In recent years, investments at all levels of the United States’ government have prioritized fixing/restoring roads and bridges, but despite the recent increases in spending, investments are insufficient, with a great backlog of rehabilitation projects. To make smart design decisions and to prioritize maintenance and rehabilitation, the costs across a concrete pavement’s or a bridge’s entire lifecycle should be considered.
Patrick Colbeck, Michigan Senator and Gubernatorial Candidate, presented a proposal titled “Quality-Based Road-Funding Proposal—sustainable funding through higher-quality roads” to the state of Michigan (MI.). The proposal requests that MI. take a very deliberative approach to achieving the objectives of funding for roads and bridges in a sustainable manner, and requests to ensure that transportation taxes go to the road funding. The proposal states that these objectives can be achieved in a sustainable manner by decreasing the overall cost of maintaining our road system rather than going to taxpayers for additional funding. The key to doing so is to extend the life of our roads by building higher quality roads—that require less frequent construction projects, meaning less inconvenience for our citizens and lower total lifecycle costs for our road system. In this light, the plan features upfront temporary prioritization of spending for roads—the more funding up front, the more rapidly our budget can reap the benefits of a higher quality, lower-cost road system. Then, more funding can be migrated from roads to other state budget priorities (i.e. schools, communities, public transit, rail, etc., as well as tax relief for lower-income MI. residents).
At the request of Jeremy Minton, President-Trinity Construction Solutions, Inc., Senator Colbeck proposed that for states to get to higher-quality roads, they need to address the most frequent cause of road failure: alkali/silica reaction (ASR), which causes concrete to expand and crack when exposed to moisture over time. Concrete surfaces can deteriorate, spall and crack over time due to water, solvents, oil absorption, and freeze/thaw cycles. According to Minton, until now, there have been only short-term fixes of new cement or acrylic-modified cement for these areas because they are not water-vapor permeable. Now, there is a long-term modified Portland cement that looks like paint and is applied like paint, can be added for up to 15% additional expense, but will yield roads that last up to 4 times longer, thus reducing the total lifecycle costs. “By going beyond the traditional short-term focus of state budgets, we have worked together to develop a sustainable fix to our roads.”
This long-term modified Portland cement creates an ultra-high-performance “rubberized” concrete that may be the solution to our nation’s infrastructure crisis—in its versatility and performance and low cost. New technologies and new materials are being used to add durability, higher strengths, resilience, and longer life to bridges. Minton stated, “This material is, in our opinion, the solution to our nation’s infrastructure crisis both in it’s versatility and performance but also in it’s low cost.”
Created by coating-polymer scientists with over 60 years of combined experience in new molecular system, this ultra-high-performance “rubberized” concrete starts with a liquid that is mixed with cement and water at the job site. It creates an ultra-high-performance rubberized concrete—though not made with any type of rubber products—a nanotechnological no-stress concrete where the “rubberized phase” releases the stress while the concrete cures. This is a water-based blend of cross-linking acrylics combined with a proprietary water and solvent repellent that protects and restores concrete vulnerable to weather. It is a cementitious silica coating looks like paint, is applied in thin coats just like paint, and will not peel or flake off. The coating will provide a uniform color and make the surface look like new, repel water and oil, and be water and vapor permeable to allow the substrate to breathe. Once applied properly, it creates a new “smart surface” that has “perfect memory”.
Works quickly, saving time and money:
Minton states that there is a definite cost savings to the structure or pavement because it is applied during initial restoration/preservation; has low maintenance throughout entire life-cycle; and increases performance and life. It is a liquid that is mixed with cement and water at the job site, and is ready to use within 20 minutes. The coating cures quickly and can withstand precipitation or light traffic within one hour of application in optimal environments.
This modified Portland cement is water-based, eco-friendly (contains zero solvents), extremely adhesive, super hard, repels water and oil, is water and vapor permeable, yet breathable. The concrete increases compressive and tensile strength, is flexible in sub-freezing temperatures, and reduces heat island effect. It is also resistant to UV aging, salt treatments, mold, and mildew. It can also be colored to match existing surface
Minton said that they have been working with Patrick Colbeck, MI Senator and Gubernatorial Candidate and Shane Hernandez, MI. State Representative, to begin field testing. Approved by Kirk Stuedle, Director-MI DOT, there is currently a test area planned for bridge/overpass restoration/preservation. The city of Livonia, MI. will also begin field testing Summer 2018.
For more information, contact:
Jeremy Minton
T: 888-644-4594 | E-mail: TrinityConstructionSolutionsUS@gmail.com
Home page photo:
Cell from Keynote Presentation ,
Trinity Construction