Durability of Traffic Paint on Portland Cement Concrete Pavements

Performance of a series of transverse lines applied to a relatively new concrete pavement, utilizing primes and pretreatments, is reported. The report includes descriptions of the location of test lines and types of paint and pretreatments, performance histories, and analysis of results. Chlorinated rubber, epoxy, and urethane paints were the most durable. Neither pretreatment nor the use of primes significantly increased durability

Bridge Decks Constructed for Increased Durability

The experimental features incorporated in this study were compaction, brooming, and hi-layered construction. Broomed surfaces initially exhibited a higher skidding resistance than non-broomed surfaces: broomed surfaces, however, wear more rapidly. No conclusive evaluation could be made at this time of the bilayered system and of tests made on the concrete cores. Electrical measurements made on the decks indicated there was no active corrosion of the steel

An Investigation of Low Cylinder-Strengths (District 6)

District 6 has had a lingering problem of low cylinder-strengths. This report describes, in detail, an ensuing investigation which incorporated the use of identical materials of concretes used in District 6 and analyses of cylinder data, in situ concrete cores, and laboratory mixtures. The investigation revealed that a high percent of the in situ concrete is sound and reliable, and that aggregate type and (or) air content were not the cause for the low cylinder-strengths. The quality of making, storing, and curing the cylinders were the reasons for low-strength

Voidless Concrete Mixtures for Bridge Decks

The purpose of this study was to modify concrete mix-design formulas to supplant all water over and above that needed for hydration with a non-evaporable material -- thus producing a no-void concrete. It was adjudged that a water-cement ratio of 0.244 would be practical for hydration of the cement. Several polymeric materials, asphalts, and oils were used to replace the excess mixing water. Success was achieved using two latexes and one epoxy. The use of these materials in concrete resulted in improved strength, reduction of air voids and permeability, and enhancement of resistance to corrosive chloride salts

Voidless and Internally Sealed Concretes (Construction Report; Silas Creek Bridge, US 27, MP-009-0027-B0002)

Laboratory investigations on concretes containing super water reducers, PVP and Melment, indicated their suitability for field utilization. Wax beads have been used by other states in concretes for bridge slabs. This report describes the reconstruction of a four-span bridge having three experimental slabs and one conventional slab. Post-construction analyses of cores are included

Expansive Limestone Aggregate in a Concrete Pavement

Recurrent blowups and surface cracking are common symptoms of distress in concrete pavements. Premature appearance of distress symptoms is alarming because the materials used in the concrete become suspect. Criteria for design, quality of materials, and construction are necessarily re-evaluated. Indeed, a dutiful effort to discover the cause(s) and to provide future safeguards is reasonably expected. The analysis of causative factors besetting I 65-1(13)13 was complicated by an intuitive notion that blowups and surface cracks might be separate and independent problems. The crack pattern resembled the configuration of the wire mesh -- which was vibrated into position after the concrete was spread and screeded. The blowups are, as the evidence presented here will show, attributable to expansive forces arising from a limestone aggregate which now has been identified with specific ledges in the source quarry. The nature of this aggregate was such that its deleterious or expansive character would not have been detected by the specification tests and routine safeguards then in effect. However, insights extending beyond specification requirements surely would have made the ledges suspect had they been brought to bear in this instance. This report includes a relevant history of the project and results from the several investigative tests undertaken

Final Performance Report on Experimental Use of Thermoplastic Pavement-Striping Materials

This study was undertaken in order to: 1) evaluate the performance of thermoplastic striping materials, 2) compare their performance on both portland cement concrete and bituminous concrete pavements to that of conventional traffic paints, and 3) to evaluate the economics of thermoplastics in terms of cost per mile per day of useful life. The performance of two brands of thermoplastic striping materials and conventional traffic paints applied at nine test sites in both rural and urban areas is reported herein. Application procedures, site locations, repair histories and materials specifications are included. Accumulative costs for each material at all sites for a seven-year period are summarized in Table 4. The performance of thermoplastics placed on bituminous concrete was superior to that placed on portland cement concrete pavements. Epoxy primers were of aid in providing adherence of thermoplastics to portland cement concrete pavements; however, the epoxies were not capable of penetrating surface laitance. Visibility of the thermoplastic stripes decreased with age due to accumulation of road scum

Experimental Portland Cement Concrete Shoulders Design and Construction

Kentucky\u27s first portland cement concrete shoulder project was conceived in 1970 and was inspired by the Portland Cement Association\u27s issue Concrete Shoulders for Safe Modern Highways, Concrete Report, 1970, and FHWA\u27s Informational Memorandum CMPB-17-70, Experimental Project for the Evaluation of Portland Cement Concrete Shoulders Adjacent to Concrete Mainline Pavement; Project Prospectus, National Experimental and Evaluation Program; May 12, 1970. It was expected that at least two states in each region would participate in the national program. A 3.442-mile section of US 31 W, between Radcliff and Tiptop, beginning at the intersection of US 60 and extending southward, scheduled for reconstruction, was chosen for implementation. The site is shown, in Figure 1. Bids were taken February 15, 1973, and project is now nearing completion. Construction cost will be nearly 6 million dollars

Evaluation of Cored Specimens from Timber Caisson Beneath Pier No. 2 of the US 25 Bridge over the Ohio River between Covington and Cincinnati

Pier No. 2 of the former C&O Bridge at Covington is off-shore from the Kentucky side of the Ohio River. It was built in 1887. In 1927, this pier was extended downstream to support a new railroad bridge. The other three piers remained independent. The original structure was then converted to highway use and was purchased by the Commonwealth of Kentucky in 1937. In 1968, an engineering analysis of the superstructure indicated critical deficiencies in terms of safety factors , and the bridge was closed to all traffic. Subsequently, various plans for reconstruction came under consideration. Of greatest significance here is the consideration toward re-use of Pier No. 2 – jointly with a new highway bridge and the existing railroad bridge. Cost estimates appeared persuasive; the structural feasibility remained dependent upon the integrity of the pier -- more specifically, the worthiness of the masonry, concrete, and the underlying timber caisson. Prior to removal of the steel superstructure (fall of 1970), vertical cores were extracted from Pier No. 2 for evaluation. This report concerns the evaluation of specimens of wood from the timber caisson. The substructure construction was described by Wm. H. Burr, in the Transactions of the American Society of Civil Engineers, Vol. XXIII, 1890; a copy is appended hereto for convenient reference; Plate XIII, therein, is most pertinent

Low-Void Concrete Mixtures

The purpose of this study was to modify concrete mix-design formulas to supplant all water over and above that needed for hydration with a non-evaporable liquid material and(or) a super-water-reducer or plasticizer -- thus producing a low-void concrete. A water-cement ratio of 0.244 - 0.30 was presumed minimal for hydration of the cement. Several polymeric materials, asphalts, oils, and superplasticizers were used. Success was achieved with two latexes, one epoxy, and several superplasticizers. The use of these materials in concrete resulted in improved strength, reduction of air voids and permeability, and enhancement of resistance to corrosive chloride salts