j o u r n a l o f t r a f fi c a n d t r a n s p o r t a t i o n e n g i n e e r i n g ( e n g l i s h e d i t i o n ) 2 0 2 3 ; 1 0 ( 2 ) : 2 9 1 e3 0 3

Available online at www.sciencedirect.com

ScienceDirect

journal homepage: www.keaipublishing.com/jtte

Original Research Paper

Onsite strength determination for early-opening

decision making of high early strength
concrete pavement

Katelyn Kosar a, Lucio Salles de Salles b,*, Naser Pourakbar Sharifi a,

Julie Vandenbossche a, Lev Khazanovich a
a
Department of Civil and Environmental Engineering, University of Pittsburgh, Pittsburgh, PA 15261, USA
b
Department of Civil Engineering Technology, Environmental Management and Safety, Rochester Institute of Technology,
Rochester, NY 14623, USA

highlights

Two non-destructive tests were conducted for onsite determination of strength for HES concrete pavements.

Ultrasonic tomography was proposed for determining concrete strength in the first 24 h.

Portability and speed are advantages of ultrasonic tomography.

Ultrasonic tomography captures strength variability.

article info abstract

Article history: High early strength (HES) concrete pavements are commonly opened to traffic within the
Received 5 July 2021 first 24 h after construction, making early-opening decisions critical for pavement quality
Received in revised form and traffic operations. Currently, most state departments of transportation rely on
12 November 2021 compressive strength testing for early-opening decision making. However, there laboratory
Accepted 2 December 2021 tests are labor intensive, costly and not always representative of field strength develop-
Available online 24 March 2023 ment. In this study, non-destructive testing (maturity and ultrasonic tomography) was
explored for faster and reliable in-situ strength estimations. An experimental section
Keywords: constructed using HES concrete was routinely monitored using compressive testing,
Road engineering maturity, and ultrasonic tomography in the first 24 h after construction. The shear wave
High early strength concrete pave- velocity, measured using ultrasonic tomography, was able to capture the strength-gain
ment variability within a single slab and between different slabs due to the ability to monitor
Traffic early-opening several locations in a short period of time. Maturity results were consistently conservative
Strength in the first 24 h of monitoring. Results show that both maturity testing and ultrasonic to-
Maturity mography are able to replace or add to conventional strength testing for HES concrete
Ultrasonic tomography pavements to facilitate making the opening decision within the first 24 h. Ultrasonic to-
mography proved more beneficial as a result of the device's portability, increased speed of
testing, and accurate estimations of HES concrete strength for the entire pavement length.

* Corresponding author. Tel.: þ1 585 475 7398.

E-mail addresses: [email protected] (K. Kosar), [email protected] (L.S. de Salles), [email protected] (N.P. Sharifi), [email protected] (J.
Vandenbossche), [email protected] (L. Khazanovich).
Peer review under responsibility of Periodical Offices of Chang'an University.
https://doi.org/10.1016/j.jtte.2021.12.005
2095-7564/© 2023 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on behalf of KeAi Communications Co.
Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
292 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303

© 2023 Periodical Offices of Chang'an University. Publishing services by Elsevier B.V. on

behalf of KeAi Communications Co. Ltd. This is an open access article under the CC BY-NC-
ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

asphalt pavement construction (Fu and Larmie, 2005; Hsu

1. Introduction et al., 2002).
HES concrete obtains a specific strength at an earlier age
Using conventional concrete in pavement construction, than conventional concrete (Buch et al., 2008; Fu and Larmie,
maintenance, or rehabilitation can result in closing the 2005; Taylor et al., 2007). This makes HES ideal for cold
roadway for a substantial period of time. Time lost by trav- weather conditions, rapid repairs, and fast track
elers due to congestion or detours increases the project user construction. HES pavements are commonly opened to
cost which considers both the vehicle operating and traffic traffic within 24 h of paving, therefore, the first day is the
delay costs. Pavement deterioration, fuel consumption, most critical for a successful pavement. Early age behavior is
vehicle maintenance, and tire wear are factors in calculating dependent on temperature (rate of gain, temperature at
the vehicle operating cost and predicted traffic disruption is placement, temperature gradients), admixture content,
used to calculate the traffic delay cost (Uddin and George, climate, coefficient of thermal expansion, slab-base inter-
1993). These factors are all considered when establishing the face, shrinkage, creep, and construction procedures (Zayed,
life cycle cost for each project. If the disruption to local 2018). Methods to reduce setting time and increase early age
traffic is too high, the project may be postponed until an strength include using Type III cement, high cement
alternate plan is found that can reduce the user cost. In the content, low water to cement ratio (w/c), higher curing
United States, federal, state, and local agencies are working temperature, accelerating admixture, or a supplementary
to reduce this disruption by using high early strength (HES) cementitious material such as silica (Fu and Larmie, 2005;
concrete for paving and rehabilitation (Weiss et al., 2019). Taylor et al., 2007). Using these admixtures can greatly
This is a commonly used material that decreases reduce closure time, however, there are potential
construction time for new or rehabilitated concrete disadvantages that can reduce pavement life if these
pavement, with competing closure times when compared to materials are used incorrectly. Despite the desire for less

Table 1 e HES state specifications (Zayed, 2018).

State Age for opening (h) Minimum Minimum flexural Other
compressive strength strength for
for opening, MPa (psi) opening, MPa (psi)
AR 6.0 13.8 (2000)
CA 8.0 2.8 (400)
CO Contractor specified 20.7 (3000) 4.5 MPa (650 psi) flexural strength at 28
days
DE Contractor specified 13.8 (2000)
FL Contractor specified 11.0 (1600)
GA <4.0 20.7 MPa (3000 psi) compressive strength
at 3 days
IL 4.0e8.0 24.1 (3500)
KS 4.0e6.0 24.1 (3500)
MD 12.0 17.2 (2500)
MI 8.0 2.0 (290)
MN 12.0
MO 4.0 24.1 (3500)
NJ 6.5 2.4 (350)
NY Contractor specified 20.7 (3000)
NC Contractor specified 17.2 (2500)
OH 4.0 2.8 (400)
PA <7.0 8.3 (1200) 10 MPa (1500 psi) compressive strength at
7 h, 20.7 MPa (3000 psi) at 3 days
TX 24.0 2.9 (490)
VA Contractor specified 17.2 (2500) 4.1 MPa (600 psi) flexural strength at 28
days
WA Contractor specified 17.2 (2500)
WI 8.0 20.7 (3000)
 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303 293

traffic closure, contractors must also use caution when Federal Highway Administration (FHWA) suggests multiple
loading a newly constructed pavement as opening tests to check pavement performance when using HES con-
prematurely can lead to structural damage that reduces crete (Wilson and Weiss, 2020). These tests can include
long-term performance (Antico et al., 2015; Freeseman et al., strength development, durability, early stiffening, shrinkage,
2016a). or temperature. Since HES pavements should be monitored
The opening criteria for HES pavements are usually based constantly due to fast strength gains, non-destructive
on concrete strength, which relates to the ability of the methodologies for in-situ determination of strength gain can
pavement to carry the expected traffic loads. Generally, to be greatly beneficial. Non-destructive testing presents many
open to traffic, the flexural strength must be greater than the benefits for determining concrete strength in recently
maximum stress induced by the traffic load (Kumara et al., constructed HES pavements. In addition to the non-
2006). Each state has different strength requirements to destructive character, these types of tests usually provide
open to traffic, as shown in Table 1. Most states depend on multiple sets of data in a fast manner making it a very
compressive strength for opening criteria with some states attractive solution for timely HES early-opening decision
(only 5) opting for flexural strength criteria. The minimum making.
compressive strength required to traffic opening ranges This paper proposes the use of non-destructive methods to
between 8.2 MPa (Pennsylvania) and 24.1 MPa (Illinois, facilitate and expedite onsite concrete strength determination
Kansas, and Montana) with an average of 17.2 MPa (Zayed, for early-opening decision making. An onsite comparative
2018). For flexural strength, the minimum requirements evaluation of ultrasonic tomography with a more established
range between 2.0 (Michigan) and 2.9 MPa (Texas) (Zayed, non-destructive method for strength estimation (maturity)
2018). The age required to open to traffic ranges between was conducted during the critical first 24 h of construction of
less than 4 h (Georgia) and 24 h (Texas) (Zayed, 2018). an HES concrete pavement section.
Commonly, the age requirement is secondary to the
strength criteria; most pavements can open to traffic when
the strength criteria is met regardless of the time passed
since construction. Several states also have other 2. Non-destructive testing for in-situ
requirements outside the minimum traffic opening criteria determination of HES concrete pavement
that must be met for the project to be considered successful. strength
If concrete strength is not reached by the specified times,
contractors may face costly penalties (Wilson and Weiss, One of the most popular non-destructive testing for opening
2020). decision making in concrete pavements is maturity. Maturity
Regardless of which strength (compressive or flexural) is estimates strength development by determining strength as a
considered by the state agencies, the procedure that involves function of age and temperature history which allows for
casting separate specimens cannot perfectly account for the direct monitoring of the pavement without the need of sepa-
effect of placing, compacting, or curing for in-situ pavement rate sampling during construction (Hsu et al., 2002). Maturity
(Hsu et al., 2002; Mancio et al., 2004). This is because considers the hydration reactions between cement and
companion specimens are created by hand with different water which are exothermic. The amount of heat released
boundary conditions and are kept in a stable environment. by the mixture during the hydration process is an indicator
While attempts are made to replicate the field conditions a of the amount of hydration products. To record the
pavement experiences, it is not feasible to reproduce them hydration reactions through temperature data, temperature
exactly in a laboratory environment. In addition, labor and sensors are placed in the concrete slab at specific depths to
equipment for both methods can be costly and may be collect data as the concrete sets. This data is then used to
impracticable for onsite testing. This is problematic for use develop a unique maturity curve resulting in a strength-
on HES concrete because strength testing is performed every maturity relationship to be used to estimate strength (Carino
few hours instead of over a period of days like conventional and Lew, 2001; Crovetti and Khazanovich, 2005). The
concrete. Preparation, storage, and testing of specimens is correlation between the heat generated by the mixture and
also a highly physical activity for workers. Another issue the developed strength allows for easier strength monitoring
with destructive strength testing is the high potential for for future use of the same concrete mixture without the
variability. Number of replicate specimens tested, variability need for destructive testing.
between operators, and lack of commonality between the Extensive pre-construction laboratory work is necessary to
pavement and specimen curing conditions can affect the develop the strength-maturity relationship for the concrete
consistency between the measured strength of the mixture design. The relationship is unique for each mixture
specimens and the actual strength of the in-situ pavement becoming invalid if the mixture is altered. Therefore, new
(ASTM, 2018, 2020). The pavement may also have strength relationships should be established for each new mixture. The
variability within itself due to small environmental, mixture, standard for maturity, ASTM C1074, requires that a minimum
or placement differences that companion test specimens of fifteen concrete cylinders should be used to develop the
would most likely ignore. Variability associated with relationship over 28 days (ASTM, 2013). Despite the increased
destructive testing have been accepted as unavoidable, but prerequisites, once maturity is properly calibrated, variability
attempts should be made to minimize it where possible. in predicting strength development is reduced when
Due to the higher potential for last minute mixture compared to destructive methods (Okamoto and Whiting,
changes or curing methods at the contractor's discretion, the 1994).
294 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303

Despite the general acceptance of using maturity for

Table 2 e Mixture design details (for 1 m3 concrete).
strength development estimation, there are several limita-
tions to the method. First, the method assumes that the area Parameter Value/detail
chosen for temperature monitoring is representative of the Cement (kg) 272
entire pavement. However, only a few slabs and positions can Pozzolan (kg) 68
be monitored and strength-gain variability within the pave- Total cementitious material (kg) 340
Coarse aggregate 1 (kg) 594
ment might be missed. Maturity is also unable to evaluate the
Coarse aggregate 2 (kg) 180
effect of curing conditions on moisture retention or identify
Total coarse aggregate, kg (%) 774 (47%)
errors in placement, consolidation, or curing (Freeseman Fine aggregate, kg (%) 525 (32%)
et al., 2016a). Another major limitation, as mentioned before, Total water (kg) 107
is that if the mixture is modified on site, the strength- Admixture Air entrainer, water reducer,
maturity relationship is no longer valid. This is especially superplasticizer
critical with HES pavements because the mixture design or w/c by weight 0.31
Unit weight (kg/m3) 2290
curing method is often modified at the contractor's discretion.
Slump (mm) 196
Any last-minute modification to make the mixture more Air content (%) 9.7
workable, might also discredit the maturity relation previ-
ously established (Wilson and Weiss, 2020).
Maturity also assumes that there is continued hydration 2011). The shear wave velocity is then calculated as the time
within the concrete (Wilson and Weiss, 2020). The use of a low it takes for the shear wave to return to the device after
water-cement ratio in an HES mixture does not guarantee this traveling through the pavement depth. The entire process
will occur and can cause maturity to overestimate strength only takes a few seconds for each scan and the device is
development and degree of hydration. Other studies have portable so that any area of the pavement can be evaluated.
observed many inconsistencies in the accuracy of strength The shear wave velocity can then be used to estimate
estimation using maturity. Mancio et al. (2004) found that concrete properties such as Young's modulus, Poisson's ratio,
while estimated early-age strength for conventional and density (Cho et al., 2007).
concrete was similar to measured, estimated strength for The shear wave velocity can be analyzed to find differences
HES concrete was consistently higher. Whereas a study by in material stiffness and properties or to locate damage
Okamoto and Whiting (1994) concluded that maturity has (Hoegh and Khazanovich, 2012; Hoegh et al., 2011). For this
the potential to significantly underestimate very early age test, the aggregate source must be consistent through
strength but will become more accurate after about 8 h of calibration and monitoring. Shear wave velocity is closely
curing. Nadhini and Karthikeyan (2021) observed related to the Young's modulus of concrete and is therefore
inconsistencies (both over- and under-estimating of related to concrete strength (Cho et al., 2007). Using the
strength) depending on mix type and maturity functions relation between Young's modulus and concrete strength,
used. These shortcomings of maturity have led to a search Cho et al. (2007) developed a strength gain model for
for ulterior non-destructive methods that are able to conventional concrete based on shear wave velocity and
overcome the limitations. location on the pavement. For HES concrete, Domingo and
Alternative non-destructive tests have been developed to Hirose (2009) found that ultrasonic pulse velocity correlates
monitor strength gain externally allowing for measurements better than compressive strength to flexural strength. Pulse
at any point on the concrete slab. A few examples of the velocity was also successfully correlated to compressive
external these methods are ultrasonic tomography, ground strength and used to accurately monitor early strength
penetrating radar, electromechanical impedance, and (Domingo and Hirose, 2009; Okamoto and Whiting, 1994).
sounding methods (Crawford, 1997; Freeseman et al., 2016b).
Each method measures pulse velocities of certain waves as
they travel through the pavement depth. These methods are 3. Materials and methods
commonly used to estimate concrete properties or locate
damage (Crawford, 1997). The concrete strength development of an HES mixture was
For this project, shear wave-based ultrasonic tomography evaluated using non-destructive testing in an experimental
was used to directly analyze concrete pavements with a focus section. The project consisted of a single lane within a work
on strength-gain determination. This method is known to have vehicle parking lot for Golden Triangle Construction Company
a lower variability than other nondestructive tests because it is in Imperial, PA. The HES mixture was designed to meet stan-
unaffected by moisture or constraint conditions (An et al., 2009; dards provided by Pennsylvania Department of Trans-
Cho et al., 2007). Ultrasonic tomography allows users to evaluate portation (PennDOT) for a 7-h accelerated mix design. A
strength development and variability at multiple locations. Due summary of the mixture design is provided in Table 2. The
to the quick, reliable, and portable measurements of ultrasonic mixture included Type I/II Portland cement with Type F fly
tomography (Hoegh et al., 2011, 2013), it is an attractive option ash. The coarse aggregate was comprised of American
for measuring strength development in HES concrete Association of State Highway Transportation Officials
pavements to facilitate opening-decision making. (AASHTO) #57 limestone and AASHTO #8 sandstone, and the
The ultrasonic tomography device used in this study has fine aggregate was concrete sand.
transducers that will emit shear waves through the pavement The testing site, shown in Fig. 1, consists of a single lane of
and receive them again at the pavement surface (Hoegh et al., 3.66 m  3.66 m (12 ft  12 ft) dowelled 200-mm (8-in) thick
 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303 295

Fig. 1 e Testing site. (a) Construction. (b) Instrumentation details.

jointed plain concrete pavement (JPCP). Construction began at temperature data. The thermocouples were installed in two
7:00 a.m. on July 13, 2020. Due to the shape of the lane, the locations at slab HES1: one at slab center (TC) and another
evaluated section was constructed using fixed forms. The near the slab edge (TE). For each location, four thermocou-
curing method was a sprayed compound over the entire ples were installed: two at 25 mm (1 inch) below surface and
lane. Joints were sawed approximately 6 h after paving. the other two at mid-depth (Fig. 2(a)). Temperature data
Three slabs from the lane were monitored (HES1, HES2, and collection began immediately after concrete placement
HES3). Slab HES1 was monitored at the slab center (TC) and using a CR 3000 datalogger manufactured by Campbell
edge (TE) using both maturity and ultrasonic tomography. The Scientific®. Slab temperature was recorded at 5-min
latter was also used for measurements at each slab increments. Temperature sensors were also placed in the
cornerecorner left north (CLN), corner right north (CRN), cast concrete cylinder specimens (Fig. 2(b)). This allowed
corner left south (CLS), and corner right south (CRS). Moni- for temperatures of both the slab and laboratory specimens
toring several locations for each testing method allowed to be monitored. The temperature data collected was then
strength-gain variability within the slab to be evaluated. The used to calculate maturity of the concrete in slab HES1 and
remaining slabs (HES2 and HES3) were only monitored using in the laboratory specimens using the following equation
ultrasonic tomography. (ASTM, 2013).

MðtÞ ¼ SðTa  To ÞDt (1)

3.1. Non-destructive field testing
 
where MðtÞ is the maturity at age Dt ( C$h or C$days), Ta is the
average concrete temperature during time interval Dt ( C), To
3.1.1. Maturity
is the datum temperature ( C), and Dt is the length of time
Maturity calculations were conducted according to ASTM
increment (h or days).
C1074. Type T thermocouples were used to collect the slab

Fig. 2 e Thermocouple instrumentation. (a) Field. (b) Laboratory.

296 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303

Fig. 3 e Ultrasonic tomography. (a) MIRA device. (b) Illustration of linear array system for ultrasonic signal emission and
reception.

3.1.2. Shear wave velocity 3.2. Companion specimens

Shear wave velocity was measured using an ultrasonic to-
mography device called MIRA (Fig. 3(a)). Since MIRA scans do Compressive strength testing was performed to correlate the
not require permanent instrumentation, scans were results of the nondestructive testing to concrete strength. In
performed near the maturity sensor placement as well as accordance with ASTM C39, 100 mm  200 mm (4 inch  8
several other locations on the slab (CLN, CRN, CLS, CRS, TE, inch) companion cylinders were made using the paving con-
and TC), as shown in Fig. 1. This version of MIRA, provided crete from the HES1 slab. The curing conditions for the cyl-
by the FHWA, uses a high frequency shear wave of inders were similar to that of the curing condition for the HES
50,000 Hz. Transducers located on the bottom of the device slabs. Maturity measurements were performed on three cyl-
emit and receive signals from 48 dry point contact inders according to ASTM C1074. Compression testing was
transducers arranged in 12 linear array channels (Fig. 3(b)). performed after 3, 5, 7, and 24 h.
No surface preparation is needed before scanning. When the
device is placed on the pavement surface, the generated
shear waves propagate through the pavement depth and
4. Results
return to the transducers. Any pavement distresses, changes
in material, or other discontinuities are revealed in the
4.1. Maturity and shear wave velocity development
measured shear wave velocity. The reflected shear waves
are recorded, stored, and analyzed for every scan in 66
Fig. 5 presents average slab shear wave velocity and the
signal time histories.
maturity measured for the slab and cylinders over time. For
All measurements were performed in calibration mode for
maturity (Fig. 5(a)), both field and laboratory conditions have
this study, so the calculated shear wave velocity and subsur-
a linear relationship with time. During the first 24 h,
face reconstruction of the pavement cross section is included
maturity in the cylinders and the field are similar meaning
in the MIRA report. While other studies have used the sub-
that the concrete strength development in both conditions is
surface reconstruction to determine slab thickness, dowel bar
equivalent. From the second day on, the slab had steeper
locations, or internal damage (Choi et al., 2016; Freeseman
increase in maturity. The construction was carried out in a
et al., 2018; Hoegh et al., 2011, 2012, 2013; Salles et al., 2017,
2019; Vancura et al., 2013), this analysis will only use the
shear wave velocity.
Ultrasonic testing began on the day of construction as soon
as the concrete hardened enough to allow placing the device
on the slab surface. This occurred approximately 3 h after
placement (Fig. 4). Due to the rapid set of the concrete and the
short time intervals between scans, only one slab was
evaluated for the first 24 h. After the concrete gain enough
strength to support weight, measurements were taken every
15 min for 1 h. Measurements were then performed every
30 min for 3 h and, finally, every hour for the remainder of
the workday. Scans were taken twice at each location (Fig. 1)
for each time increment. Scans were taken away from
where the dowel bars were located at the corners and edge
to avoid interference. Fig. 4 e Ultrasonic testing.
 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303 297

Fig. 5 e Testing results. (a) Slab and laboratory (cylinder) maturity over time. (b) Slab shear wave velocity and over time.

Pennsylvania summer with daily average temperatures of compressive strength test show that the developed mixture
30  C for several days following construction. This would design meets both these requirements.
explain the increased field measurements for maturity since Fig. 7 presents the relationship between compressive strength
maturity is the cumulative effect of temperature. gain and the non-destructive testing results for the first 24 h after
Shear wave velocity develops in two well-defined stages concrete placement. Slab shear wave velocity can be used in
(Fig. 5(b)). In the first 24 h after concrete placement, velocity correlation with cylinder strength because the average
increases drastically, doubling within a 5-h period of time. In maturity obtained using the thermocouples in both slab and
the remaining days, it increases more gradually becoming cylinders is the same during this period. Compressive strength
almost stable at around 2400 m/s. correlates well with both maturity and shear wave velocity
Fig. 6 shows MIRA measurements exemplifying shear wave with the latter presenting an almost perfect correlation.
velocity development over time. Approximately 3 h (Fig. 6(a)) However, for the crucial 7 h time window, maturity has a
after concrete placement, the shear wave velocity is tendency to underpredict compressive strength in this case.
extremely low. Concrete hardens faster at the top of the slab
and the ultrasonic signal captures some reflections due to
4.3. Effect of variability
this heterogenous hardening process. Within the next 2 h
following this (Fig. 6(b)), the shear wave velocity has
Concrete strength gain is a non-uniform process causing
increased considerably and the slab/base backwall is now
different sections of the same structure to have varying strength
visible but with a weak intensity. After 1 day (Fig. 6(c)), the
levels. The same is true for concrete pavements which impacts
material completes the majority of its hardening process,
early-opening decisions. Significant internal variability can be
shear wave velocity is established, and the slab/base
caused by improper placement or mixing (Saremi and Goulias,
backwall is clearly marked.
2020). While improper construction can be avoided, there will
still be slight variability simply due to location within the slab
or minor environmental effects such as shade. Fig. 8(a) shows
4.2. Compressive strength development shear wave velocity variability in the same slab (HES1) taken
in six different positions. Results indicate that shear wave
Table 3 Provides the strength testing results. PennDOT velocity variability is substantial in the first hours after
standard requires that HES concrete must reach 10.4 MPa construction showing that the slab gains strength at different
(1500 psi) compressive strength in 7 h, and 20.7 MPa (3000 rates depending on the location. This can occur for many
psi) compressive strength in 72 h. The results of the reasons. Small variations in concrete mixture, densification,
298 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303

Fig. 6 e Development of concrete pavement subsurface and shear wave velocity over the first 27 h after construction. (a)
3.5 h. (b) 5.5 h. (c) 27 h.

and curing conditions may cause non-uniform rate of device access and time schedule, only one slab was able to
hydration. This initial and significant variation presented a be consistently measured in the first 24 h. The remaining
maximum difference in shear wave velocity measured in the two slabs monitoring began after 24 h and was regularly
same cycle of 21%. After 24 h, the variation fell to a maximum monitored over 14 days. The maximum shear wave velocity
of 5%. Nevertheless, these small variations have an impact on difference between slabs HES1 and HES3 was 7%, in a
strength variation as will be shown later. similar order of magnitude as seen for different positions
Fig. 8(b) in a different scale, shows shear wave velocity within a single slab for slab HES1. These three slabs were
variability in different slabs. Due to the limited ultrasonic paved using the same concrete and methodology 5 min
apart confirming that concrete strength gain varies in other
slabs. These variations can occur due to differences in
placement and mixing which are more prone to happen for
Table 3 e Measured compressive strengths.
manual construction using fixed-forms as was the case for
Test time (h) Average, MPa (psi) Standard
this experimental section. In addition, small variations in
deviation, MPa (psi)
temperature, presence of shade (part of HES1 was shaded)
3 0.86 (125) 0.11 (16) and other environmental conditions might affect results as
5 6.56 (951) 0.29 (43)
well. A large-scale field study on shear wave velocity
7 17.10 (2484) 0.50 (73)
24 25.20 (3658) 0.88 (128)
variation in continuously reinforced concrete pavements
correlated differences in shear wave velocity with long-
 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303 299

Fig. 7 e Relationship between compressive strength gain and the non-destructive testing results. (a) Concrete compressive
strength and shear wave velocity. (b) Concrete compressive strength and maturity.

Fig. 8 e Shear wave velocity variability. (a) In different positions within a single slab. (b) In different slabs.
300 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303

Table 4 e Hourly predicted compressive strength based on maturity and shear wave velocity.
Time (h) Slab maturity based Slab shear wave velocity based compressive Lab compressive strengh (MPa)
compressive strength (MPa) strength (MPa)
5 6.56 (5.2 h)

6 6.56 (5.2 h)

7 17.13 (7.85 h)

8 17.13 (7.85 h)

term performance (presence of distresses) (Salles et al., 4.4. Effects on early-opening decision making
2021).
For maturity testing to be able to detect both variations For this project and concrete mixture, the following relation-
within a single slab and between other slabs it would be ship was established between compressive strength and the
necessary to install a large number of sensors in several loca- results of the non-destructive testing (shear wave velocity and
tions prior to construction. There would also be the need for maturity).
recording and interpreting the temperature data in a short
period of time. Both actions are impractical for most pavement fc ¼ 11:493 lnðMðtÞÞ  52:018 R2 ¼ 0:96 (2)
construction projects due to their expensive and time-
consuming characters. fc ¼ 0:043e0:002751SWV R2 ¼ 1:00 (3)
 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303 301

where fc is concrete compressive strength (MPa), and SWV is regarding the HES mix and other design parameters unique to
shear wave velocity (m/s). each project. The methodology presented here can be easily
Maturity and shear wave velocity estimations of the and quickly replicated for other mixes. In addition, since the
compressive strength were compared against the compres- ultrasonic tomography was able to finely capture concrete
sive strength measured in the laboratory 5e8 h after paving. strength gain variations, the device can also be used to study
Table 4 provides the average measurements at each location the causes and potential impacts that these variations might
of testing, as shown in Fig. 1. have on pavement performance.
At 5 h after paving, maturity and shear wave velocity based
compressive strengths are similar to each other and to the
measured compressive strength. From 6 h on, maturity based Conflict of interest
compressive strength is conservative. Shear wave velocity
based compressive strength shows a significant increase be- The authors do not have any conflict of interest with other
tween 5 and 6 h. For 7 and 8 h testing, the shear wave velocity entities or researchers.
based compressive strength is similar to the laboratory spec-
imen measured after 7.85 h. Using the average of all mea-
surement locations and linearly interpolating to 7.85 h, Acknowledgments
maturity predicts 12.9 MPa and shear wave velocity predicts
17.0 MPa. When compared to the laboratory specimen The authors would like to thank Golden Triangle Construction
compressive strength of 17.13 MPa, shear wave velocity more for allowing the testing in their facilities; specially to Ryan
accurately estimates compressive strength, while the matu- Pendeville for helping with the laboratory testing as well as
rity approach remains conservative. Charles Donnelly, Nathaniel Buettner, Haoran Li, and Zhe
Overall, shear wave velocity provides a better estimate of Wan from the University of Pittsburgh for the help during the
the early age strength of the HES concrete than maturity. The tests. Special thanks to the FHWA Concrete Mobile Lab for
drastic increase shown in the shear wave velocity based providing the ultrasound tomography device, MIRA, and
compressive strengths between 5 and 6 h also shows how maturity meter. This work was supported by the by the Uni-
sensitive measurements are within the first 24 h after con- versity of Pittsburgh Center for Impactful Resilient Infra-
struction. Moreover, shear wave velocity better captures the structure Science and Engineering (IRISE) and the University
variation of compressive strength within the slab. It can be of Pittsburgh Anthony Gill Chair.
seen that the different locations within the slab have different
rates of strength gain. Due to the portability of ultrasonic to-
mography, it is also possible to monitor more locations to references
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Standard Test Method for Flexural Strength of Concrete
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Katelyn Kosar graduated from West Virginia
Hoegh, K., Khazanovich, L., Yu, H.T., 2012. Concrete pavement
University in December 2017 with a bachelor's
joint diagnostics with ultrasonic tomography. Transportation
degree in civil and environmental engineer-
Research Record 2305, 54e61.
ing. Katelyn first pursed her PhD in civil en-
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gineering at the University of Miami and her
subsurface joint deterioration blind test comparison of
studies included the applications of bio-
ultrasound array technology with conventional nondestructive
polymers and its effect on the mechanical
methods. Transportation Research Record 2367, 3e12.
properties of concrete. Katelyn is now
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continuing her degree at the University of
Concrete Final Report. New Jersey Institute of Technology,
Pittsburgh with a research focusing on several
Newark.
aspects of pavement engineering including
Kumara, M.W., Tia, M., Bergin, M., et al., 2006. Evaluation of early
fracture mechanics, non-destructive testing, and early age concrete
strength requirement of concrete for slab replacement using
pavements. Katelyn is active in the American Society of Civil Engi-
accelerated pavement testing. Journal of Transportation
neers and a member of International Society of Concrete Pavements.
Engineering 132 (10), 781e789.
Mancio, M., Harvey, J.T., Ali, A., et al., 2004. Evaluating of the
Maturity Method for Flexural Strength Estimation. UC Davis
Partnered Pavement Research Center, Davis. For the past 10 years, Dr. Lucio Salles de
Nadhini, K., Karthikeyan, J., 2021. The early-age prediction of Salles has worked in the field of pavement
concrete strength using maturity models: a review. Journal engineering with special focus on design
of Building Pathology and Rehabilitation 6 (1), https://doi.org/ and performance of long-term durable con-
10.1007/s41024-020-00102-1. crete pavement solutions and on non-
Okamoto, P.A., Whiting, D., 1994. Use of maturity and pulse destructive methods for rapid, efficient, and
velocity techniques to predict strength gain of rapid concrete reliable concrete pavement evaluation. He
pavement repairs during the curing period. Transportation developed research for the Minnesota and
Research Record 1458, 85e90. Pennsylvania departments of Trans-
Salles, L.S., Balbo, J.T., Khazanovich, L., 2017. Non-destructive portation, the Oak Ridge National Labora-
ultrasonic tomography for concrete pavement evaluation: tory and other institutions. He earned his
signal processing and image analysis of crucial parameters. doctorate degree in transportation engineering from the Univer-
IBRACON Structures and Materials Journal 10 (6), 1182e1191. sity of Sao Paulo and acted as an adjunct professor in two of the
Salles, L.S., Khazanovich, L., Balbo, J.T., 2019. Non-destructive top 10 civil engineering programs in Brazil, where he also worked
evaluation of crack initiation and propagation in in the paving industry. Currently, he is an assistant professor at
continuously reinforced concrete pavements. Transportation the Department of Civil Engineering Technology, Environmental
Research Record 2673, 375e385. Management and Safety, Rochester Institute of Technology (RIT).
Salles, L.S., Conway, R., Khazanovich, L., et al., 2021. Non- Prior to joining RIT, Dr. Salles was a postdoctoral associate at the
destructive ultrasonic evaluation of construction variability University of Pittsburgh. His work was the recipient of the Eldon J.
effect on concrete pavement performance. International Yoder Award for Outstanding Paper of the 12th International
Journal of Pavement Research and Technology 14 (3), 385e396. Conference on Concrete Pavements in 2021.
 J. Traffic Transp. Eng. (Engl. Ed.) 2023; 10 (2): 291e303 303

Dr. Naser Pourakbar Sharifi received his BSc projects sponsored by the National Science Foundation, Depart-
degree in 2009, and his MSc degree in 2011. ment of Energy, National Academy of Science, Federal Highway
He also received his PhD degree from the Administration, and state transportation agencies with funding
Department of Civil and Environmental En- more than $11 million. She is a current member of University of
gineering at Worcester Polytechnic Institute, Pittsburgh Senate Elections Committee and the Transportation
MA, USA in 2016. Dr. Sharifi's research in- Research Board Representative. Dr. Vandenbossche is a founding
terests include sustainability of infrastruc- member of the Center for Impactful Resilient Infrastructure Sci-
ture, novel construction and pavement ence and Engineering (IRISE). Her papers received awards from the
materials, and concrete technology. He has Transportation Research Board and American Society of Civil
worked on research projects supported by Engineers.
Federal Highway Administration, Pennsyl-
vania Department of Transportation (DOT), Michigan DOT, and
Pitt IRISE. Dr. Sharifi has over 22 publications in archival journals
and conference proceedings. Dr. Sharifi is a registered profes- Over the past 25 years, Dr. Lev Khazanovich
sional engineer (PE-civil structural). has been involved in various aspects of
pavement research, design, and evaluation,
including performance prediction modeling,
non-destructive testing, and finite element
Julie Vandenbossche, PhD, PE, is a professor modeling. During development of the
of civil engineering at the University of AASHTO Mechanistic-Empirical Pavement
Pittsburgh. Her primary research interests Design Guide, he served as a member of
are in the areas of concrete pavements, Rigid Pavement Leadership Team respon-
predictive performance modeling, concrete sible for structural modeling of rigid pave-
fatigue, and dowel bar performance. Dr. ments and overlays, development of neural
Vandenbossche is a recognized expert in networks to predict critical structural responses, subgrade char-
structural modeling, evaluation, and per- acterization procedures, and development of faulting prediction.
formance prediction of concrete pavements. His papers have received awards from the Transportation
She served as a principal or co-principal Research Board and International Society for Concrete Pavement.
investigator on many high-profile research