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Smith and Charlwood

PAPER No. 01-2301


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Beyond ASR and D-Cracking; Another Source of Concrete Pavement Deterioration?


Barbara Smith Kansas Department of Transportation, 2300 SW Van Buren, Topeka, KS 66611 Fax (785) 296-2526 Telephone (785) 291-3848 Barbara@ksdot.org

Kevin Charlwood Department of Mathematics and Statistics, Washburn University, 1700 SW College Avenue, Topeka, KS 66621 Telephone (785) 231-1010 ext 1499 zzcharlw@washburn.edu

Transportation Research Board 80th Annual Meeting January 7-11, 2001 Washington, D. C.

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Beyond ASR and D-Cracking; Another Source of Concrete Pavement Deterioration?

Barbara Smith Kansas Department of Transportation, 2300 SW Van Buren, Topeka, KS 66611 Kevin Charlwood Department of Mathematics and Statistics, Washburn University, 1700 SW College Avenue, Topeka, KS 66621

ABSTRACT Premature deterioration of concrete pavement necessitated a look for possible causes since d-cracking and alkali silica reaction (ASR) had been eliminated as probable causes. The researchers used the data from a previous study of limestone quarries to see if there was a pattern linked to the new deterioration. A new approach produced a pattern implicating iron in the carbonate mineral structures of limestone matching the emerging field pavement observations. Statistical analyses were run on the carbonate minerals exhibiting a gradation from low iron content to high iron content. The analyses indicated a moderately strong

dependence upon iron content for passing or failing the criteria for use in concrete pavement, varying by limestone texture. The finer textured rock had proportionately higher passing rates and lower iron content. The coarser textured rock had lower passing rates and higher iron content. Some high iron content aggregates pass criteria and have been used in pavements. A study to correlate predictions of pavements that might be vulnerable to deterioration based upon the findings of this research is underway. An outcome of the current study is the proposed use of iron content by geologists as an indication of changes in ledges. Construction engineers may use these results to check uniformity of stockpiled aggregates.

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CARBONATE AGGREGATE RESEARCH IN KANSAS Researchers in Kansas were aware of the distress later termed alkali silica reaction (ASR) in the late 1920s and began research to determine its cause by 1932. Studies culminating in the MacPherson test road led to practices that eliminated ASR distress in Kansass pavements by the early 1950s. In the late 1930s, d-cracking was recognized as another mechanism of pavement destruction. Through numerous studies over the past 60 years, tests for carbonate coarse aggregates have eliminated distress caused by dcracking. For pavements constructed since the early 1980s, Kansas state highways have been free of deterioration caused by ASR and d-cracking. At that time there began a testing program to qualify Class I aggregates for use in concrete pavement. This series of tests seems to be effective as protection from defective highways due to ASR and d-cracking susceptible aggregate (1).

Currently the first test used to identify Class I aggregate is KTMR-21, Soundness and Modified Soundness of Aggregates by Freezing and Thawing Test Method. This test takes two weeks for results. If the aggregate passes this test, then ASTM C 666, Procedure B Modified is performed using a 90 day cure period after casting. KTMR-23, Wetting and Drying Test of Sand and Sand-Gravel Aggregate for Concrete is begun simultaneously and concrete beams using the test aggregate in the mix are measured for expansion for 365 days. These three tests have been in place for 20 years, resulting in minimal difficulties caused by ASR or d-cracking. Typically in Kansas, ASR deterioration began to show up in two to five years and dcracking began within five years for moderately susceptible aggregate. Before 1974, 48% of the pavement built after 1961 was d-cracked. In 1997 distress was limited to about one-half mile out of 465 miles of pavement placed since 1981 (2). With the current testing program, pavement is expected to endure 20 to 30 years before visible signs of deterioration. Earlier pavements constructed with aggregates from quarries that proved to be Class I in the 1980s show that Class I aggregate can be expected to produce pavements lasting 30 years before replacement. These results indicate that the ASR and d-cracking distress that occurred early in the pavements has been controlled.

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In the spring of 1999, pavement in the Kansas City area was slated for retrofit by dowell bar insertion. Sawing of the pavement revealed d-cracking that had not worked its way to the surface in the concrete. This newly found deterioration of concrete pavement failed to fit the chronology dictated by past ASR or d-cracking, and this pavement had been constructed in the mid-1980s under the current test program.

OBJECTIVE This research is a preliminary step to determine whether limestone mineralogy can lead to predicative assessment of pavements constructed with Class I aggregate vulnerable to future d-cracking. Class I aggregate have been used since 1981 and have shown control of the early deterioration seen in Kansas caused by ASR and d-cracking.

INVESTIGATION The first deteriorating pavement was constructed using Argentine limestone. It is an important source in the Kansas City area but problematic in that some sources pass testing and nearby sources fail. The reason for this is not understood. Information in the study database about Argentine ledges indicates that it often has high iron dolomite that stains a characteristic denim or indigo blue (PB). This blue color, as found in the entire database described below, is associated with failing tests in 67% of its occurrences. The remaining 33% pass Class I criteria and potentially are incorporated in pavement. This limited information concerning the Argentine and the incidence of the blue color led to a further investigation of the entire database. It was hoped the investigation would lead to a more inclusive understanding of how the limited information fits into the broader aspects of Class I aggregates.

While many activities are ongoing, the research reported here investigates the aggregate sources using mineral constituents and rock texture to find possible patterns in the deterioration and aggregate sources that can point the way to eliminating the distress in future construction. The research uses data from 250 ledges from Kansass limestone quarries to provide statistics for analysis. Ledge samples are processed to produce stained acetate peels, using a standard carbonate stain procedure (3). The stained peels record mineralogy and texture information in the samples. Often several peels are needed to record

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the range of differences found within a ledge. The stain colors are described using the Munsell color system. Stain color together with sample texture ranging from fine to coarse on a scale of one to eight provides entries in a database for analysis. After categorization by color and textures found in the ledges, contingency tables are formed. The related Chi-Square and Cramers V statistics are used to show

dependence between color family and texture and their effects on passing or failing of the Class I aggregate tests (4).

The stain colors indicate calcite ranging from no iron to high iron content, and dolomite ranging from no iron to high iron content. For the research reported here, new contingency tables are organized in arrays with calcite determining the columns and dolomite determining the rows. Further, the entries are arranged so that samples with low iron content are presented toward the upper left corner of each array, and iron content increases across each row and down each column. The entries for the samples with highest iron content are then placed toward the lower right corner of each array. Individual tables are grouped by texture as follows: Textures 1 and 2 form one category of fine texture; Texture 3 is a medium texture of micritic mud and grain; and, Textures 4 through 8 inclusive were constituted with coarse texture grains and crystalline minerals (5).

Using the information contained in the database (3), each peel is coded by dominant stain color and up to four associated stain colors. The peels are sorted by the mix of calcite and dolomite staining and by texture. The tallies of peels falling into each color category are placed in the calcite-dolomite stain color array for each texture. Few samples occur in the coarser Textures 4 through 8, so they are consolidated into a combined mineral color array; similar treatment is given to Textures 1 and 2. This study is confined to peel colors categorized by color family as opposed to saturation and intensity of color; however, both of these indicators can provide information about iron content. Clay content and type are also important in Class I test outcomes; this is part of a concurrent study.

Based on the tallies of the sample data in the original database, it is found to be useful to group the data into 3-by-3 arrays for consistency and description. Chi-square tests for dependence of Class I on

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iron content and texture are performed on the 3-by-3 arrays as contingency tables. Since the 3-by-3 contingency tables varied by sample size extracted from the original data, the Chi-square scores are normed through the use of Cramers V test. Cramers V calculations range from 0 to 1 with 0 implying complete independence (no relationship) and 1 implying complete dependence (variables completely explain the relationship). Cramers V scores put the Chi-square scores on an equivalent basis so that they may be compared effectively (6).

RESULTS AND DISCUSSION OF ANALYSIS The figures below present the tallies for each texture and peel color combination from the original data grouped into 3-by-3 arrays as indicated in the section on investigation above. Figure 1a shows how the data are partitioned into stain color segments. These segments are described by columns A, B, and C with A representing red stain (R) and its combinations when dominant, B for red purple (RP) stain combinations and C for purple (P) stain color combinations on the calcite axis. The rows are 1, 2, and 3 with NONE, no stain color (clear), light blue and yellow red (YR) in row 1, the combination YR with purple blue (PB) in row 2, and PB in other combinations in row 3 constituting the dolomite axis. Row 2 has low counts, but since YR is typically indicated in passing counts and PB more likely in failing counts, this combination is separated from rows 1 and 3 which contain one color or the other. These rows and columns in order indicate a rough approximation of stains showing little iron content to those showing high iron content in the carbonate minerals.

The 3-by-3 array in figure 1b shows the passing and failing counts for the combination of all textures. Note in figure 1c that as iron content increases in calcite (reading in order A, B, C), the percentage of samples passing Class I criteria decreases. The same is also true of dolomite; the minor exception is shown in row 2 since it has low counts. The Cramers V score for figure 1 is .53, indicating moderately strong dependence of Class I on color alone. Figure 1 is then broken down into texture categories as shown in figures 2 through 4. Figure 2 shows the two finest textures, and Cramers V is .67, indicating a stronger dependence of Class I on color for this texture category. Figure 3 shows Texture 3,

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yielding a V score of .52. Figure 4 shows the coarsest textures 4 through 8 and has V score of .37, due at least in part to the smaller sample size for this texture grouping.

For the sake of discussing the 3-by-3 arrays, the columns are designated by A, B and C with the rows indicated by 1, 2 and 3. Considering figures 2b through 4b, one notes that as texture coarsens, Class I percentage tends to decrease. In row 1 of each of these figures, one finds 77% in Class I for the finest textures, 58% in Class I for the intermediate texture, and only 44% in Class I in the coarsest textures. In row 3, the general pattern discussed for the texture categories in row 1 of each figure continues to show that Class I percentage tends to decrease as texture runs from fine to coarse. When all textures are combined as shown in figure 1c, one notes that the Class I percentage trend is also illustrated; the parenthetic number indicates the sample percentage of the total population in each category. As the textures run from fine to coarse, the proportion dominated by high iron content increases, and the Class I percentage decreases.

The statistics indicate moderately strong dependence of Class I on iron content in both calcite and dolomite minerals composing limestone. Ferroan dolomite is described by researchers in Iowa as indicating lower service life (7). Their study found that iron in carbonate aggregates could result in instability and premature deterioration in concrete pavements. Later study by these researchers lead to a conclusion that a small amount of high iron dolomite can be used to predict poor performance in concrete (8). Conclusions of KDOT researchers and others investigating alkali-carbonate reactions were that reactive rock contained more dolomite usually with a characteristic dolomitic texture, and high clay content (1, 10, 11, 12, 13) but do not mention iron content as a factor. The iron contained in calcite and dolomite is in the reduced state. Weathering of limestone results many times in yellow to yellow-orange colors in the weathered rock. This is the result of the iron oxidizing in the limestone. A recent study using freshly produced limestone building stone to compare with that from a centuries old structure built from the same quarry also noted that increased amounts of iron were indicated in the poorer quality stone. The study also discussed the importance of iron in the carbonate mineral structure (9). Iron might also be incorporated as minerals (pyrite is an example) or included in clays present in the limestone. This iron might also cause the

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color stain changes evidenced here. The precise causes for the PB stain when found in a ledge may not be as important to know as simply noting that iron presence is indicated by the stain. More study is currently underway to determine the contribution of clays and iron-containing minerals to the results as seen in this study. Regardless of the source of iron, the oxidation of the iron by weathering may be the important factor. Another possibility is that the dependence shown by iron indicated in the staining might be due to another unknown factor that simply appears with iron and is indicated by the stain. If this is true, then the staining as a tool indicating iron content, and possibly the unknown factor, is still useful to point out potentially low quality aggregate.

If the iron in the limestone is oxidizing slowly in pavement producing d-cracking that only begins to emerge after 15 years or more, there are several possible ways aggregate with iron is present. Iron can be found in the carbonate minerals as discussed above in very minor amounts. This may or may not be seen as deterioration for a large number of years depending on the amount of iron. Some of the aggregate, while passing the testing, has more iron but it is concentrated in a relatively small portion of the total aggregate production of the tested ledge. Because it is scattered through the pavement, the effects of its oxidation take a long time to be seen in the pavement. Another way for aggregate with larger concentrations of iron to find its way into the pavement is by having poorer quality aggregate incorporated with production of Class I aggregate (4). If any of these mechanisms is responsible, then staining as a tool may be a way to flag potential problems. A study is underway to determine how to use the results of this study in predicting future pavement distress based upon origin of the Class I aggregate and its mineralogical and textural characteristics.

SUGGESTED USES IN THE FIELD The research reported here involves stained peels. The same staining solutions can be used on freshly broken rock surfaces or crushed aggregate. These uses suggest ways geologists and construction engineers might use these results in the field. When used on rock or crushed aggregate rather than polished rock surfaces, the stain colors are darker, more intense, and less varied. The dominant color of the peels generally provides the dominant color seen in stained rocks. As stain colors on rock or aggregate, R is

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seldom seen, RP and P are common. These are the calcite indicators. The iron oxide coded as YR is seen as an accessory color. Low iron dolomite is seldom seen. High iron dolomite as PB is found as a dominant or accessory color. Since many ledges that fail contain PB, this color seems to be a flag for potentially poor quality aggregate. Past experience indicates RP and P predominate in Class I production ledges (2).

While geologists are in the quarry taking samples to test for new production or to verify current production quality, the stain solution can be used on the samples as they are collected. The geologist can also stain crushed aggregate as it is produced from the ledges in the quarry. The stain colors can be recorded as part of the record of inspection and collection. This would make available the stain colors as a way to locate potential poor quality zones in the quarry, or changes in aggregate quality in production zones.

Construction engineers concerned with stockpiles of aggregate at the construction site can use the staining solution on random samples from the stockpiles. Knowledge of the dominant colors as recorded from the quarry for production and non-production ledges enables the engineer to compare the stain results from the stockpile with those from the quarry. The variations in dominant and accessory colors should conform to the quarry results of Class I aggregate when the production is uncontaminated by poor quality rock. These two potential uses of this carbonate staining as applied in the field are currently under investigation.

CONCLUSION

Practices begun in the early 1980s have controlled the pavement deterioration caused by ASR and d-cracking. Newly observed deterioration of pavements built since 1981 may be related to limestone aggregate that contains high iron dolomite and calcite. Studies to check predictions based on this research for possible future deterioration are concurrent with studies to better understand the factors in the current results. This reported research may form the basis for a field tool useful for field geologists sampling quarries and also for field and construction engineers checking stockpiles of produced aggregates.

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ACKNOWLEDGMENTS

This research was conducted using Federal and State Planning and Research Funds (SPR).

REFERENCES (1) Crumpton, Carl, John Wojakowski, Harvey Wallace, and L. Dean Hamilton. Study of D-Cracking in Portland Cement Concrete Pavement -Volume 4. Petrographic Phase and Final Report. Report No. FHWA-KS-94/3, Final Report, Kansas Department of Transportation, Division of Operations, Bureau of Materials and Research, December 1994, 80 pp.

(2) Clowers, Karen A. Seventy-Five Years of Aggregate Research in Kansas. Kansas Department of Transportation, Division of Operations, Bureau of Materials and Research, Report No. FHWA-KS-99-1, March 1999, 50 pp.

(3) Adams, A.E., W.S. Kenzie, and C. Guilford. Atlas of Sedimentary Rocks Under the Microscope. John Wiley and Sons, 1984, 104 pp.

(4) Smith, Barbara J. and Ralph G. Pollock. Textural and Mineralogical Characterization of Kansas Limestone Aggregates in Relation to Physical Test Results. Report No. FHWA-KS-97/4, Final Report, Kansas Department of Transportation, Division of Operations, Bureau of Materials and Research, November 1997, 81 pp.

(5) Smith Barbara J. and Ralph G. Pollock. Analysis of Calcite, Dolomite and Texture, and Their Roles in Premature Deterioration of Portland Cement Concrete Pavement in Kansas. Report No. FHWA-KS-00-1, Interim Report, Kansas Department of Transportation, Division of Operations, Bureau of Materials and Research, March 2000, 25 pp.

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(6) Hays, William L. Statistics. Fourth Edition, 1988, Holt, Rinehart and Winston, New York, NY, 1029 pp.

(7) Dubberke, Wendell, and Vernon J. Marks. The Relationship of Ferroan Dolomite Aggregate to Rapid Concrete Deterioration. Transportation Research Record 1110, Transportation Research Board, National Research Council, 1987, pp. 1-10.

(8) Dubberke, Wendell, and Vernon J. Marks. Evaluation of Carbonate Aggregate Using X-Ray Analysis. Transportation Research Record 1250, Transportation Research Board, National Research Council, 1989, pp. 17-24.

(9) Jones, M. S., A. Horbury, and G. E. Thompson. Characterization of Freshly Quarried and Decayed Doulting Limestone. 1998, Quarterly Journal of Engineering Geology, Vol.31, part 4, pp.325-331.

(10) Hadley, David W. Alkali Reactivity of Dolomitic Carbonate Rocks, Symposium on Alkali-Carbonate Rock Reactions. Highway Research Record, No. 45, Highway Research Board, National Academy of Sciences, National Research Council, 1964, pp. 1- 20.

(11) Newlon, Howard H., Jr., Michael A. Ozol, and W. Cullen Sherwood. Potentially Reactive Carbonate Rocks, Progress Report No. 5, An Evaluation of Several Methods for Detecting Alkali-Carbonate Reaction. Virginia Highway Research Council, in cooperation with U. S. Department of Transportation, Federal Highway Administration, May 1972, 73 pp.

(12) Croteau, Jack, John Quinn, and Kiran Shelat. Laboratory Evaluation of the Alkali Carbonate Reaction. Transportation Research Record 1301, Transportation Research Board, National Research Council, 1991, pp. 87-96.

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(13) Fournier, Benoit, and Marc-Andre Berube. Alkali-Aggregate Reaction in Concrete: A Review of Basic Concepts and Engineering Implications. Canadian Journal of Civil Engineering, April 2000, Vol. 27, pp. 167-191.

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R None, CL, YR, B YR/PB PB A1 A2 A3

RP B1 B2 B3

P C1 C2 C3

FIGURE 1a Schematic of partitioning of data into stain color segments.

A Row 1 Row 2 Row 3 32/2 1/2 12/5

B 62/32 1/3 56/45

C 55/57 6/2 114/146

FIGURE 1b Pass/Fail counts for each segment of all textures.

A Row 1 Row 2 Row 3 5(94) 1(33) 2.5(71)

B 13(66) 1(25) 16(55)

C 18(50) 1.5(75) 41(43)

FIGURE 1c Percent of counts shown for each segment for all textures with percent passing (Class I) shown in ( ).

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A Row 1 Row 2 Row 3 16/2 0/2 2/2

B 54/11 1/3 18/11

C 18/14 2/0 31/24

FIGURE 2a Pass/Fail counts for each segment when Texture 1 and Texture 2 data are combined as one group.

A Row 1 Row 2 Row 3 89 (8) 0 (1) 50 (2)

B 83 (30) 25 (2) 62 (13)

C 56 (15) 100 (1) 48 (30)

FIGURE 2b Percent passing (Class I) of each segment with percent contained in segment shown in ( ) for combined Texture 1 and Texture 2 data.

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A Row 1 Row 2 Row 3 12/0 1/0 4/3

B 30/22 0/0 39/28 25/27 4/2 70/91

FIGURE 3a Pass/Fail counts and percent shown in ( ) for each segment of Texture 3 data.

A Row 1 Row 2 Row 3 100(3) 100(1) 57(2)

B 58(14) 0(0) 58(17)

C 49(14) 67(1) 43(48)

FIGURE 3b

Percent passing (Class I) of each segment with percent

contained in the segment shown in ( ) for Texture 3 data.

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A Row 1 Row 2 Row 3 1/0 0/0 4/0

B 5/3 0/0 7/10

C 6/12 1/0 13/22

FIGURE 4a Pass / Fail counts for each segment when textures 4 through 8 are combined as one group.

A Row 1 Row 2 Row 3 100(1) 0(0) 100(5)

B 63(12) 0(0) 41(20)

C 33(21) 100(1) 37(39)

FIGURE 4b Percent passing (Class I) of each segment with percent contained in the segment shown in ( ) for combined Textures 4 through 8.

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