July/August 2002
Road
Map to the Future
by
Theodore R. Ferragut, Dale Harrington, and Marcia Brink
Envisioning
what we want concrete pavements to look like in the next 20, 50, or
100 years and developing a long-term research plan to make the vision
a reality will require the industry to examine itself closely and
perhaps even redefine itself.
How
can we narrow the gap between the design life expectancy and the actual
life of concrete pavements? Why is concrete consistently perceived
as the more expensive alternative?
Can
concrete compete as a reliable, cost-effective, short-term paving
alternative?
Can
concrete be a 100-year pavement?
Can
we construct concrete pavements that meet lighter operational demands
and tough budget restrictions?
Can
new technologies or processes make today's marginal mix materials,
such as low-grade aggregates, tomorrow's useful materials?
These
and other questions are guiding a national project to develop a far-reaching
road map to tomorrow's concrete pavements. Under the Transportation
Equity Act for the 21st Century (TEA-21), Congress authorized
the Federal Highway Administration (FHWA) to undertake a significant
research program to improve the performance of concrete pavements.
A Long-Term Plan for Concrete Pavement Research and Technology is
being developed through the
Concrete
Pavement Technology Program
(CPTP). The CPTP selected an Iowa State University-led team of program
planners, university researchers, engineering consultants, and practitioners
from industry and public agencies to create the plan.
Why
Another Research Plan?
In recent
years several groups have conducted or sponsored pivotal research
programs that continue to have significant impact on the concrete
paving community. Consider, for example, the possible ramifications
of ultra-high-performance concrete pavement, currently being evaluated
at FHWA's Turner-Fairbank Highway Research Center in McLean, VA. This
steel fiber-reinforced product typically displays twice the compressive
strength of high-performance concretes now used in the United States.
The Transportation
Research Board, American Concrete Pavement Association, American Association
of State Highway Transportation Officials, and FHWA's Long-term Pavement
Performance Program also have conducted research that will lay the
foundation for CPTP's new long-term research plan.
Nevertheless,
the CPTP plan will be unlike any other. Broad in scope and vision,
it will guide investigations into innovative technologies, processes,
and systems that result in superior concrete paving solutions for
21st century needs and budgets.
Desirable
Pavement Characteristics The long-term
research plan will be the product of extensive input from stakeholder
representatives from Federal, State, and local agencies; contractors,
suppliers, and consultants; professional associations; and academia,
particularly those conducting applied research. At regional workshops,
these stakeholders are helping to envision concrete pavements of the
future and identify their desirable characteristics.
The value
of the long-term research plan will depend on the vision and practicality
of stakeholders' input regarding desirable characteristics, and the
integrity and thoroughness with which the team identifies and prioritizes
needed research.
Many
characteristics identified to date are easy to agree on: (1) stable,
long-lived joints; (2) quiet, safe, comfortable ride; (3) low permeability;
(4) initial designs that consider future rehabilitation; (5) high
reliability (predictable performance); and (6) environmental friendliness.
Other
pavement characteristics are generating more discussion. One nontraditional
characteristic is the level(s) of service future concrete pavements
could or should provide. Do we want a menu of cost-effective, reliable
concrete pavements"mixes of fixes" that serve a variety
of needs and design lives? Only research can tell us if such a menu
is feasible. But, first, stakeholders must decide if mixes of fixes
are part of their vision for the next generation of concrete pavements.
The
CPTP Research Plan The
plan will:- Focus
on research that results in improved measurement and prediction
of pavement performance.
- Integrate
performance-based research in four focus areas: (1) pavement
design, (2) mix design and materials, (3) construction and
maintenance, and (4) performance.
- Serve
as the concrete paving community's plan, not that of any particular
agency or organization.
- Be
innovative and progressive, looking beyond traditional concrete
paving solutions.
|
|
The
CPTP's long-term research plan will result from an iterative
process between the planning team and the concrete paving community.
Stakeholders are defining the characteristics they want in the
next generation of concrete pavements, and the research team
is comparing those characteristics with research to date to
determine where research is needed. |
Performance-Based
Research
The planning
team is convinced that desirable characteristics to improve pavement
performance and more accurately predict the length of a pavement's
life can become cost-effective realities only if they are developed
through a performance-based process. Such a process is cyclical, based
on identifying and measuring performance criteria, or performance
predictors, for various elements of a paving system.
In a
performance-based process, pavement designs, mixes, and construction
and maintenance practices are developed and applied. Performance is
measured during and after mixing and construction to determine to
what extent optimums were missed and adjustments are needed. Additional
research is conducted to further improve designs, mixes, and construction
and maintenance practices.
This
research cycle of trial, error, improvement, and early discovery and
rehabilitation of performance problems results in performance-based
pavements, concrete pavements that are not over- or under-built.
Such a cycle requires reliable, accurate performance-based measurement
and prediction tools to ensure that the best materials are used, reduce
initial costs, improve pavement reliability, reduce eventual maintenance
and repair costs, and provide for future rehabilitation of the pavement
(through its use as a subbase, for example).
Integrated
Performance Prediction Tools
The concrete
community already monitors several performance criteria, and several
software products currently under development will expand and improve
such monitoring:
- 2002
American Association of State Highway and Transportation Officials
(AASHTO) Pavement Design Guide software will incorporate variations
in materials and construction factors into AASHTO design procedures.
- User-friendly
software, CONCLIFE, recently developed as part of an FHWA-sponsored
study, predicts concrete pavement service life by measuring soroptivity,
the most relevant permeability characteristic of concrete.
- HIPERPAV
software, developed and regularly updated for FHWA by the Transtec
Group, Inc., helps contractors predict the potential for concrete
pavement to crack during its first 72 hours. (See "Paving the
Way" on p. 20.)
- COMET
software, recently developed for FHWA as part of HIPERPAV II, is
a Microsoft® Windows-based adaptation of a powerful
technique for selecting mixture proportions based on a number of
performance criteria.
- PaveSpec
software, being developed for FHWA by ERES Consultants, Inc., focuses
on predicting and improving long-term pavement performance with
regard to specific distresses.
Tools
like these are likely to affect performance significantly but more
can be done, according to Suneel Vanikar, concrete materials engineer
at FHWA. We need "new, distinct performance and protocol tools
to measure performance. These tools need to be linked together to
predict long-range performance accurately." This linkage requires
measuring and integrating the performance of variables throughout
an entire paving system in the roadbed, subgrade, drainage, slope,
mix materials, placement practices, surface finish, and weather. It
also requires integrating variable performance measurements throughout
various stages in the pavement life cycle: design, mixing, construction,
and maintenance.
One important
criterion and predictor of concrete pavement performance the concrete's
air void system provides just one example of the need to integrate
measuring tools across the system and stages in the pavement life
cycle. Concrete must contain a minimum percentage of air voids, adequately
spaced, to accommodate freezing water during freeze-thaw cycles, or
it may be susceptible to early cracking and premature failure.
The air
void system is affected by practices during mixing and construction.
We need high-speed tests to measure air void spacing during those
stages. Combined with results of air void percentage tests already
being conducted in newly poured concrete, these measurements will
help workers evaluate and adjust mixing and construction processes
quickly to optimize the entire air void system.
After
the concrete has hardened, however, environmental and other factors
in the rest of the pavement system can affect the air void system.
If, for example, one stretch of subgrade fails to drain properly,
moisture will interact with cement where the pavement and subgrade
meet, causing a chemical reaction that, over time, fills the air voids.
Ideally,
tests of performance criteria in the subgrade before and during construction
would lead to the discovery and correction of potential drainage problems.
However, we also need tools for quickly, economically, conveniently,
and accurately measuring the air void system (and other performance
criteria) as pavements age. If measurements change enough to indicate
performance problems are developing, we can rehabilitate the pavement
before it fails.
In another
example, the ability to predict mix performance could result in enhanced
materials compatibility in today's increasingly complex mix designs,
where fluctuations in supplementary materials and chemicals and other
variables exponentially complicate the compatibility issue. If the
compatibility and performance of complex mix designs can be predicted,
performance could be improved substantially, and maintenance and repair
costs minimized. Integrated performance predictions can help mix designers
increase the usefulness of today's marginal (and less expensive) materials,
such as fly ash and other by-products.
Even
if aggregates, cements, admixtures, and other variables in the mix
are coordinated for a compatible, predictable 25-year mix, the concrete
must sit on a predictable 25-year subgrade. Placed on inadequate subgrade,
a "perfectly" designed and constructed concrete pavement
will fail prematurely.
Again,
integrated performance predictions are necessary to improve the performance
of the pavement system as a whole.
The ability
to measure and predict pavement performance accurately and reliably
is integral to achieving Congress's goal for concrete research outlined
in TEA-21. The long-term research plan therefore will include problem
statements for designing, improving, and implementing performance-based
measurement tools that integrate as many elements of the paving
system as possible.
|
Research
can determine the feasibility of a variety of nontraditional,
innovative concrete paving applications, like this whitetopping-over-brick
street project. |
Mixes
of Fixes
In addition
to the potential for saving money and improving the performance of
traditional heavy-duty concrete pavements, other implications of performance-based
pavements are even more intriguing. The ability to develop performance-based
pavements could expand their usefulness beyond traditional applications
to cost-effective fixes for light service pavements, which may compose
up to three-quarters of pavements identified as needing improvement.
Hot-mix asphalt, the traditional fix for light-service roads and streets,
is not always satisfactory for pavements with short design lives or
for repair of problems like intersection rutting.
What
if we did not have to rely solely on asphalt for these improvements?
What if we had a menu of affordable, viable concrete solutions"mixes
of fixes"that provide concrete's traditional advantages of durability
and strength for the short and very long term?
Consider
the possibilities:
- Stop-gap
rehabilitation projects and staged improvements, later used as subbase;
low-cost overlays for haul roads; short- or very short-term load
transfer restorations
- High-traffic
arterials (traditional long term)
- High-density
urban interstates, tunnels, and approaches to large bridges (very
long term)
Design
Life
Of the
many variables to be considered when designing pavements to provide
a particular level of service, design life is pivotal. Most concrete
pavements constructed in the last half century have significantly
outlived their intended design lives. Rarely, one fails prematurely.
Given current design, mix, and construction and maintenance practices,
survival curves for a variety of theoretical design lives (8-, 15-,
30-, and 60-year designs) show that a large percentage of pavements
will survive far beyond design life.
When
a pavement outlasts its intended life, it may have been overbuilt,
and the original design and construction costs may have been too high.
On the other hand, when a pavement fails before its intended design
life, the pavement owner may incur excessive repair and rehabilitation
costs.
As the
planning team and their stakeholder partners around the country discuss
potential mixes of fixes based on design lives, they are suggesting
a 90/5 percent life expectancy as the target performance. That is,
at least 90 percent of pavements are expected to last the number of
years for which they were designed, and no more than 5 percent of
pavements should last longer than 120 percent of design life. Currently,
up to 10 percent of pavements generally last twice as long as intended;
50 percent last up to half again as long as planned.
The better
we can fine-tune pavement performance to achieve 90/5 life expectancy,
the more costs can be saved by not over- or under-building. Performance-based pavement designs, mixes, and construction/maintenance practices
will likely make such fine-tuning possible. Only research can determine
whether the curves can be sharpened enough to make short- or very
short-term pavements cost effective.
|
Research
is needed to determine if potential cost savings for performance-based
concrete pavements could make a variety of design lives—mixes
of fixes—economically feasible. |
Determining
Needed Research
After
identifying desirable concrete pavement characteristics, the planning
team will develop a road map for getting there. As the team collects
prioritized ideas about desirable characteristics, it is cataloging
them in a database.
Concurrently
with the catalog of prioritized characteristics, the team is inventorying
completed, in-progress, and planned concrete pavement research to
compile a research-to-date database. This database is categorized
according to specific topics within pavement design, mixes and materials,
construction/maintenance (including repair, rehabilitation, and reconstruction),
and performance.
Each
category contains 42 data fields, or subareas, and all research to
date is linked to at least one subarea. This system allows the team
to summarize the scope and focus areas of research efforts to date
and identify studies that relate to any one or more search criteria.
To identify existing research on both aggregates and additives, for
example, the research database is queried using "aggregates"
and "additives" as search parameters.
Other
database operations such as statistical analyses and graphing are
possible as well. These capabilities are extremely important for digesting
and understanding research to date. The large number of projects and
sometimes overwhelming amount of related information can be challenging
to analyze for identifying meaningful trends and needs.
When
the research-to-date catalog is complete, the team will compare it
with the developing catalog of prioritized characteristics. Desired
characteristics with no, or only partial, research matches will be
considered gaps in research. The team members will prioritize the
gaps based on benefit-cost analyses. For each gap, they will include
problem statements in the draft long-term research plan.
Concurrently
with the above steps, the planning team is identifying criteria for
predicting and measuring pavement performance. The criteria also will
be included in research problem statements.
Based
on information collected to date, the team has begun drafting a working
plan and will be sharing it with workshop participants. As additional
stakeholders contribute fresh ideas, this iterative process will result
in a fluid draft-in-progress.
The final
plan will include a cooperative financing program, a systematic method
for determining research benchmarks and milestones, and a focused,
concerted approach for conducting recommended research. The team also
will develop a
plan for implementation, suggesting strategies to communicate the
national plan to the concrete paving community.
Potential
Roadblocks
The team
does not expect that the plan will have the corner on innovative,
nontraditional concrete paving solutions. Ultra-thin whitetopping,
bonded and unbonded overlays, cost-effective and continuously improved
reinforced concrete pavements constructed without transverse joints,
and ultra fast-track pavements are examples of new concrete applications
under evaluation.
Before
highway agencies can implement mixes of fixes like these and others
effectively and on a large scale, however, researchers will need to
address some obstacles.
First,
highway agencies will have to overcome the entrenched institutional
philosophy that concrete pavements are built for heavy loads and last
about 30 years. To many people in the paving community, the idea that
reliable, cost-effective concrete pavements can and should be built
for a variety of service requirements is a revolutionary concept.
Second,
although some States have experimented with nontraditional concrete
solutions, most agencies have little experience in this area.
The planning
team believes that the process of developing the plan in concert with
the community of stakeholders, along with implementation of a communications
program being developed concurrently with the research plan, will
result in stakeholder buy-in and knowledge of current and future options
throughout the concrete paving community.
Looking
Forward
The performance-based
generation of concrete pavements is still in its infancy. But concrete
pavements are about to grow up, and the next generation could alter
the paving industry significantly. With concrete's load-bearing strength,
long life expectancy, and durability, it will likely continue to be
the preferred material for interstates and other major paving projects.
Through the CPTP's long-term research plan to develop integrated,
performance-based concrete solutions, the 21st century
could see concrete become a viable, useful material for a wide array
of pavement service needs.
|
Whitetopping
as a pavement rehabilitation strategy is gaining acceptance. |
Theodore
(Ted) Ferragut is coordinating the effort to develop the Long-term
Plan for Concrete Pavement Research and Technology. He is owner and
president of TDC Partners, Ltd., a sole proprietorship in Alexandria,
VA, which works with government agencies and private companies to
move innovative technology into practice in the areas of highway pavement
design, construction, maintenance, and performance. Ferragut is a
registered professional engineer in Virginia and has a B.S. in civil
engineering from the University of Massachusetts.
Dale
Harrington is administering the long-term research planning effort.
Director of the Center for Portland Cement Concrete Pavement Technology
at Iowa State University, he has 30 years of public and private experience
in pavement design, performance evaluation, construction, and rehabilitation.
He is a registered professional engineer in Iowa and has a degree
in civil engineering technology from Iowa State University.
Marcia
Brink is the communications manager for Iowa State University's
Center for Transportation Research and Education, administrative home
of the Center for Portland Cement Concrete Pavement Technology and
the U.S. Department of Transportation's University Transportation
Program serving Iowa, Kansas, Missouri, and Nebraska. She is also
adjunct professor of English (professional and technical communications)
at Iowa State. Brink has a master's degree in English from Iowa State
University.
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