INTERNALLY CURED CONCRETE PAVEMENT FOR INTERMODAL FACILITY · ACI Spring 2015 Convention Kansas...
Transcript of INTERNALLY CURED CONCRETE PAVEMENT FOR INTERMODAL FACILITY · ACI Spring 2015 Convention Kansas...
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ACI Spring 2015 Convention
Kansas City
April 12, 2015
Chetana Rao, Ph.D., Rao ResearchMichael I. Darter, ARA Inc.
INTERNALLY CURED CONCRETE PAVEMENT FOR INTERMODAL FACILITY
HEAVY-DUTY CONCRETE PAVEMENTS, PART 1/2
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Research References and Acknowledgements
Special thanks to
• John Ries, FACI
– ESCSI
•Victor H. Villarreal, FACI
– TXI/US Concrete
Villarreal, V., and Crocker, D.A.“Better Pavements through InternalHydration - Taking lightweight aggregate to the streets”Concrete International, Feb 2007
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Outline for Presentation
• Details of Intermodal facility with ICC pavement construction
Field observations
• Internally cured concrete (ICC) and potential mixture advantages for concrete pavements
Mechanical properties
Durability
• AASHTO Pavement Design Guide Performance prediction for intermodal facility pavement slabs
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UNION PACIFIC
INTERMODAL FACILITY
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Union Pacific Intermodal Facility
Hutchins, TX- ~12 miles from
Dallas, TX
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Multimodal Facility
360 acre facility
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Facility Features
•365,000 lift capacity and 4,000 parking stalls
•10-lane automated gate system entrance
•24-hour, seven-day-a-week operations
•Four loading tracks
•Future expansion
•Paving in 2005, and construction throughout the year
Source: Union Pacific Railroadwww.uprr.com
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Multimodal Facility
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View of Security/Gate Entry
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Facility’s Maximum Traffic Zone
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Excellent Performance after 8 years
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Two locations with spalls and one slab with cracking – That’s all!
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Internally Cured Concrete Pavement
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INTERNAL CURING
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Internally Cured Concrete
•Use of pre-wet lightweight aggregates (LWA) as partial replacement to coarse/ fine/ coarse and fine fractions
– For example 30 percent of sand
– Replace 500 lb of coarse and fine with 300 lb of intermediate size LWA
(Castro et al., 2010).
Physical and mechanical properties favorable for
performance
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ICC Mixture and Control Mix Design
Material Control ICC
Cement (lb/yd3) 451 451
Fly ash (lb/yd3) 113 113
Coarse aggregate (lb/yd3) 1840 1540 {-300lb}
Intermediate LWA (lb/yd3) 0 300
Fine aggregate (lb/yd3) 1301 1099 {~ -200 lb}
Water (lb/yd3) 242 242
Water reducer (fl oz/100 lb) As needed
AEA 3.0 to 6.0%
Air content (3-6%) 2 ± 1 in.
Compressive strength (psi) 4,500
Villarreal, V., et al., 2007
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Impact of IC on Concrete Properties – The Basics
Steady and prolonged moisture supply from LWA
Reduced mass from aggregate
Improved hydration products
• Durability benefits
• Lower early age shrinkage
• Reduced stresses from restraint
Enhanced mechanical properties
• Lower unit weight (6pcf)
• Lower elastic modulus (5%)
• Lower CTE (5%)
• Higher strength (5-20%)
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Potential Effect of Reduced Shrinkage on Pavement Performance
Reduced early autogenous shrinkage
Permanent Influence
•Effects slab upward curling
•Lowers zero stress temperature
Performance Benefits• Reduces premature shrinkage
cracking
• Affects crack spacing and width in CRCP and rate of crack development
• Affects transverse crack development in JPCP
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Flat slab at construction
Built-in temperature gradient(upward curl)
Temperature
Dep
th
Temperature
Dep
th
Positive gradient (Zero stress temp)
Zero gradient
Moisture
De
pth
High shrinkage gradient
Increased curl From high moisture
gradient through slab
Reduced curl due to lower shrinkage (ICC
pavement)
Moisture
De
pth
Low shrinkage gradient
CONVENTIONAL CONCRETE
CONCRETE WITH INTERNAL CURING
CONCRETE PLACEMENT AND FINISHING STAGES
CONCRETE CURING AND EARLY AGE SHRINKAGE
Potential Impact of Temperature & Moisture On Curling of Slabs
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Upward Slab Curl Causes Cracking
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Transverse Fatigue Cracking (Top-Down)I-80 PA
20-ft Joint Spacing13-in Slab (5-years)
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Photo of Transverse & Longitudinal Top Down Cracking
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Plastic Shrinkage Cracks
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Interaction Effects – Cannot Isolate Single Cause for Performance Benefits
Reduced CTE
Reduced modulus
Lower unit
weight
Reduced built-in
stresses
Higher strength
Depends on • Range of temperature
changes in local climate• Traffic level and traffic
characteristics• Slab thickness• Aggregate type
Suitable for use when fly ash is incorporated in mix design
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AASHTOWARE
PAVEMENT M-E ANALYSIS
– DALLAS INTERMODAL
ICC PAVEMENT
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Project Analysis Details
•Assume about 240 trucks per day per lane
Class 9 trucks single trailer trucks
•Pavement Structure
8.5 inch JPCP
12 inch aggregate base on subgrade
•Construction through several months (all seasons)
Measured zero curling in the slab
with string line
•60-yr analysis period
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Concrete Inputs (Measured & Estimated)
Inputs (or Calculated Values) Control ICC
Unit weight, pcf 145 137
CTE, x 10-6 in/in/°F 4.8 4.3
Compressive strength, psi 5130 6070
Elastic modulus, psi 4,127,000 4,123,000
Permanent deltaT -10F -10FUltimate shrinkage, x 10-6 in./in.Calculated by program 611 592
w/cm ratio 0.43 0.43
Base layer 12” crushed stone aggregate
Subgrade AASHTO A-7-6
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Predicted Performance, Transverse Cracking
•8.5-inch JPCP - CONTROL •8.5-inch JPCP - ICC
ICC JPCP predicts one-half or less cracking over 60-years(Note: No concrete durability problems were noted during the field survey at 7 years age. No upward curlingwas measured on several slabs).
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Predicted Performance, Faulting and Roughness
•8.5-inch JPCP - CONTROL •8.5-inch JPCP - ICC
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OTHER FIELD PROJECT
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ICC Pavements in DFW area
SH121 CRCP
Residential street
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Conclusions
•Changes in mixture properties with small replacement of normal weight aggregates with prewetted aggregates, i.e. ICC
– Changes in properties are favorable for pavement performance
•M-E analysis validates excellent performance observed on field
– ICC properties are within the range of values applicable for M-E analysis
– Long-term projections seem reasonable
– Will reduce initial construction costs if proper inputs for ICC are used in design
•ICC used in a heavy-duty pavement application has shown excellent field performance and is validated with M-E analysis
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Chetana Rao, Ph.D.Rao Research and Consulting
University of Illinois Research Park
(217) 369-6865
THANK YOU.