Ohio Department Of Transportation Research Articles

Implementation of Internal Curing in Transportation Concrete

Internal curing is one method used to improve the mechanical properties and durability of concrete. Internal curing provides additional water to the hydrating cement particles that is not part of the original mixing water. The Ohio Department of Transportation (Ohio DOT) observed significant differences in early-age cracking of high-performance bridge decks in northeast Ohio and attributed it to differences in the absorption of the coarse aggregate. Ohio DOT sponsored a study to investigate the properties and cracking tendencies of several of its classes of concrete, including high-performance concrete, paving concrete, structural concrete, and bonded overlays. A large number of studies have been published documenting the benefits of internal curing; however, work is necessary to implement it. The focus of this study is on the benefits of internal curing for pavement and overlay mixtures and the use of internal curing in the field. Evaluation was done of the fresh and hardened concrete properties of the different Ohio DOT concrete classes, made with different coarse aggregates and with lightweight aggregate replacements. Restrained shrinkage ring tests were used to predict which concrete mixtures were most likely to crack. Field tests were also conducted, and shrinkage ring data from field samples showed a possible improvement in the cracking potential of mixtures that utilized internal curing. The lightweight aggregate substitution improved both early and ultimate strength, and reduced cracking tendency. Since these are key performance measures for concrete pavements and overlays, internal curing offers strong promise for the development of long-life concrete pavements and structures.

Testing and evaluation of GFRP composite deck panels

Fiber reinforced polymer composite deck panels are effectively used in the construction of offshore structures such as pontoons, floating docks, oil drilling platforms, ocean thermal energy conversion (OTEC) systems and harbor structures due to their excellent corrosion and fatigue resistance, high strength to weight ratio and stiffness to weight ratio and less maintenance cost. The main objective of this investigation is to study the load–deflection behavior of glass fiber reinforced polymer (GFRP) composite deck panels under static loading. Three prototype GFRP composite deck panels each with a size of 3000 mm×1000 mm×300 mm were fabricated using hand lay-up process and tested under a factored load of AASHTO HS20/IRC Class A wheeled vehicle. The deck panels were analyzed using the standard FE software, ANSYS. Maximum deflection and strain at factored load, and flexural and shear rigidities were calculated in the FE analysis and compared with the experimental data, and also with the specifications given by the Ohio Department of Transportation (ODOT), USA. From this study, it is concluded that the fabricated GFRP deck panels satisfied the performance criteria specified by ODOT and can be used in berthing structures, bridges in coastal regions, offshore oil platforms, OTEC systems and also in seismic prone areas.

Inspection and Risk Assessment of Concrete Culverts under Ohio’s Highways

In 2003 the Ohio Department of Transportation (ODOT) implemented a new culvert management program. Simultaneously, a team of researchers from the Ohio Research Institute for Transportation and the Environment (ORITE) and engineers from a private consulting firm conducted a joint study to evaluate the effectiveness of field culvert inspection and rating procedures proposed by the ODOT's new program and describe the best remedial measures currently available for highway culverts. This paper focuses on the first component and addresses it relative to concrete culverts. The new inspection procedure for concrete culverts was applied at 25 sites. Inspection data were examined to detect common problems existing at concrete culvert sites in Ohio. The field data were also analyzed using statistical software to identify factors that contribute to the degradation of concrete culverts. Despite the limited amount of data, the results indicated that the ODOT approach was basically sound. The final segment of the paper presents a risk assessment method developed by the ORITE researchers. The proposed risk assessment method computes the overall structural health rating for any inspected culvert and recommends a course of action.

Finite Element Modeling of Field Performance of Permeable Bases under Asphalt Pavement

The performance of permeable base materials used by the Ohio Department of Transportation (ODOT) was evaluated with a calibrated finite element modeling technique. Two bound permeable base materials (asphalt-treated base and cement-treated base) and four unbound base course materials (typical ODOT 304, 307-IA, 307-NJ, and 307-CE) were built on two monitoring sites on I-90 in Ashtabula County, Ohio. Moisture content measurements were made with time domain reflectometry. Movement of water through the six pavement sections at the project site was modeled by the finite element method. The two-dimensional finite element software (Seep/W) capable of simulating unsaturated water flow in layered systems was used. Precipitation recorded from an automated weather station at the monitoring site was used as an input in the model. Numerical simulation results showed that the finite element method can be used to simulate water flow through pavement layers. Accurate modeling of the boundary and initial conditions is important for results in accurate simulation of the measured field moisture regimes. The concept of time to drain outlined by AASHTO was used to evaluate the drainage efficiency of different permeable base materials. In general, both bound and unbound base materials specified in ODOT materials specifications meet drainage efficiency requirements. However, the ODOT 304 fill material, if it contains 13% of fines or more, cannot provide efficient drainage according to the time-to-drain criteria.

Simplified Bid Process for Single-Span Bridge Replacements

Just Build is an innovative bid–build process that expedites the replacement of deficient bridges with federal money. Its goal is to assist local governments in using federal funds for the replacement of deficient smaller-span bridges. In the past, preliminary engineering costs (design and environmental) have precluded local governments from pursuing federal funds for these structures. The Just Build process is based on criteria that must be met and maintained from the selection of the bridge to the completion of the project and the use of a scope of service document that capitalizes on the Ohio Department of Transportation's standard drawings and AASHTO's low-volume road standards (if applicable) and thus eliminates the need for detailed construction plans. The savings in time and cost comes about through the elimination of detailed plans, construction of a bridge compatible with local traffic needs, and selection of bridges that are environmentally noncomplex. Just Build is an excellent tool that provides an efficient and cost-effective way to replace a great number of deficient bridges with federal funds and comply with the National Environmental Policy Act, Section 106 of the National Historic Preservation Act, and the Clean Water Act. Overall, the savings in design fees ranges from $35,000 to $125,000 per bridge. The savings in project and staff time, the savings in environmental and design costs, and the ability to use AASHTO's low-volume standards represent outstanding benefits to local governments. To date the pilot projects have successfully replaced nine bridges, with two under construction during summer 2006.

Accelerating the Construction of a Highway Bridge in Ohio

The Ohio Department of Transportation (ODOT) created Strategic Initiative Number 9 to “build bridges smarter, faster and better.” One project undertaken by ODOT was to use a precast, post-tensioned slab bridge in place of a cast-in-place slab. To accommodate school schedules and a festival, the bridge was to be completed in 16 days. However, the bridge was actually completed in 19 days. Delays were due to weather, equipment problems, and confusion over plans and specifications. Contributing to the success of the project was the effective partnering between ODOT and the contractor, along with a high level of upfront planning. However it is necessary to address problems such as the lack of contingency plans and some unexpected issues that were overlooked in the planning phase.

Field Monitoring of Moisture Variations under Flexible Pavement

A research program was conducted to study the behavior of different drainable base and subbase materials used by the Ohio Department of Transportation (ODOT). Two construction sites were chosen from this program to be built with different base course materials. Site I (ATB-90–19.56) consisted of ODOT 306 cement-treated, ODOT 308 asphalt-treated, and ODOT 304 sections. Site II (ATB-90-0.00) consisted of 307-NJ, 307-IA, 307-CE, ODOT 306 cement-treated, ODOT 304, and ODOT 308 asphalt-treated sections. Time domain reflectometry (TDR) probes were installed in subgrade and unbound subbase layers to provide continuous monitoring of the moisture variation in the pavement system. The laboratory calibration for TDR probes resulted in the development of suitable calibration coefficients for the studied materials and more accurate conversion of TDR field measurements to the in situ water content. The monitored moisture content variation was used to determine the drainage efficiency of different drainable base materials used by ODOT. The treated base materials (cement and asphalt) exhibited better drainage performance than did the other unbound materials.

Field Monitoring of Moisture Variations Under Flexible Pavement

A research program was conducted to study the behavior of different drainable base and subbase materials used by the Ohio Department of Transportation (ODOT). Two construction sites were chosen from this program to be built with different base course materials. Site I (ATB-90-19.56) consisted of ODOT 306 cement-treated, ODOT 308 asphalt-treated, and ODOT 304 sections. Site II (ATB-90-0.00) consisted of 307-NJ, 307-IA, 307-CE, ODOT 306 cement-treated, ODOT 304, and ODOT 308 asphalt-treated sections. Time domain reflectometry (TDR) probes were installed in subgrade and unbound subbase layers to provide continuous monitoring of the moisture variation in the pavement system. The laboratory calibration for TDR probes resulted in the development of suitable calibration coefficients for the studied materials and more accurate conversion of TDR field measurements to the in situ water content. The monitored moisture content variation was used to determine the drainage efficiency of different drainable base materia...

Surface Retexturing to Reduce Tire-Road Noise for Existing Concrete Pavements

A portion of 1-76 near Akron, Ohio, was reconstructed by the Ohio Department of Transportation with concrete pavement to replace the previous asphalt surface. During reconstruction, the concrete surface was textured with random transverse grooves. After construction, residents living in the project area as far as 800 m (2, 600 ft) from the roadway perceived an undesirable increase in noise level, which they attributed to the new concrete pavement in the reconstruction project. Therefore, another project was initiated to retexture the pavement surface by diamond grinding. The transverse grooves were replaced with longitudinal grooves. Traffic noise measurements were made before and after grinding at five sites in the project area, at distances of 7.5 m (24.6 ft) and 15 m (49.2 ft) from the center of the near travel lane. The average reduction in the A-frequency-weighted broadband noise levels at 7.5 m (24.6 ft) was 3.5 dB, and the average reduction at 15m (49.2 ft) was 3.1 dB. Spectrum analysis showed that...

Surface Retexturing to Reduce Tire–Road Noise for Existing Concrete Pavements

A portion of I-76 near Akron, Ohio, was reconstructed by the Ohio Department of Transportation with concrete pavement to replace the previous asphalt surface. During reconstruction, the concrete surface was textured with random transverse grooves. After construction, residents living in the project area as far as 800 m (2,600 ft) from the roadway perceived an undesirable increase in noise level, which they attributed to the new concrete pavement in the reconstruction project. Therefore, another project was initiated to retexture the pavement surface by diamond grinding. The transverse grooves were replaced with longitudinal grooves. Traffic noise measurements were made before and after grinding at five sites in the project area, at distances of 7.5 m (24.6 ft) and 15 m (49.2 ft) from the center of the near travel lane. The average reduction in the A-frequency–weighted broadband noise levels at 7.5 m (24.6 ft) was 3.5 dB, and the average reduction at 15m (49.2 ft) was 3.1 dB. Spectrum analysis showed that the greatest reduction in noise occurred at frequencies above 1 kHz and that the retexturing had little to no effect on frequencies less than 200 Hz.

Communication Strategies for State Transportation Research Programs

Transportation research is often open ended and difficult to measure in that its beneficiaries may not know how they have been served by research activities and results. This research project sought to ( a) obtain feedback from Ohio Department of Transportation (Ohio DOT) constituents; ( b) develop a strategic communication plan that supports Ohio DOT's overall mission and goals, keeping in mind research office resources; and ( c) develop a communication template that other departments of transportation could model or use. To accomplish those objectives, existing knowledge, attitudes, and behaviors concerning Ohio DOT's research office were obtained through a number of surveys. Those surveyed included the Ohio general public, internal DOT constituents (technical liaisons, administrators and directors, district deputy directors, district research contacts, and FHWA regional center directors), and external DOT constituents (consultants, contractors, transportation committee legislators, and college civil engineering department heads). In addition, a nationwide survey of department of transportation research office directors was conducted to determine the constituents with whom these offices communicate and the means by which they do so. Common areas of interest among constituents were identified; from those, key research-office message points were proposed, as were constituents’ preferred methods of receiving research office information. The study also found that most research office directors believed that they communicated well internally but did not communicate effectively to external audiences. Part of this problem could lie in their failing to utilize communication office personnel, who have the expertise and contacts to spread the word about transportation research.

Communication Strategies for State Transportation Research Programs

Transportation research is often open ended and difficult to measure in that its beneficiaries may not know how they have been served by research activities and results. This research project sought to (a) obtain feedback from Ohio Department of Transportation (Ohio DOT) constituents; (b) develop a strategic communication plan that supports Ohio DOT's overall mission and goals, keeping in mind research office resources; and (c) develop a communication template that other departments of transportation could model or use. To accomplish those objectives, existing knowledge, attitudes, and behaviors concerning Ohio DOT's research office were obtained through a number of surveys. Those surveyed included the Ohio general public, internal DOT constituents (technical liaisons, administrators and directors, district deputy directors, district research contacts, and FHWA regional center directors), and external DOT constituents (consultants, contractors, transportation committee legislators, and college civil engin...

Case-based reasoning in steel bridge engineering

The current inventory of the Ohio Department of Transportation (ODOT) contains about 12000 bridges. The great majority of the bridges rated by ODOT engineers are based on the working stress design (WSD) method. The new Federal Highway Administration guidelines require that all bridge ratings be done using the load factor design (LFD) method. Consequently, thousands of bridges have to be re-rated according to the LFD code. The WSD-based data files for existing bridges do not contain the detailed information about steel sections and cross frames needed for the LFD-based rating. In this research a case-based reasoning (CBR) system has been developed to assist the bridge engineer in converting the WSD-based ratings for existing bridges to new LFD-based ratings. A domain model has been created to represent the ODOT standard design cases of bridges.

Traffic-Signal Group Relamping Model

A group relamping model was developed and evaluated by using bulb-replacement records from the Ohio Department of Transportation (ODOT) District 4 as a test case for a limited sensitivity analysis. The relatively easy-to-use Excel spreadsheet computes the costs of group relamping as a function of the relamping interval. The model shows a relatively shallow minimum region at about 10 months, with a minimized annual cost of $38,719 to ODOT District 4 for maintaining the bulbs on its 273 signalized intersections. Results will vary somewhat in other districts or states, but the software can be applied to those cases as well. One of the major tasks involved in using the model is the need to input the individual spot relamping distances, including those from the central maintenance facility to each signal and also the distances of travel to and within clusters of signalized intersections, where each cluster takes 1 day to relamp as a group. The other major difficulty is obtaining a bulb-failure curve to use as input; in this evaluation data for the GE-Real bulb were collected over a 2-year period in ODOT District 4. The intersections also need to be clustered before using the spreadsheet. The software will provide a table of overall traffic-signal maintenance cost on an annual basis as a function of the group relamping interval from 1 to 24 months, from which the group relamping interval with the minimum annual cost can be selected.

Case Study of Highway Maintenance Management: Ohio’s County Work Plans

Maintaining the safety and mobility of the state highway network in a cost-effective manner is a top priority for any state department of transportation (DOT). As funding for major new infrastructure becomes scarce and traffic levels steadily rise, maximizing and maintaining the existing highway system becomes increasingly critical. For the Ohio DOT, the task of maintaining Ohio’s highways is massive. While only 35th in geographic size, the state of Ohio has the nation’s 5th-highest traffic volume traveling on the 4th-largest Interstate network and has the 2nd-largest bridge inventory. Traffic in Ohio has grown by 90% during the last 20 years, and this growth pattern is expected to continue. Ohio’s Interstate highways were built in the 1960s and have far exceeded their 20-year design life, creating an even greater need for effective highway maintenance. During the last 3 years, Ohio DOT adopted strategic initiatives to revamp the department’s maintenance management methods, improve practices, and optimize resource use. Focused on redefining, prioritizing, and tracking all maintenance resources, the department set out to combine planning, implementation, quality-review, and cost-accounting data into one manageable, easily accessed system. The product of this intensive effort, the Ohio DOT county annual work plans, is revolutionizing the way the department approaches maintenance management. Before the implementation of the work plans in July 2001, roadside conditions and maintenance efforts varied widely across the state. Following the inaugural year of the work plans, conditions were meeting statewide standards, reflecting the state’s new focus on more effectively managing Ohio’s transportation investment.

Evaluation of Traffic Flow Analysis Tools Applied to Work Zones Based on Flow Data Collected in the Field

The Ohio Department of Transportation (ODOT) has identified the maintenance of traffic (MOT) as a top priority to serve the motoring public as part of a department strategic initiative. A key component of this strategy is to ensure that traffic flows efficiently through work zones. Work is described that was performed for ODOT to determine whether commercially available traffic simulation models could be calibrated to yield accurate queue length and delay time predictions for planning purposes in freeway work zones. Four work zones on multilane freeways were selected by ODOT for collection of the calibration data. Traffic flow video records were obtained at the four selected work zones by two ODOT video recording vans equipped with 15-m masts. Traffic flow parameters were extracted from the video records with the Mobilizer-PC software package. The traffic simulation and prediction tools investigated included the Highway Capacity Software (HCS), Synchro, CORSIM (under ITRAF and TRAFVU), NetSim, and a macroscopic model called QueWZ92. Simulation models were constructed with all models for the selected work zones, and the simulated queue lengths and delay times were compared with the data extracted from the field data with Mobilizer-PC. The results of this study indicated that the microscopic simulation packages could not be calibrated to the oversaturated conditions that existed at the work zones. The calibrated microscopic simulation packages underestimated the length of the queues that formed in the real world. The macroscopic QueWZ92 produced more accurate estimates than did the microscopic packages.

Integrated Sign Ordering System Through Networking and Rule Base Applications

The development and testing of an integrated sign ordering system (ISOS) framework are introduced. Based on advanced networking and database technologies and object-oriented and event-driven programming paradigms, this framework was built to assess the feasibility and effectiveness of implementing an information management system for the design, production, and application of traffic signs. By using this information system, data utilization can be automated locally and over the network among the district, the central office, and the sign shop that are involved in the ordering and production process of signs. Preliminary testing by using data from the Ohio Department of Transportation indicates that the ISOS model is feasible and practical. It enables accurate and reliable design data flows within the system and is very user friendly. With further enhancement to its functions, the ISOS model could be developed into an effective engineering tool for field applications.

Public Participation and Bridge Type Selection

In 1999 the Ohio Department of Transportation (ODOT) began the final plan development of the Maumee River Crossing Project in Toledo, Ohio. The project involves the engineering, design, and construction of a new high-level bridge crossing over the Maumee River on Interstate 280. It is a signature project for Northwest Ohio and represents the largest and most expensive project undertaken in the history of ODOT. All communities in Northwest Ohio have a history of involvement in public decisions, and a tremendous number of people wanted active participation in design and land use decisions about the new crossing. ODOT recognized the need to balance local and regional interests yet keep the project on schedule. These factors presented unique challenges to the encouragement of public participation at all levels. The agency decided to implement a comprehensive public involvement program that intimately involved the local metropolitan planning organization, ensured that elected officials were apprised of project developments, and provided for regionwide distribution of information about the project. The first major project decision was the selection of the type of bridge to be built. Within 5 months, a decision was made by ODOT, with full community support, to build a concrete cable-stayed bridge over the river. The success of the public involvement program for this segment of the design was found in the ability to focus citizen-based committees on a process for gathering public input and to help the committees understand how to incorporate the input into the bridge type decision.

Time-Dependent Deflection of Thermoplastic Pipes Under Deep Burial

Field performance data are presented on the time-dependent deflection of thermoplastic pipes tested at the Ohio Research Institute for Transportation and the Environment (ORITE) at Ohio University in Athens, Ohio. In fall 1999, ORITE began its study of 18 thermoplastic pipe products—12 HDPE (polyethylene) high-density and 6 PVC (polyvinylchloride)—ranging in diameter from 762 to 1524 mm and buried under either 6.1 m or 12.2 m of embankment fill. The installation conditions for these pipes were varied to study the effects of bedding thickness, backfill material type, and relative compaction on their structural performance. The pipes have been extensively monitored using a comprehensive set of sensors. Until this point, insufficient field data have been available for the development of design standards for thermoplastic pipes since previous tests were conducted over a short time period. Long-term tests are more reliable for calculating field performance since the structural response of plastic pipe is time dependent. The focus of the study described was the deflection performance of six of the thermoplastic pipes during burial and over the long term under actual field conditions. The six different thermoplastic pipes were located under 12.2 m of cover using either Ohio Department of Transportation (ODOT) 304 crushed limestone or ODOT 310 river sand materials for backfill. Each pipe was instrumented with displacement potentiometers measuring deflection in the vertical and horizontal directions as well as the circumferential shortening. The results from the study indicate that the deflections stabilized within 2 months from the completion of construction.

Pavement Performance Analysis Applying Probabilistic Deterioration Methods

The procedure used to determine whether performance differences exist among the Ohio Department of Transportation’s (ODOT’s) 12 districts is presented. Two performance measures were used: pavement condition rating deterioration trends and distributions. The methods used to develop the performance measures from existing pavement data are presented. Five years of actual pavement inspection data were supplied. The study was limited to divided highways with four or more lanes. To develop the deterioration trends, existing data were transformed into a probabilistic deterioration model using geographic information systems and relational database software. Monte Carlo simulation was used to establish deterioration trends and a Markovian deterioration envelope. Hypothesis testing was implemented to determine which districts were performing better or worse than the state as a whole. ODOT’s northeastern districts performed worse than the state average, and rural districts performed better than the state average.