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Summary A modified wellbore simulation chamber (MWSC) apparatus was used to perform a series of gas migration tests to identify the vulnerability period of cement slurries containing three different percentages of CaCl2. In addition, the Virtual Cement and Concrete Testing Laboratory (VCCTL) software was used to establish a correlation between the vulnerability period and the fundamental properties of the hydrating slurry, such as the degree of hydration (DoH) and the volume fraction of hydration products. MWSC test results confirmed that as long as the slurry pressure is higher than the formation gas pressure, gas migration does not take place. However, once the slurry pressure drops below the formation gas pressure, gas migration can occur. The incorporation of CaCl2 affects the vulnerability period in two ways. First, CaCl2 increases the strength gain rate of the slurry, thus shortening the time for the slurry pressure to drop below the formation gas pressure. In addition, the incorporation of CaCl2 shortens the time needed for the slurry to develop sufficient rigidity to withstand gas migration. However, the effect of CaCl2 on the latter is significantly higher. The test results show that for the studied cement slurry, the incorporation of 2% CaCl2 reduces the vulnerability period by approximately 40%. It was also shown that regardless of the percentage of CaCl2, all three mixtures developed sufficient rigidity to withstand gas migration when they reached the DoH of approximately 25%. At this hydration stage, the sum of volume fraction of hydration products for all the mixtures was approximately 24%.

Transverse joint faulting is a distress that develops in unbonded concrete overlays (UBOL). Historically, faulting models used for predicting the performance of a UBOL have not accounted for the effects of the interlayer between the overlay and the existing pavement on the development of faulting. This is a significant limitation since characteristics of the interlayer play a primary role in the rate at which faulting develops in UBOLs. To develop a more robust faulting prediction model for UBOLs, enhancements were made to the current process to address this limitation. This includes the use of a structural response model that can account for the effects of the interlayer properties on the response of the UBOL. Additional enhancements include the use of a deflection basin of the overlay (in lieu of corner deflections of an equivalent slab system for accumulating differential energy [DE]), the incorporation of an erosion model that can account for the erodibility of the interlayer material, the adjustment of the incremental faulting equations to accommodate small slab sizes that are common in UBOLs, and a national calibration using faulting data from in-service UBOLs. This enhanced faulting model has been implemented in the mechanistic-empirical design tool Pitt UBOL-ME.

PurposeUnbonded concrete overlays (UBOLs) are commonly used in pavement rehabilitation. The current models included in the Mechanistic-Empirical Pavement Design Guide cannot properly predict the structural response of UBOLs. In this paper, a multigene genetic programming (MGGP) approach is proposed to derive new prediction models for the UBOLs response to temperature loading.Design/methodology/approachMGGP is a promising variant of evolutionary computation capable of developing highly nonlinear explicit models for characterizing complex engineering problems. The proposed UBOL response models are formulated in terms of several influencing parameters including joint spacing, radius of relative stiffness, temperature gradient and adjusted load/pavement weight ratio. Furthermore, linear regression models are developed to benchmark the MGGP models.FindingsThe derived design equations accurately characterize the UBOLs response under temperature loading and remarkably outperform the regression models. The conducted parametric analysis implies the efficiency of the MGGP-based model in capturing the underlying physical behavior of the UBOLs response to temperature loading. Based on the results, the proposed models can be reliably deployed for design purposes.Originality/valueA challenge in the design of UBOLs is that their interlayer effects have not been directly considered in previous design procedures. To achieve better performance predictions, it is necessary to capture the effect of the interlayer in the design process. This study addresses this important issue via developing new models that can efficiently account for the effects of interlayer on the stress and deflections. In addition, it provides an insight into the effect of several parameters influencing the deflections of the UBOLs. From a computing perspective, a powerful evolutionary computation technique is introduced that overcomes the shortcomings of existing machine learning methods.

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...

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. Therefore, the intended research is to develop a predictive faulting model for BCOAs. In addition, it is important to be able to account for conditions unique to BCOA when characterizing the response in a faulting prediction model. To address this, computational models were developed using a three-dimensional finite element program, ABAQUS, to accurately predict the response of these structures. These models account for different depths of joint activation, as well as full and partial bonding between the concrete overlay and existing asphalt pavement. The models were 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 fractional factorial analysis was executed using the computational models to generate a database to be used in the development of the predictive models. The predictive models, based on artificial neural networks (ANNs), are used to rapidly estimate the structural response at the joint in BCOA to environmental and traffic loads so that these responses can be incorporated into the design process. The structural response obtained using the ANNs is related to damage using the differential energy concept. Future work includes the implementation of the ANNs developed in this study into a faulting prediction model for designing BCOA.

Summary Experiments on oil well cement (OWC) slurries were performed using the newly developed laboratory-scale wellbore simulation chamber (WSC). The WSC can simulate hydrostatic pressure reduction in the cemented annulus and possible gas migration under representative conditions. Forensic analysis shows that pressurized fluids can result in porous cement and gas channeling during cement slurry gelation. The effects of different factors on slurry pore pressure were also studied, including formation permeability, initial overburden pressure (OBP) representing the depth of interest, wellbore temperature, water/cement (w/c) ratio, cement composition, and the use of a calcium chloride (CaCl2)-based accelerator. By analyzing the temperature history of hydrating cement using degree of hydration, the evolution of cement hydration was characterized for slurry designs cured at different hydration rates. This provides the opportunity to parameterize the slurry designs and other important factors associated with wellbore conditions.

Unbonded concrete overlay of concrete pavement (UBOL) is an effective rehabilitation method involving the construction of a new concrete pavement over a deteriorated concrete pavement, separated by an interlayer. While UBOL is used in practice to improve the structural capacity of existing concrete pavements, the performance of the interlayer is not currently accounted for in the pavement mechanistic–empirical design process. Therefore, the objective of this research is to improve prediction of UBOL performance by accounting for the effects of asphalt interlayer consolidation on the development of longitudinal cracks in the wheelpath. First, a laboratory investigation was performed using beams cut from in-service pavements in Michigan, Minnesota, and Pennsylvania to assess the susceptibility of permanent deformation of asphalt interlayers. This data was utilized in conjunction with a finite element analysis to develop/calibrate a permanent deformation prediction model for dense graded asphalt interlayers. The framework of the model follows that of the permanent deformation prediction model for asphalt surface pavements incorporated into the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic–Empirical Pavement Design Guide. In addition, a field analysis was conducted, using the Long-Term Pavement Performance (LTPP) database, to assess longitudinal cracking in the wheelpath caused by permanent deformation in asphalt interlayers. The laboratory-calibrated permanent deformation model was then validated using the performance data for UBOLs in the LTPP database and deformation thresholds for asphalt interlayers were established. This research resulted in the development of a framework for the prediction of longitudinal crack development in UBOLs because of permanent deformation in the asphalt interlayer.

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.

Drying shrinkage and coefficient of thermal expansion (CTE) are key material properties that affect the long-term performance of a concrete pavement. The importance of these two properties will continue to increase as extreme heat events occur more frequently with climate change. Standard laboratory tests performed to quantify these properties do not replicate the in-situ slab conditions such as spatial and temporal variation in moisture levels. As a result, laboratory-determined material property values may not accurately reflect the response of the pavement to changes in temperature. In this research, strain data from a 16-year-old in-service jointed plain concrete pavement was studied with a focus on the variation in drying shrinkage and response to temperature change. Drying shrinkage over time was estimated at different locations within the slab. Additionally, the structural coefficient of thermal expansion (SCTE) was determined as the strain response of the slab to unit changes in temperature. The frequency and amount of monthly rainfall was compared with SCTE results to explain seasonal variation in SCTE values. The results indicate that slab restraint conditions affect both the development of drying shrinkage and the SCTE of the pavement. Additionally, this study shows that both drying shrinkage and SCTE are not constant through the pavement structure, and both parameters are affected by the moisture content of the concrete. The SCTE was up to 23% larger and 22% smaller than the CTE determined through laboratory testing. In addition, only 31% of the laboratory measured ultimate drying shrinkage was realized in the slab.

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.

The debonding mechanism of bonded concrete overlay of asphalt (BCOA) due to fatigue loading was investigated quantitatively based on an accelerated loading test. During the test, a nondestructive technique was deployed to measure the area of interface debonding. In addition, a numerical model incorporating a cohesive-zone based interface was developed to calculate the fracture energy associated with the interface debonding. Finally, the fatigue algorithm of the interface debonding was established by relating the area of debonding to the fracture energy. This fatigue algorithm can be used to predict the degree of BCOA debonding due to repeated traffic loading and the consequent stress increase in the overlay. Its development is of great significance, because it not only represents the physics of BCOA debonding more closely than the other existing models, but can also greatly improve the accuracy of the predicted life of the BCOA when incorporated into the design process.

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.

Summary Research has been dedicated to the development of laboratory-scale simulation devices for studying mechanisms of gas migration. Cement-hydration analyzers (CHAs) are commercially available to assist industry in the design of gas-tight slurries. Although cement slurries under controlled conditions in the laboratory can be gas-tight, the in-situ performance of cement slurries is highly variable and difficult to predict. Therefore, a new approach has been designed to evaluate gas-migration potential under a range of representative borehole conditions. A laboratory-scale wellbore-simulation chamber (WSC) has been developed to replicate hydrostatic-pressure reduction in the cemented annulus and evaluate the potential for gas invasion under a range of borehole conditions. A discussion is presented on the development of the WSC that includes the details of the design and monitoring systems as well as the performance characteristics. Calibration-test results are examined to evaluate the performance of the WSC and the ability of the WSC to simulate in-situ wellbore conditions. Analysis of the results verifies the capability of the WSC in successfully recording the necessary parameters.

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...

Summary Gases can migrate into the cemented annulus of a wellbore during early gelation when hydrostatic pressure within the cement slurry drops. Different means to describe hydrostatic-pressure reduction have been proposed and reported in the literature. Among them, static gel strength (SGS) is the most widely accepted concept in describing the strength development of hydrating cement. The classic shear-stress theory uses SGS to quantify the hydrostatic-pressure reduction in the cement column. Approaches derived from the concept of SGS have contributed to understanding mechanisms of gas migration and methods of minimizing it. Unfortunately, these approaches do not accurately predict gas migration. Although SGS was originally adopted to describe the shear stress at interfaces, it has also been used to estimate the shear resistance required to deform slurry during the hydration period. Before early gelation, the hydrostatic pressure will overcome the formation gas pressure and prevent gas migrations. During gelation, the cement develops enough rigidity to withstand the gas invasion. This critical hydration period is defined as the transition time. API STD 65-2 (API 2010a) provides standards for determining the transition time by use of the concept of SGS. Current industry practice is to reduce the transition time, thereby lowering the potential for invading gas introducing migration pathways in the cemented annulus. This approach, although certainly helpful in reducing the risk for gas migration, does not eliminate its occurrence. Experimental results presented in this study demonstrate that the relationship between SGS and hydrostatic-pressure reduction is not linear. Characteristics of the transition-time endpoints depend on slurry properties and downhole conditions. Moreover, SGS is not able to characterize the gas-tight property of a cement slurry. When slurry gels, the mechanical properties are governed by its growing solid fraction. The gel can deform under shear loading, but gases and other fluids will need to break or fracture the bond between solids and push them aside for pathways to form within the cement/matrix domain at this point. To fully understand this process, the bond strength between solid particles and the compressibility of the cement matrix are needed. The bond strength and compressibility are mechanical properties dependent on the changing rigidity of the gelling cement. However, SGS does not address these important properties and, therefore, SGS is limited in its ability to predict gas-migration potential. A better means to characterize the cement/matrix strength by use of fundamental concepts and variables for replacing SGS is desired.

Reflective cracking can be a concern in unbonded concrete overlays of existing distressed concrete pavements. In these structures, an interlayer, commonly hot-mix asphalt (HMA) or a nonwoven geotextile fabric, is placed to isolate the overlay concrete from the existing concrete pavement. The interlayer minimizes interaction between the overlay and the existing concrete pavement, which helps prevent distress in the existing pavement from propagating into the overlay. In this study, a laboratory investigation was used to examine the influence of HMA and geotextile fabric interlayer systems on the potential for development of reflective cracking. A laboratory test was conducted by using stacked beam specimens separated by an interlayer to evaluate the potential for a discrete crack in the lower beam reflecting up through the interlayer and into the overlay beam. The study revealed that reflective cracking was more likely when there was loss of support beneath the existing pavement. Reflective cracking did not occur with any of the interlayer systems when the beam was fully supported. The nonwoven geotextile interlayers that were tested were more effective than the HMA interlayers at preventing reflective cracking. Even though the fabric interlayer had a higher load ratio than the HMA interlayers, a relatively large load was required to generate reflective cracking regardless of the interlayer type (HMA or fabric) and, therefore, both may be suitable interlayer alternatives for the prevention of reflective cracking.

Amino acids present a great potential for heavy metals sorption, thanks to their active chemical groups. Tyrosine is an amino acid containing amine, carboxylate and phenol groups and thus is a potential candidate for heavy metals remediation. However, this biomolecule is water soluble, and so it is difficult to remove tyrosine-metal complexes from the water. A potential solution would consist in grafting this biomolecule onto a material to ensure a good separation between heavy metals, trapped by tyrosine-grafted-material, and the water medium. Thus, the grafting of tyrosine onto a polypropylene (PP) nonwoven was carried out. Evidence of the grafting of tyrosine was given by several characterization techniques: Fourier transform infrared spectroscopy and X-ray photoelecron spectroscopy. A 3·2% tyrosine grafting rate was obtained. Then, the sorption efficiency of the tyrosine-functionalized material was evaluated by flame atomic absorption spectrometry. At 20°C and for pH 4·5, approximately 48 mg of copper per gram of PP were trapped, confirming the good efficiency of tyrosine. The most interesting result of this study is the constant sorption capacity whatever the sodium chloride concentration in the copper sulfate solution. This result, specific to tyrosine, allows considering the possibility of the use of such material for marine wastewaters and sediments depollution. This article contains supporting information that will be made available online once the issue is published.

A new, efficient and fast process was developed to coat poly(ethylene terephthalate) (PET) fabrics with acrylic acid (AA) and this novel eco-friendly material was designed to be used as a filtration medium for complexing heavy metals from aqueous media. PET is impregnated with acrylic acid, and directly polymerized using a KrF excimer laser. The conditions of irradiation were optimized using the experimental design technique: a 40 mm × 3.5 mm surface was irradiated per pulse, and 24 mJ/cm 2 and 700 pulses were necessary to obtain a good coating without degrading the textile structure. For industrial purpose, these conditions were extended to treat larger surfaces (40 mm × 11.5 mm pulse) using a fluence of 24 mJ/cm 2 and 700 pulses. Scanning Electron Microscopy (SEM) and X-ray Photoelectron Spectroscopy (XPS) were carried out to characterize the functionalized surfaces. A thick coating, resistant to low-temperature-washing was obtained. Finally, the efficiency of this coated textile was evaluated with copper sulfate solutions: 0.131 mg copper was trapped per cm 2 of PET, which is a promising result.

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.

Flame retardancy of flexible polyurethane foams has become an issue due to very severe regulations. To overcome the challenge of incorporating flame retardant (FR) additives during the foaming process without altering the foam properties, a plasma surface treatment was used for the first time in this work: a cold plasma induced graft-polymerization of phosphonate containing precursors (diethylvinylphosphonate-DEVP) with or without a crosslinking agent (1,4 butanedioldiacrylate) was applied on open cell flexible polyurethane foams (PUF). The flame retardant properties of these foams, before and after further rinsing, were evaluated using horizontal UL-94 test for 10 s and 60 s. One of the tested systems (DEVP + crosslinker), even after sonication, completely stops the melt dripping of the foams when exposed to the flame of the butane torch and charring occurs. This efficient surface treatment was characterized before and after burning by Scanning Electron Microscopy (SEM), electron probe microanalysis (EPMA), 31P solid state NMR and X-ray Photoelectron Spectroscopy (XPS). Its FR mechanism of action was then further investigated using microscale combustion calorimetry (MCC), thermogravimetric analyses coupled with infrared Fourier transform spectroscopy (TGA-FTIR), pyrolysis gas-chromatography coupled with mass spectrometry (GC-MS pyrolysis) and 31P solid state NMR. The results obtained show that it is necessary (i) to use the crosslinking agent, as DEVP mainly reacts with this crosslinker and (ii) to activate the PU foam before graft-polymerization to promote further reaction with the crosslinker. The characterizations also proved that before sonication, non-reacted DEVP precursors mainly act in the gas phase, preventing ignition, whereas after sonication the covalently grafted phosphorus containing species mainly act in the condensed phase to form phosphonic acid which will promote charring and thus will limit dripping and flame spread.

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 ...

The development of a new material designed to trap heavy metals from sediments or wastewater, based on a polypropylene non-woven covalently grafted with cysteine, has been reported in a previous paper (Part A). The non-woven was first functionalized with acrylic acid (AA) which is used as spacer, and then cysteine was immobilized on the substrate through covalent coupling in order to obtain the so-called PP-g-AA-cysteine. Some preliminary heavy metals adsorption tests gave interesting results: at 20°C for 24h and in a 1000mg/L heavy metals solution, PP-g-AA-cysteine adsorbs 95mg Cu/g PP (CuSO4 solution), 104mg Cu/g PP (Cu(NO3)2 solution), 135mgPb/g PP (Pb(NO3)2 solution) and 21mg Cr/g PP (Cr(NO3)3 solution). In this second part of the work, heavy metals sorption tests were carried out with Cu (II), Pb (II), and Cr (III) separately, in order to determine the sorption capacity of this new sorbent as a function of (i) the heavy metals concentration in the solution, (ii) the contact time with the solution, (iii) the pH and (iv) the ionic strength of the solution containing heavy metals. Moreover, the sorption capacity of PP-g-AA-Cysteine was studied using a polluted solution consisting of a mixture of these different heavy metals. An Electron Paramagnetic Resonance study was finally carried out in order to determine the coordination geometry in the environment of the copper trapped by the PP-g-AA-cysteine.

Some biomolecules are well known for the complexation of heavy metals from wastewater: cellulose, alginate, pectins, and starches for example. However, less used natural molecules could also be efficient to chelate heavy metals. Indeed, some cells contain polypeptides that can help detoxifying living organisms containing heavy metals. This natural detoxification process is of great interest, and particularly the molecules taking part in it. The amino acids composing these polypeptides, especially cysteine, tyrosine, and histidine, can be used for water purification. The efficiency of biomolecules containing aromatic rings on heavy metals complexation is also investigated. All these biomolecules are able to chelate heavy metals thanks to some chemical groups and atoms: the most well-known and efficient chemical groups are listed in the article. Finally, some potential environmental applications of biomolecules are suggested at the end of the article.

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.

Cysteine is an interesting biomolecule in the heavy metals trapping field, thanks to its amino, thiol and carboxylic groups. This amino acid is indeed present in some natural chelating agents: glutathione, phytochelatins and metallothioneins. However, cysteine has never been used in remediation processes. When immobilized on a polypropylene nonwoven (PP) geotextile, an innovative and eco-friendly material is obtained, with potential use in drainage and filtration of wastewaters and sediments. PP was first functionalized with acrylic acid using a low pressure cold plasma process to bring reactive carboxylic functions onto the surface (PP-g-AA). Cysteine was then covalently grafted on this modified PP. The cysteine grafting on PP-g-AA was optimized using response surface methodology, which allowed concluding that the best conditions of immersion without heating consist in: a solution containing 0.229 mol/L of cysteine for 28 h. The materials were characterized by Scanning Electron Microscopy, InfraRed Spectroscopy and X-ray Photoelectron Spectroscopy: evidence of covalent cysteine grafting was given. Preliminary sorption tests at 20 °C and pH = 4.5 with artificially polluted solutions give promising results for divalent heavy metal ions: 95 mg Cu (II) (CuSO4 solution), 104 mg Cu (II) and 135 mg Pb(II) (with NO3(-) counter-ion) per gram of PP are trapped.

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.

Functionalized polypropylene nonwoven (PP) geotextiles can be used as a new eco-friendly way to trap heavy metals in sediments. Chitosan was chosen as sorbent because of its ability to trap heavy metals, its natural origin (from shells) and its low cost. PP was first functionalized with acrylic acid using a low pressure cold plasma process, in order to bring reactive carboxylic functions onto the surface. Chitosan was then covalently grafted on the acrylic acid modified PP. The functionalized surfaces were characterized by Fourier Transform Infrared Spectroscopy–Attenuated Total Reflectance (FTIR–ATR) and X-ray Photoelectron Spectroscopy (XPS) and evidence of chitosan grafting was given. The ability of the functionalized geotextile to trap heavy metals was then investigated. Copper was chosen as a model heavy metal, and artificial solutions of CuSO 4 were prepared for the experiments. Sorption studies were carried out at 20 °C with Polypropylene-grafted-Acrylic acid-Chitosan (PP-g-AA-chitosan) varying the concentration of copper in polluted solutions to evaluate the maximum of adsorption of the surface: the textile can chelate copper increasingly as a function of the initial copper concentration until 830 ppm. At this concentration, it reaches a plateau at about 30 mg of trapped copper per gram of geotextile. The effects of pH and of the ionic strength (adsorption in a NaCl containing solution) were finally investigated. The trapping of Cu 2+ decreases slowly when the ionic strength increases. When there are 30 g/L NaCl in the artificial polluted solution (like in seawater), only 20 mg of Cu 2+ can be trapped per g of geotextile. Finally, the optimum pH to trap the maximum amount of copper was determined to be 4.8, which corresponds to the optimum pH for the chitosan solubility.

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.