trb webinar programonlinepubs.trb.org/onlinepubs/webinars/170216.pdf · discuss the internal curing...

Internal Curing of Concrete Pavements

Thursday, February 16, 2017 2:00-3:30 PM ET

TRB WEBINAR PROGRAM

The Transportation Research Board has met the standards and

requirements of the Registered Continuing Education Providers Program.

Credit earned on completion of this program will be reported to RCEP. A

certificate of completion will be issued to participants that have registered

and attended the entire session. As such, it does not include content that

may be deemed or construed to be an approval or endorsement by RCEP.

Purpose

Discuss the internal curing of pavements, the process by which the curing water comes from the aggregates within the concrete. The presenters will discuss the concepts of internal curing, practical applications, mixture design, construction, and quality control.

Learning Objectives

At the end of this webinar, you will be able to: • Understand the fundamentals of internally cured concrete

pavements and their applications. • Understand the materials used for internally cured pavement

applications including mixture design and properties of IC concrete. • Understand the process of construction of internally cured concrete

pavements.

PDH Certificate Information

• This webinar is valued at 1.5 Professional Development Hours (PDH)

• Instructions on retrieving your certificate will be found in your webinar reminder and follow-up emails

• You must register and attend as an individual to receive a PDH certificate

• TRB will report your hours within one week • Questions? Contact Reggie Gillum at [email protected]

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• Please type your questions into your webinar control panel

• We will read your questions out loud, and answer as many as time allows

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Panelists Presentations

http://onlinepubs.trb.org/onlinepubs/webinars/170216.pdf

After the webinar, you will receive a follow-up email

containing a link to the recording



Today’s Participants

• Sam Tyson, Federal Highway Administration, [email protected]

• Jason Weiss, Oregon State University, [email protected]

• Dennis Morian, Quality Engineering Solutions, [email protected]

• Steven Gillen, Illinois Tollway, [email protected]

mailto:[email protected]




Get Involved with TRB • Getting involved is free! • Join a Standing Committee (http://bit.ly/2jYRrF6)

– AFD50 (Design and Rehabilitation of Concrete Pavements), AFH50 (Concrete Pavement Construction and Rehabilitation), and AFD70 (Pavement Rehabilitation)

• Become a Friend of a Committee (http://bit.ly/TRBcommittees) – Best way to become a member – Ultimate networking opportunity

• For more information: www.mytrb.com – Create your account – Update your profile

97th TRB Annual Meeting: January 7-11, 2018

http://bit.ly/2jYRrF6

http://bit.ly/2jYRrF6

http://bit.ly/TRBcommittees

http://www.mytrb.com/

Internal Curing for Concrete Pavements

Transportation Research Board Webinar 2:00 PM – 3:30 PM

Thursday, February 16, 2017

Sam Tyson, P.E. Concrete Pavement Engineer

FHWA Office of Asset Management, Pavements, and Construction


TRB Committee/Webinar Sponsors – • AFD50 – Design and Rehabilitation of

Concrete Pavements • AFH50 – Concrete Pavement Construction

and Rehabilitation


Background: FHWA Publication – Internal Curing for Concrete Pavements FHWA-HIF-16-006, July 2016 https://www.fhwa.dot.gov/pavement/concrete/pubs/hif16006.pdf

and numerous references cited in that document.

http://www.fhwa.dot.gov/pavement/concrete/pubs/hif16003.pdf


Jason Weiss, Oregon State University

Dennis Morian, Quality Engineering Solutions

Steven Gillen, Illinois Tollway


• Introduction and Background • Mixture Design • Quality Control • Emerging Potential Benefits • Pavement Applications

Samuel S. Tyson, P.E. Concrete Pavement Engineer

Office of Asset Management, Pavements, and Construction Federal Highway Administration

1200 New Jersey Avenue, S.E. – E73-440 Washington, DC 20590

E-mail: [email protected]

Phone: 202-366-1326

Internal Curing for Pavements Prepared by Jason Weiss, Dennis Morian and Shree Rao Slide 1 of 36 1 1

INNOVATIVE SOLUTIONS TO COMPLEX PROBLEMS


Jason Weiss, Dennis Morian, Shree Rao

Internal Curing for Pavements Prepared by Jason Weiss, Dennis Morian and Shree Rao Slide 2 of 36

Associated Technical Brief

• This presentation was developed to accompany FHWA Tech Brief HIF-16-006

• It will discuss concepts of IC for concrete pavements including: mixture design, construction, and quality control


Outline for Today’s Talk

• We want to discuss what internal curing is and where Internal Curing may have applications

• Mixture Design • Quality Control • Emerging Potential Benefits

– Reduce Joint Damage – Reduce ASR Damage (dilution/accomodation) – Reduced Built in Stress and Curing Times

• Pavement Applications ASR = Alkali Silica Reaction


What is Internal Curing?

• Internal curing water is simply water curing where the water is provided from inside the concrete

• In the US this is typically done currently by placing water inside the porous LWA

• This can also be done using superabsorbent polymers (SAP), absorptive fibers, or recycled concrete

• However currently these technologies are not as readily available for use in pavements as is fine LWA

LWA = Lightweight Aggregate SAP = Superabsorbent Polymer


External and Internal Curing

Cast

ro e

t al.

2009


Where Has Internal Curing Been Used Water Tanks - Bates et al. 2012 Bridge Decks - DiBella et al. 2011

Pavements - Friggle et al. 2011 Patches - Barrett et al. 2014



• We want to discuss where Internal Curing may have applications


– Potential to Reduce Joint Damage – Potential to Reduce ASR Damage (dilution/accom.) – Reduced Built in Stress and Curing Times

• Pavement Applications


How Is IC Concrete Made

• Except for LWA, IC concrete mixture design generally is identical to that of conventional concrete with similar air content, water content, and coarse aggregate content.

• Currently, IC in North America is typically achieved by replacing a portion of the conventional fine aggregate (i.e., sand) with a pre- wetted lightweight fine aggregate. IC = Internal Curing



• We want to discuss where Internal Curing may have applications for





Mixture Design for Internal Curing

• similarities and differences between the design of a conventional 6-bag mixture (water-to-cement ratio of 0.36 and 6 percent air) and an IC mixture

• assumes 15% absorption of the FLWA

• 7 lb of IC water for every 100 lb of cementititious materials.


Simple Mixture Proportioning

• Convert an existing paving mixture or a bridge deck mixture to an IC Mixture

Materials Weight SG (SSD) Volume, ft3Cement 564 3.15 2.869GGBFS 115 2.99 0.616Fly Ash 0 2.64 0.000

Silica Fume 25 2.2 0.182Sand 591 2.623 3.613

Lightweight Aggregate 413 1.750 3.780Coarse Aggregate 1 1700 2.763 9.860Coarse Aggregate 2 0 2.763 0.000

Water 258 1 4.135Air 0 0 1.755

Σ 3666 - 26.810

IC Mixture Design

LWA Absorption: 15.0%LWA Desorption: 85.0%

LWA Specific Gravity 1.750Cement Factor 704

Chemical Shrinkage: 0.065Degree of Hydration 1

SSD LWA Replacement 413SSD Sand Replaced 619

Internal Curing Properties




• Mixture Design • Quality Control • Emerging Benefits

– Potential to Reduce Joint Damage – Potential to Reduce ASR Damage (dilution/accom.) – Reduced Built in Stress and Curing Times



Measuring Aggregate Properties

• Aggregate Moisture • Surface Moisture • Aggregate Absorp. • Specific Gravity

(Relative Density) • Desorption

• Spreadsheet and

Step by Step Process (Miller et al 2014)


Joint Damage and the Role of IC • Concrete pavement joints damaged by salt

3Ca(OH)2 + CaCl2 + 12H2O CaCl2·3Ca(OH)2·12H2O Calcium Oxychloride


IC and Calcium Hydroxide (CaOH2; CH)

• Ca(OH)2 forms in solution and deposits in/on aggregate • Ca(OH)2 deposits on aggregate surfaces (few to 20 µm)

as stage III begins (before set) • Ca(OH)2 will react with deicing salt


Reaction of SCM and the Role of IC

• IC provides additional water that can help to increase the cement that hydrates as well as the SCM that hydrates

• As such, IC will reduce (Ca(OH)2) and reduce joint damage

0.25 0.30 0.35 0.40 0.45 0.50w/c

Internal CuringSealed

0.4

0.5

0.6

0.7

Deg

ree

of H

ydra

tion

at 7

2 h

(Hea

t / M

axim

um th

eore

tical

hea

t)

Castro et al. 2010


Alkali Silica Reaction (ASR) and IC • Internal Curing Benefits –

– decreases porosity through hydration, – accommodation space allows gel without pressure, – dilution (replaces reactive aggregates)

• Internal Curing Disadvantages – – Higher RH/moisture

which would enable more ASR reaction to occur

RH = Relative Humidity


Alkali Silica Reaction (ASR) and IC • Reactive (R) – Most reactive and expansive • Non Reactive Aggregate Replacement at 15 & 28% (m) –

Reduces expansion due to dilution • Internal Curing – LWA Replacement at 15 & 28% % (N)) –

more effective even than non reactive aggregate LWA provides space for expansive gel to form

• 15% replacement is CS volume Sh

in e

t al.

2010

CS = Chemical Shrinkage


Benefits of IC - Thermal • IC makes concrete less susceptible to thermal

cracking, as “built-in” stress is reduced

Schlitter et al. 2010

Plain Concrete IC Concrete


Patching and Full Depth Panel Repair

• Field trials performed in Indiana in 2014 used IC with expanded slag aggregate in high early strength, full-depth concrete pavement patches

• Application of IC in the high early-strength patches provided a concrete with two distinct benefits when compared with conventional concrete: 1) reduced built-in stress and cracking caused by

the restraint of shrinkage, and 2) increased water curing (from inside the concrete)

after the patches are covered with curing compound and opened to traffic. 23


Patching and Full Depth Panel Repair

24


CRCP Pavements

• Potential reduction in shrinkage, modulus and curling • May result in thinner sections or increased mechanical

performance and fatigue capacity • Initial crack spacing was approximately 3x longer than

those developed in conventional sections • Longer term monitoring has shown that this difference

in crack spacing decreases over time until the spacing is on the order of 20 to 30 percent longer than that in conventional concrete.

• Cracks in internally cured concrete remain tighter than those in conventional concrete


JPCP Pavements

• IC may improve durability by reducing moisture loss and improving hydration, from the extended moisture supply provided.

• IC reduces early age shrinkage and associated plastic shrinkage cracking

• Another potential benefit to jointed pavements is a reduction in upward slab curling resulting from internal slab moisture gradients and stresses locked in at the time of set resulting from temperature gradients during curing.


Applications of IC in Pavements 1

• A number of IC pavement have been placed, primarily in the Dallas-Fort Worth area using a relatively small substitution of intermediate aggregate sizes with lightweight aggregate.

• A residential subdivision in south Fort Worth, Windsor Park, constructed in 2006-2007. A survey after 8 years in service identified no significant longitudinal or transverse cracking, plastic shrinking cracking, spalling, or other defects. In general, the pavement was in excellent condition.



• 1,400-foot section of CRCP of State Highway 121 near Dallas in 2006

• Initially the cracks in the IC had a larger spacing

• After several years, the crack spacing was similar to that of the conventional sections; however, the cracks remained much tighter



• A 360-acre Union Pacific intermodal terminal located 12 miles from downtown Dallas within the city limits of Hutchins and Wilmer

• Minor joint spalls and limited cracking have been

observed. Performance has been similar to the conventional sections, with both in excellent condition.



• A residential subdivision in north Fort Worth, Alexandria Meadows North, constructed in 2006-2007.

• Project contained streets both with and without internally cured concrete.

• A field survey revealed both the internally cured concrete and conventional pavement sections were in excellent condition, with very limited cracking.

• No slab curl was identified.


Summary - 1 • ICC has been successfully used in full-scale bridge

decks and concrete pavement patching projects. • ICC has similar workability, strength and mechanical

property development, reduced stress development and cracking, and similar or improved durability when compared with conventional concrete.


Summary - 2

• Aspects of proportioning and quality control – Excel worksheets for modifying a concrete mixture and for

quantifying the properties of the aggregate – Centrifuge test has substantial benefits in obtaining

surface dry conditions – Prewetting may need to be modified for IC pavements

due to the volume of material used

• Emerging Benefits for IC in pavement – Potential to reduce joint damage caused by salt – Potential to reduce ASR damage (dilution/accommodation) – Reduced curing times


Summary - 3

• Field trials examining the use of ICC in continuously reinforced concrete pavement, white topping, and jointed plain concrete pavements.

• Specific improvements hypothesized include: – reduced shrinkage, fewer and tighter cracks, – improved fatigue resistance, and – reduced slab curling/warping

• Pavement ME Design suggests that the performance of ICC pavements should be superior to conventional concrete pavements, resulting in improved life cycle


Additional Resources http://cce.oregonstate.edu/internalcuring


Acknowledgements and Disclaimer

• These slides were developed as a part of a series for the ARA by Jason Weiss and Dennis Morian.

• These materials are provided as general information and do not constitute legal or other professional advise.

• Any use of this information in the design or selection of materials for practice should be approved by the project owner and engineering-of-record.

Internal Curing of Concrete Pavements at the Illinois Tollway

Steve Gillen, Tollway Materials Manager February 16, 2017

About the Illinois Tollway

292-mile system comprised of five tollways

Opened in 1958 as a bypass around Chicago to connect Indiana and Wisconsin

Carries more than 1.6 million vehicles per day

User-fee system • Only customers who use the

Tollway pay for the Tollway • No state or federal tax dollars

used for maintenance and operations

2 Presented by Steve Gillen on February 16, 2017

Internal Curing at the Illinois Tollway

Bridge decks since 2013

Presented by Steve Gillen on February 16, 2017 3

Pavement since 2016

Bridge Decks

Proportioning • Performance-related mix design special provision

• Time to cracking greater than or equal to 28 days according to ASTM C 1581

• Reduced early age shrinkage

Field performance • No placement or finishing issues • Significantly reduced early age cracking in bridge decks


Pavement

Ongoing research project on continuously reinforced concrete pavement (CRCP) • Collaboration between University of Illinois (Professor J. Roesler),

Oregon State University (Profesor W.J. Weiss) and Texas A&M University (Professor D. Zollinger)

• Three-year partnership (2015 to 2017)

Multi-year study with following components • Laboratory concrete material research • Innovative structural design • Construction process improvements • Field test section monitoring and evaluation

Additional partners • CMC Inc. • ESCSI Inc.


Laboratory Materials Research

Development of typical CRCP crack spacing and widths using internally cured (IC) concrete

Effects of IC on curling and warping of concrete

Black steel vs. epoxy-coated steel on CRCP service life especially with chloride salts

Concrete mixture improvements • Combined portland cement and supplementary cementitious

materials (SCM’s) – ternary • Mixture proportioning adjustments – optimized • Evaluate freeze-thaw damage potential


Innovative Structural Design

Thinner CRCP slab thickness from internal curing • Minimize crack width • Non-erodible support layers • Effects of reduced steel content • Use of sawed crack induction for better crack control

Support layer properties and erodibility • Asphalt stabilized bases vs. roller compacted cement-treated

bases • Designing erosion resistant layers from recycled materials • Hamburg Wheel Load Tracking – performance tests


CRCP Test Sections 2016/2017

Nine three-lane test sections to be constructed on the Illinois Route 390 Tollway under three contracts • Contract I-13-4629 (2000 feet) • Contract I-14-4642 (1000 feet) • Contract I-14-4644 (1000 feet)


9” WMA Shoulder

6” WMA Shoulder

6” Lean Concrete Base

4” Granular Subbase Special, thickness varies under shoulders

¼” to ½” Microsurfacing Bond Breaker

10.5” CRC Pavement, Internally Cured, 0.8% steel

Typical Section for Test Section 1A (Contract 4629)


Contract 1-13-4629 Construction

10

Compacting 4-inch aggregate base

Paving 4-inch and 6-inch lean

concrete base

Presented by Steve Gillen on February 16, 2017


11

Paving micro-surfacing layer

Paving 2-inch warm-mix

asphalt (WMA) stabilized subbase



12

Placing and tying steel

Paving CRCP with internally cured

optimized ternary concrete


Typical Section for Test Section 2A (Contract 1-14-4642)

9” WMA Shoulder

9” WMA Shoulder

2” WMA Stabilized Subbase

4” Lean Concrete Base

4” Granular Subbase Special, thickness varies under shoulders

10.5” CRC Pavement, Class TL Concrete, 0.6% steel



14

Paving 4-inch aggregate base

Paving 4-inch lean concrete

base


Contract 1-14-4642 Construction (Control Section)

15

Paving 2-inch WMA stabilized

subbase

Placing an tying steel


Contract 1-14-4642 Construction (Control Section)

16

End treatment

Paving CRCP with standard optimized

ternary concrete


Typical Section for Test Section 3A (Contract 1-14-4644)

Two Lift 9.0” CRC Pavement, Internally Cured, 0.6% steel

3” WMA Stabilized Subbase

6” Porous Granular Subbase

9” JPCP Shoulder 9” WMA Shoulder

Capping Stone – varied thickness

Capping Stone - Varied thickness

Chemically Treated Subgrade

Single Lift 9.0” CRC Pavement, Internally Cured / Fiber Reinforced, 0.6% steel


Lessons Learned with Mass Production of Internally Cured Concrete for Pavements Good control of the pre-wetting of lightweight fines is critical • Central mix plant

modifications likely needed for extra feed lines

• Centrifuge testing is important • Stockpiling and pre-wetting

during production must be well planned to maintain consistency

Production rates can not be slowed with internally cured concrete for pavements


Preliminary Conclusions – Average Crack Spacing Observations of CRC Test Sections


Fibe

r

Preliminary Conclusions – Average Crack Width Observations of CRC Test Sections


Fibe

r

Future Direction for Internal Curing With CRC Pavements


Central Tri-State Tollway (I-294) Corridor

Project Limits • 95th Street to Balmoral Avenue • 22 miles

Existing Lanes • Eight lanes, four in each direction

Features • 13 interchanges • 65 bridges carrying I-294

over different features • 21 bridges over I-294 • 2 oases • 5 mainline toll plazas

THANK YOU


trb webinar programonlinepubs.trb.org/onlinepubs/webinars/170216.pdf · discuss the internal curing...

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