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Transverse joint faulting is a common distress that develops in unbonded concrete overlays (UBOLs). In the previous predictive faulting model for UBOLs, artificial neural networks (ANNs) were train...

There are several methods for determining the stiffness of asphalt concrete in an existing pavement. The three primary methods are: dynamic modulus testing in the laboratory, predictive equations, and falling weight deflectometer (FWD) testing. Asphalt over asphalt (AC/AC) overlay design procedures allow the use of multiple methods to characterize fatigue damage in the existing asphalt concrete. Therefore, understanding the difference between these methods is critical for AC/AC overlay design. The differences between the methods for determining asphalt concrete stiffness and how these differences are related to FWD load magnitude and asphalt temperature are examined. Data from the Federal Highway Administration’s Long-Term Pavement Performance Program (LTPP) are used in this investigation. It is found that the stiffness determined through FWD testing and backcalculation is generally less than that estimated using the Witczak predictive equation and binder aging models. Furthermore, it is found that both FWD load magnitude and asphalt temperature have a significant effect on the difference between backcalculated and estimated stiffness of asphalt concrete. Backcalculated stiffness increases relative to estimated stiffness as FWD load and temperature increase. These effects must be considered when multiple methods of determining asphalt concrete stiffness are used interchangeably for overlay design.

Transverse joint faulting is a common distress in unbonded concrete overlays (UBOLs). However, the current faulting model in Pavement mechanistic-empirical (ME) is not suitable for accurately predicting the response of UBOLs. Therefore, to develop a more accurate faulting prediction model for UBOLs, the first step was to develop a predictive model that would be able to predict the response (deflections) of these structures. To account for the conditions unique to UBOLs, a computational model was developed using the pavement-specific finite element program ISLAB, to predict the response of these structures. The model was validated using falling weight deflectometer (FWD) data from existing field sections at the Minnesota Road Research Facility (MnROAD) as well as sections in Michigan. A factorial design was performed using ISLAB to efficiently populate a database of fictitious UBOLs and their responses. The database was then used to develop predictive models, based on artificial neural networks (ANNs), to rapidly estimate the structural response of UBOLs to environmental and traffic loads. The structural response can be related to damage through the differential energy concept. Future work will include implementation of the ANNs developed in this study into a faulting prediction model for designing UBOLs.

Bonded concrete overlays of asphalt pavements (BCOA) consist of a concrete overlay placed on an existing asphalt or composite pavement. This technique is intended as a cost-effective rehabilitation solution for marginally distressed in-service asphalt or composite pavements. BCOA with panel sizes between 4.5 ft and 8.5 ft have become popular as they reduce curling stresses while keeping the longitudinal joints out of the wheelpath. The BCOA-ME (mechanistic empirical) design procedure and Pavement ME short jointed plain concrete pavement (SJPCP) module can both be used to design BCOA with mid-size panels. However, these design procedures differ in the assumptions used to develop the mechanistic computational model, fatigue models used to predict failure, treatment of environmental conditions, estimate of asphalt stiffness, consideration of structural fibers, the application of traffic loading, and the calibration process. This results in the procedures producing different overlay thicknesses and predicted distresses. The strengths and limitations of each procedure are evaluated and comparisons are made between the design thicknesses obtained from them.

Transverse joint faulting is a common distress in bonded concrete overlays of asphalt pavements (BCOAs), also known as whitetopping. However, to date, there is no predictive faulting model available for these structures. To account for conditions unique to BCOA, a computational model was developed using a three-dimensional finite element program, ABAQUS, to predict the response of these structures. The model was validated with falling weight deflectometer (FWD) data from existing field sections at the Minnesota Road Research Facility (MnROAD) as well as at the University of California Pavement Research Center (UCPRC). A large database of analyses was then developed using a fractional factorial design. The database is used to develop predictive models, based on artificial neural networks (ANNs), to rapidly estimate the structural response at the joint in BCOA to environmental and traffic loads. The structural response will be related to damage using the differential energy concept. Future work includes the implementation of the developed ANNs in this study into a faulting prediction model for designing BCOA.

A statistical classifier was developed to interpret falling weight deflectometer data for the detection of voids under jointed concrete pavement slabs. The classifier was trained with the Seasonal Monitoring Program sections in the Long-Term Pavement Performance (LTPP) database and data from the Minnesota Road Research Facility. A two-level cross-validation process was used to assess the performance of existing void detection methods, according to a threshold of a single variable, and the least absolute shrinkage and selection operator (LASSO) classifier, which is based on several variables. Simple void detection methods based on the normalized 9,000-lb deflection were found to perform better than void detection methods based on variable deflection analysis. The LASSO classifier outperformed any of the existing void detection techniques. The LASSO classifier was validated through two field trials in Pennsylvania and an LTPP general pavement section in which significant faulting had developed.

In this article, we describe the capability of a nondestructive evaluation (NDE) method at determining the strength of concrete surfaces. The method uses highly non-linear solitary waves (HNSWs) propagating inside a metamaterial in contact with the concrete to be tested. The metamaterial consists of a chain of spherical particles, and is part of a built-in transducer designed to excite and detect HNSWs. The NDE method exploits the dynamic interaction between the metamaterial and the concrete, and the hypothesis is that this interaction depends on the stiffness of the specimen being inspected. In this study, we tested this hypothesis by assembling two kinds of transducer and by casting cylinders with different water-to-cement ratios. The results show that the time of flight of the HNSWs is inversely proportional to the modulus of elasticity of the concrete. Once fully developed, the proposed NDE method may easily assess concrete surfaces.

Composite pavement structures are constructed mainly either as Portland cement concrete (PCC)-over-PCC or hot mix asphalt (HMA)-over-PCC. Several successful in-service projects have been reported in Europe. The design and construction of these sections in the United States, however, still require effort. The current study includes the analysis of the response of three different composite pavement sections to the environmental loads. These sections were constructed in May of 2010 at the Minnesota Road Research Facility. The sections are constructed in three individual cells, Cell 70, a HMA-over-PCC with recycled concrete aggregate (RCA), Cell 71, exposed aggregate concrete (EAC)-over-RCA and Cell 72, EAC-over-economical concrete. All cells were heavily instrumented with thermocouples, moisture sensors, and static and dynamic strain gauges. This study characterises the structural response of HMA-over-PCC pavements and also PCC-over-PCC to the environmental loads.

This study evaluates the modeling of different base types under new jointed plain concrete pavements (JPCP) in the AASHTO Pavement ME Design Guide. It was found that the Pavement ME overestimated the stress in JPCP for unbonded stabilized bases and granular bases and underestimated the stress for bonded stabilized bases when compared to other models. The error in stress estimation results from modeling an unbonded base with a bonded-but-weightless base in the structural model, which is critical when the environmental loading is predominant and/or the base is stiff. Because the separation between layers that are not bonded cannot be accommodated, the behavior of a granular base cannot be accurately reflected, especially not by an elastic continuum. Keywords: Pavement ME Design, Jointed plain concrete pavement, Transverse cracking model, Stabilized base, Granular base, Finite element

Bonded concrete overlays of asphalt pavements (BCOAs) are becoming a common rehabilitation technique used for distressed hot mix asphalt (HMA) roadways. The original design procedures were based primarily on data from instrumented pavements and finite element modelling. They were governed by the assumption that the failure mechanism was a function of the overlay thickness. However, field observations have indicated that the actual failure modes are dictated by slab size. The newly developed Bonded Concrete Overlay of Asphalt Mechanistic-Empirical design procedure (BCOA-ME) presented here is valid for overlays that are between 2.5 and 6.5 in (64–154 mm), and includes five primary enhancements to the Portland Cement Association and Colorado Department of Transportation procedures that have been traditionally used: 1.) the failure mode is dictated by the joint spacing; 2.) a new structural model for longitudinal cracking for 6-ft × 6-ft (1.8 m × 1.8 m) concrete overlays has been developed to better p...

A bonded concrete overlay on asphalt (BCOA) is a rehabilitation method for moderately distressed asphalt pavements by relatively thin plain cement concrete or fiber-reinforced concrete slabs. The joint load transfer behavior for BCOAs plays a significant role in the long-term performance. Poor load transfer across the joints of the concrete slabs initiates debonding of the asphalt layer from the concrete slabs, which promotes the development of corner cracks or longitudinal cracks. However, because of the tediousness involved in characterizing the joint load transfer behavior of BCOAs, this important aspect is not accounted for in many available mechanistic–empirical BCOA design procedures. The influences of joint load transfer behavior on the performance of BCOA are discussed. The joint load transfer behavior for BCOAs with 1.52- × 1.83-m (5- × 6-ft) slabs and 1.22- × 1.22-m (4- × 4-ft) slabs is analyzed with the finite element method. The load transfer contributed by the asphalt layer, as well as the concrete slab, is characterized as a function of the BCOA design features. Finally, a method is proposed to determine the nondimensional joint stiffness (AGG*) for BCOAs as a function of the structural design features of the pavement section. The AGG* is significant in that it is the factor commonly used to characterize joint load transfer behavior when pavements are designed with a mechanistic-based design approach.

AASHTOWare Pavement ME Design, software developed from the AASHTO Mechanistic–Empirical Pavement Design Guide (MEPDG), uses performance data extracted primarily from the long-term pavement performance database to calibrate the performance prediction models for rigid pavements. In this study, factorial designs were generated as a subset of the national rigid pavement database for calibration of the MEPDG rigid pavement performance models. Three separate factorial designs were included for each rigid pavement performance model for (a) jointed plain concrete pavement (JPCP) transverse cracking, (b) JPCP faulting (doweled and undoweled), and (c) continuously reinforced concrete pavement punchouts. Experimental design variables for each model were selected to provide the broadest possible representation of key design, construction, and environmental features. The three performance models were then calibrated with the developed factorial matrices. The results were presented along with the calibration procedure. A validation of the calibrated models was then conducted with sites not included in the factorial matrices. An evaluation compared design slab thicknesses required to meet specified performance criteria determined with these and other previously established calibration coefficients. Finally, conclusions and recommendations based on the experiences gained conducting this study are provided.

Longitudinal cracking has been identified as the predominant distress in thin bonded whitetopping with a 1.83-m (6-ft) longitudinal joint spacing. However, the structural models in existing...

Bonded concrete overlays on asphalt pavement (BCOA) offer a rehabilitation method for moderately distressed asphalt pavements. A performance review of the BCOA projects constructed in diffe...

Curvature due to temperature curling and moisture warping has a large effect on the performance and assessment of jointed plain concrete pavements (JPCP). Accurate curvature prediction can ...

We present a proof-of-principle study about the use of a sensor for the nondestructive monitoring of strength development in hydrating concrete. The nondestructive evaluation technique is based on the propagation of highly nonlinear solitary waves (HNSWs), which are non-dispersive mechanical waves that can form and travel in highly nonlinear systems, such as one-dimensional particle chains. A built-in transducer is adopted to excite and detect the HNSWs. The waves are partially reflected at the transducer/concrete interface and partially transmitted into the concrete. The time-of-flight and the amplitude of the waves reflected at the interface are measured and analyzed with respect to the hydration time, and correlated to the initial and final set times established by the penetration test (ASTM C 403). The results show that certain features of the HNSWs change as the concrete curing progresses indicating that it has the potential of being an efficient, cost-effective tool for monitoring strengths/stiffness development.

Pavement design has evolved from a purely empirical approach to a more mechanistic-based approach. One of the primary distresses considered when designing jointed plain concrete pavements is faulting. The development of faulting is largely a function of the load transfer efficiency at the joints. For undoweled joints, the load is primarily transferred through the aggregate interlock provided by the texture resulting from the meander in the transverse crack propagating off from the sawed joint. This paper shows how volumetric surface texture, a measurement of the surface texture at the crack face, can be used for this purpose. A method is presented for estimating the joint stiffness parameter, Jagg, required for the faulting prediction model incorporated into the AASHTOWare Pavement ME Design software based on the measured surface texture. This method allows the effects of aggregate size, type, and quantity to be captured and joint stiffness to be quantified when faulting is being predicted.

This study focused on identifying the zero-stress time (TZ) in jointed plain concrete pavements (JPCPs). TZ is the time when the concrete slab is sufficiently strong to deform (thermally expand or contract and thus curl) despite the existing external restraints, including the friction at the base-slab interface. It is critical to be able to identify TZ so that the temperature gradient present in the slab at TZ, known as the built-in temperature gradient, can be characterized. In this study, TZ was established through the instrumentation of 36 concrete slabs in four JPCP construction projects. Strain-temperature behavior in each slab was used to identify TZ. The slabs in each project were paved at different times of the day (morning, noon, early afternoon, and late afternoon) to investigate the effects of the ambient curing conditions on TZ. The degree of hydration at TZ (αTZ) was established for each slab. The field data were used in the development of a model for predicting αTZ as a function of the concrete water-to-cement ratio, unit weight, early-age elastic modulus, and slab thickness.

The aim of this work was to prepare a nonwoven polypropylene (PP) textile functionalized with bioactive molecules in order to improve simultaneously anticoagulation and antibacterial properties. The immobilization of either heparin (anticoagulation agent) or gentamicin (aminoglycoside class antibiotic) alone has already been proven to be effective on PP nonwoven textiles. In this work, we managed to go further, by immobilizing both heparin and gentamicin at the same time on one unique textile. A successive immersion in different heparin and gentamicin bathes successfully led to a dual drug coated textile, as confirmed by several characterization techniques (Fourier transform infrared-attenuated total reflectance, X-ray photoelectron spectroscopy, and scanning electron microscopy). The immobilization times were varied in order to determine the best compromise between cytocompatibility, anticoagulant effect, and antimicrobial activity. Short immersion times in gentamicin solutions confer very good antimicrobial activity to the textile and avoid cytotoxicity, whereas long immersion times in heparin solution were necessary to observe a significant anticoagulant effect.

Bonded whitetopping is a thin concrete overlay on a distressed asphalt pavement. The existing design procedures for bonded whitetopping assume the failure mode is a function of the overlay thickness. It has been traditionally assumed that the failure mode for thin whitetopping [overlay thickness greater than 102 mm (4 in.) but less than 152 mm (6 in.)] is transverse cracking, and the failure mode for ultrathin white-topping [overlay thickness between 51 mm (2 in.) and 102 mm (4 in.)] is corner cracking. However, the performance of in-service whitetopping overlays indicates that the actual failure mode is dictated more by slab size than by overlay thickness. For both thin and ultrathin whitetopping with 1.8-m (6-ft) joint spacing, cracks initiate at the bottom of the overlay at the intersection of the transverse joint and the wheelpath and propagate longitudinally. At times, these cracks will continue to propagate in the longitudinal direction and intersect the adjacent transverse joint; at other times, they will turn on a diagonal and propagate toward the lane–shoulder joint. To verify this failure mechanism observed in the field further, a three-dimensional finite element model subjected to environmental and wheel loads was developed. The results support the proposed failure mode, showing that the critical tensile stress is indeed in the wheelpath and at the bottom of the portland cement concrete overlay. This type of failure results in a longitudinal crack.

Development of design procedures for bonded whitetopping overlays has been based on the assumption that failure mechanisms are a function of overlay thickness; namely, thin whitetopping results in longitudinal cracking and ultrathin whitetopping results in corner cracking. However, field data from whitetopping sections indicate that failure modes are dictated by slab size rather than overlay thickness. The revised procedure presented here for thin whitetopping and ultrathin whitetopping offers four primary enhancements to the Portland Cement Association and Colorado Department of Transportation procedures that traditionally have been used: (a) the failure mode is dictated by the joint spacing and not the overlay thickness, (b) the stress adjustments factors have been calibrated with an extensive data set, (c) the equivalent gradients to be used as the design input are defined according to the pavement structure and geographical location of the project and, (d) the effect of temperature change on hot-mix asphalt stiffness is considered. Comparisons of the predicted performance for the revised procedure with the actual performance for four separate projects showed that the predicted thicknesses are reasonable. It was also found that the predicted thickness obtained with the revised procedure was sensitive to the thickness of hot-mix asphalt, the level of traffic, and the modulus of rupture of the portland cement concrete, as expected.

A bonded concrete overlay of asphalt (BCOA), also known as whitetopping, is a thin concrete overlay placed upon a distressed asphalt pavement. The asphalt-resilient modulus is kept constant in current BCOA design procedures. This practice results in an underestimation of the damage as compared to when the hourly temperature variation of the asphalt is considered. The framework to establish an equivalent asphalt modulus involves generating a database of hourly middepth asphalt temperatures. This database should include hourly temperatures for different BCOA structures and a large range of geographical locations representing different climatic conditions. The hourly middepth asphalt temperatures are then used to generate hourly asphalt moduli using master curves. Through fatigue equivalency, the equivalent asphalt moduli are calculated for each month. In order to establish the relationship between the asphalt modulus and middepth temperature, the United States was divided into seven different zones ...

The reasonableness of the models in the Mechanistic-empirical Pavement Design Guide (MEPDG) used to predict the performance of the continuously reinforced concrete pavements (CRCPs) was evaluated in this study. The MEPDG punchout, crack width and spacing and load transfer efficiency (LTE) models were evaluated through a factorial sensitivity study. The input matrix was defined to reflect ‘real-world’ design situations. It was found that, contrary to the 1993 American Association of State Highways and Transportation Officials (AASHTO) Design Guide, crack width must be below 0.5 mm to maintain adequate performance. Additionally, based on the performance predictions from the MEPDG, a crack spacing of less than 1.8 m ensures a crack width of less than 0.5 mm, which is another contradiction with the approach in the 1993 Guide.

This research evaluates the reasonableness of the Mechanistic-Empirical Pavement Design Guide (MEPDG) version 1.0 to predict the joint faulting and transverse cracking of jointed plain concrete pavements (JPCPs). This is accomplished by carrying out a full factorial sensitivity analysis, considering material properties, pavement design features, climates and traffic. This study considers the interaction and correlation between these inputs and was designed to reflect the real conditions that occur in practice. Based on over 3000 runs, the sensitive parameters in the joint faulting model and the transverse cracking model were identified. In general, the analysis indicates JPCP models perform well. However, some counterintuitive results were also found.

This research evaluates the ability of the Mechanistic–Empirical Pavement Design Guide (MEPDG) to accurately predict the performance of jointed plain concrete pavements (JPCPs). This is accomplished by comparing predicted performances with observed performances for the in-service mainline test cells at Mn/ROAD. These comparisons indicate that MEPDG performance predictions for JPCP are most accurate when the default (constant) built-in equivalent temperature difference of − 5.5°C is used instead of a site-dependent value. It appears that significant portions of the error of estimation can be explained by the sensitivity of the performance models to variability in hardened concrete properties (modulus of rupture, modulus of elasticity and coefficient of thermal expansion) and pavement structural features (slab thickness, joint spacing, subbase type and bond condition). Predictions of slab cracking were found to be highly sensitive to these parameters. In addition, the MEPDG cracking model seemed not to fit ...

This paper evaluates the implementation of the built-in temperature difference input parameter in the Mechanistic–Empirical Pavement Design Guide (MEPDG) for the design of jointed plain concrete pavements (JPCPs). The pavement distress, in terms of transverse cracking, is expected to be minimised when the transient temperature difference is equal in magnitude to the built-in temperature difference but of the opposite sign. However, this study shows that a built-in temperature difference of − 6.5°C minimises the cracking prediction for JPCPs. This optimum value of − 6.5°C coincides with the default value in the MEPDG of − 5.5°C, which was established through the nationwide calibration. The cause of this phenomenon is further investigated by taking into account the traffic loading time, slab thickness, joint spacing and reversible shrinkage, but none of these factors are able to explain this anomaly. The results from this study indicate that the built-in gradient should not be an input but is merely a calib...

Hundreds of bonded portland cement concrete (PCC) overlays of hot-mix asphalt (HMA) pavements are being constructed in the United States and around the world. Increasing interest in this rehabilitation method has led to a need to define further the most common forms of distresses, quantify the extent of influence of design parameters on performance, and develop rational design guidelines. This study evaluates the performance of in-service pavements to establish criteria for when reflection cracks might develop. Reflection cracking is dictated by the thickness of the PCC overlay and HMA layer, panel size, climatic conditions, and accumulated vehicle loads. When the relative stiffness of the PCC overlay and HMA layer (defined during the coldest month of the year) falls below the critical value one, reflection cracking develops. The rate of development is a function of the load-related stress in the overlay. The performance analysis of the in-service pavements also verify the benefits of joint sealing and the use of small diameter dowel bars for high volume roadway applications.

The primary objective of this research effort is to determine if temperature gradients affect the ability to use falling weight deflectometer (FWD) testing to monitor pavement joint performance and detect voids under the corners of the slab. A field investigation was performed at the Minnesota Road Research System test facility to meet this objective. It was found that gradients can have an effect on the results of FWD testing for rigid pavements. Although the load transfer efficiencies measured for doweled slabs were not found to be affected by slab temperature or temperature gradients (even when poor joint performance was exhibited), load transfer efficiencies measured for the undoweled slabs were greatly influenced by the presence of a gradient. There even appears to be a higher correlation between the gradient present at the time of testing and the average temperature of the slab for the pavement designs and environmental conditions included in this study. Gradients present at the time of testing also affect the ability to detect voids beneath the slab. Large positive gradients produced negative void parameters (indicating that a void was not present), whereas large negative gradients produced large positive void parameters (indicating that a void was present). This study found that loss of support under the slab could be identified even when the joints were locked if gradients were not present. On the basis of these findings, it is important to determine the complete temperature profile throughout the depth of the slab at the time of testing so that this information can be considered when the deflection data are interpreted.

A numerical approach is presented to simulate the non-Newtonian flow of a wellbore cementing process to quantify the potential for poor drilling mud displacement efficiency and bond strength development between the cement annulus and rock formation. The approach consists of using the lattice Boltzmann method with a Bingham plastic constitutive model to represent the cement flow behavior. The lattice Boltzmann method is a pseudo-particle, mesoscale approach that naturally models complex flows in a computationally efficient manner, but has thus far seen limited use for capturing such slurry (or similar) flows. Results from the model are presented for a wellbore cementing process with various annular configurations and cement slurry properties. In particular, the results consider irregularities and imperfections in the shape of the rock formation surface, as well as changes in the cement flow properties (e.g., viscosity), as could be affected by variations in mix and/or the pumping process. These results show an array of circumstances in which poor drilling mud displacement efficiency and bond strength development between the cement column and rock formation does or does not occur as the cement is pumped into the wellbore annulus. Lastly, potential future work and developments are discussed for the numerical approach to address other failure mechanisms of zonal isolation, which are still poorly understood mechanistically.

A generalized approach for optimal wave propagation-based nondestructive test (NDT) design for potential applications in damage characterization and other characterization problems, is presented and numerically evaluated. More specifically, the objective of this work is to improve the accuracy and efficiency of material characterization processes by optimizing the parameters of the associated NDT, such as the locations of sensors and actuators. The NDT design approach is an extension of prior work to consider wave propagation-based NDT, and is based on maximizing the sensitivity of the NDT response measurements to changes in the material properties to be determined by the evaluation, while simultaneously minimizing the redundancy of response measurements. Two simulated case studies are presented to evaluate the performance of the optimal wave propagation-based NDT design approach. Both examples consider thin plate structures with a damage field that was assumed to be able to be represented by changes in the Young’s modulus distribution throughout the structure. The NDT method considered was based on commonly used ultrasonic testing with piezoelectric sensors and actuators. The Optimal NDT designs corresponding to maximized sensitivity and minimized response redundancy are shown to provide substantially improved evaluation solution efficiency and accuracy for quantitative damage characterization in comparison to more standard NDT designs.

Construction curling and warping produces a built-in gradient, which takes place as the result of changes in temperature and moisture that occur prior to the hardening of Portland cement concrete (PCC) pavements. The slab remains flat in the presence of this gradient because the plastic concrete has not developed sufficient stiffness to generate stress or strain. The new Guide for the Design of New and Rehabilitated Pavement Structures has shown the importance of quantifying the built-in gradient. In this study, the magnitude of the built-in gradient was quantified along with the early-age response of the slab to environmental loads. It was found that the equivalent linear temperature gradient at the time of set was

The Minnesota Department of Transportation constructed an ultrathin whitetopping (UTW) project at three consecutive intersections on US-169 at Elk River, Minnesota, to gain more experience with both the design and the performance of UTW. Distinct cracking patterns developed within each test section. The UTW test sections with a 1.2- ×1.2-m (4- ×4-ft) joint pattern included corner breaks and transverse cracks. Corner breaks were the primary distress in the test section with a 1.8- ×1.8-m (6- ×6-ft) joint pattern, although very little cracking was exhibited. The Minnesota Road Research Facility UTW test sections on I-94 allow comparisons of the same UTW design on hot-mix asphalt (HMA) pavements with different structural capacities to be made. The strain and deflection measurements emphasize the importance of the support provided by the HMA layer. A reduction in this support occurs when the temperature of the HMA is increased or when the HMA begins to ravel. During evaluations of whether UTW is a viable rehabilitation alternative, cores should be pulled from the pavement to determine if the asphalt is stripping and if the asphalt layer has adequate thickness. UTW can be successfully placed on as little as 76 mm (3 in.) of asphalt, if the quality of the asphalt is good. The cores should also reveal whether the asphalt layer is of uniform thickness and whether stripping and raveling have occurred. If the asphalt layer is of uniform thickness and stripping and raveling have not occurred, UTW is a good option for use in the rehabilitation of asphalt pavements.

Thin and ultrathin whitetopping overlays are becoming a more common method of pavement rehabilitation. It is important to gain information on the types of distresses that occur in the overlays and effective repair techniques. In 1997 the Minnesota Department of Transportation constructed several thin and ultrathin whitetopping test cells at the Minnesota Road Research (Mn/ROAD) facility. Typical distresses included corner breaks, transverse cracks, and reflective cracks. The finite element program ISLAB2000 was used to investigate stress patterns and their relation to the distresses. Different techniques for repairing ultrathin whitetopping were investigated. Various techniques were also used to deter reflective cracking, including various bond-breaking materials and full-depth sawing at strategic locations along the longitudinal joint to prevent cracks from propagating into adjacent panels at misaligned transverse joints. Four of the six sections had present serviceability indexes (PSIs) greater than 3.5 before the repairs, showing that a good level of performance has been maintained after 4.7 million equivalent single-axle loads. The two sections that exhibited the largest drop in PSI were the overlays with 1.2- × 1.2-m (4- × 4-ft) panels. The repairs made in sections containing these panels have brought the PSI back up to an acceptable level (PSI > 3). The thin and ultrathin whitetopping test sections at Mn/ROAD have shown that whitetopping is a viable rehabilitation alternative for asphalt pavements. The importance of choosing an optimum panel size was exhibited. It has also been shown that when necessary, it is easy to repair ultrathin whitetopping sections. Various techniques for repairing each type of distress have been summarized.

Anti-SSA/Ro antibodies are the most prevalent type of antinuclear antibody (ANA). Anti-SSA/ Ro-positive sera may recognise two proteins: a 52 kDa (Ro52) and a 60 kDa (Ro60) subunit. We studied the sensitivity for Ro60 detection using the HEp-2000 substrate, which consists of HEp-2 cells transfected with Ro60 cDNA in an anti-SSA/Ro-positive population consecutively identified by double immunodiffusion (DID) with thymus/spleen nuclear extract and line immunoassay (LIA) with recombinant Ro52 and Ro60. One hundred and twenty-seven consecutive anti-SSA/Ro-positive sera defined by DID with thymus/spleen nuclear extract and LIA using recombinant Ro52 and Ro60 were analysed on HEp-2000 and DID with natural Ro60. Of these, 91 were anti-Ro60 positive on LIA and/ or DID with natural Ro60. The HEp-2000 substrate detected 70/91 (sensitivity 77%) and correlated strongest with DID. Most of the missed anti-Ro60-positive sera had high ANA intensity. The substrate did not detect monospecific anti-Ro52 antibodies (sensitivity 9.7%; 3/31). HEp-2000 substrate can therefore be considered a reliable, simple and alternative method for DID in the detection of anti-Ro60 reactivity. Special follow-up should be given to sera with strong ANA patterns in which the SSA/Ro60 staining pattern may be hidden.

The volumetric surface texture (VST) test was developed at the University of Minnesota to provide an estimate of the load transfer potential available through aggregate interlock across a concrete fracture plane. It can also provide an estimate of the abrasion that has taken place since fracture. A study was undertaken to validate the VST concept and test procedures. The factors investigated in this study include the effects of aggregate characteristics on measured surface texture and the effects of measured surface texture on crack and undoweled joint performance, as indicated by deflection-based load transfer efficiency. Deflection, load, and crack width data were collected for both field and laboratory slabs, and VST testing was performed with companion specimens for these slabs. This study has shown that the VST test provides a means of accurately measuring surface texture so that the selection of concrete aggregates can be performed with consideration of potential aggregate interlock at cracks and undoweled joints. Performance prediction equations were developed to provide an early indication of how cracks and undoweled joints will perform before a particular aggregate size, type, gradation, or blend is used in an actual pavement.

Composite pavements have proved in Europe and the United States to have long service life with excellent surface characteristics, structural capacity, and rapid renewal when needed. This project developed the guidance needed to design and construct new composite pavement systems. Volume 1 presents the state of the practice and guidelines for designing and constructing new hot-mix asphalt (HMA) concrete over a portland cement concrete (PCC) composite pavement that takes full advantage of using differing materials. Volume 2 provides guidance on the design and construction of two-layer, wet-on-wet PCC pavements where the upper layer is a thin high-quality layer (hard nonpolishing aggregate, higher cement content, higher quality binder) and excellent surface characteristics with the lower layer containing a higher percentage of local aggregates and recycled materials. Both volumes detail performance data on existing composite pavement systems and provide step-by-step guidance on the design of composite pavements using mechanistic-empirical design methods for both types of new composite pavements.

Fracturing Hydrology? Hydraulic fracturing, widely known as "fracking," is a relatively inexpensive way to tap into what were previously inaccessible natural gas resources. Vidic et al. (p. 826 ) review the current status of shale gas development and discuss the possible threats to water resources. In one of the hotbeds of fracking activity, the Marcellus Shale in the eastern United States, there is little evidence that additives have directly entered groundwater supplies, but the risk remains. Ensuring access to monitoring data is an important first step toward addressing any public and environmental health concerns.

We describe a nondestructive evaluation (NDE) method based on the propagation of highly nonlinear solitary waves (HNSWs) to determine the excess of water on the surface of existing concrete structures. HNSWs are induced in a one-dimensional granular chain placed in contact with the concrete to be tested. The chain is part of a built-in transducer designed and assembled to exploit the dynamic interaction between the particles and the concrete. The hypothesis is that the interaction depends on the stiffness of the concrete and influences the time-of-flight of the solitary pulse reflected at the transducer/concrete interface. Two sets of experiments were conducted. In the first set, eighteen concrete cylinders with different water-to-cement (w/c) ratios were cast and tested in order to obtain baseline data to link the ratio to the time of flight. Then, sixteen short beams with fixed w/c ratio, but subject to water in excess at one surface, were cast. The novel NDE method was applied along with the conventional ultrasonic pulse velocity technique in order to determine advantages and limitations of the proposed approach. The results show that the time of flight detected the excess of water in the beams. In the future, the proposed method may be employed in the field to evaluate rapidly and reliably the condition of existing concrete structures and, in particular, concrete decks.

This paper describes the application of a novel actuator/sensor technology for monitoring concrete at early age. A device is designed to generate and detect highly nonlinear solitary waves (HNSWs) in a chain of steel beads. Two experiments were conducted. In the first experiment, the propagation of the HNSWs in the chain was recorded. In particular, the reflections at the interface between the chain and a composite layer consisting of a thin aluminum plate and the concrete were observed. It was found that the travelling time of HNSWs of the reflected pulses depend on the boundary conditions of the chain, so it changes as the stiffness and strength of concrete develop during the hydration process. In the second experiment, a similar actuator was used to transmit mechanical waves inside concrete. These waves were then detected by an embedded commercial transducer. The change of frequency components of the stress waves in the fresh concrete was monitored and used to interpret the initial set of the concrete. The results of these two experiments were compared to outcomes of the penetration resistance test (ASTM C403) conventionally used to determine the time of setting. We found that the proposed nondestructive evaluation method can be used in fresh concrete although more tests are needed to prove repeatability under various concrete mixtures.

Endoscopic correction of vesicoureteric reflux in children has been performed in several hundred cases with the use of Teflon or cross-linked bovine collagen. The main criticism to this simple procedure is the potential migration of Teflon particles and the local pathological reaction. An experimental study was performed in 20 rabbits injected with Teflon or collagen in the bladder submucosa. A pathological examination of the bladder, lymph nodes, liver, lungs and brain was performed several months after the experiment to study the migration and the local reaction. There is no local granulomatous reaction with collagen while a local granulomatous reaction is found in the site of injection of Teflon and in 1 locoregional lymph node. The colonization of collagen by histiocytes increases with time. No distant granulomatous reaction was noted with both injections on histological examination. A mineralogic technique was applied after homogenisation of the lungs and brain to further investigate the distant migration problem. Rare particles of Teflon were observed in the lungs but not in the brain. The pathological significance of these particles remains unclear, but calls for research for different injection materials.

Abstract This paper broadly discusses the design considerations particular to the large diameter export steel catenary riser (SCR) systems for the Holstein and Mad Dog Spar Buoy facilities. It also focuses on fatigue phenomena that are a challenge, but essential, to quantify to ensure feasibility and delivery of an optimized design solution. Introduction BP and its partners are developing several deepwater prospects in the Gulf of Mexico. These include the Holstein, Mad Dog, Thunder Horse and Atlantis floating production facilities in water depths ranging from 4500 feet to 7300 feet. Oil and gas will be exported via the Mardi Gras Transportation System, the deepwater segment of which consists of 16-inch to 28-inch oil and gas pipelines, steel catenary risers, and subsea wyes for current and future tie-ins. The focus of this paper is the export riser systems supported by the Holstein and Mad Dog Spar Buoy platform structures. Each facility has two SCRs; the diameters of which are 24-inch (Oil, Caesar export system) and 16-inch (Gas, Cleopatra export system). This paper discusses the effect of combining the predicted fatigue damage for these large diameter risers, as well as understanding how riser routing impacts and is impacted by vessel motions, to establish the optimum location for attaching the SCRs near the keel line of the Spar. This is not the standard hang off location of an SCR, as it incurs a significant increase in complexity of the system installation. Nevertheless, it was essential for Holstein and Mad Dog to achieve a feasible large diameter export riser system. At this hang off location, the vessel motions that dominate fatigue are different from those that traditionally induce the highest damage to the riser. To resolve these fatigue issues required an iterative interactive process between the riser and vessel design teams to optimize the hull motions to minimize damage. This process was a requisite, not only to optimize the design solution, but also to deliver a feasible system configuration. Holstein and Mad Dog System Description The Holstein and Mad Dog facilities are located in Green Canyon blocks GC 645 and GC 782 respectively in a water depth of approximately 4400 feet. The Holstein and Mad Dog facilities are some of the largest Spars that have been built to date, with the Holstein spar being the largest, with a total length of 746 feet and diameter of 150 feet. Both Spars are a truss type, characterized by a large cylindrical buoyant hard tank penetrating the sea surface, below this is an open truss type structure terminating at the vessel keel with a smaller buoyant soft tank. The export systems depart the facilities in a northeasterly direction. Figure 1 shows a plan view of the two facilities, the export risers and associated Caesar and Cleopatra export pipeline routes in the immediate vicinity. A more detailed summary of the Spars and riser configuration is captured in Table 1, which lists the key spar configurations and Figure 2, which shows a typical general arrangement of an export SCR.

In 2 years, 191 patients with symptomatic benign prostatic hypertrophy (BPH) were treated by transurethral radiofrequency heating of the prostate at various temperatures (44.5 and 47-48 degrees C) in one session. At 44.5 degrees C, 60% of the patients were subjectively improved and 71% at 47-48 degrees C. 58% of the patients in retention were catheter free after treatment. The mean increase in the peak flow was not significant in spite of the temperature used. A subjective improvement is obviously demonstrated by the significant decrease in the overall symptom score and essentially by the reduction in the irritative symptoms such as nocturia and urgency. This new alternative approach may play a meaningful role in the symptomatic management of selected patients with BPH.

One case of penile verrucous carcinoma (Buschke-Lowenstein tumor) undergoing anaplastic transformation and containing human papillomavirus type 6 is presented. The viral genome is detected by in situ hybridization using biotin-labeled cDNA probes. The clinical, histological and virologic criteria of verrucous carcinoma are discussed in comparison to giant condyloma and highly differentiated squamous cell carcinoma. The importance of viral typing determination for further diagnostic and therapeutic procedures is emphasized.