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Intelligent Compaction (IC) of subgrade soil has been proposed to continuously monitor the stiffness of subgrade during its compaction. Modern IC rollers are vibratory compactors equipped with (1) an onboard measuring system capable of estimating the stiffness of the pavement material being compacted, (2) Global Positioning System (GPS) sensor to precisely locate the roller, and (3) an integrated mapping and reporting system. Using IC, the roller operator is able to evaluate the entire subgrade and address deficiencies encountered during compaction. Continuous monitoring of quality during construction can help build better quality and long-lasting pavements. However, most of the commercially available IC rollers report stiffness in terms of Original Equipment Manufacturer (OEM) specified indicator, known as Intelligent Compaction Measurement Value (ICMV). Although useful, additional tests are required to establish the correlation between these ICMV values and the resilient modulus of subgrade (M r ). Since the mechanistic design of the pavement is performed using M r , it is important to know if the design M r is achieved on the entire subgrade during compaction. This paper presents a systematic procedure for monitoring the level of compaction of subgrade in real time using intelligent compaction (IC). Specifically, the Intelligent Compaction Analyzer (ICA) developed at the University of Oklahoma was used for estimating the modulus of the subgrade. Results from two demonstration studies show that the ICA is able to estimate subgrade modulus with an accuracy that is acceptable for quality control activities during the construction of pavements.

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Electroless Ni-B (ENB) alloy coatings are extensively used due to their good tribological, physical, electrical and mechanical properties. The behaviour of coatings generally depends on the concentration of bath parameters, heat-treatment temperature, as well as heat-treatment duration. The current study was carried out to deposit coatings over steel specimens with various NaBH4 concentrations and heat-treated at various temperatures to study the significance of NaBH4 concentration as well as heat-treatment temperature on corrosion resistance of the Ni-B coatings. Ni-B coatings were heat-treated for an hour at different temperatures for example, 350°C, 450°C and 550°C. Electrochemical impedance spectroscopy (EIS) and Potentiodynamic polarization (PDP) test methods were employed to analyse the corrosion behaviour of the as-deposited as well as heat-treated coatings. The tests were conducted against a corrosive environment consisting of 3.5% NaCl solution. It was observed that the as-deposited coatings with low boron content exhibit a mixture of amorphous and nanocrystalline structures. The same gradually becomes amorphous with the rise in sodium borohydride concentration. The increase in boron content with sodium borohydride concentration in the coating bath led to the transformation of phase structure. This amorphous phase structure of as-deposited coatings further transforms into a crystalline structure upon heat treatment. This crystallinity increases with heat-treatment temperature. The as-deposited coatings show cauliflower-like surface morphology at all concentrations of NaBH4 but the same becomes a coarse-grained structure with clustered aggregates leading to a rough surface. The as-deposited coatings show better corrosion resistance behaviour compared to heat-treated ones, especially at the higher temperature.

Hundreds of bonded portland cement concrete (PCC) overlays of hot-mix asphalt (HMA) pavements are being constructed in the United States and around the world. Increasing interest in this rehabilitation method has led to a need to define further the most common forms of distresses, quantify the extent of influence of design parameters on performance, and develop rational design guidelines. This study evaluates the performance of in-service pavements to establish criteria for when reflection cracks might develop. Reflection cracking is dictated by the thickness of the PCC overlay and HMA layer, panel size, climatic conditions, and accumulated vehicle loads. When the relative stiffness of the PCC overlay and HMA layer (defined during the coldest month of the year) falls below the critical value one, reflection cracking develops. The rate of development is a function of the load-related stress in the overlay. The performance analysis of the in-service pavements also verify the benefits of joint sealing and the use of small diameter dowel bars for high volume roadway applications.