1. Report No. 2. Government Accession No. TX-95+2911-2 4. Tirle and Subtitle CONCRETE BOND CHARACTERISTICS FOR A BOI\IDED CONCRETE OVERLAY ON IH-1 0 IN EL PASO 7. Author[s) Dawn M. Wade, David W. Fowler, and B. Frank McCullough Technical Report Documentation Page 3. Recipient's Catalog No. 5. Report Date july 1995 6. Performing Organization Code 8. Performing Organization Report No. Research Report 2911-2 1 0. Work Unit No. (TRAIS) 9. Performing Organization Name and Address Center for Transportation Research The University of Texas at Austin 11. Contract or Grant No. 3208 Red River, Suite 200 Research Study 7-2911 Austin, Texas 78705-2650 1-----------------------------l 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Interim Texas Department of Transportation Research and Technology Transfer Office P. 0. Box 5080 Austin, Texas 78763-5080 14. Sponsoring Agency Code 15. Supplementary Notes Study conducted in cooperation with the Texas Department of Transportation. Research study title: "Full-Scale Bonded Concrete Overlay on IH-1 0 in El Paso" 1 6. Abstract Plans are currently underway for rehabilitating a heavily traveled section of Interstate Highway 10 in the El Paso, Texas, District. This section of highway is to be repaired using a bonded concrete overlay. This two-year study is investigating pavement design, traffic control, and construction methods that will yield a durable pavement at minimum cost and minimum burden to the public. This report describes the design of a cost-effective bonded concrete overlay mix - one capable of meeting the specifications set forth by the Texas Department of Transportation {TxDOT). The design is such as to ensure that the overlay strengthens sufficiently to permit a quick return to traffic loading. The report also describes an investigation of the factors that affect the bond performance of the overlay to be constructed. 17. Key Words Bonded concrete overlays, rehabilitation strategies, computer-aided design for pavement rehabilitation, IH-1 0, El Paso, Texas 18. Distribution Statement No restrictions. This document is available to the public through the National Technical Information Service, Springfield, Virginia 22161. 19. Security Classif. (of this report) Unclassified 20. Security Classif. (of this page) Unclassified 21 . No. of Pages 88 22. Price Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
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1. Report No. 2. Government Accession No.
TX-95+2911-2
4. Tirle and Subtitle
CONCRETE BOND CHARACTERISTICS FOR A BOI\IDED CONCRETE OVERLAY ON IH-1 0 IN EL PASO
7. Author[s)
Dawn M. Wade, David W. Fowler, and B. Frank McCullough
Technical Report Documentation Page
3. Recipient's Catalog No.
5. Report Date july 1995
6. Performing Organization Code
8. Performing Organization Report No.
Research Report 2911-2
1 0. Work Unit No. (TRAIS) 9. Performing Organization Name and Address
Center for Transportation Research The University of Texas at Austin 11. Contract or Grant No. 3208 Red River, Suite 200 Research Study 7-2911 Austin, Texas 78705-2650
1-----------------------------l 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address
Interim Texas Department of Transportation Research and Technology Transfer Office P. 0. Box 5080 Austin, Texas 78763-5080
14. Sponsoring Agency Code
15. Supplementary Notes
Study conducted in cooperation with the Texas Department of Transportation. Research study title: "Full-Scale Bonded Concrete Overlay on IH-1 0 in El Paso"
1 6. Abstract
Plans are currently underway for rehabilitating a heavily traveled section of Interstate Highway 1 0 in the El Paso, Texas, District. This section of highway is to be repaired using a bonded concrete overlay. This two-year study is investigating pavement design, traffic control, and construction methods that will yield a durable pavement at minimum cost and minimum burden to the public.
This report describes the design of a cost-effective bonded concrete overlay mix - one capable of meeting the specifications set forth by the Texas Department of Transportation {TxDOT). The design is such as to ensure that the overlay strengthens sufficiently to permit a quick return to traffic loading. The report also describes an investigation of the factors that affect the bond performance of the overlay to be constructed.
17. Key Words
Bonded concrete overlays, rehabilitation strategies, computer-aided design for pavement rehabilitation, IH-1 0, El Paso, Texas
18. Distribution Statement
No restrictions. This document is available to the public through the National Technical Information Service, Springfield, Virginia 22161.
19. Security Classif. (of this report)
Unclassified
20. Security Classif. (of this page)
Unclassified
21 . No. of Pages
88
22. Price
Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
CONCRETE BOND CHARACTERISTICS FOR A BONDED CONCRETE
OVERLAY ON IH-10 IN EL PASO
by
Dawn Marie Wade David W. Fowler
B. Frank McCullough
Research Report 2911-2
Research Project 7-2911 Full-Scale Bonded Concrete Overlay on IH-10 in El Paso
conducted for the
Texas Department of Transportation
by the
CENTER FOR TRANSPORTATION RESEARCH Bureau of Engineering Research
THE UNIVERSITY OF TEXAS AT AUSTIN
July 1995
ll
IMPLEMENTATION STATEMENT
The methodology and models presented in this report may be used to develop a mix design for a bonded concrete overlay that will provide adequate bond strength at early ages to allow traffic back on the pavement at minimal time without significant decrease in the life of the new pavement. Methods presented in this report may also be used to estimate the bond development between a bonded concrete overlay and its underlying substrate at early ages. Furthermore, the laboratory testing documented in this report demonstrates that bond strength may be predicted on the basis of concrete maturity.
Prepared in cooperation with the Texas Department of Transportation.
DISCLAIMERS
The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views or policies of the Texas Department of Transportation. This report does not constitute a standard, specification, or regulation.
NOT INTENDED FOR CONSTRUCTION,
BIDDING, OR PERMIT PURPOSES
David W. Fowler, P.E. (Texas No. 27859)
B. Frank McCullough, P.E. (Texas No. 19914)
Research Supervisors
iii
iv
TABLE OF CONTENTS
IMPLEMENTATION STATEMENT ........................................................................................... iii
SUMMARY ................................................................................................................................... ix
APPENDIX A ............................................................................................................................... 53
vii
viii
SUMMARY
Plans are currently underway for rehabilitating a heavily traveled section of Interstate Highway 10 in the El Paso, Texas, District. This section of highway is to be repaired using a bonded concrete overlay. This two-year study is investigating pavement design, traffic control, and construction methods that will yield a durable pavement at minimum cost and minimum burden to the public.
This report describes the design of a cost-effective bonded concrete overlay mix- one capable of meeting the specifications set forth by the Texas Department of Transportation (TxDOT). The design is such as to ensure that the overlay strengthens sufficiently to permit a quick return to traffic loading. The report also describes an investigation of the factors that affect the bond performance of the overlay to be constructed.
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CHAPTER 1. PURPOSE
1.1 PROJECT DESCRIPTION
In large metropolitan areas, many sections of the Interstate highway system are nearing the
end of their useful lives. The structural performance and serviceability of these pavement sections
can be improved by routine maintenance, rehabilitation, or reconstruction. Rehabilitation using
bonded concrete overlays (BCOs), such as that constructed in Houston on Loop 610, proved to be
a viable technical and economical solution for the rehabilitation of existing pavement (Ref 1 ).
Currently, rehabilitation of a heavily traveled section of Interstate Highway 10 in the
Central Business District of El Paso, Texas, is being planned using a bonded concrete overlay.
Pavement design, traffic control, and construction methods that will yield a durable pavement at
minimum cost and minimum public burden are being investigated in a two-year study (Ref 1).
1.2 RESEARCH OBJECTIVES
The primary objective of this study is to evaluate the technical and economical feasibility of
expediting BCO applications on reinforced concrete pavements in the El Paso highway district,
and to monitor the subsequent performance of the overlay. Subobjectives of this study are:
1. To identify several pavement sections that represent variations in the original pavement condition and the different pavement candidate materials available for the overlay.
2. To observe and record the actual materials, construction techniques, and climatic conditions during the overlay placement.
3. To make observations on the behavior parameters before and after overlay placement activity and periodically repeat the measurements in a long-term performance monitoring procedure.
4. To statistically analyze and evaluate field data before, during, and after construction of theBCO.
5. To make fmalrecommendations on materials, construction procedures, and construction techniques for the BCO in the El Paso highway district.
1.3 SCOPE
The scope of the research, results, and recommendations presented in this report were
limited to the following:
1. Design of a cost-effective mix for the BCO that will meet specifications set forth by the Texas Department of Transportation (TxDOT) and gain sufficient strength to allow traffic back on in minimal time without significant loss of strength or durability.
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2. Investigation of the factors that affect bond performance of the overlay to be constructed.
3. Determination of the optimum and adverse times to schedule the placing of the overlay and a full-scale test section.
4. Analysis of the bond development of the selected mix design at early ages.
5. Analysis of the correlation of maturity to bond strength development for the selected mix design (in order to monitor bond strength development in the field).
'6. Presentation of recommendations for the construction of a full-scale test section, from which fmal specifications for the placement of the actual overlay will be determined.
1.4 FORMAT
This report is divided into nine chapters. A review of literature and an overview of topics
related to bonded concrete overlays and the factors that affect bond are presented in Chapter 2.
Chapter 3 describes the selection of a cost-effective mix design. The effects of environmental
conditions that can affect the bond between the BCO and substrate pavement are discussed in
Chapter 4. Overlay characteristics to be determined by the result of a full-scale test section are
presented in Chapter 5. Chapter 6 discusses the results of the bond development testing of the
selected mix design. Chapter 7 includes the correlation of bond and compressive strength
development to maturity for the selected mix design. Chapter 8 summarizes results and
preliminary construction recommendations. Finally, Chapter 9 presents conclusions and
recommendations for future research.
CHAPTER 2. BACKGROUND
Before undertaking any project, one should conduct an extensive review of all pertinent
literature in order to gain an understanding of the background information available on the topic
being investigated. New technology, experience gained in related projects, and a knowledge of
current testing procedures are all useful in organizing a testing program. The following sections
briefly provide an overview of bonded concrete overlays, their construction, performance
characteristics, and methods of evaluating bond strength development in the field.
2.1 BONDED CONCRETE OVERLAY CONSTRUCTION
There are three basic types of overlays that may be used in the repair of highways: ( 1)
Liters of Water/Sack (Gallons/Sack) 17.0 (4.5) 12.5 (3.3) 9.0 (2.4) Slump in Centimeters (Inches) 2.5-7.6 (1.0-3.0) 2.5-7.6 (l.Q-3.0) 2.5-7.6 (1.0-3.0) Air Content 6% 4.5% 2.5%
3.3.1 Strength Development
The development of 8-hour, 1-, 3-, 7-, and 28-day compressive strengths and 8-hour, 1-,
3-, and 7-day flexural strengths is shown in Tables 3.2 and 3.3, respectively, for the mix design
specimens tested. Compressive strengths were obtained using 10.2-by-20.3-centimeter (4.0-by-
8.0-inch) cylinders according to ASTM C39, and a 2,700-kiloNewton (600,000-pound) capacity
Forney Cylinder Testing Machine at a loading rate between 175 to 275 kiloNewtons per minute
(40,000 and 60,000 lbs per minute). Flexural strengths were determined using 15.2-by-15.2-by-
20
53.3-centimeter (6.0-by-6.0-by-21.0-inch) beams tested according to ASTM C78 and a Reinhart
Beam Tester with three-point loading.
Table 3.2 shows that the standard TxDOT mix gained compressive strength within
TxDOT specifications (31,700 kPa or 4600 psi) within 28 days, although it was close to the
necessary level of compressive strength at 7 days. The Rheobuild mix met compressive strength
specifications within 3 days, and the Pyrament mix easily surpassed the TxDOT specification in
just 1 day.
Table 3.3 shows that the standard TxDOT mix achieved flexural strength within
specifications ( 4,400 kPa or 640 psi) soon after 7 days. The Rheobuild and Pyrament mixes,
however, achieved the required flexural strength within the first 24 hours. Subsequently, these two
mixes went on to develop considerable strengths necessary for a durable concrete overlay in a
short period of time. Figures 3.1 and 3.2 show the compressive and flexural strength development
over time for each of the three mix designs tested.
Table 3.2. Compressive Strength Development in kPa (psi).
Age (days) Standard. TxDOT Mix Rheobulld 1000 Mix Pyrament Mix
0.33 1544 (224) 18,650 (2705) 24,655 (3576)
1.0 13,692 (1986) 27,124 (3934) 42,333 (6140)
3.0 22,704 (3293) 34,246 ( 4967) 54,978 (7974)
7.0 30 916 (4484) 39,252 (5693)a 60,212 (8733)
28.0 39,093 (5670) 41,631 (6038)a -a Improper curing in dry environment reduced compressive strengths.
Table 3.3. Flexural Strength Development in kPa (psi).
Aee (days) Standard TxDOT Mix Rheobuild 1000 Mix Pyrament Mix
0.33 689 (100) 3675 (533) 3792 (550)
1.0 3675 (533) 4957 (719) 5743 (833)
7.0 4137 (600) 4619 (670)a 7357 (1067)
28.0 4930 (715) 4137 (600)a b
a Thermocouple wires embedded in these specimens reduced flexural strengths. b Flexural strength was higher than Reinhart Tester Series 416 could measure.
c "' E;
..s:: -e.o 5 .... -Cf.)
~ 0 u
-.... "' E; ..s:: -e.o = :3 -Cf.)
>< (!) -i:l.
9000
8000
7000
6000
5000
4000
3000
2000
1000
0 0
- -Jr- Base Mix
• • • • • • Rheobuild Mix
• Pyrament Mix
0.33
...... .. ..
3
Time (days)
7 28
62000
55800
49600
43400 '2
37200 ~ ..s:: -31000 e.o 5 ....
24800 -Cf.)
18600 ~ 0
12400 u
6200
Figure 3.1. Compressive Strength Development for the Three Mixes Tested.
Fine 6402 N/m2 (1100 lb/yd3l Rheobuild 1000 8.0 mVIOO N cement
(1.2 floz/100 lb) Darexll 26.6 mV100 N cement
(_4.0 floz/100 lbl
Laboratory testing showed this mix design will gain 27.0 MPa (3934 psi) compressive
strength in 24 hours, and 34.0 MPa ( 4967 psi) in 72 hours. Testing also showed this mix will
gain 5.0 MPa (719 psi) flexural strength in 24 hours.
8.2 BOND DEVELOPMENT
The bond strength capability of the selected mix design was tested using two types of
procedures: shear block tests and guillotine tests. Both tests predict that a conservative estimate of
the bond between an overlay made with this mix and clean, roughened substrate pavement will
reach 2400 k:Pa (350 psi) in 24 hours. This should be more than adequate to withstand the
predicted 340 k:Pa (50 psi) stress that may be induced by shrinkage and thermal effects.
8.3 CORRELATION OF BOND AND MATURITY
Maturity readings were taken during both shear block testing and guillotine testing. Results
showed that a maturity reading of 600 °C*hours should correlate conservatively to a bond strength
of 2400 kPa (350 psi). This reading should be achieved approximately 24 hours after placement.
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8.4 RECOMMENDATION FOR THE FULL-SCALE TEST SECTION
A full-scale test section is needed to analyze the performance of several types of surface
preparation methods, curing methods, and types of reinforcement. Environmental analysis of the
El Paso, Texas, area has shown that the most adverse conditions to place the overlay occur during
May, June, and July. The full-scale test section should be placed during this period to fully
challenge the pavement and show which construction methods and reinforcement types will work
best.
Furthermore, when the full-scale test section is placed, pull-out bond tests should be
performed and maturity readings should be recorded. These values can then be used to re-verify
the bond testing results and maturity-bond correlation data presented in this report.
8.5 PLACEMENT OF OVERLAY
Environmental analysis has shown that the least adverse conditions for placement occur in
September and October. Evaporation rate of water from the freshly placed concrete and thermal
fluctuations tend to be smallest during these months. It is therefore recommended that the overlay
be placed during this period.
Wind speeds and predominant wind direction may cause a suctioning effect over the
depressed section of the pavement to be rehabilitated. Attention should be paid to wind conditions
during the early life of the overlay. Special curing measures may be needed in this area if
environmental conditions warrant. It is recommended that the evaporation rate be limited to 1.0
kg/m2*hr (0.2 lb/ft2*hr) to avoid extensive and costly curing measures. Furthermore, the overlay
should be placed in the evening. Placing at this time rather than in the morning will serve to
minimize the shear stresses induced on the pavement due to temperature differentials caused by
daily temperature fluctuations.
CHAPTER 9. CONCLUSIONS AND RECOl\tiMENDATIONS
9.1 CONCLUSIONS
drawn:
From the research and results presented in this report, the following conclusions can be
1. The mix design selected using the Rheobuild 1000 superplasticizer (Table 8.1) will be suitable for expedited paving methods. The overlay cast using this mix should gain enough strength to allow traffic back on in 24 hours.
2. Overlay bond strengths of approximately 2050 k:Pa to 2750 k:Pa (300 psi to 400 psi) can be expected using this mix design.
3. Maturity values of 600 °C*hours have been shown to correlate with a bond strength development of 2400 k:Pa (350 psi).
4. The months of May, June, and July will present the most adverse environmental conditions for the overlay, especially at early ages. The full-scale test section should be placed during this period.
5. The performance of surface preparation, reinforcement, and curing methods used when placing the full-scale test section will determine these same factors that will be used in the actual overlay.
6. The months of September and October seems to present the most favorable environmental conditions for placing the overlay. March is also a suitable month if the overlay must be placed during the frrst half of the year.
7. The overlay should be placed during the evening to minimize shear stresses induced by large temperature increases.
9.2 RECOl\tiMENDATIONS FOR FUTURE RESEARCH
Although most of the bond development research for the selected mix design has been
completed, the results presented in this report should still be verified through field testing. The
following recommendations are made for further research:
1. Pull-out tests should be conducted on the full-scale test section overlay at 24 hours. The data obtained should be compared to the results of the shear block and guillotine testing performed.
2. Maturity values for the overlay on the full-scale test section should also be performed. The results should then be compared to results presented in this report to re-verify maturity-bond correlation.
3. If time and budget allow, echo-impact tests should be conducted on the full-scale test section to map out areas of variable bond strength and delamination.
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REFERENCES
1. Allison, Brent T., McCullough, B. Frank, and Fowler, David W., "Feasibility Study for a Full-Scale Bonded Concrete Overlay on IH-10 in El Paso, Texas," Research Report 1957, Center for Transportation Research, The University of Texas at Austin, January 1993.
2. van Metzinger, Willem A., McCullough, B. Frank, and Fowler, David W., "An Empirical-Mechanistic Design Method Using Bonded Concrete Overlays for the Rehabilitation of Pavements," Research Report 1205-1, Center for Transportation Research, The University of Texas at Austin, January 1991.
3. Strategic Highway Research Program, "Synthesis of Current and Projected Concrete Highway Technology," Strategic Highway Research Project C345, Strategic Highway Research Program, August 1993.
4. Whitney, David P., Isis, Polykarpos, McCullough, B. Frank, and Fowler, David W., "An Investigation of Various Factors Affecting Bond in Bonded Concrete Overlays," Research Report 920-5, Center for Transportation Research, The University of Texas at Austin, June 1992.
5. Pearson, Alan, "Concrete Overlay Technology and Construction," Pavements and Materials Proceedings; Conference of the Australian Road Research Board Part 2, Australian Road Research Board, 1989.
6. "Fast Track Overlays," Concrete Construction, Volume 35, December 1990.
7. Hasanain, G. S., Khallef, T. A., and Mahmood, K., "Water Evaporation from Freshly Placed Concrete Surfaces in Hot Weather," Cement and Concrete Research, Volume 19, May 1989.
8. Nam, C. H. and Tatum, C. B., "Government-Industry Cooperation: Fast Track Concrete Innovation," Journal of Construction Engineering Management, Volume 118, September 1992.
9. Knutson, M. and Riley, R., "Fast Track Concrete Paving Opens Doors to Industry Future," Concrete Construction, January 1987.
10. van Metzinger, Willem A., Lundy, James R., McCullough, B. Frank, and Fowler, David W., "Design and Construction of Bonded Concrete Overlays," Research Report 1205-4F, Center for Transportation Research, The University of Texas at Austin, January 1991.
11. Malisch, Ward R., "Hot Weather Concreting Tips," Concrete Construction, Volume 35, June 1990.
12. Menzel, C. A., "Causes and Prevention of Crack Development in Plastic Concrete," Proceedings of the Portland Cement Association, Annual Meeting, 1954.
13. Teo, Kok Jin, Fowler, David W., and McCullough, B. Frank, "Monitoring and Testing of the Bonded Concrete Overlay on IH-610 in Houston, Texas," Research Report 920-3, Center for Transportation Research, The University of Texas at Austin, February 1989.
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14. Saucier, F., Bastien, J., Pigeon, M., and Fafard, M. "Combined Shear-Compression Device to Measure Concrete-to-Concrete Bonding," Experimental Techniques, Volume 15, September-October 1991.
15. Telisak, T., Carrasquillo, R. L., and Fowler, David W., "Early Age Strength of Concrete: A Comparison of Several Non-Destructive Test Methods," Research Report 1198-1, Center for Transportation Research, The University of Texas at Austin, January 1991.
16. Cuming, N. A., and Ooi, 0. S., "Locating Delaminations and Other Defects in Concrete Silo Walls Using the Impact-Echo Method," Levelton Association, British Columbia, Canada, 1993.
17. Lew, H. S., and Reichard, T. W., "Prediction of Strength of Concrete from Maturity," Strength Testing, Special Proceedings of the American Concrete Institute, 1978.
18. American Concrete Institute, "ACI 211, 1-81 Standard Practice for Selecting Proportions for Normal, Heavyweight, and Mass Concrete," American Concrete Institute, 1980.
19. Mindess, Sidney, and Young, J. Francis, Concrete, Prentice and Hall Inc., Engelwood Cliffs, New Jersey, 1981.
20. Kosmatka, S. H., and Panarese, W. C., Design and Control of Concrete Mixtures, Portland Cement Association, 13th edition, Skokie, illinois, 1990.
21. Texas Department of Transportation, "Standard Specifications for Construction of Highways, Streets, and Bridges," Texas Department of Transportation, 1993.
APPENDIX A:
EVAPORATION RATE DATA FOR EL PASO
(6/92-5/94)
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Evaporation Rate (lb/ft"2*hr)
0 0 0 0 0 ::::> 0 0 ....... N w :::,.. Vt 0\ -...J