Tag Archives: UHPC

Source: UHPC SOLUTIONS North America (top left); Midwest Roadside Safety Pool Fund (bottom left); Colorado Department of Transportation (right)

NJDOT’s Involvement with Transportation Pooled Fund Program

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For over 45 years, the Transportation Pooled Fund (TPF) Program has made it possible for public and private entities to combine resources for high‑priority transportation research. By pooling funds and expertise, participating organizations can support research that can lead to innovative solutions at a lower cost to agencies and extend the reach of their research budgets.

State DOTs often fund TPF Program studies using State Planning and Research (SP&R) funds, which can be applied to transportation studies as well as research, development, and technology (RD&T) transfer activities.

We spoke with Dr. Giri Venkiteela, Innovation Officer in the Bureau of Research, Innovation and Information Transfer (BRIIT), to learn about NJDOT’s recent involvement with the Transportation Pooled Funded Program.

Q. What is the primary goal of Transportation Pooled Fund (TPF) Program?

The Federal Highway Administration leads the Transportation Pooled Fund Program

A. The Transportation Pooled Fund Program, or TPF, makes it possible for state DOTs, the Federal Highway Administration (FHWA), and other organizations to partner when there is a shared interest in solving a transportation-related problem. Partners contribute funds and other resources to cost-effectively address problems through research, planning, and technology transfer activities.

The FHWA administers the TPF Program. Only the FHWA or a State DOTs may initiate and lead a pooled fund study. Local and regional transportation agencies, private industry, foundations, and institutes of higher education can partner with sponsoring agencies to conduct pooled fund projects.

Q. What is your involvement with the TPF Program?

A. I work in NJDOT’s Bureau of Research, Innovation and Information Transfer (BRIIT) and serve as the Transportation Pooled Fund Program’s project manager, or coordinator on behalf of NJDOT. Among my responsibilities, I disseminate information about new “open” solicitations for projects from sponsoring agencies to NJDOT’s subject matter experts (SMEs) to gauge their interest in participation. Sometimes NJDOT SMEs or our customers — who network with their peers at other agencies — will hear about an upcoming or worthwhile project and ask that I monitor its status so that NJDOT can join as a partner once the project is posted. Depending on the topic, I may also serve as the agency’s SME on a particular project.

Q. How does NJDOT select project topics from “open solicitations” to join through the TPF Program?

A. The FHWA pooled funded website is publicly available and anyone can view the many “open solicitations” for projects that seek funding. We have a research budget that can and does support participation in pooled funded studies, but we also must set-aside funds and commit to the projects we join for several years over the lifetime of the research. Our budget is not a static number but dynamic. The amount that we can commit depends on how many projects NJDOT is interested in joining.

BRIIT’s Research Manager works with leadership in departmental units seeking funding to ascertain the value potential of individual projects and I offer my advice during this process as a member of BRIIT.

Q. How do NJDOT staff participate in these studies, and what are the requirements for participation?

A. The NJDOT unit managers need to assign an SME for the research project study. I serve as the research program manager but we need to have an SME who is interested in being the participant. I coordinate with FHWA on our financial commitment and make sure the FHWA website is up-to-date with our participation.

Once the project receives the necessary financial commitments, the lead state is responsible for the administration of the research project, which may include the selection of universities or contractors to perform the research.

Once we all contribute the money, the project proceeds like a regular research project. The lead state holds quarterly meetings, prepares quarterly progress reports and disseminates the research. They keep the various participating agencies informed of progress. The lead state uploads progress reports to the FHWA’s website and the states will have their own websites to share project reports, latest news and other tools.

If SMEs or other researchers want to know what’s going on in any particular quarter, they can find the information that is shared. Our SMEs may also be involved in the development of a scope of work and, over the course of the project, may have specific needs that they would like for the selected research team to address — for example, such as thorough testing of materials.

Q. What are some examples of successful pooled funded studies and their outcomes that NJDOT has joined?

Researchers at Midwest Roadside Safety Facility state-of-the-art computer software, including LS-DYNA, to simulate real-life impact events. Using computer simulation, it is possible to reduce design costs and better understand system behavior. Click for examples.

A. The Midwest Roadside Safety Pool Fund program is a fantastic pooled fund study where a lot of crash testing of roadside barriers with different materials has been performed. The costs for such testing would be difficult for one state to bear so it makes sense for the states to come together so that more testing can be done. In this case, Nebraska DOT leads the research. Back in 1990, three Midwestern states started this pooled funded research effort, but it has grown to now include 22 lead and partnering states. The participating state DOTs collaborate with the Midwest Roadside Safety Facility at the University of Nebraska-Lincoln. So, if our SMEs see a new design or material that needs testing, they can put this request forward through this study.

Clear Roads Winter Maintenance Research TPF-5(353), led by the Minnesota Department of Transportation, was a 2024 Recipient of the FHWA Transportation Pooled Fund Excellence Awards.

The Clear Roads Winter Highway Operation — now in its third phase — is another great example. The Clear Roads pooled fund project began in 2004 with four members interested in snow clearance and related issues. The project performs real-world testing of winter maintenance materials, methods, and equipment and has grown to include 39 participating states. The Minnesota’s DOT leads the project, and was recently recognized with a TPF 2024 Excellence Award.

This is just a handful of examples — there are many others being driven by state DOTs, each of which have their own unique flavors.

Learn more about research on and use of Ultra-High Performance Concrete. David Hawes, Resident Engineer for Pulaski Skyway, NJDOT is featured at 2:13.

I would also like to mention one non-state DOT sponsored research project. The Structural Behavior of Ultra High Performance Concrete project is led by the FHWA itself through its Turner Fairbanks Research Center. The project conducts various experiments with UHPC. Every state wants to know what is happening with this relatively new material. The project objective is to develop knowledge on the structural performance of UHPC materials in highway bridges and structures. The test results are expected to inform proposed structural design guidance for UHPC components and support usage of UHPC by interested DOTs.

Q. How are the results and findings of these studies disseminated to the participating agencies, public or other stakeholders?

A. Some projects are ongoing like the Midwest Roadside Safety study. Information is flowing through their research hub with project reports and other materials posted on their website along with information on conference presentations, trainings, and newsletters. If you need any information, it will be conveyed through the program.

But for some pooled fund projects, they need to implement some of the tools that they are developing so that is how they would come to contact the states, such as to have something tested or looked at. The first priority would be given to the states that are participating in the pooled funded study.

For FHWA, if something new comes out of the pooled funded study, I think they may elevate the innovations into other areas such as through the Every Day Counts Program.

Recently FHWA started a pooled fund excellence awards to highlight the importance of collaboration and partnership in transportation research and encourage states to participate. Actually, I participated as a judge last year. We selected two projects for the inaugural TPF Excellence Awards. I already mentioned the Clear Roads Winter Maintenance Research project. The other award was given for an Indiana DOT project, Member-Level Redundancy in Built-up Steel Members, which led to new AASHTO Guide Specifications.

Q. How do NJDOT SMEs who are participating in the pooled funded studies share what they have learned?

A. We have started to ask that the SMEs share a short yearly progress report that reflects upon what they may be learning. Since NJDOT is obligating funding, we need to have some kind of justification for the commitment. The reporting can help us consider the benefits of the research or innovations being advanced, and to consider some of its possible implications for NJDOT practices.  

With a good and continuing dialogue with our SMEs, we should be able to determine if it makes sense to have the SMEs speak at a future NJ STIC meeting to share what they are learning and convey what is innovative about the pooled funded study’s research.

Q. Do you foresee opportunities for having selected researchers from funded projects for which NJDOT was a partner share their findings with NJDOT employees such as at a Tech Talk?

A. The SMEs are well-positioned to help us to identify whether it might make sense to invite a researcher from the study to speak. They can help identify how best to promote and disseminate the research and innovation through some other activity.

Q. Has NJDOT served as the lead organization on pooled funded research? Are there projects that NJDOT would like to lead?

A. We have not led a pooled funded research project yet, although we had some initial plans to do so before the pandemic.  At this point, we think it may be more productive to join as a participating organization. We think serving as participating organization may be a cost-effective way to direct some of our funds and have our SMEs connected to meaningful research.

Of particular note, we just joined the Northeast Transportation Research Consortium (NTRC), a pooled funded study for our AASHTO Region 1, that will support peer exchange activities. The effort seeks to enhance member state collaboration in solving our common problems. This is a pooled fund initiative that is just getting launched and is led by Vermont DOT. NJDOT is one of the six participating state DOTs in the Northeast.

Q. Are there any other projects that are you are thinking of joining at this time?

A. Yes. This is an ongoing process. There are a few projects that we are considering. Solicitations can pop up throughout the year.

Resources

National Cooperative Highway Research Program. 2023. “TPF: Transportation Pooled Fund” (website). https://www.pooledfund.org/

National Cooperative Highway Research Program. 2024. “Transportation Pooled Fund – Open Solicitations” (web page). https://pooledfund.org/Browse/open

National Cooperative Highway Research Program. 2024. “Clear Roads Phase II” (web page). https://pooledfund.org/Details/Study/604

National Cooperative Highway Research Program. 2024. “Midwest Roadside Safety Pooled Fund Program” (web page). https://pooledfund.org/Details/Study/653

National Cooperative Highway Research Program. 2024. “Structural Behavior of Ultra-High Performance Concrete” (web page). https://pooledfund.org/Details/Study/695

National Cooperative Highway Research Program. 2024. “TPF: National Transportation Research Consortium (NTRC) (website). https://pooledfund.org/Details/Study/783

National Cooperative Highway Research Program. 2024. “Member-level Redundancy in Built-up Steel Member” (web page). https://pooledfund.org/Details/Study/482

AASHTO. 2018. Guide Specifications for Internal Redundancy of Mechanically Fastened Built‑Up Steel Members. Washington, DC: American Association of State Highway and Transportation Officials.

AASHTO. 2018. Guide Specifications for Analysis and Identification of Fracture Critical Members and System Redundant Members. Washington, DC: American Association of State Highway and Transportation Officials.

Ultra High-Performance Concrete (UHPC) Applications in New Jersey – An Update

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UHPC for Bridge Preservation and Repair is a model innovation that was featured in FHWA’s Every Day Counts Program (EDC-6).  UHPC is recognized as an innovative new material that can be used to extend the life of bridges. Its enhanced strength reduces the need for repairs, adding to the service life of a facility.   

This Q&A article has been prepared following an interview with Jess Mendenhall and Samer Rabie of NJDOT, who provided an update on the pilot projects of UHPC around the state. The interview has been edited for clarity. 

Q.  While EDC-6 was underway, we spoke with your unit about the pilot projects being undertaken with UHPC.  Some initial lessons were shared subsequently in a featured presentation given to the NJ STIC.  Can you update us on results of those projects, and did they yield any benefits in the fields of safety or environmental considerations?

For the NJDOT Pilot Project, the thickness of the overlay was limited by the required depth for effectiveness, as well as the cost of the UHPC material and environmental permitting. To mitigate environmental permitting, we avoided any modifications to the existing elevations and geometry of the structure. Essentially, any removal of asphalt and concrete needed to be replaced to its original elevations.

UHPC overlays can significantly extend the service of bridge decks and even increase a structure’s capacity. Although safety improvements were not the primary objective of this application, there were rideability and surface drainage considerations in the design to enhance the conditions for the road users.

The environmental impacts of structural designs must be compared on the cradle-to-grave use cycle of the design at a project scale.  Having a focus on sustainability is imperative; however, it is more meaningful when resiliency is also considered.  While the greenhouse gas emissions of a volume of UHPC are higher than those of the same volume of concrete, UHPC enables the reduction in the amount of material required in structural designs and improves the durability of structures. Its exceptional compressive strength and toughness allow for the reduction of material usage. By minimizing maintenance requirements and extending the lifespan of infrastructure, UHPC reduces the consumption of materials, energy, and resources over time.

For example, we installed this overlay on 4 bridges as a preservation technique. Had we done nothing, they would have lasted approximately 10 more years. During that time they would have needed routine deck patching resulting in further contamination of the decks and in a condition that is no longer preservable and requires total deck replacement, with large volumes of concrete and much more environmental impact.

UHPC allowed us to take these decks that are still in decent shape and preserve them now with a relatively thin layer to make them exceed the service life of the superstructure and substructure.

Q. Has UHPC been incorporated into the design manual?

Figure 1. UHPC being placed by workers

It is not in our current design manual, but we are working on the revised design manual. UHPC is presently being used for all closure pores between prefabricated components, overlays, and link-slabs. I don’t think we are ready to standardize it quite yet. We used it on the 4 bridges and it will continue to be used, but we will not standardize it until the industry is more predictable and we get more experience to develop thorough guidelines and specifications. It is incorporated into projects as a special provision with non-standard items.

Q. Have you been receiving more requests to use this technology from around the state?

It is much more commonly specified by designers or requested for use on many of our projects. We have responded to nationwide inquiries from state transportation agencies and universities seeking our specifications or input on specific testing and procedures.

Q. What efforts do you think can be taken to encourage more adoption amongst local agencies, counties, etc.?

We are keen on inviting the counties to any training or workshop that we are hosting as well as sharing our lessons learned thus far.  I think they are aware of it.

Q. What kind of hurdles do you think exist that may limit widespread adoption?

It is possible that initial cost and industry experience with the material are still major limiting factors in adoption. We have also learned from specialty UHPC contractors that the innovation and availability of construction equipment geared for UHPC implementation are also lacking.  Bringing into focus the life cycle costs and with more implementations, we think many of these hurdles will be overcome. Additionally, once UHPC is used more in routine maintenance the implementation would be more frequent and widespread; we know there is interest specifically in UHPC shotcrete once it is available.

Q. Are you familiar with any training, workshops, or conferences that have been done for staff or their partners on this topic?

We participated in the Accelerated Bridge Construction (ABC) conference in Miami, Florida, the International Bridge Conference (IBC) in Pittsburgh, Pennsylvania and the New York State DOT Peer Exchange. In Delaware, we presented at the Third International Interactive Symposium on UHPC. We also participated in the development of a UHPC course for the AASHTO Technical Training Solutions (TTS formerly TC3) which is now published on the AASHTO TTS portal and available on our LMS internally. 

Q. Do you think there is any special training needed for the construction workforce to start using this technology?

Absolutely, the AASHTO TTS course and the EDC-6 workshops are geared towards the design and construction, TTS is more focused in the Construction. It’s an introduction to what to expect and how to implement it. UHPC is often used for repair projects, and many contractors may not have the experience or comfort with using the material.

Figure 2. UHPC Testing at Rutgers’ CAIT

Q. What are the results of the pilot projects of UHPC?

This Pilot projects program demonstrated that UHPC overlays can be successfully placed on various structures, the work can be completed rapidly to minimize traffic impacts — we estimated roughly four weeks of traffic disruption per stage, and the benefits of UHPC can help preserve the existing infrastructure. Compared to deck replacement, UHPC overlays can rehabilitate a bridge deck at exceptional speeds with unique constructability and traffic patterns, as implemented in all four structures. However, limitations exist, and further research is necessary to investigate the issues identified in the pilot project, but the potential of this material outweighs the existing limitations.

Q. Has there been long-term testing data developed to gather performance data?

To assess the performance of the UHPC overlay, we put together a testing program to include NDT as well as physical sampling and lab testing. This objective will be accomplished by first establishing baseline conditions through an initial survey followed by periodic monitoring of the UHPC-overlaid bridges over succeeding years. This will help NJDOT assess the performance of UHPC as an overlay. Overall, the results show the overlay bond is performing well.

Q. Has the data from the pilot project been used to research further applications?

Further applications for UHPC overlay are on new bridge decks/superstructures, and the data from UHPC overlay research project are being used for these projects. There is an interest in header reconstruction with UHPC. If deck joints need to be replaced, they should be constructed with conventional HPC with UHPC at the surface to provide the same overlay protection over the entire structure. Also, self-consolidating and self-leveling UHPC was preferred for the full-depth UHPC header placement to ensure proper consolidation around tight corners and reinforcement. This will be further explored for maintenance operations as well.

For future projects, in lieu of full-depth header reconstruction in a single lift, a partial depth header removal and reconstruction or alternatively two lifts of header concrete should be evaluated to coincide with the deck overlay, in which case the benefits of the fast cure times from UHPC can still be realized. Two of the four bridges experienced air voids throughout the placement. A UHPC slurry with no

fibers was placed in the identified air voids; since the voids contained exposed fibers, they were considered to create adequate bonding with the UHPC slurry.

Resources

NJDOT Technology Transfer (2021, November). Stronger, More Resilient Bridges: Ultra High-Performance Concrete (UHPC) Applications in New Jersey.  Interview with Pranav Lathia, Retrieved from:  https://www.njdottechtransfer.net/2021/11/29/uhpc-stronger-more-resilient-bridges/

Mendenhall, Jess and Rabie, Samer. (2021, October 20). UHPC Overlays for Bridge Preservation—Lessons Learned. New Jersey Department of Transportation. https://www.njdottechtransfer.net/wp-content/uploads/2021/11/NJDOT-UHPC-Overlay-Research-Project-EDC-6-Workshop.pdf

New Jersey Department of Transportation. (2021, October 20). NJDOT Workshop Report. New Jersey Department of Transportation. https://www.njdottechtransfer.net/wp-content/uploads/2021/11/NJDOT-UHPC-Workshop-Final-Report.pdf

Rabie, Samer and Jess Mendenhall (2022, December). Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT.  NJ STIC Presentation and Recording.  Retrieved from:  https://www.njdottechtransfer.net/2022/12/18/nj-stic-4th-quarter-2022-meeting/

Presentation: Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT

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UHPC for Bridge Preservation and Repair is a model innovation in the sixth round of the FHWA’s Every Day Counts Program (EDC-6).  Ultra High Performance Concrete (UHPC) is recognized as an innovative new material that can be used to extend the life of bridges. Its enhanced strength reduces the need for repairs, adding to the service life of a facility.    

NJDOT recently installed UHPC Bridge Deck overlays on four bridges in New Jersey. NJDOT engineers, Jess Mendenhall and Samer Rabie, explained the rationale for UHPC's installation and highlighted key lessons learned in bridge selection, existing conditions & testing, design, materials specifications, construction methods and evaluation during the NJ STIC 4th Quarter 2022 meeting.

Their recorded presentation, Design, Construction, and Evaluation of UHPC Bridge Deck Overlays for NJDOT, is viewable below.  Their presentation can be downloaded here or from the NJ STIC 4th Quarter Meeting page.

NJ STIC's UHPC Innovative Initiative page highlights the deployment progress and activities of the core team in seeking to advance UHPC for Bridge Preservation and Repair and contains other articles and resources.

 

Stronger, More Resilient Bridges: Ultra High-Performance Concrete (UHPC) Applications in New Jersey

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UHPC for Bridge Preservation and Repair is a model innovation in the latest round of the FHWA’s Every Day Counts Program (EDC-6).  UHPC is recognized as an innovative new material that can be used to extend the life of bridges. Its enhanced strength reduces the need for repairs, adding to the service life of a facility.   

This Q&A article has been prepared following correspondence with Pranav Lathia, an NJDOT Supervising Engineer, Structural & RR Engineering Services, to learn more about current initiatives to test and deploy UHPC on the Garden State’s bridges. The Q&A correspondence has been edited for clarity.

 

Q. What is Ultra High Performance Concrete (UHPC), and why is it particularly useful for bridge preservation and repair (P&R)?

Ultra High Performance Concrete (UHPC) is a new class of concrete which contains extraordinary properties of durability and strength. UHPC is a cement based composite material, which consists of steel fiber reinforcement, cement, fine sand, and other admixtures. UHPC is a useful alternative for bridge repairs and preservation due to its long-term durability, which will minimize repairs to a specific structure over time.

Q. Why, in some cases, is UHPC a better application than traditional treatments?

Due to its chemical properties UHPC has a compressive strength of seven times that of regular concrete. Therefore, UHPC is mostly used for thin overlays, closure pours, link slabs, beam end repairs and joint headers.

Q. What are some advantages of UHPC?

UHPC overlays appear to have many ideal properties for deck surface, including superior bond strength, compressive strength, lower permeability, greater freeze-thaw damage resistance, good abrasion resistance, and rapid cure times, among others.

Q. What are some disadvantages to UHPC?

There are some disadvantages to UHPC.  UHPC has higher material costs which has to be a factor in the Department's decision process. A life-cycle cost analysis is appropriate for making a determination of whether it is a cost-effective alternative for the Department.  Fresh UHPC does not bond well to hardened UHPC, therefore careful consideration for joint construction is needed, including reinforced staging joints. There is also limited test data for construction materials to determine their ability to perform well with UHPC. In addition, the NJ construction workforce is not very familiar with the use of UHPC as an overlay.

Image of a red rectangular device that works to smooth the UHPC,

Figure 1: It is imperative that contractors establish the proper amount of UHPC fluidity to maintain the bridge deck’s grade. Courtesy of NJDOT.

Q. When is UHPC perhaps not an appropriate solution?

UHPC would not be an appropriate solution for a full deck replacement, superstructure replacement, or total replacement.

Q. What are some examples of UHPC’s previous implementations?

Before our initiation of a pilot program, UHPC had only been used for ABC (closure pours) and pre-cast connections in New Jersey since 2014.

 Q. How is NJDOT approaching the potential implementation of UHPC for bridge preservation and replacement (P&R)?

Currently NJDOT uses UHPC ABC (closure pours) for prefabricated superstructures. NJDOT has launched and implemented a UHPC Overlay Research Project in conjunction with the design engineering firm, WSP Solutions.

Q. Can you describe the how UHPC is applied in the pilot project for P&R?

In the pilot project, a 1.5” UHPC overlay has been applied to four NJDOT structures. The UHPC overlay was constructed on the bridge deck along with the reconstruction of deteriorated deck joints.

Q. What bridges were selected, and what was the rationale for their selection?

Four structures were chosen for the UHPC overlay pilot program and split into two separate contracts, Contract A (North) and Contract B (South):

  • I-295 NB & US 130 NB over Mantua Creek in West Deptford, Gloucester County
  • NJ 57 over Hances Brook in Mansfield, Warren County
  • I-280 WB over Newark Turnpike in Kearny, Hudson County
  • NJ 159 WB over Passaic River in Montville, Morris County

The selected bridges for the pilot program were in good condition to leverage the perceived long life-span of UHPC and not allow other factors to limit the potential service life. Eight candidate structures were fully evaluated and tested before the four structures were advanced. The bridges that were ultimately selected varied in their age, size and design. All the bridges had asphalt overlay.

Q. What were the evaluation criteria used for the selection of the pilots?

All structures included in the program were evaluated for suitability based on the structural evaluations, chloride content within the deck, feasible construction stages, traffic analysis results, and existing overlay depths. Chloride content was obtained from the concrete cores we had completed on each bridge deck.

Q. What best practices were learned from the pilot projects?

It was best to install the UHPC overlays in locations that UHPC would serve as the final riding surface. The Department felt that an UHPC overlay should be constructed on structures which had an existing asphalt overlay. A thinner overlay could have been provided to cut material costs. Using a pan mixer, the supplier had the ability to control the fluidity of the UHPC, which is extremely important when dealing with extreme temperatures and high deflection/ movement structures. A flow test should continue to be required to verify the proper mixing and consistency of the UHPC overlay material.

Q. Were there any innovations from the implementation of the pilot projects?

A deeper overlay could be considered as a viable alternative for structures that need major deck rehabilitation or replacement.

A bridge with a plastic cover at night, waiting for the UHPC to cure

Figure 2. An NJDOT UHPC treatment in the process of curing. Courtesy of NJDOT.

Q. How is data from the pilots being used to research further UHPC applications?

The data from the pilot program will be used to further the Department’s investigation in UHPC for applications other than just bridge deck overlays.

Q.  What can be done to prepare industry and the workforce for UHPC as an overlay?

The implementation of UHPC affects the current workforce because it is a new material to be used in New Jersey. The current workforce does not have enough experience with UHPC’s properties which could make a repair more challenging.  UHPC has only been used for closure pours in New Jersey. This knowledge gap could be solved by supplying the workforce with workshops, seminars, and suggested construction sequences, practices and equipment. A test slab should also be constructed to verify the proposed material and the contractor’s procedures.

Q. Are there needed actions to better educate NJDOT staff on its efficacy and potential uses?

Yes, training and peer exchange activities are valuable for further educating NJDOT staff on UHPC. Recently, we participated in a a two-day UHPC workshop (October 2021) with the U.S. Department of Transportation. The workshop provided participants with a greater understanding of what UHPC is, and explored solutions for using UHPC for bridge deck overlays, link slabs, and steel girder end repairs. Participants were given information on where to obtain guidance for implementing different types of UHPC preservation and repair strategies. The workshop also provided participants with the opportunity to discuss their UHPC implementation strategy, construction specifications, and design details with FHWA EDC-6 UHPC team members.

Image of a bridge with a new white smooth UHPC application on top.

Figure 3. The final product, a UHPC overlay before asphalt paving. Courtesy of NJDOT.

Q. What does the future of UHPC look like in New Jersey?

The future of UHPC in New Jersey could consist of UHPC connection repairs, seismic retrofits, column repairs, concrete patching, shotcrete, steel girder strengthening, bridge deck overlays, and link slabs.

Q. In the current EDC-6 Round, the NJ STIC states that it is planning on performing an assessment of the UHPC pilot projects. When they are complete, how will they be assessed? Could you tell us more about the long-term testing program being developed to gather performance data in the assessment phase?

These are still works in progress. A long-term monitoring and testing program is being developed to gather performance data in the assessment phase. The scope of our current efforts includes further investigation and research, collection and evaluation of performance data, updating the standard specifications and conducting a life cycle cost analysis.

Q. Can you describe the objective(s) and/or provide any other status information about the long-term program goals?

A long-term goal for the department is to incorporate UHPC into our design manual, including for P&R.Eventually we could see UHPC incorporated with bridge deck overlays and concrete bridge repairs. There is currently no timeline on incorporating UHPC into the design manual. We anticipate revising the standard specifications, but there are no updates regarding the revision of the standard specifications for UHPC.

Resources

Federal Highway Administration. (2019, February). Design and Construction of Field-Cast UHPC Connections. Federal Highway Administration. https://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/uhpc/19011/index.cfm

Federal Highway Administration. (2020, November). Eliminating Bridge Joints with Link Slabs—An Overview of State Practices. Federal Highway Administration. https://www.fhwa.dot.gov/bridge/preservation/docs/hif20062.pdf

Federal Highway Administration. (2018, April). Example Construction Checklist: UHPC Connections for Prefabricated Bridge Elements. Federal Highway Administration. https://www.fhwa.dot.gov/bridge/abc/docs/uhpc-construction-checklist.pdf

Federal Highway Administration. (2018, March). Properties and Behavior of UHPC-Class Materials. Federal Highway Administration. https://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/18036/18036.pdf

Federal Highway Administration. (2018, February) Ultra-High Performance Concrete for Bridge Deck Overlays. Federal Highway Administration. https://www.fhwa.dot.gov/publications/research/infrastructure/bridge/17097/index.cfm

Mendenhall, Jess and Rabie, Samer. (2021, October 20). UHPC Overlays for Bridge Preservation—Lessons Learned. New Jersey Department of Transportation. https://www.njdottechtransfer.net/wp-content/uploads/2021/11/NJDOT-UHPC-Overlay-Research-Project-EDC-6-Workshop.pdf

New Jersey Department of Transportation. (2021, October 20). NJDOT Workshop Report. New Jersey Department of Transportation. https://www.njdottechtransfer.net/wp-content/uploads/2021/11/NJDOT-UHPC-Workshop-Final-Report.pdf

New Mexico Department of Transportation. (2010). Feasibility Analysis of Ultra High Performance Concrete for Prestressed Concrete Bridge Applications. New Mexico Department of Transportation. https://rosap.ntl.bts.gov/view/dot/24640

New York State Department of Transportation. (2021, June). Item 557. 6601NN16 – Ultra-High Performance Concrete (UHPC). New York State Department of Transportation. https://www.dot.ny.gov/spec-repository-us/557.66010116.pdf

EDC-4 Final Report Highlights Innovations

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The EDC-4 Final Report highlights the results of round four of the Every Day Counts program to rapidly deploy proven innovations to enhance the transportation system. “Every Day Counts: An Innovation Partnership With States” documents progress in accelerating the implementation of 11 innovations in 2017 and 2018 and success stories from States across the country.  View the report’s maps and highlights to learn how innovation implementation was advanced across the country.

New Jersey’s use of “Ultra High Performance Concrete (UHPC)” for the Pulaski Skyway deck replacement in northern New Jersey is a featured “Innovation Spotlight” example in this national report.  The report highlights NJDOT’s use of precast deck panels connected with UHPC, stainless steel rebar, and a polyester concrete overlay to maximize the durability of the new deck and minimize the need for future repairs and traffic disruption.  The project is recognized as the largest user of UHPC to date in North America.  Moreover, in 2012, when NJDOT selected UHPC for the Pulaski Skyway only five other transportation agencies had used UHPC for bridge construction.  Since then, the skyway has served as an informative example for other agencies. NJDOT continues to use UHPC connections and completed five other bridges in 2018, bringing the State’s total to nine bridges.

An online version of the FHWA report is viewable here.