design and performance of reclaimed asphalt mixtures · • for mixtures with the manufactured sand...
TRANSCRIPT
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Cassie Castorena, PIAssociate Professor
Department of Civil, Construction, and Environmental EngineeringNorth Carolina State University
NCDOT Innovation SummitAugust 14, 2018
Design and Performance of Reclaimed Asphalt Mixtures
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Acknowledgements
NCSU Graduate Students• Sonja Pape, Douglas Mocelin, Mukesh Ravichandran,
and Noor Saleh
Funding• NCDOT RP 2019-21, NCHRP Project 09-54
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Outline
Background Experimental Method to Quantify Blending in Reclaimed
Asphalt Mixtures Systematic Study of the Effect of RAP on Cracking
Performance of North Carolina Mixtures Summary of Findings Future Research Direction
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Background
The use of high reclaimed asphalt pavement (RAP) and reclaimed asphalt shingles (RAS) shingle content asphalt mixtures is on the rise
Critical questions preclude reliable virgin binder grade selection and volumetric design of RAP and RAS mixtures• Does the recycled binder act as
“black rock” or blend with the virgin asphalt?
• How do reclaimed materials affect long-term performance?
4
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Experimental Method to Quantify Blending Levels in Reclaimed Asphalt Mixtures
Energy Dispersive X-ray Spectroscopy Scanning Electron Microscopy (EDS-SEM) applied to asphalt mixtures prepared with a titanium dioxide tracer added to the virgin binder
5
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Visualization of Blending using EDS-SEM
Carbon EDS Map Titanium EDS Map
Reg
ion
with
B
lend
ing
Reg
ion
with
out
Ble
ndin
g
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NC Asphalt Mixture Analyzed
RS9.5C with 25 percent RAP and 4 percent RAS
Samples produced following AASHTO T 312 with 10 percent by mass of titanium dioxide (0.15 µm particles) added to the virgin binder using a high shear mixer
Samples sawn into small prisms and polished prior to EDS-SEM analysis
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Blending Analysis Results
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Blending Analysis Results
Area Ti (%)Entire 0.5
1 1.82 1.43 0.44 0.35 0.26 0.2
1
5
4
3
2
6
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Systematic Study of the Effect of RAP on Asphalt Mixture Cracking Performance
RS 9.5B• Three RAP contents• Gradation kept
consistent for different RAP contents
Laboratory-mixed, laboratory-compacted samples
10
RAP Content (%)
Virgin Binder Grade
0 PG 64-2230 PG 58-2850 PG 58-28
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Performance Testing
Asphalt Mixture Performance Tester (AMPT) of small specimens • Preparations:
AASHTO PP 99• Dynamic Modulus:
AASHTO TP 132• Cyclic Fatigue:
AASHTO TP 133
11
110 mm
38 mm
178 mm
150 mm
180 mm
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Material Level Results
12
1.0E+2
1.0E+3
1.0E+4
1.0E+5
1.0E-5 1.0E-2 1.0E+1 1.0E+4 1.0E+7
|E*|
(MPa
)
Reduced Frequency (Hz)
0%RAP-STA
30%RAP-STA
50%RAP-STA0.0
0.2
0.4
0.6
0.8
1.0
1.0E+00 1.5E+05 3.0E+05 4.5E+05
C
S
0%RAP-STA
30%RAP-STA
50%RAP-STA
y = 0.56x
y = 0.55x
y = 0.43x
0.0E+00
5.0E+03
1.0E+04
1.5E+04
2.0E+04
2.5E+04
0.0E+00 1.0E+04 2.0E+04 3.0E+04 4.0E+04
Cum
ulat
ive
(1-C
)
Nf
0% RAP
30% RAP
50% RAP
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Pavement Performance Simulations
FlexPAVETM
• North Carolina climate
• 1,000 daily ESALs
• 60 mph
13
12 inch
Asphalt, H=4 inch
Aggregate Base, H=10 inch, E=40,000 psi
Subgrade, E=10,000 psi
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Pavement Performance Simulation Results
14
0.0
2.0
4.0
6.0
8.0
10.0
12.0
0 40 80 120 160 200 240
Perc
ent D
amag
e
Months
0%RAP_STA
30%RAP_STA
50%RAP_STA
X (m)
Z (c
m)
-1 0 1
0
5
10
0.5
1
0
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Summary of Findings
EDS-SEM can be used to detect blending levels in reclaimed asphalt mixtures when a titanium dioxide tracer is added to the virgin binder
A blending analysis of a NC mixture indicates poor blending between RAS and virgin binders but blending between RAP and virgin binders
A study of the effect of RAP on the performance of NC mixtures indicates a negligible change in performance when the RAP content is increased from zero to 30 percent and increased cracking susceptibility when the RAP content is increased to 50 percent
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Future Research Direction
Elucidate recycled binder contribution in RAP and RAS mixtures as a function of material and laboratory fabrication variables
Evaluate the effect of blending levels on asphalt mixture performance
Develop improved procedures for the virgin binder grade selection and volumetric design of RAP and RAS mixtures
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Development of a Tack Coat Quality Control Program for Mitigating
Delamination in Asphalt Pavement Layers
NCDOT Research Project 2018-13
NCDOT Research Summit
May 7th, 20191
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BackgroundDistresses associated with poor bonding
Slippage and shoving Fatigue cracking PotholesCostly Pavement Repairs
Tack coat promote the bond between pavement layersPerformance Factors
Application Rate Tack Coat Material Temperature Curing Time Existing Surface Condition
2
Image: Maxwell Products
Image: FDOT 977-37 report
Image: Pavement Interactive
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Research Plan
3
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Pavement Response Analysis
4
Three dimensional layered viscoelastic analysis for moving loads and thermal stresses under realistic loading and temperature conditions
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Pavement Response Analysis
5Intermediate pavement section, 80kN (18 kips), 8 km/hour (5 mph)
60°C at 3.81 cm (1.5 in.) depth under braking condition
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Pavement Response Analysis
6Intermediate pavement section, 80kN (18 kips), 8 km/hour (5 mph)
60°C at 3.81 cm (1.5 in.) depth under braking condition
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Interface Shear Strength
7
Kim et al. 2011
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Interface Shear Strength
8
Modified Asphalt Shear Tester (MAST)
Confining PressureInterface is visible through this
opening for DIC analysis.
MAST Shoe
MAST Gluing Jig
Speckled paper
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Interface Shear Strength
9
MAST specimen preparation
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Interface Shear Strength
10
MAST Test Setup
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Interface Shear Strength
11
Prediction Model
fb R c
d R cτ = (a×γ )×σ + c×γ + e×σ
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Binder Bond Strength
12
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Binder Bond Strength
13
Pneumatic Adhesion Tensile Testing Instrument (PATTI)
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Interface Shear Strength
14
RP 2018-13 Experimental Design
Factors Conditions
Tack coat type CRS-2 CRS-1h NTCRS-1hM Ultrafuse No tack
Test temperature 5°C, 19°C, 35°C, 53°C
Application rate 0.0452 L/m2 (0.01 gal/yd2), 0.136 L/m2 (0.03 gal/yd2), 0.226 L/m2 (0.05 gal/yd2)
Loading rate 50.8 mm/min (2 in./min), 5.08 mm/min (0.2 in./min), 0.508 mm/min (0.02 in./min)
Confinement (normal
stress)69 kPa (10 psi), 276 kPa (40 psi), 483 kPa (70 psi)
Surface Ungrooved Surface (U) Grooved Surface (G)
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Milled Surfaces
15
Field, Maynard Rd, Cary, NC Field core samples
3D Laser Scanner
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(1 ) (2 )2
Peak level st Peak level ndMPD Averagelevel+= −
0
0.8
1.6
2.4
3.2
Low Mid High
MPD
(mm
)
Wall Type
0
0.8
1.6
2.4
3.2
F1 F2 F3 F4 F5
MPD
(mm
)
Field Section
Lab
Field 2
Field 4
Milled Surface
16
Mean Profile Depth (MPD)
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Effect of Application Rate
17
CRS-2: Grooved and Ungrooved
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Effect of Application Rate
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CRS-1h, Grooved
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Effect of Confining Pressure
19
CRS-2: Grooved and Ungrooved
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Effect of Confining Pressure
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CRS-1h: Grooved and Ungrooved
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Effect of Surface Type
21
Grooved vs. Ungrooved
CRS-2 CRS-1h
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Effect of Tack Coat Material
22
CRS-2 vs. CRS-1h
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Effect of Tack Coat Material
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CRS-2 & CRS-1h vs. No Tack
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Specimens after MAST test
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Confining Pr = 40 psi, Temp. = 19°C, Strain rate= 50 mm/minCRS-2 Ungrooveed
CRS-1h Grooveed
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Conclusions
25
A mechanistic framework for the evaluation of tack coat quality has been established using BBS of binder, ISS of mixture, and FlexPAVETM for pavement analysis.
Time-temperature superposition of BBS and ISS has been verified.
Effects of tack coat application rate in ISS are found insignificant. Effects of confining pressure on ISS are found to be significant. CRS-2 tack coat demonstrated higher ISS than CRS-1h tack coat. Milled surface condition did not change the ISS from the
unmilled surface condition. However, this conclusion is based on laboratory-fabricated milled surface condition where the shear loading direction was aligned to the groove direction. The results from milled surface with random groove pattern in the field are expected to be different.
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Thank you!
Questions?
26
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Impact of Local M-EPDG Calibration
Using Sustainable Materials
Tara Cavalline, PhD, PE Brett Tempest, PhD, PE
Edward BlanchardClay Medlin
Rohit Chimmula
NCDOT Research and Innovation SummitMay 7, 2019
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Background
• NCDOT has used Pavement ME Design software program for design of pavements (based on M-EPDG)
• Best results are obtained using locally calibrated input values• Local inputs for concrete pavements needed• Thermal inputs are of particular interest
• Portland Limestone Cements (PLC) have been shown to reduce the carbon footprint of concrete
• PLCs are commonly used in concrete produced in Europe and Canada• Increasing number of states are allowing use of PLCs. • North Carolina has recently made provisions to allow PLCs, but do not
have experience with PLCs in concrete mixtures with local materials
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Project Objectives
1. Develop and batch concrete mixtures for concrete pavements– Utilize aggregates from Mountain, Piedmont, and Coastal regions– Utilize manufactured sand (2MS) and natural sand– Utilize both Type I/II OPC as well as PLC– PLC produced from same clinker as Type I/II OPC– Two types of fly ash
2. Perform laboratory testing to determine:- Determine mechanical properties - Determine thermal characteristics- Evaluate durability performance
3. Prepare a catalog of concrete characteristics for use by NCDOT as inputs in Pavement ME Design
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Analysis Focus Areas
1. Sensitivity analysis and implications of new inputs on concrete pavement design
2. Durability performance of mixtures used for concrete pavements
3. Quantifying sustainability benefits of PLC use
• Project report: NCDOT RP 2015-03, “Improved Data for Mechanistic-Empirical Pavement Design for Concrete Pavements.”
• Cavalline, T.L, Tempest, B.Q., Blanchard, E.H., Medlin, C.D., Chimmula, R.R., and Morrison, C.S. (2018), “Impact of Local Calibration Using Sustainable Materials for Rigid Pavement Analysis and Design.” ASCE Journal of Transportation Engineering, Part B: Pavements, 144(4).
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Mixture ID*
Material Types Selected Proportions, pcy
Cement Fly Ash Coarse Aggregate Fine Aggregate Cement Fly Ash
C.A.N.M
OPC Source A
None Coastal Manuf. Sand 573 0M.A.N.M None Mountain Manuf. Sand 573 0P.A.N.M None
Piedmont
Manuf. Sand 573 0P.A.N.N None Natural Sand 573 0P.A.A.M Source A Manuf. Sand 460 137P.A.B.M Source B Manuf. Sand 460 137C.B.N.M
OPC Source B
None Coastal Manuf. Sand 573 0M.B.N.M None Mountain Manuf. Sand 573 0P.B.N.M None
Piedmont
Manuf. Sand 573 0P.B.N.N None Natural Sand 573 0P.B.A.M Source A Manuf. Sand 460 137P.B.B.M Source B Manuf. Sand 460 137C.BL.N.M
PLC (produced from OPC Source B)
None Coastal Manuf. Sand 573 0M.BL.N.M None Mountain Manuf. Sand 573 0P.BL.N.M None
Piedmont
Manuf. Sand 573 0P.BL.N.N None Natural Sand 573 0P.BL.A.M Source A Manuf. Sand 460 137P.BL.B.M Source B Manuf. Sand 460 137*Note: Explanation of Mixture ID coding: First letter, coarse aggregate type (C = Coastal, P = Piedmont, M = Mountain), Second letter, cement type (A = OPC source A, B = OPC source B, BL = PLC), Third letter, fly ash type (N = None, A = fly ash source A, B = fly ash source B), Fourth letter, fine aggregate type: M = manufactured sand, N = natural sand
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Laboratory Testing ProgramTest Protocol Age(s) in
daysReplicates
Fres
h
Air content ASTM C231 and Super air meter
Fresh 1 each type of test, each batch
Slump ASTM C143 Fresh 1Fresh density (unit weight) ASTM C138 Fresh 1Temperature AASHTO T309 Fresh 1
Hard
ened
Compressive strength ASTM C39 3, 7, 28, 90 3 each ageResistivity AASHTO TP95-11 3, 7, 28, 90 3 each ageModulus of rupture ASTM C78 28 2Modulus of elasticity and Poisson’s ratio
ASTM C469 28 2
Coefficient of thermal expansion AASHTO T336 28 3Heat capacity ASTM C2766 56 3Thermal conductivity ASTM E1952 56 3Shrinkage ASTM C157 per standard 3
Cracking potential ASTM C1581 per standard 3Rapid chloride permeability ASTM C1202 28 2Freezing and thawing resistance ASTM C666,
procedure Aper standard 3
Thaumasite attack ** CSA A3004-C8 per standard 6
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Thermal Property Test Equipment
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Summary of Findings - Mechanical Properties• PLC performed similarly to OPC in mechanical property test results, providing
incentive to use this sustainable alternative to OPC.
• Coarse aggregate type did not significantly influence laboratory tests used to determine MEPDG inputs.
• Including fly ash in in pavement mixtures improves durability and sustainability, but makes 28-day compressive strength an unsuitable M-EPDG input.
• Modulus of elasticity values (at 28-days) for all mixtures ranged from of 2,400,000 psi to 3,700,000 psi. This is lower than the suggested range of 3,000,000 psi to 4,000,000 psi suggested in the MEPDG literature.
• Many of the mixtures exhibited Poisson’s ratio test results that were higher than the suggested range provided in the MEPDG literature (0.15 to 0.18).
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Summary of Findings - Thermal PropertiesCoefficient of Thermal Expansion
• Measured CTE values are consistently lower than the CTE values currently used by NCDOT.
• Measured CTE values were significantly lower than the recommended values suggested in the MEPDG literature for granitic gneiss and limestone.
• Mixtures containing the natural sand had a notably higher coefficient of thermal expansion than those containing the manufactured sand.
• Movement towards use of 2MS associated with lower CTE and potentially improved thermal performance
• Implications on CTE for concrete mixtures that are blends of manufactured and natural sand?
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Thermal Conductivity• For mixtures with the manufactured sand an MEPDG input for thermal
conductivity of 0.80 to 0.90 BTU/(ft·hr·°F) appears to be reasonable. • Significantly lower than the default input value is 1.25 BTU/(ft·hr·°F).
• Mixtures with the natural sand had a higher thermal conductivity, closer to the default value of 1.25 BTU/(ft·hr·°F).
Heat Capacity • All measured values for heat capacity were notably lower than the default
values suggested in the MEPDG literature.• Regardless of materials utilized, an MEPDG input for heat capacity of 0.20
BTU/lb·ft appears to be reasonable. The default value is 0.28 BTU/lb·ft. • The effect of sand type on heat capacity is not readily evident.
Summary of Findings - Thermal Properties
***Role of moisture content of concrete specimen was investigated. ***
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Influence of Specimen Moisture Condition onThermal Conductivity
0.40
0.60
0.80
1.00
1.20
1.40
1.60
Oven Dried 50% RelativeHumidity
SSD
Ther
mal
Con
duct
ivity
(BT
U/(
ft.h
r.˚F)
)
Specimen Moisture Condition
C.A.N.MM.A.N.MP.A.N.MP.A.N.NP.A.A.MP.A.B.MC.B.N.MM.B.N.MP.B.N.MP.B.N.NP.B.A.MP.B.B.MC.BL.N.MM.BL.N.MP.BL.N.MP.BL.N.NP.BL.A.MP.BL.B.M
Manufactured sand
MEPDG Default input = 1.25
Natural sand
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0.00
0.05
0.10
0.15
0.20
0.25
0.30
Oven Dried 50% RelativeHumidity
SSD
Hea
t Cap
acity
(BTU
/(lb
.˚F))
Specimen Moisture Condition
C.A.N.MM.A.N.MP.A.N.MP.A.N.NP.A.A.MP.A.B.MC.B.N.MM.B.N.MP.B.N.MP.B.N.NP.B.A.MP.B.B.MC.BL.N.MM.BL.N.MP.BL.N.MP.BL.N.NP.BL.A.MP.BL.B.M
MEPDG Default input = 0.28
Impact of Specimen Moisture ConditionHeat Capacity
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Proposed Catalog of InputsMaterials M-EPDG Input
Coarse Aggr.
Fine Aggr.
Fly Ash
Unit Wt(pcf)
MOE(psi)
Pois.Ratio
MOR (psi)
CTE, (in/in/°F)
Heat Cap.
BTU/(lb·°F)
Thermal Cond.
(BTU/(ft·hr·°F)
Piedmont Man. Sand No 145 3,000,000
0.19 6604.63×10-6
0.22
0.95
Piedmont Man. Sand Yes 142 2,500,000 4.57×10-6 0.90
Piedmont NaturalSand No 142 3,400,000 0.16 740 5.40×10-6 1.20
Mountain Man. Sand No 146 2,700,000
0.19 6604.56×10-6 0.95
Coastal Man. Sand No 139 3,500,000 4.30×10-6 0.90
NCDOT often utilized 150 4,200,000 0.170.20
650690 6.0×10-6 0.28 1.25
MEPDG suggested 150 4,200,000 0.20 690 5.5×10-6 0.28 1.25
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Sensitivity Analysis Results Effect of Increase of Each Input on Predicted Distress
Input Terminal IRI (in/mile)
Mean Joint Faulting (in)
Transverse Cracking
(% slabs cracked)
Unit weight ↑ Decrease (VS) Decrease (S) Decrease (N)
Modulus of rupture ↑ Decrease (VS) Neutral (N) Decrease (VS)
Modulus of elasticity ↑ Increase (S) Increase (S) Increase (S)
Poisson's ratio ↑ Increase (S) Increase (S) Increase (S)
CTE ↑ Increase (VS) Increase (VS) Increase (S)
Thermal conductivity ↑ Increase, then decrease (N) Increase (S) Decrease (VS)
Heat Capacity ↑ Decrease (N) Neutral (N) Decrease (S)
VS = Very Sensitive, S = Sensitive, N = Neutral
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Implications of New Inputs on Concrete Pavement Design
NCDOT Selected Projects of Interest– Project: I-4400 – I-26 in Buncombe Co.– Project: U-2579 – W-S Northern Beltway, Forsyth Co.– Project: R-2536 – Asheboro Bypass, Randolph Co. – Project: U-2519 – Fayetteville Outer Loop, Cumberland Co.
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Minimal Influence of Cement TypePiedmont - Forsyth Co.
NCDOT Project U-2579C Versus Piedmont Aggregate
NC
DO
T Pr
ojec
t U-2
579C
Fo
rsyt
h C
o.
NC
DO
T 2M
S M
anuf
actu
red
Sand
with
BC
emen
t
NC
DO
T 2M
S M
anuf
actu
red
Sand
with
BL
Cem
ent
C-3
3 N
atur
al S
and
with
BC
emen
t
C-3
3 N
atur
al S
and
with
BL
Cem
ent
Laye
r 1: P
CC
Pavement Thickness (in) 11 11 11 11 11Cementitious Material Content (lb/yd3) 600 550 550 550 550
Water to cement ratio 0.42 0.48 0.48 0.48 0.48Unit Weight (PCF) 150 143 144 142 141
28 Day Compressive Strength (psi) 4,850 5,020 4,390 5,19028 Day Modulus of Rupture (psi) 690 670 655 715 753
28 Day Modulus of Elasticity (psi) 4,200,000 3,340,000 2,430,000 3,510,000 3,040,000Poisson's Ratio 0.20 0.20 0.18 0.19 0.15
Coefficient of Thermal Expansion (x 10-6 in/in°F) 6.00 4.63 4.54 5.31 5.32Heat Capacity (Btu/lb-°F) 0.28 0.20 0.20 0.20 0.20
Thermal Conductivity (Btu/(ft)(hr)(°F)) 1.25 0.95 0.80 1.12 1.18Layer 2: 4.25 inches of Flexible PavementLayer 3: 8 inches of Lime StabilizedLayer 4: 12 inches of A-2-5 SubgradeLayer 5: Semi-infinite layer of A-2-5 Subgrade
Climate Data Winston Salem, NC
Dis
tress Terminal IRI (in/mile) 185.00 (Target) 131.90 117.80 112.06 126.66 121.81
Mean Joint Faulting (in) 0.12 (Target) 0.08 0.06 0.05 0.07 0.07JPCP Transverse Cracking (percent slabs) 10.00 (Target) 4.39 3.83 3.83 3.83 3.83
Rel
iabi
lity Terminal IRI (in/mile) 99.83 99.99 100.00 99.93 99.97
Mean Joint Faulting (in) 99.34 99.98 100.00 99.76 99.92JPCP Transverse Cracking (percent slabs) 99.83 99.96 99.96 99.96 99.96
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Improved Performance with Local InputsPiedmont - Forsyth Co.
NCDOT Project U-2579C Versus Piedmont Aggregate
NC
DO
T Pr
ojec
t U-2
579C
Fo
rsyt
h C
o.
NC
DO
T 2M
S M
anuf
actu
red
Sand
11
inch
NC
DO
T 2M
S M
anuf
actu
red
Sand
10
.5 in
ch
NC
DO
T 2M
S M
anuf
actu
red
Sand
10
inch
Laye
r 1: P
CC
Pavement Thickness (in) 11 11 10.5 10Dowel Diameter (in) 1.5 1.5 1.25 1.25
Cementitious Material Content (lb/yd3) 600 550 550 550Water to cement ratio 0.42 0.48 0.48 0.48Unit Weight (PCF) 150 145 145 145
28 Day Modulus of Rupture (psi) 690 660 660 66028 Day Modulus of Elasticity (psi) 4,200,000 3,000,000 3,000,000 3,000,000
Poisson's Ratio 0.20 0.20 0.20 0.20Coefficient of Thermal Expansion (x 10-6 in/in°F) 6.00 4.63 4.63 4.63
Heat Capacity (Btu/lb-°F) 0.28 0.20 0.20 0.20Thermal Conductivity (Btu/(ft)(hr)(°F)) 1.25 0.95 0.95 0.95
Layer 2: 4.25 inches of Flexible PavementLayer 3: 8 inches of Lime StabilizedLayer 4: 12 inches of A-2-5 SubgradeLayer 5: Semi-infinite layer of A-2-5 Subgrade
Climate Data Winston Salem, NC
Dis
tress Terminal IRI (in/mile) 185.00 (Target) 131.90 115.58 144.70 143.94
Mean Joint Faulting (in) 0.12 (Target) 0.08 0.05 0.10 0.10JPCP Transverse Cracking (percent slabs) 10.00 (Target) 4.39 3.83 3.83 3.83
Rel
iabi
lity Terminal IRI (in/mile) 99.83 99.99 99.24 99.30
Mean Joint Faulting (in) 99.34 99.99 96.55 96.95JPCP Transverse Cracking (percent slabs) 99.83 99.96 99.96 99.96
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• Recommended catalog of PCC inputs for M-EPDG is presented for use in local calibration efforts.
• Some recommended inputs differ significantly from MEPDG default/recommended values
• Coarse aggregate type not highly influential in MEPDG inputs• Shift in use from natural to manufactured sands may have
performance implications on PCC pavements – predicted to be mostly favorable if workability challenges are not
an issue
• Fly ash mixtures – encourage for durability benefits– use of 28-day compressive strength likely an unsuitable input for
MEPDG
Implications on Concrete Pavement Design
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• Improved pavement performance was predicted using new locally calibrated inputs– Offers insight into potentially longer service life of existing pavements– Use of new inputs may result in design of thinner pavements
(up to 1”)• Cost savings • Sustainability benefits
– Decision to use thinner pavement section should be weighed against• Risks of under-prediction of traffic • Section loss associated with diamond grinding
• Reducing dowel size for thinner sections significantly impacts predicted performance
Implications on Concrete Pavement Design
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Industry Forecast for PLC
Seven cement plants in southeast produced PLC at least one time between 2012 and 2016
• PLC provided equivalent performance to OPC Type I/II• Decision to allow PLC is supported by test data and MEPDG analysis• Sustainability benefits!
• Reduced carbon emissions, durability performance benefits
from Paul Tennis, PCA May 2019
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Thank you!• Clark Morrison, Brian Hunter, Chris Peoples, Nilesh Surti, NCDOT StIC• We appreciate the opportunity to continue to be of assistance to NCDOT!