Concrete Paving Association Workshop March 12, … Paving Association Workshop March 12, ... (4 per...

Concrete Paving Association Workshop

March 12, 2015

Maria Masten, MnDOT Concrete Engineer

Gordy Bruhn, Concrete Rehab Specialist, MnDOT Concrete Unit

Matt Zeller, Concrete Paving Association of Minnesota

MnROAD and Research

Construction Materials

CPR, Inc.

Diamond Surfaces, Inc.

Interstate Improvement

PCI Roads

Simplex Construction Supplies

MnDOT District 3

SP 2280-126 I-94 Alden

6 dowel bars25.4% Trucks7,668 AADT

Full Scale Investigation of other CPR projects constructed between 2007 and 2012

Was the switch from 11 dowels to 6 (3 per WP) or 8 (4 per WP) depending on traffic going too far? But it works for retrofit dowel projects…

Where did the material go? We used more than we needed? Did it break down, was it durable?

Is Spec constructible?

◦ Place the bonding agent into the drilled holes to completely fill the void.

Road MP 2010 ADT 2010 %Trucks

Dowels per lane

CPR Year

I-90 138-145 7,668 25.4 6 2009

I-90 185-193 11,416 11 11 2010

I-94 157-194 43,500 10.3 6 2009

I-94 209-217 100,725 9.5 8 2010

MN23 112-124 3,290 12.9 8 2011

MN77 1-5 65,000 2.2 11 2007

During investigations we found a lack of epoxy adhesive / grout around the dowels from all of the Contractors

“I watched them install dowels on many projects and thought they were good.”

Change standard back from 8 dowel bars to 11 dowel bars due to problems we have encountered with workmanship

Time to discuss with Concrete Industry and educate Inspection Personnel

December of 2012 Focused on premature failure of full depth

repair project Investigation of other projects and

information sharing with Industry “It has been working for 30 years – what’s

changed?” Workmanship and Best Practices were the

end result◦ How good can we really do? Let’s go to

MnROAD and find out….

PCi ROADS retrieved some full depth repair removals from the I-94 CPR project

Drilled holes into both sides of panels for dowel bar installation and delivered to MnROAD Pole Barn

Let slabs warm up for

a week

All concrete rehab

contractors and major

material suppliers were present to install

What did we try?◦ Epoxy dip and stick

◦ Epoxy double dip

◦ Epoxy – fill and twist

◦ Grout box method

◦ Grout dip and stick

◦ 1 hour old grout

◦ Grout capsules

◦ Polygrip epoxy

Also tried additional brushing and compressed air and grout rings to see if any made a significant impact on the performance of the repair

Had problems with epoxy due to cold temperatures

PCi Roads came and cut 4” off of each side to view the voids around the dowel bar to check effectiveness of installation

University of Minnesota used MIRA to investigate filling of voids non-destructively

Tested with MIRA to see if provide information non-destructively

MnDOT randomly cored every CPR project in 2013

One Contractor took initiative to core and check their own workmanship

Most effective cause for Contractor to change was when MnDOT cored each project – even when Contractors were working on multiple projects

1” and 1.25” diameter dowel bars

All lanes diamond ground

No grout, modified grout bag, grout capsule, epoxy (2 types)

Controlled location

FWD testing seasonally

Coring

Monitoring over time

MnROAD Mainline - Old Westbound Interstate I-94 (By-Pass)

13 cells 9” JRCP / 6” Class-6 Base / Clay (1973)

each cell has 3 joints = 81 feet long = both lanes Estimated 140,000 Rigid ESAL/Year

28,500 ADT - 13% Trucks

Starts MP-199 1

East

joint# 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 1

feet 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5

1 2

joint# 1 2 3 1 2 3 1 2 3 1 2 3 1 2 3 2

feet 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5

2

West Note: Updated - July 24, 2013

Need to discuss the -

joint# 1 2 3 1 2 3 1 2 3 Monitoring (FWD Joints, Distress, LISA Ride)

feet 13.5 27 27 13.5 13.5 27 27 13.5 13.5 27 27 13.5 Analysis - Need to discuss

FWD Point pre-full depth repair

26 points (2 per cell)

marked on roadway

Diamond Grinding Diamond Grinding Diamond Grinding

1" Dowels 1.25" Dowels

Full Depth Joint Repair Full Depth Joint Repair No Repair

Epoxy - Rezi Weld Epoxy - Rezi Weld "control"

Cell 980 Cell 981 Cell 982

Epoxy - Powers Epoxy - Powers

1.25" Dowels 1" Dowels 1.25" Dowels 1" Dowels 1.25" Dowels

Grout - Dip Method Grout - Capsule Method Grout - Capsule Method

Diamond Grinding Diamond Grinding Diamond Grinding Diamond Grinding Diamond Grinding

Full Depth Joint Repair Full Depth Joint Repair Full Depth Joint Repair Full Depth Joint Repair Full Depth Joint Repair

1.25" Dowels 1" Dowels 1.25" Dowels 1" Dowels

Cell 975 Cell 976 Cell 977 Cell 978 Cell 979

1" Dowels

Full Depth Joint Repair Full Depth Joint Repair

No Grout No Grout Grout - Bag Injected Grout - Bag Injected Grout - Dip Method

Full Depth Joint Repair Full Depth Joint Repair Full Depth Joint Repair

Cell 973 Cell 974

Diamond Grinding Diamond Grinding Diamond Grinding Diamond Grinding Diamond Grinding

Cell 970 Cell 971 Cell 972

Pavement Section: Interstate I-94 (By-Pass)◦ 9” JRCP/6” Class-6 Base / Clay (1973)

◦ Estimated 140,000 Rigid ESAL/Year

◦ 28,500 ADT – 13% Trucks

Since Test Section Installations (8/15-16/13)◦ Traffic on By-Pass ~ 88 Days

◦ Estimated 500,000 Rigid ESALs

◦ ~14,000 ADT – 14% Trucks in Driving Lane

Cells 970 - 981 (w/patches)

East Patch "X" West

Passing

Driving

X, approach, patch

X, leave, pavement

X, approach, pavement

X, leave, patch

Cell 982 (control w/o patch)

East Joint "X" West

Passing

Driving

X, leave, pavement

X, approach, pavement

Larson and Smith (2005) suggest that “doweled joints with LTE of 85 percent or less and/or a differential deflection greater than 5 mils in five years or less are unlikely to provide satisfactory long-term performance.”

Values reflect new construction – I believe adaptive to performance of full depth repairs

Source: Guide to Dowel Load Transfer Systems for Jointed Concrete Roadway Pavements (Sept 2011)

Typical “Action” thresholds range from 50 to 70 percent Load Transfer Efficiency (LTE) considering LTE only


Larson and Smith (2005) suggest that “The maximum differential deflection criteria of 5 mils may help evaluate dowel looseness or the possibility of delaminations in the concrete at the dowel bar level.”



D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE

direction of traffic and testing

NG1 NG1.25 GB1 GB1.25 GD1 GD1.25 GC1 GC1.25 EP1 EP1.25 ER1 ER1.25 C


D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE



D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE


NG1 NG1.25 GB1 GB1.25 GD1 GD1.25 GC1 GC1.25 EP1 EP1.25 ER1 ER1.25


D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE



D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE




D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE


Dowel bar looseness



D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE



D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE


Dowel bar looseness

NG1 NG1.25 GB1 GB1.25 GD1 GD1.25 GC1 GC1.25 EP1 EP1.25 ER1 ER1.25


D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE



D1D10 D3

approach, pavement

%100D1D3LTE

D1D10 D3

leave, patch

%100D1

D10LTE

D1D10 D3

approach, patch

%100D1D3LTE

D1D10 D3

leave, pavement

%100D1

D10LTE


Dowel bar looseness


The FHWA still evaluates MnDOT on the smoothness of the roadways. Perhaps even more stringent than before

MnDOT is repairing older roads either a first or second time

Seasoned veterans are retiring

Night and weekend construction puts additional strain on the workers

Increased truck traffic over time

Research to date shows that if the hole is properly filled prior to installing the dowel bar, it seems to provide a sufficient load transfer efficiency

Lack of material around the dowel bar indicates a high probability of premature failure (possibly < 5 yrs)

Rapid construction requirements have pushed MnDOT to be more prescriptive rather than just specifying following manufacturer’s recommendations

We will continue to monitor the test sections at MnROAD for the next few years including adding ride periodic ride measurements

In my opinion …

◦ “Full Depth Repairs are an excellent technique for concrete pavement preservation – just remember it is sometimes the simple things that can cause the biggest problems.”

◦ “Proper project selection and Contractor Workmanship are the keys to success!”

Concrete Paving Association Workshop March 12, … Paving Association Workshop March 12, ... (4 per...

Documents

Transcript of Concrete Paving Association Workshop March 12, … Paving Association Workshop March 12, ... (4 per...