Research Highlighters and Reports - ODOT Office of Research & Implementationhttps://hdl.handle.net/11244/542762024-03-29T06:19:23Z2024-03-29T06:19:23ZTHE USE OF RESISTIVITY TESTING FOR QUALITY CONTROL OF CONCRETE MIXTURES (FHWA-OK-20-03)https://hdl.handle.net/11244/3309872021-09-29T05:16:15Z2020-08-01T00:00:00ZTHE USE OF RESISTIVITY TESTING FOR QUALITY CONTROL OF CONCRETE MIXTURES (FHWA-OK-20-03)
This study proposes a new quality control and compliance method for concrete mixture design using standard
surface resistivity testing. This method helps in determining key mixture parameters such as fly ash content
and w/cm of placed concrete. Based on the gain in resistivity over time, it was found that the slope of the
surface resistivity versus time curve could be used to differentiate fly ash content. And, the resistivity value
obtained at a sample age of 14 and 28 days could be used for identifying the water-to-cementitious material
ratio of a concrete mixture containing no fly ash and containing up to 20% fly ash. Several other parameters
such as, aggregate type and admixture addition are also evaluated for their effect on the outcome of a
resistivity test. The proposed resistivity method could be used as a means for quality acceptance of mixture
design during the construction stage. Three methodologies (Procedure A, B and C) for OkDOT Classes A and
AA concrete mixtures are developed and trialed as part of a field study. In addition, the influence of laboratory
ambient temperature and curing temperature was also investigated. It was found that if resistivity testing is
performed in a standard temperature-controlled environment, resistivity variances are negligible. Finally, with
all quality control material testing, an alternative test method is investigated in the event the primary lab
specimen fails to meet the specification. The secondary compliance testing method targets the adequacy of
concrete constructed onsite. In the end, the outcomes of the project can aid a DOT in devising a strategy for
implementation of the resistivity method. The new tool enables control of placed concrete with respect to the
approved mixture design.
2020-08-01T00:00:00ZUTILIZING PAVEMENT FRICTION AND TEXTURE DATA FOR THE REDUCTION OF TRAFFIC CRASHES AND DELAYS (FHWA-OK-21-01)https://hdl.handle.net/11244/3309842021-09-29T05:16:03Z2021-03-01T00:00:00ZUTILIZING PAVEMENT FRICTION AND TEXTURE DATA FOR THE REDUCTION OF TRAFFIC CRASHES AND DELAYS (FHWA-OK-21-01)
This project presented an integral process to include skid performance of different preventive
treatments and their safety benefits into the life cycle cost analysis (LCCA) of pavements.
Extensive data sets from several ODOT database systems were processed and analyzed. An
enhanced safety performance function (SPF) was developed and the friction deterioration
models were established for common treatments in Oklahoma. A spreadsheet VBA tool was
programmed to combine the model results for the prediction of friction variations and their
expected crash frequency. The safety costs were then integrated into the tool, and a case study
was provided to demonstrate the proposed LCCA procedure. The outcomes of this study could
result in significant benefits to reduce traffic fatalities, serious injuries, and traffic delays.
2021-03-01T00:00:00ZEVALUATION OF ULTRA-HIGH PERFORMANCE CONCRETE FOR USE IN BRIDGE CONNECTIONS AND REPAIR (FHWA-OK-21-03)https://hdl.handle.net/11244/3309832021-09-29T05:16:10Z2020-02-01T00:00:00ZEVALUATION OF ULTRA-HIGH PERFORMANCE CONCRETE FOR USE IN BRIDGE CONNECTIONS AND REPAIR (FHWA-OK-21-03)
The project described in this report evaluated available proprietary ultra-high performance concrete (UHPC) materials and
UHPC mix designs made with local materials for applicability to bridge joint installation and repair in Oklahoma and
developed recommendations for continued usage of UHPC in bridge construction in Oklahoma. Phase 1 of the project
developed a promising UHPC mix design, J3, using local materials. Two specific applications of UHPC were considered:
deck slab joints and girder continuity connections. Initial investigation of deck slab joint details was conducted using
small-scale flexural specimens to evaluate bond strength between UHPC and base concrete. Laboratory-scale full-depth
joints were cast and tested using both the proprietary UHPC material and the OU developed J3 mix design. Laboratory scale UHPC connections for live load continuity between precast girders were also designed and tested to failure. Two
different connection details were used, one representing new construction and one representing retrofit of an existing
structure. A field test involving retrofit of an existing expansion joint with UHPC joint headers was conducted on a bridge
identified in conjunction with ODOT and was monitored for almost three years. Phase 2 involved slab testing for a partial
depth slab joint detail, examination of reinforcement bond, and durability testing of both proprietary and non-proprietary
UHPC. UHPC bond to concrete substrate was also examined for different surface preparations and base concrete
saturation levels. The findings of the research indicate that UHPC provides improved performance relative to conventional
materials for the applications tested and the J3 mix design exhibits similar performance to proprietary UHPC.
2020-02-01T00:00:00ZEVALUATION OF ULTRA-HIGH PERFORMANCE CONCRETE, FIBER REINFORCED SELF-CONSOLIDATING CONCRETE, AND MALP CONCRETE FOR PRESTRESSED GIRDER REPAIR (FHWA-OK-21-03)https://hdl.handle.net/11244/3309812021-09-29T05:16:06Z2021-02-01T00:00:00ZEVALUATION OF ULTRA-HIGH PERFORMANCE CONCRETE, FIBER REINFORCED SELF-CONSOLIDATING CONCRETE, AND MALP CONCRETE FOR PRESTRESSED GIRDER REPAIR (FHWA-OK-21-03)
Ultra-high performance concrete (UHPC), fiber-reinforced self-consolidating concrete, and magnesium alumino-liquid-phosphate (MALP) concrete all have significant potential for use in bridge repair in Oklahoma.
The project described in this report examined the use of these materials in repairs of prestressed concrete
girder continuity connections and beam end regions including both experimental testing and field
implementation. Bond between the repair materials and conventional concrete and corrosion behavior were
examined for each repair material. Twelve composite beam and continuity joint specimens were damaged and
repaired using FR-SCC, MALP concrete, and UHPC. All repair materials restored capacity of the joints. Six girder
specimens were loaded to failure in shear and repaired using FR-SCC, MALP concrete, and UHPC. Repaired
specimens exhibited similar performance for all three repair materials and measured capacities exceeded those
for the original beams in all cases. The soffit of the bridge deck cantilevers on the S.H. 3 bridge over Fulton
Creek in Beaver County, Oklahoma was repaired using pneumatically placed MALP mortar and the repairs were
monitored over time. Some difficulties were encountered in placing the material, but the repair exhibited good
performance over time. The continuity joints on the U.S. 183/412 bridge over Wolf Creek in Fort Supply,
Oklahoma were replaced using UHPC and load tests indicated the repair reestablished continuity.
2021-02-01T00:00:00Z