ASCE GSP 196-2009 New Technologies in Construction and Rehabilitation of Portland Cement Concrete Pavement and Bridge Deck Pavement.pdf

1、 GEOTECHNICAL SPECIAL PUBLICATION NO. 196 NEW TECHNOLOGIES IN CONSTRUCTION AND REHABILITATION OF PORTLAND CEMENT CONCRETE PAVEMENT AND BRIDGE DECK PAVEMENT SELECTED PAPERS FROM THE 2009 GEOHUNAN INTERNATIONAL CONFERENCEAugust 36, 2009 Changsha, Hunan, China HOSTED BY Changsha University of Science a

2、nd Technology, China CO-SPONSORED BY ASCE Geo-Institute, USA Asphalt Institute, USA Central South University, China Chinese Society of Pavement Engineering, Taiwan Chongqing Jiaotong University, China Deep Foundation Institute, USA Federal Highway Administration, USA Hunan University, China Internat

3、ional Society for Asphalt Pavements, USA Jiangsu Transportation Research Institute, China Korea Institute of Construction Technology, Korea Korean Society of Road Engineers, Korea Texas Department of Transportation, USA Texas Transportation Institute, USA Transportation Research Board (TRB), USA EDI

4、TED BY Moon Won Yoon Ho Cho Shiraz Tayabji Jianbo Yuan Published by the American Society of Civil Engineers Library of Congress Cataloging-in-Publication Data New technologies in construction and rehabilitation of Portland cement concrete pavement and bridge deck pavement : selected papers from the

5、2009 GeoHunan International Conference, August 3-6, 2009, Changsha, Hunan, China / hosted by Changsha University of Science and Technology, China ; co-sponsored by ASCE Geo-Institute, USA et al. ; edited by Moon Won et al. p. cm. - (Geotechnical special publication ; no. 196) Includes bibliographica

6、l references and indexes. ISBN 978-0-7844-1048-6 1. Pavements, Concrete-Design and construction-Congresses. 2. Pavements, Concrete-Maintenance and repair-Congresses. 3. Concrete bridges-Floors-Design and construction-Congresses. 4. Concrete bridges-Floors-Maintenance and repair-Congresses. 5. Portla

7、nd cement-Analysis-Congresses. I. Won, Mooncheol. II. Changsha li gong da xue. III. American Society of Civil Engineers. Geo-Institute. IV. GeoHunan International Conference on Challenges and Recent Advances in Pavement Technologies and Transportation Geotechnics (2009 : Changsha, Hunan Sheng, China

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14、t 2009 by the American Society of Civil Engineers. All Rights Reserved. ISBN 978-0-7844-1048-6 Manufactured in the United States of America. Geotechnical Special Publications 1 Terzaghi Lectures 2 Geotechnical Aspects of Stiff and Hard Clays 3 Landslide Dams: Processes, Risk, and Mitigation 7 Timber

15、 Bulkheads 9 Foundations the North (Fig. 3) and South cable stay bridges on the 36 km long Hangzhou Bay crossing; Chinas longest suspension bridge, the 1650 meter main span Xihoumen Bridge (Fig.4) near Zhoushan; and both the 708 meter cable stay and 1108 meter main span suspension bridge at HuangPu.

16、 Table 1. Major Orthotropic Steel Decks Paved with Type V Epoxy Asphalt BRIDGE LOCATION YEAR PAVED AREA M2 ApproximateNanjing 2nd Yangtze River Nanjing 2000 37,140 Taoyaomen Zhoushan 2003 20,600 Runyang Cable Stay Zhenjiang 2004 22,740 Runyang Suspension Zhenjinag 2004 44,700 Dagu Tianjin 2004 3,700

17、 Nanjing 3d Yangtze River Nanjjing 2005 38,640 Pingsheng Foshan 2006 14,000 Nanhuan Beijing 2006 10,800 Zhanjiang Zhanjiang 2006 20,500 Fenghua Tianjin 2006 10,500 Yanglou Wuhan 2007 38,400 Hangzhou Bay North Cixi City- Jiaxing. 2007 32,000 Hangzhou Bay South Cixi City- Jiaxing 2007 23,000 Sutong Na

18、ntong-Sozhou 2007 65,000 HuangPu Cable Stay Guangzhou 2008 24,400 HuangPu Suspension Guangzhou 2008 34,700 Xihoumen Zhoushan 2008 59,400 Jingtan Zhoushan 2008 43,560 GEOTECHNICAL SPECIAL PUBLICATION NO. 1962Fig 1. 2ndYangtze River Bridge Fig 2. Sutong Bridge Fig 3. Hangzhou Bay North Bridge Fig 4. X

19、ihoumen Bridge CHARACTERISTICS OF EPOXY ASPHALT Epoxy Asphalt fulfills the purpose of a pavement for orthotropic steel decks because of its unique characteristics. Epoxy Asphalt is polymer concrete formed by first combining epoxy resin with a hardener that is extended with asphalt and then mixing wi

20、th asphalt concrete aggregates. This process makes a polymer concrete that looks like asphalt concrete. The highest quality aggregate for conventional asphalt paving that is available is used in Epoxy Asphalt concrete. However, the physical properties are quite different than the various types of GE

21、OTECHNICAL SPECIAL PUBLICATION NO. 196 3asphalt concrete that have been used to pave orthotropic steel decks such as polymer-modified asphalt SMA and Gussasphalt (mastic asphalt). Epoxy Asphalt is fundamentally different because it is a thermoset material that will not melt after it is cured, unlike

22、 the thermoplastic asphalt materials that will melt if heated again. A thermoplastic material can repeatedly soften and melt when heated and harden when cooled. A thermoset material undergoes a chemical change during curing to become permanently insoluble and infusible. The chemical cross-linking is

23、 the principal difference between a thermoset and a thermoplastic material. Thermoset materials have far better fatigue resistance and heat resistance than thermoplastic materials and those characteristics provide much better resistance to the cracking, rutting and shoving that have plagued orthotro

24、pic steel deck pavements worldwide. (Read 2Professor, Intelligent Transportation System Engineering Research Center, Southeast University, Nanjing 210096, China; 3Professor, Intelligent Transportation System Engineering Research Center, Southeast University, Nanjing 210096, China; ABSTRACT: Asphal

25、t mixtures have been widely used for wearing surfaces on steel decks of long-span bridges. Due to the unique mechanical and environmental conditions of steel decks, requirements for paving materials and paving patterns are different from those for regular road pavements. Currently there are no commo

26、nly adopted design theories or procedures for steel bridge deck surfacing. Premature failures of deck pavements have often been observed on steel bridges, particularly on the newly-built long-span bridges in China. Therefore, two main objectives are identified in this paper as: 1) integrating the se

27、parate design processes for the bridge structure and the deck pavement into one interactive process; 2), establishing the methodology of determining pavement system parameters. Systematic research has been conducted to develop the design theory and procedure, from many aspects including pavement mat

28、erials and structure, mechanistic characteristics of the wearing surfaces on steel decks, fatigue properties, axle-load equivalency conversion, and optimization design procedure. The empirical-mechanistic approach is employed for the optimization of design. The case study shows that it is more feasi

29、ble to consider the orthotropic deck and its pavement as a whole structural system during bridge design. INTRODUCTION Since the 1990s, many long-span cable-stayed and suspension bridges have been built in the world, particularly in Japan and China. Orthotropic steel decks are usually applied on thes

30、e bridges. Since systematic design theory and procedure for surfacing long-span steel bridge decks had not been developed before, severe premature distresses have been found in the wearing surfaces on most newly-built long-span bridges in China. Some of the bridges have been repaved several times du

31、ring the 9short period after opening to the traffic. Therefore, significant resources have been spent recently in developing the appropriate surfacing technology. The conditions and requirements of surfacing on the steel deck, as seen in Figure 1 (left part of the Figure cited from Medani 2001), are

32、 far more stringent than those for the ordinary road pavement,. The typical properties of deck pavements are listed below. 1) Mechanics of orthotropic deck pavement system. Long-span bridges are more flexible than simply supported or continuous bridges. The orthotropic steel deck complicates the mec

33、hanistic analysis of the wearing surface. Supported by the stiffening structures under the deck plate, negative bending moment of pavement will be present above the top of stiffening ribs, transverse clapboard and longitudinal clapboard, consequently the longitudinal fatigue cracking will appear at

34、these surface points and will extend through the pavement thickness downward, which is different from the reflection crack pattern and contraction crack pattern of the road surfacing. 2) The material properties. The thermal expansion coefficients of the pavement materials with respect to the high an

35、d low temperature will cause the problem of deformation consistence between the pavement and the steel deck. 3) Independent designs of the bridge and the wearing surface. Until now, except its mass, pavement layer has been ignored in the design of bridge structures with orthotropic steel deck. This

36、adds more difficulties for the pavement designer. It is easily understood that an optimized design of both the bridge structure and the wearing surface can not only benefit the mechanistic analysis of the wearing surface but also reduce the cost of the whole structure. Figure 1 Difference between th

37、e Orthotropic Deck Pavement and Road According to the mechanical characteristics and working conditions of steel deck pavement on the long-span bridges, the empirical approach based on laboratory tests was first employed to achieve the asphalt components and mixture design, and then the mechanistic

38、approach was used to simulate and evaluate the working state of orthotropic deck pavement system. Finally, combined with these two steps, an Road structure Bond coat Asphalt layer (about 50mm) Asphalt pavement Steel deck Longitudinal rib Transverse clapboard 15mAsphalt surface (about 150mm) Semi-rig

39、id base (about 400mm) Subbase (about 200mm) Subgrade Steel deck Stiffening rib Orthotropic steel deck pavement GEOTECHNICAL SPECIAL PUBLICATION NO. 19610optimization design method of long-span steel bridge deck pavement system was established. MIXTURE DESIGN REQUIREMENT AND FATIGUE PROPERTIES The th

40、ree typical pavement patterns applied on the long-span steel bridge deck are a single layer of one material, two layers of the same material, and two layers of different materials. In particular, because two-layer pavements can be designed jointly to overcome inconsistent properties (high temperatur

41、e stability and low temperature anti-cracking ability) of material, it is more widely applied on long-span steel bridges. The choices of layer pattern and material depend on the deck pavement characteristic as (Deck pavement group 2004, Huang 2003): 1) comparative higher strength and suitable thickn

42、ess; 2) good bond attachment between the deck and the pavement; 3) high temperature stability and low temperature anti-cracking ability; 4) good durability, i.e., anti-aging, waterproof and fatigue resistance; 5) roughness, slipping and wearing abilities6) water permeationand 7) construction techniq

43、ue and quality control. For asphalt mixture design, the empirical approach containing laboratory tests is employed. Due to paper length limitation, only the fatigue test is taken into account, which is especially important for the evaluation and prediction of pavement service life. Based on the data

44、 from extensive laboratory tests (Deck pavement group 2004), the results can be expressed in the form of a power function such as Eq.1. (1) Where, N : equivalent action times of standard axle-loadA1, c1: material constant. The coefficients obtained are listed in Table 1. Table 1. Regression Coeffici

45、ents for Fatigue Life evaluation Mixture type A1c1R2SMA 1547.3 5.319 0.9335 Gussasphalt 22.7 4.348 0.9935 Epoxy asphalt 8176.3 6.252 0.9870 MCHANIC ANALYSIS OF STEEL DECK PAVEMENT SYSTEM Regarding the orthotropic steel deck, research has been done with many analytical methods; the main methods inclu

46、de the Fourier series method, the finite difference method, and the P-E method. However, when taking the pavement influence, particularly the partial interaction between the steel deck and asphalt surfacing layer, into account, it is difficult to obtain a pure analytical solution. Finite GEOTECHNICA

47、L SPECIAL PUBLICATION NO. 196 11element method (FEM) is selected to analyze the orthotropic steel deck pavement system in this study. The static analysis results follow. For simplicity and representative brevity, a steel box girder model was adopted in the analysis. In this model, four diaphragms we

48、re contained. Considering the complexity of the steel deck pavement system, solid elements were used to simulate different material. In addition, two terminals of steel deck, pavement and longitudinal stiffening ribs were assumed to be completely fixed. To analyze the stress variation on the steel d

49、eck pavement, three to seven transverse loading positions were selected on the transverse orientation of the deck with respect to the relative location of the load and the stiffening ribs, and simultaneously four to nine loading positions were selected on longitudinal orientation with regard to the distance between the load and longitudinal clapboards. According to the FEM calculation, the maximum stress or strain of the pa