July/August
2002
Paving
the Way
by
J. Mauricio Ruiz, Robert Otto Rasmussen, and Patricia Kim Nelson
Constructing
concrete pavement that requires less maintenance, saves money, and
reduces traffic disruptions is the ultimate feat—the pot of gold
at the end of the rainbow. Helping achieve these goals, HIPERPAV software
is a user-friendly, Microsoft Windows® -based computer tool that
uses dozens of models to predict the early-age behavior of pavements,
which influences long-term performance and durability. Using this
state-of-the-art software, pavement planners, designers, and contractors
can make smart decisions to ensure high performance over the short-and
long-terms.
With
a wide range of applications, HIPERPAV is used during the planning
stage to develop specifications for quality control based on the available
materials and climatic conditions of the region where the roadway
will be constructed. Designers use HIPERPAV to optimize their pavement
designs to produce a better end product and long-term performance,
while maximizing economy. Contractors use HIPERPAV to help prevent
expensive repairs by predicting potential damage and determining the
best set of variables to forestall damage.
HIPERPAV
is a valuable tool for State departments of transportation, counties,
municipalities, private owners, and contractors alike, says
Steven Healow, pavement and materials engineer at the Federal Highway
Administrations (FHWA) California division in Sacramento. Healows
satisfaction with the product led him to adopt the use of HIPERPAV
on all of his large-scale pavement projects that use portland cement
concrete, including major rehabilitation projects on I-10, I-15, I-80,
and I-5.
![Photo of I-10 reconstruction project](images/05photo1.jpg) |
At
a high-speed reconstruction project on I-10 in Pomona, CA, A
validation site for HIPERPAV, accurate prediction of concrete
strength gain was of particular interest so that the highway
could be reopened to early-morning traffic a few hours following
construction. |
Origin
of HIPERPAV
To open
up newly constructed pavements within days or hours after the work
is completed, pavement contractors in the early 1990s used fast-track
concrete mixes that gain strength rapidly but can be damaged severely
if placed under adverse weather conditions. In response to this problem,
FHWA initiated research on the development of construction guidelines
for fast-track jointed plain concrete pavements (JPCP).
The
research, awarded in 1993 to The Transtec Group of Austin, TX, aimed
to maximize the performance of fast-track pavement through proper
design, selection of pavement materials, construction, and environmental
factors. Another goal was to develop an understanding of how fast-track
concretes
high heat of hydration (a chemical reaction during setting) interacts
with pavement curing methods, environmental conditions, and design
criteria. Above all, the project aimed to translate the research findings
into a usable tool for wide-scale, practical, and immediate application
in the field. And so HIPERPAV was born in 1996.
HIPERPAV
Predictions
HIPERPAV
models the complex interactions between four factors during the first
72 critical hours after construction: pavement materials, design,
construction, and climatic conditions. These factors are key to the
production of durable concrete pavements.
The
core of the HIPERPAV system is a robust model for prediction of pavement
temperature and moisture changes. Stresses in the concrete and gain
in strength are projected based on temperature, allowing the identification
of scenarios in which damage may occur in the pavement structure.
For jointed concrete pavement, early-age damage is the development
of uncontrolled cracks. By changing the input parameters to the model,
HIPERPAV enables users to identify the set of conditions that lead
to optimum performance.
In
addition to temperature, HIPERPAV predicts moisture changes during
the first hours after construction. Temperature and moisture changes
act together to cause significant changes in volume that can in turn
produce curling and warping in conjunction with axial restraint (restrictions
to movement) at the slab-subbase interface. By identifying these risks,
HIPERPAV enables users to implement an alternative design to prevent
pavement damage.
The
HIPERPAV predictions are used to model uncontrolled mid-slab cracking
in the early-age of JPCP. Two scenarios of stress-versus-strength
development can occur. When stress maintains a magnitude consistently
lower than strength, early-age distress is not expected; when stress
develops at a much greater rate than strength, a failure may occur
in the form of a crack.
"When
it comes to pavement cracking, HIPERPAV is very helpful in piecing
together various parts of the puzzle to analyze the root causes,"
says Robert Prisby, director of paving services for Western Pennsylvania
American Concrete Pavement Association (ACPA), Northeast Chapter.
"With anywhere from 30 to 40 factors that can contribute to cracking,"
adds Prisby, "HIPERPAV helps users focus on the real issues of
concern, either by highlighting possible causes that developed in
the early ages, or by eliminating them and allowing users to concentrate
instead on stresses and loading that occur in later stages."
Prisby has used HIPERPAV in a variety of applications, including airports,
highways, and one busway.
![Photo of paving equipment](images/05photo2.jpg) |
During
modernization of Nebraska's Highway 2 into a four-lane divided
highway, concrete behavior was monitored to test and validate
the original HIPERPAV software as the concrete was laid. |
Total
Systems Approach
In
addition to these predictive abilities, the software developers added
modules for predicting the potential of early-age damage to JPCP and
bonded concrete overlays, guidelines for timing contraction joint
sawing, guidelines for early traffic loading of JPCP, and evaporation
rate guidelines to predict the potential for moisture loss in portland
cement concrete pavements.
HIPERPAV
uses a synergistic strategy known as a total systems approachto integrate the new modules with
the core software, so that it can serve as a critical tool during
all stages of the paving process. Planners and designers can use HIPERPAV
in office settings to develop quality control specifications for particular
projects. Contractors in the field can use it during construction
to modify input parameters according to climatic conditions. With
this flexibility, HIPERPAV can optimize pavement designs and help
prevent expensive repairs.
Analytical
tools like HIPERPAV can be useful in avoiding situations that cause
distress, such as plastic shrinkage cracking or excessive moisture
loss in new pavement, says Healow, who is using HIPERPAV on
concrete paving projects in Californias Mojave Desert, where
the combination of high temperature, high wind velocity, and low humidity
create some of the worst paving conditions in the country. Our
successful construction of portland cement concrete pavements in a
desert environment depends on how well our slabs cure and gain strength,
he says. With HIPERPAV, we can assess and minimize the risk
associated with our mix design, construction methods, and curing methods
to avoid risky situations. HIPERPAV can serve as an educational
tool and can be used in assessing the causes of pavement damage or
poor pavement performance in forensic (liability) studies.
Field
Trials and Implementation
Each
of the models that make up HIPERPAV underwent extensive calibration
and validation using field data. HIPERPAV proved itself in a wide
range of pavement designs, materials, and climatic conditionsduring
full-scale validation in Arizona, Minnesota, Nebraska, North Carolina,
and Texas. This process included the instrumentation of pavements
under construction to allow for direct study of early-age behavior.
In collaboration with highway departments in each State, researchers
validated the accuracy and reliability of HIPERPAV in the prediction
of stresses, concrete strength development, and crack susceptibility.
The
original HIPERPAV system was implemented in the field on a number
of occasions. During the implementation phase, a technical working
group of paving experts applied HIPERPAV to in-place and upcoming
paving projects. Examples of HIPERPAV successes in predicting early-age
behavior include:
- The
prediction of uncontrolled mid-slab cracking in Louisiana and Georgia.
- A
preliminary investigation into the use of innovative rapid-set cement
in portland cement concrete pavement in California.
- The
prediction of early-age deterioration in Tennessee.
- Whitetopping
(one of the fastest growing concrete overlay options) projects in
Colorado, Iowa, Texas, and Mexico.
- The
prediction of early-age cracking at St. Louis Lambert International
Airport.
- The
development of paving specifications for runway construction at
Las Vegas McCarran International Airport.
To
demonstrate HIPERPAV andinform
contractors, academicians, and representatives of State departments
of transportation about the importance of early-age behavior, FHWA
sponsored a series of HIPERPAV workshops throughout the United States
in the late 1990s. The workshops captured the attention of local government
agencies, private industry, and educational institutions. By taking
a unified approach, FHWA, Transtec, and the American Concrete Pavement
Association achieved notable success in implementing the software.
The
Next Generation of HIPERPAV
Now
that HIPERPAV has proven itself with users and demand for thesoftware
has increased throughout the industry, the software developers are
improving and expanding it to include a module capable of predicting
the impact on JPCP long-term performance as a function of early-age
behavior, a module capable of predicting the early-age behavior of
Continuously Reinforced Concrete Pavements (CRCP), and modules to
incorporate results from existing FHWA studies related to concrete
paving.
![Photo of I-77 during reconstruction](images/05photo3.jpg) |
Reconstuction
of I-77 in North Carolina was one in five sites instrumented
for the validation of the original HIPERPAV model. |
Long-Term
Performance Module for Jointed Plain Concrete Pavements
Experienced
practitioners have long recognized that a number of early-age mechanisms
determine how pavements will perform in the long term. Factors such
as joint opening, drying shrinkage, thermal gradient at set time,
and portland cement concrete relaxation (i.e., the release of stress)
play important roles in long-term pavement response and performance.
These early-age mechanisms have an effect on load transfer efficiency
at the joints and cracks, affect the stress state in the pavement,
and consequently contribute to pavement distress.
The
software developers are modifying HIPERPAV to include new algorithms
that will simulate the effects of these early-age factors on long-term
pavement performance. By using the JPCP long-term module in HIPERPAV,
users will be able to predict structural and functional distresses
such as faulting, cracking, andriding
quality. With this knowledge, users can implement alternative designs
to minimize negative effects on pavement performance.
CRCP
Early-Age Module
Continuously
reinforced concrete pavement (CRCP) refers to concrete pavement that
is reinforced with steel and constructed without transverse contraction
joints. In this type of pavement, concrete cracks randomly as a consequence
of volume changes (from temperature and moisture variations) that
are restrained by both steel and the sub-base. If crack spacing, crack
width, and steel stress are controlled to fall within certain limits,
long-term performance is not compromised.
Previous
research efforts developed sound mechanistic models that are capable
of predicting crack spacing, crack width, and steel stress in CRCP
pavements. To ensure superior long-term performance, the new HIPERPAV
module will incorporate prediction models for CRCP behavior, so that
users can better evaluate design alternatives.
Modules
for Other FHWA Studies
The
HIPERPAV software developers selected two studies sponsored by FHWA
for incorporation into additional new modules. The first study focused
on using advanced statistical techniques to optimize concrete mix
designs to meet specific performance
criteria, such as slump, strength, and cost. Previously developed
by FHWA in cooperation with the National Institute of Standards and
Technology (NIST), this effort computerized the process of optimizing
mix design on a Web-based application. As part of the enhancement
of the HIPERPAV system, the developers are converting the FHWA-NIST
procedure to a PC environment."
The
second study looked at the early-age behavior of dowel bars in rigid
pavement. One of the major rehabilitation costs for pavements is the
repair of prematurely deteriorated transverse contraction joints that
can result from lack or improper placement of dowels (tube-like bars
that tie concrete sections together). Using dowel bars instrumented
with strain gauges, Ohio University conducted an experimental study
to evaluate the response of dowel bars in rigid pavements under field
traffic loads and environmental conditions.
![Photo of I-77 during reconstruction](images/05photo4.jpg) |
CRCP
paving project of the I-30 and I-35 interchange in Fort Worth,
TX, was used to validate the enhanced HIPERPAV's CRCP early-age
prediction model. |
The
study found that during the critical first 72 hours after construction,
the concrete around the dowels is subjected to stress when the dowels
bars resist the natural upward and downward curling of concrete. Since
the concrete has not yet reached its full strength at this time, it
could be damaged at the dowel-concrete interface. As the dowel cycles
through subsequent repeated environmental and traffic loading, the
damage to the concrete at the interface will increase. Eventually,
the concrete can spall (i.e., chip at the surface) or crush. The dowel
bar-concrete bond can loosen and cause the joint load transfer efficiency
to decrease. HIPERPAVs dowel analysis module will predict stress
development and allow for appropriate design decisions with regard
to the placing of dowels.
Optimizing
Concrete Mixtures The
following steps are used to optimize concrete mixtures to meet
specified criteria: - Specify
responses and performance criteria such as slump, strength,
cost, etc.
- Specify
mix components that will be varied and ranges to meet the
specified responses.
- Fabricate
and test trial batches to measure the responses specified
for every batch.
- Use
statistical methods to analyze the mix proportioning and
response information.
- Determine
optimal mixture proportions based on the statistical analysis
that best meet the specified responses. Practically any
parameter of interest can be optimized with this procedure,
provided that the mix components and trial batches have
an effect on the parameter. The use of multivariate techniques
allows for the evaluation of several criteria at a time.
|
![Screenshot of HIPERPAV](images/05photo5.jpg) |
This
screen capture shows a prototype interface for new HIPERPAV
total systems analysis. |
Putting
It All Together
Using
a total systems approach,
the various components of HIPERPAV
will be integrated easily with new modules. At the core of the enhanced
system will be the original HIPERPAV system that predicts temperature
and key portland cement concrete behaviors. The new modules will radiate
from the core. In some cases, modules may be interrelated. For example,
the early-age JPCP module will drive the long-term performance module
for JPCP.
To
keep HIPERPAV easy to use and allow for future model upgrades, the
software developers created a new graphical interface for a more seamless
integration of the various modules. HIPERPAVs new front-endgroups
categories of inputs in a directory-like structure along the left
side of the screen. The software was modified to include error-checking
routines, tool tips, additional user input unit options, and more
user input graphical aids.
Today's
HIPERPAV Applications
- Predict
and prevent uncontrolled cracking in jointed plain concrete
pavements at early ages. By predicting the development
of the pavements concrete strength, as well as the pavement
stresses, conclusions can be drawn about the likeliness of
cracking, and appropriate design changes can be made accordingly
(e.g., by using bond breakers at the interface).
- Determine
the optimum time to sawcut joints during construction.
HIPERPAV can determine the window of opportunity for saw-cutting
joints. If joints are cut too early, the strength gained by
the concrete may fail to support the saw-cutting equipment,
causing structural damage to the pavement and, possibly, raveling
along the joint (crumbling) that can lead to significant spalling
damage (i.e., chipping of the surface). Conversely, if the
joints are cut too late, uncontrolled cracking may occur at
any point in the pavement.
- Assist
in assessing the costs and benefits of opening a concrete
pavement to traffic. Opening pavements after construction
in a prudent and expeditious manner is needed to minimize
user costs and commuter frustration. HIPERPAV can predict
the time when adequate strength has developed in the concrete
so that the roadway can be opened to traffic.
- Quantify
the risks of using stabilized bases.
Stabilized bases often lead to extremely high restraint between
the pavement and the subbase, often causing uncontrollable
cracking at early ages. HIPERPAV allows to simulate different
ways to prevent such damage (e.g., by controlling the temperature
of the concrete mix, selecting a different time for placement,
or using different curing methods).
- Predict
the impact of climatic conditions on pavement performance.
The damage caused by sudden
climatic changes, such as a desert environment's sudden temperature
drop from day to night, can be prevented with HIPERPAV, as
the model can simulate different ways to prevent such damage
(e.g., by controlling the temperature of the concrete mix,
selecting a different time for placement, or using different
curing methods).
Tomorrows
HIPERPAV Applications Once
all modules are incorporated into the HIPERPAV system, its
functions will expand to include the following: - Many
of the uses of the current HIPERPAV system will be applicable
to CRCP pavement systems.
- Practitioners
will be assisted in optimizing the selection of design and
construction factors, minimizing long-term performance distress,
and thereby promoting high-performance concrete paving.
- With
the incorporation of mix optimization and dowel analysis
modules, a series of early-age concrete products could be
developed to promote better design and construction of concrete
pavements, improve long-term performance, and reduce the
costs of pavement rehabilitation in the long term.
|
Incorporation
of new models mean that validation will be needed. The software developers
have investigated new field sites for this purpose. They have implemented
a laboratory program to collect the critical material inputs needed
by both the HIPERPAV core and the additional models under study.
Completion
of the enhanced HIPERPAV
is expected by the fall of 2002. To demonstrate the advanced HIPERPAV
and inform possible users of its new applications, FHWA is planning
technical support, training sessions, and workshops, similar to those
that introduced the original version.
References
1.
Forster, Stephen W. HIPERPAV: A User-Friendly Tool to Help Us
Build It Right, Public
Roads, April/May 1998.
2. McCullough, Frank, and Robert Rasmussen.
Fast-Track Paving: Concrete Temperature Control and Traffic Opening
Criteria for Bonded Concrete Overlays, Volume I: Final Report, FHWA-RD-98-167.
October 1999.
3.
Sargand, S. M. Performance of Dowel Bars and Rigid Pavement. Department
of Civil and Environmental Engineering. Ohio University. FHWA and
U. S. Department of Transportation. July 2000.
4. Simon, Marcia et al. Concrete Mix Optimization Software Tool, Users
Guide, NIST, FHWA, July 2001, from http://ciks.cbt.nist.gov/cost/.
5. Simon,
Marcia et al. Concrete Mixture Optimization Using Statistical Mixture
Design Methods, Proceedings of the PCI/FHWA International Symposium
on High Performance Concrete, New Orleans, Louisiana, October 2022,
1997.
J.
Mauricio Ruiz received his B.S.C.E.
from the Univ. Michoacana de S. Nicolas de Hidalgo, Mexico, and
an M.S.E. in civil engineering from the University of Texas at Austin.
He was in charge of the field validation and technical implementation
for the first generation of HIPERPAV. He is currently a project
manager at The Transtec Group, Inc., in Austin, TX, and co-principal
investigator for the new HIPERPAV system analysis software.
Robert
Otto Rasmussen is vice president
and chief engineer of The Transtec Group. Along with Ruiz, he serves
as CO-principal investigator for the HIPERPAV program. He received
his B.S. in civil engineering from the University of Arizona, and
MSE and Ph.D. from the University of Texas at Austin. He is active
in several organizations, including TRB (A2B02 and A2F01), the American
Concrete Pavement Association (ACPA), the International Association
for Building Materials and Structures (RILEM) Technical Committee
on Bonded cement-based material overlays for the repair, the lining
or the strengthening of slabs or pavements (RLS TC), and ASTM International.
He is a registered professional engineer in Texas.
Patricia
Kim Nelson received her B.S.C.E.
From Texas A&M University and an MSE and Ph.D. in civil engineering
from the University of Michigan at Ann Arbor. She is an expert in
the field of fiber-reinforced concrete and pavement analysis. Working
along with Ruiz and Rasmussen, she validated the first generation
of HIPERPAV and currently is participating in the development of
the new HIPERPAV software. She is a project manager at The Transtec
Group, Inc.
To
learn more about HIPERPAV, please visit www.hiperpav.com
or e-mail Mauricio Ruiz at mauricio@thetranstecgroup.com.
Other
Articles in this issue:
Taking
Concrete to the Next Level
Getting
It Together
Fine-tuning
Innovative Technologies
On
the Road Testing Roads
Paving
the Way
Making
Roads Better and Better
Texas
Tests Precast for Speed and Usability
The
Biggest Bang for Your Buck
New
Software Promises to Put Whitetopping on the Map
Road
Map to the Future