Performance Of Thin Bonded Epoxy Overlays On Asphalt And Concrete Bridge Deck Surfaces
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| Author | : |
| Publisher | : |
| Total Pages | : 254 |
| Release | : 2014 |
| Genre | : Bridges |
| ISBN | : |
This study is the evaluation of two thin bonded epoxy overlays. These two products were compared on the basis of physical properties, including mean texture depth, surface friction, bond strength, ability to stop chloride intrusion, and anti-icing properties, as well as traffic safety and cost. Both overlays worked as intended when they were initially applied on the bridge decks. Mean texture depth and friction testing have shown that they both provide a durable wearing surface with good traction.
| Author | : David W. Fowler |
| Publisher | : Transportation Research Board |
| Total Pages | : 75 |
| Release | : 2011 |
| Genre | : Technology & Engineering |
| ISBN | : 0309143543 |
TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 423: Long-Term Performance of Polymer Concrete for Bridge Decks addresses a number of topics related to thin polymer overlays (TPOs). Those topics include previous research, specifications, and procedures on TPOs; performance of TPOs based on field applications; the primary factors that influence TPO performance; current construction guidelines for TPOs related to surface preparation, mixing and placement, consolidation, finishing, and curing; repair procedures; factors that influence the performance of overlays, including life-cycle cost, benefits and costs, bridge deck condition, service life extension, and performance; and successes and failures of TPOs, including reasons for both.
| Author | : Richard J. Irwin |
| Publisher | : |
| Total Pages | : 36 |
| Release | : 1969 |
| Genre | : Concrete bridges |
| ISBN | : |
Performance of protective coatings for bridge decks is evaluated. Applications to bridges on the New York State highway system from 1961 through 1967 included 1) surface overlays, 2) membranes between the structural slab and bituminous wearing course, and 3) surface sealants. Overlays and membranes consisted of epoxies, polyesters, polyurethanes, latexes, neoprenes, silicone rubbers, and asphalt cutbacks. Surface sealants included silicones, distillate oils, and linseed oil. None of the surface overlays lasted more than 2 to 3 yr. However, a flexible polyester resin with fiber glass has provided satisfactory service for 1-1/2 yr and will remain under observation. Leakage of box-girder bridges with a membrane was primarily due to shear-key construction (since modified), while the same materials applied to composite bridges were associated with leakage that could not be explained. A more comprehensive survey of membranes is planned. Silicone and distillate oil sealants on non-air-entrained concrete did not improve long-term durability. Air-entrained concrete, both with and without linseed oil treatment, showed no evidence of deterioration after 4 yr of exposure.
| Author | : Logan Michael Young |
| Publisher | : |
| Total Pages | : 552 |
| Release | : 2011 |
| Genre | : Pavements |
| ISBN | : |
| Author | : David Meggers |
| Publisher | : |
| Total Pages | : 116 |
| Release | : 2007 |
| Genre | : Bridges |
| ISBN | : |
Bridges in Kansas are exposed to winter conditions, including deicing chemicals used to keep the roads and bridges clear of ice and snow. These chemicals and water are harmful to the concrete and the steel reinforcing bars used in bridge structures. The objective of this study was to develop a durable thin bonded overlay with chloride resistance to protect the reinforcing steel of the bridge deck. Overlays were developed and monitored after their initial placement on four bridges. The overlay materials selected by the Kansas Department of Transportation (KDOT) had promising results from laboratory testing. Four different overlay materials were selected based upon KDOT's laboratory results and were tested on four separate bridge decks. Three of the bridges are located in Greenwood County and one in Sedgwick County. All four bridges were new construction; the three in Greenwood County are pre-stressed concrete girder design and the Sedgwick County Bridge is a steel girder design. The data from the testing and monitoring were used to determine if there are benefits to using thin bonded overlays for bridge deck wearing surfaces and which types of thin bonded overlays have the largest benefits. The materials chosen for the overlays were: Type IP cement concrete, Type IP cement with 3% silica fume concrete, Type I / II cement with 5% silica fume and polypropylene fibers concrete, and Type II cement with 5% silica fume and steel fibers concrete. Construction samples and bridge deck cores were tested for compressive strength, permeability, chloride concentration, overlay adhesion, and cracking resistance. The permeability tests showed the overlays containing the Type IP cement were the least permeable while the steel and polypropylene fiber overlays were the most permeable. The Type IP cement overlays meet the design specification of passing less than 1,000 coulombs (1.5 inch thickness); however, the overlays with the fibers do not. The ability of each overlay to resist chloride ion migration will only truly be known as 'in service' time accrues. Based upon the chloride ion contamination after five years, all overlays would appear to be functioning equally unless there is cracking in the overlay.
| Author | : Dave R. Johnson |
| Publisher | : |
| Total Pages | : 89 |
| Release | : 1997 |
| Genre | : Bridges |
| ISBN | : |
This study, part of a larger national effort to research thin bonded overlays for bridge decks, investigated the relative performance and costs of various technologies used for thin overlays on concrete bridge decks. This element of the program considered four different overlay treatments applied to a total of 13 bridges along Interstate 90 in southwestern Montana. The overlay technologies considered consisted of two Portland cement related products, an acrylic polymer modified, cement-based topping (Thorotop HCR) and silica fume concrete; and two resin/aggregate systems, one with an epoxy binder (Flexolith 216) and one with a methyl methacrylate (MMA) binder (Degadur 330BD). Extensive documentation was collected on the pre-overlay condition of the decks, the overlay installation processes, the initial condition of the overlays, and the condition of the overlays after one or two winter(s) of service.
| Author | : Abul Fazal Mazumder |
| Publisher | : |
| Total Pages | : 94 |
| Release | : 2021 |
| Genre | : Bridges |
| ISBN | : |
Thin epoxy overlays are used for improving the condition and extending the service life of bridge decks. The tensile bond pull-off strength, evaluated as per the ASTM C1583, is used as the performance indicator. A failure in the substrate with a tensile strength of 250 psi or greater is considered acceptable. However, the performance evaluated on in-service bridge decks shows inconsistent results. Laboratory studies by several researchers documented a distinct performance difference when the overlays are exposed to room temperatures in comparison to elevated temperatures. However, the most influential parameters such as concrete surface profile, thermal compatibility between overlay and concrete, the variation of substrate moisture against temperature, epoxy softening, and mechanical and interface epoxy properties under elevated temperatures were not measured and correlated to the observed performance. The performance of a concrete-overlay system depends on the mechanical and interface properties of epoxy, concrete surface profile, concrete properties, and exposure conditions. This study included experimental and numerical investigations to provide clarifications to the observed performance differences by evaluating the impact of concrete age at the time of epoxy application, concrete mix ingredients, exposure conditions, concrete microstructure development, substrate moisture and temperature, concrete surface profile, and epoxy properties on the performance of two epoxy overlays. Experimental results confirm that (i) the performance of epoxy overlays improves when the concrete mix contains slag and (ii) substrate moisture vapor pressure and epoxy softening under elevated temperature negatively affect the overlay performance. The concrete/epoxy bond interface undergoes higher degradation when subjected to an elevated temperature. The results obtained from the numerical analyses indicate a concrete surface profile of 6-8 with a height-space ratio of surface irregularities of 0.45 provides the maximum bond capacity for a thin epoxy overlay on a concrete mix with 35% slag and 65% Type I cement.
| Author | : Masood Rasoulian |
| Publisher | : |
| Total Pages | : 55 |
| Release | : 1991 |
| Genre | : Concrete bridges |
| ISBN | : |
Four overlay systems were applied to concrete bridge decks in north Louisiana in May 1985 to evaluate their performance as friction surfaces primarily and also as concrete sealers. Dural Flexolith, Poly-Carb Flexogrid, and Con/Chem Cono/Crete were placed on three separate bridge decks; sand and Dural epoxy were placed on the fourth deck. Friction numbers were measured with the British Portable Tester and the E-274 Skid Trailer. The sealing characteristics of each system were checked with electrical resistivity measurements.
| Author | : Steven M. Soltesz |
| Publisher | : |
| Total Pages | : 80 |
| Release | : 2010 |
| Genre | : Asphalt concrete |
| ISBN | : |
Eight thin polymer overlay systems were evaluated in the laboratory and on two bridge decks exposed to trucks and passenger vehicles including those with studded tires. The products were Mark 154, Flex-O-Lith, Safetrack HW, Kwik Bond PPC MLS, Tyregrip, SafeLane HDX, Urefast PF60, and Unitex ProPoxyType III DOT. None of the overlay systems showed superior performance under moderate average daily traffic from the standpoint of maintaining good skid resistance and resisting wear through. Tyregrip and Safetrack HW started to wear through to the concrete after exposure of approximately 1.3 million vehicles, and Urefast PF60 wore through much sooner. For the five products that did not wear through, empirical equations predicted the friction number of the best of these five products would decrease to 40 (equivalent to the friction number of the concrete) within five months at a traffic level of 10,000 vehicles per lane per day. Delamination from the concrete was not a major problem with the products. Laboratory tests were not able to predict performance.
| Author | : Zachary B. Haber |
| Publisher | : |
| Total Pages | : 48 |
| Release | : 2017 |
| Genre | : Concrete bridges |
| ISBN | : |
Bridge decks are commonly rehabilitated using overlays depending on the cause of deck deterioration, available budget, and desired service life of the rehabilitated structure. One emerging solution for bridge deck rehabilitation is thin, bonded ultra-high performance concrete (UHPC) overlays. As an overlay material, UHPC can provide both structural strengthening and protection from ingress of contaminates using a 1-in (25 mm) to 2-in (51 mm) layer of material. The first U.S. deployment of UHPC as a bridge deck overlay was completed in May 2016 on a reinforced concrete slab bridge located in Brandon. A few months after installing the UHPC overlay, a field inspection of the bridge identified some locations along the deck where delamination may have occurred. To address this concern, a field study was conducted in November 2016 to evaluate the bond between the UHPC overlay and the substrate concrete bridge deck. Researchers from the Federal Highway Administration’s (FHWA) Turner-Fairbank Highway Research Center (TFHRC) synthesized photographic evidence, conducted a field inspection of the bridge deck surface using a chain drag, and conducted physical testing of the UHPC-concrete interface bond using the direct tension bond pull-off test. Tested samples were taken back to TFHRC and the UHPC-concrete interface subsequently analyzed using scanning electron microscopy (SEM). The pull-off test data indicated that the UHPC overlay and the existing concrete bridge deck was intact, which was confirmed by SEM analysis.
