TRANSPORTATION

ENGINEERING
In Partial Fulfillment Of The
Requirements for the Subject
Transportation Engineering
(CE 513)

Submitted by:
ARBOLEDA, Hannah
DEL FIERRO, Alexandreau
DORADO, Shenagh Kim
QUIMPO, Chirstopher
RULONA, Paul Dwight
YAP, Michael Adrian

Submitted To:
Engr. Kenneth Noblezada

September 30, 2015

POLYMER COMPOSITES IN BRIDGE REHABILITATION

COMPOSITES
Consist of two or more physically distinct and mechanically separable parts.
Constituents can be combined in a controlled way to achieve optimum
properties.

Properties are superior, and possibly unique, compared those of the

individual components

POLYMER
A chemical compound or mixture of compounds formed by polymerization
and consisting essentially of repeating structural units
FIBER REINFORCED POLYMER
Most commercially produced composite
Uses a polymer matrix often called a resin solution
MATERIAL PROPERTIES
PROPERTIES OF FRP COMPOSITES VARY DEPENDING ON:
TYPE OF FIBER & RESIN SELECTED
FIBER CONTENT
FIBER ORIENTATION
MANUFACTURING PROCESS
CONSTRUCTION PROCESS
Preparation of the Concrete Surface
Mixing Epoxy, Putty, etc.
Preparation of the FRP Composite System
Application of the FRP Strengthening System
Anchorage (if recommended)
Curing the FRP Material

 Application of Finish System

CONCRETE SURFACE PREPARATION

Repair of the existing concrete in accordance to:
ACI 546R-96 Concrete Repair Guide
ICRI Guideline No. 03370 Guide for Surface Preparation for the Repair
of Deteriorated Concrete...
Bond Between Concrete and FRP Materials
Should satisfy ICRI Guide for Selecting and Specifying Materials for
Repair of Concrete Surfaces
Repair Cracks 0.010 inches or Wider
Epoxy pressure injected
To satisfy Section 3.2 of the ACI 224.1R-93 Causes, Evaluation and
Repair of Cracks
Concrete Surface Unevenness to be Less than 1 mm
Concrete Corners- Minimum Radius of 30 mm
APPLICATION OF THE FRP COMPOSITE
In Accordance to Manufacturers and Designer's Specifications
Priming
Putty Application
Under-coating with Epoxy Resin
Application of the FRP Laminate/ FRP Fiber Sheet
Over-coating with Epoxy Resin
CURING OF THE FRP COMPOSITES
In Accordance to Manufacturers Specifications
Temperature ranges and Curing Time- varies from few hours to 15 days
for different FRP systems

 Cured FRP Composite

Uniform thickness and density
Lack of porosity
CONSTRUCTION PROCESS
Typical RC Beam in Need for Repair
corroded steel
spalling concrete
Deteriorated Column / Beam Connection
Concrete Surface Preparation
Smooth, free of dust and foreign objects, oil, etc.
Application of primer and putty (if required by the manufacturer)
Preparation of the FRP Composites for Application
Follow manufacturers recommendations
Priming of the Concrete Surface
Application of the Undercoating epoxy Layer (adhesive when FRP pultruded
laminates are used)
Application of CFRP Fiber Sheet on a Beam- Wet Lay-Up Process
Similar for Application of Pultruded Laminates
Column Wrapping with Automated FRP Application device
Robo Wrapper by Xxsys Technologies
Column Wrapping Device

Advanced Pavement Design

Pavement Preservation Technical Assistance Review and Evaluation
Pavement Preservation - a program employing a network level, long-term strategy that enhances
pavement performance by using an integrated, cost-effective set of practices that extend pavement life,
improve safety and meet motorist expectations.

Preventive Maintenance - a planned strategy of cost-effective treatments to an existing roadway system

and its appurtenances that preserves the system, retards future deterioration, and maintains or improves
the functional condition of the system (without significantly increasing the structural capacity).
Pavement Rehabilitation - consists of "structural enhancements that extend the service life of an
existing pavement and/or improve its load carrying capacity. Rehabilitation techniques include restoration
treatments and structural overlays.
Two sub-categories result from these distinctions, which are directly related to the restoration or
increase of structural capacity:
Minor rehabilitation consists of non-structural enhancements made to the existing
pavement sections to eliminate age-related, top-down surface cracking that develop in flexible
pavements due to environmental exposure. Because of the non-structural nature of minor
rehabilitation techniques, these types of rehabilitation techniques are placed in the category of
pavement preservation.
Major rehabilitation consists of structural enhancements that both extend the service life
of an existing pavement and/or improve its load-carrying capability..
Routine Maintenance -consists of work that is planned and performed on a routine basis to maintain and
preserve the condition of the highway system or to respond to specific conditions and events that restore
the highway system to an adequate level of service.
Other activities in pavement repair are an important aspect of a STA's construction and
maintenance program, although they are outside the realm of pavement preservation:
a.) Corrective Maintenance activities are performed in response to the development of a deficiency
or deficiencies that negatively impact the safe, efficient operations of the facility and future
integrity of the pavement section.
b.) Catastrophic Maintenance describes work activities generally necessary to return a roadway
facility back to a minimum level of service while a permanent restoration is being designed and
scheduled.
c.) Pavement Reconstruction is the replacement of the entire existing pavement structure by the
placement of the equivalent or increased pavement structure.

Pavement Preservation Concepts and Techniques

The maintenance techniques used for pavement preservation are unique from reactive
maintenance in that they are significantly smaller scale projects, focusing primarily on a roads
surface rather than structure. These techniques prolong the life of road ways by addressing
surface imperfections before they are allowed to deteriorate the subsurface structure of the
road. Even though there is no way to make pavement last forever, addressing minor issues
significantly reduces the wear on the roads structure. The maintenance procedures used for
pavement preservation are formally categorized into three categories: Routine maintenance,
preventive maintenance, and minor rehabilitation. Though the actual techniques that fall into
each specific category are different, their objectives are the same; they attempt to make existing
road systems last as long as possible.

Recycling of Pavement Materials

Recycled pavement materials in a number of ways. These products range from crushed recycled
pavement material, such as blends of quarried material and/ or crushed concrete, with or without
supplementary source materials such as brick, tile and asphalt. These products may be used in structural
pavement layers. In addition the specification allows for up to 20% recycled asphalt planings (RAP) in
pavement and structural asphalt layers; and the use of crumbed rubber in bituminous surfacings as an
alternative to polymer binders, utilised to improve the life of pavements wearing course.
Examples:
Asphalt concrete,
Recycled materials,
Flexible pavements,
Construction and maintenance,
Pavement performance,
Ground-penetrating radar,
Performance-based specifications,
Pavement management systems, and
Pavement design.

Overview of sustainable pavement requirements

A sustainable pavement is one that achieves its specific engineering goals, while, on a broader scale, (1)
meets basic human needs, (2) uses resources effectively, and (3) preserves/restores surrounding
ecosystems. Sustainability is context sensitive and thus the approach taken is not universal, but rather
unique for each pavement application.

-Construction Considerations to Improve Pavement Sustainability

Create, modify, and use specifications that allow for sustainability best practices. Construction
specifications need to be evaluated to ensure that they are not a barrier to improved sustainability. Many
specifications contain arbitrary barriers that limit the use of RCWMs, for example, and thus prevent
reductions in environmental savings over the life cycle. Agencies are encouraged to evaluate their
existing specifications in light of current knowledge to remove barriers to increased sustainability.

-Reduce the negative impacts associated with construction.

This includes fuel consumption, exhaust emissions, particulate generation, and noise directly associated
with construction activities as well as construction-related traffic delays and congestion. Furthermore, the
area surrounding the construction site is also affected by the pavement construction, possibly impacting
residents, businesses, and local ecosystems.
-Optimize or improve efficiency of construction activities
This considers improvements in pavement construction that may be realized through the optimization of
construction planning and sequencing, management of construction-related traffic delays, reduced
construction noise, better waste management, and using new construction techniques and equipment
such as two-lift concrete paving (see figure 5), spray pavers in asphalt overlay construction (see figure 6),
and automated machine guidance, to name a few. At the same time, regulations require continued
improvements in the operation efficiency of construction equipment, lowering combustion emissions such

as volatile organic carbon (VOC) and nitrous oxide (NOx) emissions, diesel particulates, and fugitive
particulate matter
-Improve construction quality
Quality is an essential element in constructing a durable pavement and, consequently, is fundamental to
improving its overall sustainability. Improved construction quality can result in a major reduction in the
number of maintenance and rehabilitation treatments, with a corresponding reduction in negative impacts
during the life cycle. Furthermore, construction specifications can play a key role in incentivizing long-term
quality. A number of innovative technologies are being adopted to improve construction quality and
monitoring, including techniques such as intelligent compaction, stringless paving, infrared thermographic
scanning, and real-time smoothness measurements. Constructing smooth pavements has both short-term
and long-term sustainability benefits, especially for facilities carrying high traffic volumes.

Rigid pavement design

Different pavement types use different types of joints and reinforcement to
control the forces acting on the concrete pavement. These forces include curing
shrinkage of the concrete, environment changes and traffic loads. Forces in the
concrete pavement will cause cracks to form without traffic.
The designer can select the location where the joints will be placed and,
consequently, where the cracks will form. Joints may be thought of as
controlled cracks that will reduce the stresses the concrete will experience
during its life and greatly increase the life of the concrete pavement. Through the
use of reinforcement, the location and spacing of cracks can also be controlled.
Two types of concrete pavements, they are continuously reinforced
concreted pavement (CRCP) and jointed concrete pavement (JCP).

1. Continuously Reinforced Concrete Pavement (CRCP)

CRCP contains both longitudinal and transverse steel. CRCP does not
contain transverse joints except at construction joints.
The function of the longitudinal steel is not to strengthen the concrete slab,
but to control concrete volume changes due to temperature and moisture
variations and to keep transverse cracks tightly closed. The function of the
transverse steel is to keep longitudinal joints and cracks closed. If the steel serves
its proper function and keeps cracks from widening, aggregate interlock is
preserved and concrete stresses in the concrete slab due to traffic loading are
reduced.

2. Jointed Concrete Pavement (JCP)

JCP has transverse joints spaced at regular intervals. The transverse joints
are used to control temperature induced contraction and expansion in the
concrete. Smooth dowel bars are used at the transverse joints for load transfer.
The transverse joints are spaced at 15 ft.
Longitudinal joints are used to control random longitudinal cracking.
Longitudinal joints are tied together with tie bars.

Selection of Rigid Pavement Type

CRCP provides excellent long-term performance requiring very low maintenance.
There are situations where jointed pavement may be desirable. If jointed
pavement is to be utilized, its use must meet one of the following criteria:

for roadways controlled and maintained by another government entity

for aesthetic reasons where pedestrian traffic might interpret the randomly
spaced cracks of CRCP with premature failure

for parking areas or roadways with crosswalks, adjacent parking, or

sidewalks

for railroad crossings, approaches to structures or to widen existing jointed

pavement

for intersections and approaches in flexible pavement roadways that are

associated with vehicle braking and acceleration which could cause shoving
and rutting of an asphalt pavement

for other situations approved by the Administration, after submittal of

request and justification to the Materials & Pavements Section of the
Construction Division (CST-M&P).

Performance Period
For rigid pavements, the initial pavement structure shall be designed and
analyzed for a performance period of 30 yr. A performance period other
than 30 yr. may be utilized with justifications. For example, an existing
pavement to be widened will be completely reconstructed within 15 yr. In
this case, a selection of a 15-yr. performance period is more reasonable
and justifiable for the widening.