American Association Of State Highway Transportation Officials Research Articles

Concrete Pavement Design Analysis Using AASHTOWare Pavement Mechanistic-Empirical Design Software

Local calibration of pavement performance models embedded in the AASHTOWare Pavement Mechanistic-Empirical Design (PMED) software may be needed to implement this design methodology. A recent survey showed that, despite local calibration, several state highway agencies in the U.S. are using the American Association of State Highway Transportation Officials (AASHTO) Guide for Design of Pavement Structures (1993 version) and the PMED software for comparative design of jointed plain concrete pavement (JPCP). This paper describes the recalibration process of the JPCP distress models in the PMED software and comparative designs obtained by the PMED software and 1993 AASHTO design guide. The results show that the calibration/recalibration process depends on the availability of measured performance data. Not all global coefficients must be changed in the calibration/recalibration process. The 1993 AASHTO design guide yielded higher JPCP slab thickness for projects with high truck traffic than the PMED software when no friction is assumed between the slab and a cementitious base. An assumption of full friction will have a discernible effect on the slab thickness obtained from PMED.

Analysis and MASH TL-5 Crash Testing of a 6 ft-Tall Constant-Slope Barrier with Attached Noise Abatement Wall

Transportation agencies have become more efficient in maximizing the utilization of roadway space because of financial and regulatory constraints. Safety must manifest itself in all aspects of the transportation infrastructure. One notable challenge is the use of high-speed highways within urban environments. A noise reduction facility, such as a noise abatement wall (NAW), has to be incorporated along the roadway to reduce the traffic-generated noise impact on the urban population. However, adding such a facility requires a minimum 4 ft offset from the barrier per existing American Association of State Highway Transportation Officials (AASHTO) standards. These constraints were eliminated in this study through the design of a tall barrier that reduced the interaction between the leaning truck trailer and the NAW to insignificant rubbing. This paper presents the design of the barrier-NAW system, the results of the finite element simulation that verified the performance of the system, and the successful outcomes of the full-scale crash testing according to AASHTO Manual for Assessing Safety Hardware guidelines.

Analysis and Design of R.C.C T-Beam Bridge Superstructure by using Different Codes & Load Combination for Performance Assessment

This study summarized comparative design and analysis of RCC T-Beam Bridge superstructure for Different Codes i.e., Indian Road Congress (IRC) codes and American Association of State Highway Transportation Officials (AASHTO) Specification Load Combinations for varying span length. The several codes are used to design the bridges. IRC 21-2000 used for designing bridges by working stress method (WSM), also IRC: 112-2011 introduced by Indian Road Congress for RCC and Pre- Stressed bridges by limit state method (LSM). Both the codes have different guidelines and procedure for design of bridges. This study based on IRC 112-2011 (LSM) and IRC: 6- 2017 is used for load considerations. In which this analysis depends on the analytical modelling by Finite Element Method (FEM) for in STAAD-Pro software and comparing the structural parameter Bending moment, Shear Force, Deflection and Area of Reinforcement for different girder span length 16M, 20M, 24M as per the IRC and AASHTO code. Class A & Class 70R consider from IRC 6-2017 and HS93 is the vehicular loading consider from AASHTO. Form the analysis understanding suitability design technique and the behavior of two-lane carriage way width of T- Beam bridge superstructure under different loading condition and by using different code and comparing the result, conclusions will be made that up to what extents similarities between both standards. Keywords: IRC: 21-2000, IRC: 112-2011, AASHTO (LRFD), STAAD-Pro.

AASHTO specifications for noise evaluations of pavement surfaces

Three specifications for the noise evaluation of pavement surfaces have been developed for the American Association of State Highway Transportation Officials (AASHTO). These include (1) the On-Board Sound Intensity (OBSI) method (AASHTO T-360-16) of directly measuring noise generated at the tire-pavement interface in isolation of other noise sources, (2) the Statistical Isolated Pass-By (SIP) method (AASHTO TP 98-13) of measuring noise from isolated vehicles in existing traffic, and (3) the Continuous-Flow Traffic Time Integrate (CTIM) method (AASHTO TP 99-18) of capturing the sound from existing traffic for all vehicles on all roadway lanes. This presentation will describe and compare the procedures of the three AASHTO measurement methods used for the noise evaluation of pavements.

Mechanical bar splices for incorporation in plastic hinge regions of RC members

Mechanical devices are incorporated in reinforced concrete (RC) structures in lieu of conventional lap splicing mainly to reduce bar congestion in joints. Mechanical bar splices, which are also referred to as bar couplers, might also be used to connect precast members to accelerate construction. Nevertheless, current codes prohibit the use of bar couplers in plastic hinge regions of RC special moment-resisting frames and RC bridge columns in high seismic zones preventing the use of couplers as precast connections. This may be because of a lack of systematic test data on the coupler performance, limited experimental studies on mechanically spliced RC members, and engineering precautions. All bar couplers available in the U.S. market were evaluated as part of this study and 10 products from six different manufacturers were identified as potential couplers to be used in precast members. New standard test methods for mechanical bar splices were developed and more than 160 bar couplers were tested under uniaxial monotonic and cyclic loading to failure to generate the first-of-its-kind systematic database of the coupler performance. Mechanical properties of these splices were established, and a coupler material model adopted from the literature was found to be viable in producing the splice stress–strain behavior. Furthermore, a parametric study was carried out to investigate the seismic performance of mechanically spliced bridge columns utilizing the verified coupler models. More than 240 pushover analyses were performed. It was found that mechanically spliced bridge columns may exhibit up to 43% lower displacement ductility capacity compared to conventional RC columns and the force capacity of these columns may be up to 10% higher than that for RC columns. Columns spliced with rigid and long couplers will show the lowest displacement capacities. Based on the research findings, a new standard testing method was prepared for seismic couplers and was submitted to the American Association of State Highway Transportation Officials (AASHTO) for possible adoption.

Multiscale Analysis of the Influence of Steel Fiber Reinforcement on the Shear Strength of Post-Tensioned Dry Joints

In this work we follow a multiscale methodology to characterize the structural performance of post-tensioned steel fiber-reinforced concrete dry joints. At the material level, we use an experimentally validated lattice-particle model whose input parameters are the properties of the different phases themselves (i.e., mortar, aggregates, fibers) and mixing information. This model is used to obtain the mechanical properties used in the structural-level simulations of the joints in terms of constitutive laws. The structural analyses are performed using the concrete damage plasticity model, which allows us to quantify the effect of fiber addition on the shear strength of the dry joints and their ductility. Our simulations agree well with other macroscopic models in the case of plain concrete and show, once again, that the American Association of State Highway Transportation Officials (AASHTO) code overestimates the nominal shear capacity of multiple-keyed joints. Regarding the fiber addition, we observe that it promotes an important increase in the shear capacity, but the prestress level is still more relevant in this sense. Based on our simulations, we propose an updated shear capacity estimate accounting for the fiber volume fraction. Finally, a clear increase in the ductility of the joint is observed when the fiber volume content is increased.

Evaluation of Safety in Horizontal Curves of Roads Using a Multi-Body Dynamic Simulation Process.

Road transportation poses one of the significant public health risks. Several contributors and factors strongly link public health and road safety. The design and advancement of higher-quality roads can significantly contribute to safer roads and save lives. In this article, the safety aspect of the roads’ horizontal curves under the standard of the American Association of State Highway Transportation Officials (AASHTO) is evaluated. Several factors, including vehicle weight, vehicle dimensions, longitudinal grades, and vehicle speed in the geometric design of the horizontal curves, are investigated through a multi-body dynamic simulation process. According to the AASHTO, a combination of simple circular and clothoid transition curves with various longitudinal upgrades and downgrades was designed. Three vehicles were used in this simulation, including a sedan, a bus, and a 3-axle truck. The analysis was based on the lateral friction between the tire and the pavement and also the safety margin parameter. The results showed that designers must differentiate between light and heavy vehicles, especially in curves with a high radius. Evaluation of longitudinal grade impacts indicated that the safety margin decreases when the vehicle is entering the curve. Safety margin reduction on the clothoid curve takes place with a lower grade toward the simple circular curve. By increasing the speed, the difference between lateral friction demand obtained from simulation and lateral friction demand proposed by AASHTO grows. The proposed novel methodology can be used for evaluating road safety.

Steel Bridge Load Rating Impacts Owing to Autonomous Truck Platoons

Autonomous truck platoons are two or more trucks driving together as a single unit through the use of vehicle-to-vehicle communication technology. These platoons can automatically accelerate or brake together, allowing them to travel at closer distances. With the world moving towards a more environment-friendly approach to everyday decisions, it is not a surprise that the concept of truck platooning is gaining momentum, as it reduces CO2 emissions by lowering fuel consumption. However, studies need to be performed to confirm that existing bridges will be able to adequately support truck platoons. The scope of this research is to study the effects of truck platooning on steel girder bridges in the United States (US). A multi-dimensional parametric study was conducted, which evaluated a variety of bridge span configurations and span lengths. Load ratings (using three different methodologies) were calculated for each of these structures for a range of truck platoons (both the number of trucks within a platoon and spacing between trucks). For comparison, the American Association of State Highway Transportation Officials (AASHTO) design and legal load ratings were also calculated for each bridge and were used to quantify the adequacy of current bridges to carry truck platoons. The study was able to identify the potentially inadequate existing bridges based on the original design methodology, configuration, and span length. This information is intended to be valuable to bridge owners as an initial screening process along corridors that will be subjected to regular truck platoon traffic.

Use of Spray Applied Pipe Linings as a Structural Renewal for Gravity Storm Water Conveyance Conduits

To reduce emergency projects and impacts to the travelling public, departments of transportations (DOTs) can use spray applied pipe linings (SAPLs) to renew deteriorated gravity storm conduits and culverts if discovered prior to loss of soil-structure interaction. The American Association of State Highway Transportation Officials (AASHTO) National Transportation Product Evaluation Program (NTPEP) developed a Technical Committee (TC) for Spray Applied Pipe Liner (SAPL) materials in an effort to implement this new technology. The SAPL TC consists of DOTs and manufacturers of resin-based and cementitious based materials. An early request from the DOT members was to ensure that the spray applied pipe lining functioned as a structural liner. However, no standardized structural design methodology existed for this technology. Manufacturers utilized different design methodologies with some using the cured-in-place pipe (CIPP), ASTM 1216 methodology and others using various classical analytical structural design equations developed for other purposes. A gap in knowledge was identified and preliminary discussions for research among the SAPL Technical Committee (SAPL-TC) members were formed. The objective of this project is to develop design methodologies and equations for structural application of SAPL for circular pipe and pipe arch shapes with span larger than 36 in. The development of practical spray applied structural culvert pipe linings could be of enormous benefit to the Departments of Transportation. Such linings could be a key strategy in extending service life and managing the future burden expected from the aging network of culverts and storm sewers. Compared to other culvert rehabilitation systems, SAPLs promise greater cost effectiveness and less community disruptions.

Safe placement of breakaway luminaire poles behind Midwest Guardrail System

ABSTRACTLuminaire poles are commonly installed along highways to provide proper illumination in critical areas. When placing light poles in close proximity to guardrail, the poles may affect the guardrail's ability to safely contain and redirect vehicles. The interaction between a deflected guardrail system and a closely-positioned light pole may create unwanted stiffening or hinging of the barrier system around the pole. The pole may also present a snag hazard to impacting vehicles and induce vehicle instabilities. In this study, the barrier clearance distance, i.e. the lateral offset away from a breakaway light pole was investigated and evaluated. The minimum safe lateral offset away from the pole with respect to the Midwest Guardrail System (MGS) was determined to be 508 mm (20 in.) through crash testing and computer simulation with non-linear finite-element analysis. Two full-scale crash tests were conducted according to the American Association of State Highway Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) impact safety criteria. In test no. ILT-1, a 2268-kg (5000-lb) pickup truck impacted the combination MGS with light pole system laterally offset 508 mm (20 in.) from back of posts at a speed of 100.7 km/h (62.6 mph) and an angle of 25.0°. In test no. ILT-1, the pickup truck was captured and safely redirected while impacting the light pole and disengaging the pole away from the base. In test no. ILT-2, a 1098-kg (2420-lb) small car impacted the combination MGS with light pole system laterally offset 508 mm (20 in.) from back of posts at a speed of 100.9 km/h (62.7 mph) and an angle of 25.6°. In test no. ILT-2, the car was safely contained and redirected while minimally contacting the light pole. The MGS with a lateral pole offset of 508 mm (20 in.) away from back of posts to front face of pole provided an acceptable safety performance to MASH TL-3 when critically impacted by a pickup truck and a small car. Thus, a minimum offset of 508 mm (20 in.) between the back of the MGS post and front face of the breakaway pole was sufficient to assure a safe performance of the MGS during vehicle impacts without undesired interaction with the pole. Accordingly, guidance for the safe pole placement behind the MGS was provided.

Big Data for condition evaluation of constructed bridges

This paper presents Big Data analytics on the condition evaluation of highway bridges in the United States. A large dataset comprising 1,002,172 bridge decks and superstructures is constructed, based on the National Bridge Inventory (NBI), and categorized into four service zones as specified in the American Association of State Highway Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications. The condition rating of the bridge members is examined statistically and probabilistically, in conjunction with the effect of traffic and environment (i.e., temperature and precipitation). The statistical characterization of the members indicates that concrete-based superstructures are predominant in Zones 1, 2, and 3 (79%, 72%, 85%, respectively), whereas steel- and timber-based superstructures account for 51% and 21% in Zone 4, respectively. The bridges in Zones 1 and 3 are subjected to significantly high traffic-induced loading relative to those in Zones 2 and 4. Thermal loading is noticeable in Zones 1 and 4. The deterioration of bridge decks rapidly develops at the bridges’ early service life, and stabilizes with time owing to maintenance and repair efforts. According to a two-factor analysis of variance, adequate selection of structural types dependent upon service environments enhances the performance and longevity of constructed bridges. The likelihood of deterioration of bridges constructed in Zones 1 and 3 is higher than that of the bridges in Zones 2 and 4.

Investigation of ultra high performance concrete piles for integral abutment bridges

The American Association of State Highway Transportation Officials (AASHTO) recently calls for increasing service life of bridges and optimizing structural systems. To extend its service life, this paper focuses on using an advanced Ultra High Performance Concrete (UHPC) as an alternative material for integral abutment bridge pile foundations. A parametric analysis was performed to understand the effects of key parameters in the performance of the UHPC piles. Results from this study provided the necessary technical background for selecting a test site and designing a field test for the UHPC pile as well as for future field monitoring of UHPC pile. A series of field testing was conducted to evaluate the behaviors of two 230-mm, H-shaped, UHPC test piles (i.e., P3 and P4), driven in clayey silt to silty clay, as well as a structural splice on P4 during pile installation, vertical, and lateral load tests. The field test results confirm that UHPC piles have exceeded the target axial and lateral capacities, sufficient driving resistance, and adequate performance of the splice. The analytical and experimental results provided the technical background knowledge of using UHPC and established the basis for more future research that would consider other influential factors.

The California bearing ratio (CBR) of some mechanically stabilised laterite sub-base soils along the Ibadan-Oyo Road, Southwestern Nigeria

Mechanical stabilisation by mixing one lateritic soil with another is not a popular subject of research, hence this study. Samples were taken from two locations along the Ibadan-Oyo Road in Southwestern Nigeria. The study focused on determining the California bearing ratio of unsoaked and soaked samples, using the method of mixing geotechnically better lateritic soil as a stabilising agent, by volume, with another geotechnically poorer lateritic soil, employing different percentages by volume of the stabiliser. The soils samples were compacted at both the modified American Association of State Highway Transportation Officials (AASHTO) and West African levels using the British Standard 1377. The influence of stabiliser on some of the engineering properties of the soils was determined. Results of the geotechnical analysis show significant increase in the strength of all the samples when stabilised. The cumulative increase in the unsoaked CBR of the 5 stabilised samples varied from about 50% to 92%. This shows that mechanical stabilisation of the studied soils is very effective.

Evaluation of Girder Distribution Factor in PSC Girder Bridge with Curved Concrete Slab Based on AASHTO Specifications

The focus of this paper was on the development of a new girder distribution factor (GDF) for curved slab on straight girder bridges. To predict the behavior of prestressed concrete (PSC) girder bridges, finite element analyses considering a modeling strategy were conducted. A comparison was drawn between the finite element analyses and the results of a field test, to show the feasibility and application of finite element analyses. A total of 73 models were made, with different variables. A comparison was made between the GDFs in the current American Association of State Highway Transportation Officials (AASHTO) standard specification (2002), in the AASHTO LRFD standard specification (2007), and in the results of finite element analyses. Based on these analyses, GDFs in the AASHTO specifications were overestimated in most bridges, but underestimated in some bridges, especially bridges with curved slab. In this paper, a new GDF equation was proposed, using nonlinear regression analysis in the PSC girder bridge with curved slab, to rationally evaluate wheel load distribution. The proposed GDF equations are expected to provide a refined live load analysis for the PSC girder bridge with curved slab.

On the required complexity of vehicle dynamic models for use in simulation-based highway design

IntroductionThis paper presents the results of a comprehensive project whose goal is to identify roadway design practices that maximize the margin of safety between the friction supply and friction demand. This study is motivated by the concern for increased accident rates on curves with steep downgrades, geometries that contain features that interact in all three dimensions — planar curves, grade, and superelevation. This complexity makes the prediction of vehicle skidding quite difficult, particularly for simple simulation models that have historically been used for road geometry design guidance. MethodTo obtain estimates of friction margin, this study considers a range of vehicle models, including: a point-mass model used by the American Association of State Highway Transportation Officials (AASHTO) design policy, a steady-state “bicycle model” formulation that considers only per-axle forces, a transient formulation of the bicycle model commonly used in vehicle stability control systems, and finally, a full multi-body simulation (CarSim and TruckSim) regularly used in the automotive industry for high-fidelity vehicle behavior prediction. The presence of skidding – the friction demand exceeding supply – was calculated for each model considering a wide range of vehicles and road situations. ResultsThe results indicate that the most complicated vehicle models are generally unnecessary for predicting skidding events. However, there are specific maneuvers, namely braking events within lane changes and curves, which consistently predict the worst-case friction margins across all models. This suggests that any vehicle model used for roadway safety analysis should include the effects of combined cornering and braking. Practical ImplicationsThe point-mass model typically used by highway design professionals may not be appropriate to predict vehicle behavior on high-speed curves during braking in low-friction situations. However, engineers can use the results of this study to help select the appropriate vehicle dynamic model complexity to use in the highway design process.

Modeling the Pavement Serviceability Index for Urban Roads in Noida

The concept of ”serviceability” of roads and its evolution through time is widely accepted by pavement engineers and professionals as a way to evaluate road quality and conditions. Both the Present Serviceability Index (PSI) and International Roughness Index (IRI) can be used as indicators of road riding quality and serviceability. The objective of the present study was to develop realistic models for estimating PSI for asphalt pavement sections located in the urban city of Noida, near Delhi, the capital of India. The PSI model was developed as a function of the pavement age. An attempt was made to calibrate the American Association of State Highway & Transportation Officials (AASHTO) equation for PSI and determine the suitability of this equation in Indian pavement conditions for selected urban roads. The developed models were also validated. Based on the developed PSI model, the maintenance alternatives have been suggested for the urban road sections in the study area.

Accelerated Bridge Construction (ABC) and seismic damage resistant technology

Although New Zealand bridges performed well structurally during recent Canterbury earthquakes, some critical arterial routes lost their functionality. Life Safety is still our primary objective but nowadays we are moving towards new societal needs which also, at minimum, aim to limit business disruption. Building designers are already moving towards low-damage system technology for both structural and non-structural components. Bridge engineers have to inherit those enhanced concepts and technologies. In fact, in order to protect the economy and save lives, it is vital that bridges remain drivable after a natural disaster, such as an earthquake. More importantly asset managers and networks’ owners want rapid response, design flexibility, quick construction and limited maintenance costs. This should be possible to be achieved by contractors and designers with limited budgets. In very populated urban centres or a critical network location and moderate-to-high seismicity an Accelerated Bridge Construction (ABC) technology which combines durable materials and low-damage technology, seems to be the only viable solution to minimize traffic disruption during the bridge life. The American Association of State Highway Transportation Officials (AASHTO) started in 2002 a long-term strategic bridge plan which aims to cover all these issues. Similar research strategy was initiated in Japan, Taiwan and Europe which is slowly going towards adaptation of ABC as a standard bridge practice. The question would be what is New Zealand vision for the next twenty-thirty years? This paper aims to overview the current international trends and challenges and gives innovative concepts which can be contextualized for New Zealand bridges.

Evaluation of Various Test Devices for the Measurements of Aggregates and Asphalt Mixtures’ Specific Gravity

Abstract Current test procedures for determining the density properties of aggregate and hot mix asphalt mixtures (HMA) are time consuming and subjective. The density can have significant impact on the performance of asphalt pavements. Three devices (SSDetect, CoreLok, and CoreDry) which can significantly reduce testing time were independently evaluated. Three experiments were performed to evaluate these devices. In the first experiment, specific gravity and absorption of two aggregate types (coarse sand and number 11 limestone) were conducted. The second experiment evaluated the HMA mixture bulk specific gravity (Gmb) of two mixture types (open graded friction coarse and dense graded). The last experiment examined the HMA Gmb of roadway cores. It is noted that the results from these test devices were compared to their counterpart conventional ones. Ten laboratories in Louisiana participated in this experimental program. In general, the SSDetect single operator and multilaboratories precision of both aggregate specific gravity measurements were better than that determined from American Association of State Highway Transportation Officials (AASHTO) T84. Furthermore, the results from the SSDetect device did meet the AASHTO precision criterion. Also, HMA Gmb precision values for the CoreLok were similar to that of AASHTO T166 for both mixtures. HMA Gmb values computed from results of the CoreDry device were similar to the ones determined from conventional method for the roadway cores.

Development of a Flattened Indirect Tension Test for Asphalt Concrete

Abstract The indirect tension test (IDT) is frequently used in civil engineering because of its benefits over direct tension testing. In the mid-1990s, an IDT protocol was developed for evaluating tensile strength and creep properties of asphalt concrete mixtures, as specified by the American Association of State Highway Transportation Officials (AASHTO) in AASHTO T322. However, with the increased use of finer aggregate gradations and polymer modified asphalt binders in asphalt concrete mixtures, the validity of IDT strength results can be questioned in instances where significant crushing occurs under the narrow loading heads. Therefore, a new specimen configuration is proposed for indirect tension testing of asphalt concrete. In place of the standard loading heads, the specimen was trimmed to produce flat planes with parallel faces, creating a “flattened IDT.” A viscoelastic finite element analysis of the flattened configuration was performed to evaluate the optimal trimming width. In addition, the numerically determined geometry was verified by means of laboratory testing of three asphalt concrete mixtures in two flattened configurations. This integrated modeling and testing study showed that when using fine aggregate gradations and compliant asphalt binders, crushing is significantly reduced while maintaining tensile stresses near the center of the specimen. Furthermore, creep compliances were evaluated using the flattened IDT and compared with those obtained following AASHTO T322. Some variation was observed between the creep properties evaluated from the different geometries, particularly for higher compliance values. As a preliminary assessment, the flattened IDT seems to be a suitable geometry for the evaluation of indirect tensile strength of asphalt concrete. Further testing and analysis should be performed on the flattened IDT arrangement for evaluation of the creep compliance. This study provides an initial step towards a possible revision of the current AASHTO standard for IDT testing of asphalt concrete mixtures.

Experimental Study on Creep and Durability of High-Early-Strength Self-Consolidating Concrete for Precast Elements

Self-consolidating concrete (SCC) typically has high cement paste volumes to achieve the desired fresh characteristics. These high paste volumes may lead to increased creep, which can increase the concrete compressive strain in prestressed concrete members. This increased compressive strain can lead to a reduction in the prestressing force for these elements. Reduced prestressing forces can result in higher deflections and reduced capacities. Accurate estimates of the creep of SCC prestressed members are needed so that these structural elements can be properly designed. The creep of high-early-strength (HES) SCC mixtures was assessed in this study. In addition to the creep characteristics, the durability characteristics of HES SCC need to be assessed. Because sustainability and durability are critical for long-lasting, economically viable systems, implementing the use of a new material that exhibits poor durability can be costly and unsafe. The permeability, diffusivity, and freezing-and-thawing resistance of HES SCC mixtures were assessed in this study. An assessment of the creep compliance of HES SCC values indicates that the 2006 American Association of State Highway Transportation Officials (AASHTO) Load and Resistance Factor Design Specifications predicted the creep compliance with the highest accuracy among all the models considered in this research. The 2004 AASHTO, ACI 209, and CEB-FIP MC90-99 models provide fairly good predictions of the creep compliance for both the conventional concrete (CC) and HES SCC mixture prediction equations. It is noted that for more accurate predictions, however, all models should be calibrated with data from full-scale structural elements. Durability measurements indicate similar performances for the HES SCC mixtures relative to the CC mixtures; however, the 5 ksi (35 MPa) release strength CC and HES SCC mixtures exhibited low resistance to freezing-and-thawing cycles.