced GFRP Grids

A model proposed in the literature for the evaluation of the in-plane shear capacity of unstrengthened and strengthened concrete and clay brick unreinforced masonry (URM) walls was modified and calibrated following the results from an experimental research program. The tested walls were strengthened with grids made from glass fiber-reinforced polymer (GFRP) embedded within a rapid-setting sprayed polyurea. Various GFRP grid reinforced polyurea layouts were investigated, and consisted of strips oriented in either the vertical or horizontal direction and installed on one or both faces. The prediction models proposed in this paper were subsequently evaluated using a probabilistic Monte Carlo simulation (MCS) by considering the uncertainty and variability of the independent variables, which were assumed to follow a truncated normal distribution. Corroborated by the MCS, test results clearly show that the failure modes of the strengthened URM walls were affected by the strengthening scheme. Experimental and simulation results are presented and discussed in this paper.     

Field Investigation on the First Bridge Deck Slab Reinforced with Glass FRP Bars Constructed in Canada

Recently, there has been a rapid increase in using noncorrosive fiber-reinforced polymers (FRP) reinforcing bars as alternative reinforcement for bridge deck slabs, especially those in harsh environments. A new two-span girder type bridge, Cookshire-Eaton Bridge (located in the municipality of Cookshire, Quebec, Canada), was constructed with a total length of 52.08 m over two equal spans. The deck was a 200-mm-thick concrete slab continuous over four spans of 2.70 m between girders with an overhang of 1.40 m on each side. One full span of the bridge was totally reinforced using glass fiber-reinforced polymer (GFRP) bars, while the other span was reinforced with galvanized steel bars. The bridge deck was well instrumented at critical locations for internal temperature and strain data collection using fiber optic sensors. The bridge was tested for service performance using calibrated truckloads as specified by the Canadian Highway Bridge Design Code. The construction procedure and field test results under actual service conditions revealed that GFRP rebar provides very competitive performance in comparison to steel.     

Field Assessment of the Performance of a Ballasted Rail Track with and without Geosynthetics

Understanding the complex mechanisms of stress transfer and strain accumulation in layers of track substructure under repeated wheel loading is essential to predict the desirable track maintenance cycle as well as the design of the new track. Various finite element and analytical techniques have been developed in the past to understand the behavior of composite track layers subjected to repeated wheel loads. The mechanical behavior of ballast is influenced by several factors, including the track confining pressure, type of aggregates, and the number of loading cycles. A field trial was conducted on an instrumented track at Bulli, New South Wales, Australia, with the specific aims of studying the benefits of a geocomposite installed at the ballast-capping interface, and to evaluate the performance of moderately graded recycled ballast in comparison to traditionally very uniform fresh ballast. It was found that recycled ballast can be effectively reused if reinforced with a geocomposite. It was also found that geocomposite can effectively reduce vertical and lateral strains of the ballast with obvious implications for improved track stability and reduced maintenance costs.     

Fatigue Life Evaluation of Concrete Bridge Deck Slabs Reinforced with Glass FRP Composite Bars

Since bridge deck slabs directly sustain repeated moving wheel loads, they are one of the most bridge elements susceptible to fatigue failure. Recently, glass fiber-reinforced polymer (FRP) composites have been widely used as internal reinforcement for concrete bridge deck slabs as they are less expensive compared to the other kinds of FRPs (carbon and aramid). However, there is still a lack of information on the performance of FRP–reinforced concrete elements subjected to cyclic fatigue loading. This research is designed to investigate the fatigue behavior and fatigue life of concrete bridge deck slabs reinforced with glass FRP bars. A total of five full-scale deck slabs were constructed and tested under concentrated cyclic loading until failure. Different reinforcement types (steel and glass FRP), ratios, and configurations were used. Different schemes of cyclic loading (accelerated variable amplitude fatigue loading) were applied. Results are presented in terms of deflections, strains in concrete and FRP bars, and crack widths at different levels of cyclic loading. The results showed the superior fatigue performance and longer fatigue life of concrete bridge deck slabs reinforced with glass FRP composite bars.     

Development and Validation of a Two-Phase Model for Reinforced Soil by Considering Nonlinear Behavior of Matrix

The paper presents the formulation of a two-phase system applied for reinforced soil media, which accounts for nonlinear behavior of matrix phase. In a two-phase material, the soil and inclusion are treated as two individual continuous media called matrix and reinforcement phases, respectively. The proposed algorithm is aimed to analyze the behavior of reinforced soil structures under operational condition focusing on geosynthetics-reinforced-soil (GRS) walls. The global behavior of such deformable structures is highly dependent to the soil behavior. By accounting for mechanical characteristics of the soil in GRS walls, a relatively simple soil model is introduced. The soil model is formulated in bounding surface plasticity framework. The inclusion is regarded as a tensile two-dimensional element, which owns a linear elastic-perfectly plastic behavior. Perfect bonding between phases is assumed in the algorithm. For validation of the proposed model, the behavior of several single element reinforced soil samples, containing horizontal and inclined inclusions, is simulated and the results are compared with experiment. It is shown that the model is accurately capable of predicting the behavior especially before peak shear strength. The proposed algorithm is then implemented in a numerical code and the behavior of a full-scale reinforced soil wall is simulated. The results of analysis are also reasonably well compared with those of experiment.     

Dynamic and Static Behavior of a Curved-Girder Bridge with Varying Boundary Conditions

A curved, three-span continuous, steel I-girder bridge in Salt Lake City was tested in order to determine its dynamic and static load carrying properties for three boundary condition states. For each of the three boundary condition states, two dynamic forced vibration methods were applied to the bridge as well as a static live-load test. The first forced vibration method used an eccentric mass shaker. The second method involved striking the side of the bridge with an impact hammer. The live-load test was performed by slowly driving a truck at a crawl speed across the bridge. Velocity transducers, accelerometers, and strain gauges were utilized to record the response of the bridge. The analysis and compilation of recorded dynamic response of the bridge enabled the preparation of mode shapes and natural frequencies for each boundary condition. This paper discusses the resulting changes in relevant dynamic properties and compares them with the changes in the static properties that were determined from the bridge response recorded from the live-load tests.     

Crushed Glass-Dredged Material (CG-DM) Blends: Role of Organic Matter Content and DM Variability on Field Compaction

Trial embankments comprised of crushed glass-dredged material (CG-DM) blends and a 100% DM embankment were constructed to provide the necessary data sets to determine if a moisture content (MC) correction was required for the nuclear density (ND) gauge, as DM may contain a high organic matter content (OC). The MCs of thin-walled tube samples of CG-DM blends collected immediately below the ND gauge were compared to the corresponding ND gauge readings. A direct correlation between the MC data pairings from the tube samples and ND gauge readings showed that the ND gauge was greater than 97% accurate for MCs up to 55% and OCs up to 10% for the CG-DM blends evaluated in this study. However, the MC determined by the ND gauge was underpredicted (not overpredicted) by approximately 2.5%, contrary to theoretical expectations. A comparison of the average MC results per embankment indicated that the ND gauge was generally within 1% of the tube sample values, again on the low side. Interestingly, the rutting of the individual embankment lifts, often used as an informal metric for compaction compliance also was found to be contrary to expectations. The (re)constructed CG-DM embankments of this study were again shown to satisfy local Department of Transportation embankment construction criteria in most cases.     

Flexural Behavior of Reinforced Concrete Beams Strengthened with CFRP Sheets and Epoxy Mortar

Experiments were conducted to study the effect of using epoxy mortar patch end anchorages on the flexural behavior of reinforced concrete beams strengthened with carbon fiber-reinforced polymer (CFRP) sheets. More specifically, the effect of the end anchorage on strength, deflection, flexural strain, and interfacial shear stress was examined. The test results show that premature debonding failure of reinforced concrete beams strengthened with CFRP sheet can be delayed or prevented by using epoxy mortar patch end anchorages. A modified analytical procedure for evaluating the flexural capacity of reinforced concrete beams strengthened with CFRP sheets and epoxy mortar end anchorage is developed and provides a good prediction of test results.     

Static and Fatigue Behavior of Thick Pultruded GFRP Plates with Surface Damage

Glass fiber-reinforced polymer (GFRP) bridge decks suffering frequent cyclic loading of heavy wheels require relatively thick pultruded composites. To examine the behavior of 12 mm thick pultruded GFRP plates containing surface layers and to study the influence of surface damage, which may be present on such decks, static and fatigue tensile tests were carried out. Severe indentation yielded not only visible damage, but also an invisible damage in the unidirectional layer. Loss of cross section area due to both damages affected the static ultimate loads. Fatigue cracks were found around higher stress concentrations on the surface layer as early as approximately 10% of the total fatigue life. These initial cracks, however, barely affected the fatigue life because delamination of the surface layers prevented the cracks from propagating. The invisible shear crack due to indentation barely affected the fatigue life since earlier splitting between initially damaged and undamaged fibers mitigated the crack propagation.