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Journal articles on the topic 'Structural sealant'

Author: Grafiati

Published: 4 June 2021

Last updated: 16 February 2022

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1

Yildirim, Yetkin. "Field performance comparison of asphalt crack-filling materials: hot pour versus cold pour." Canadian Journal of Civil Engineering 34, no. 4 (April 1, 2007): 505–12. http://dx.doi.org/10.1139/l06-143.

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One of the most important components of pavement maintenance has been the sealing of cracks. The most commonly used materials for crack sealing are hot-pour sealants, such as hot rubber asphalt. However, this material can be hazardous at high operating temperatures and is more likely to be picked up by vehicle tires if the sealant is not sufficiently adhered to the pavement. Thus, cold-pour sealants have been considered as an alternative for crack sealing purposes. This study aims to compare the performance of hot-pour rubber asphalt crack sealant and cold-pour asphalt emulsion crack sealant in five different Texas districts that experience different weather conditions. The comparison includes seven different crack sealants: three cold pour and four hot pour. Five different roads in five districts were selected for comparison of the sealants. The field study results indicate that hot-pour sealants performed better than cold-pour sealants.Key words: sealants, emulsified crack sealants, crack sealing, asphalt pavements.

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2

Masson, J. F., P. Collins, and P. P. Légaré. "Performance of pavement crack sealants in cold urban conditions." Canadian Journal of Civil Engineering 26, no. 4 (August 1, 1999): 395–401. http://dx.doi.org/10.1139/l99-003.

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Twelve bituminous hot-pour crack sealants were evaluated over four years in temperatures ranging from -40°C to +40°C. Each sealant was evaluated over 900 linear meters of transverse and longitudinal routs of 12 × 12 mm2, 19 × 19 mm2, and 40 × 10 mm2 (width × depth). Results show that sealant source, rout size, and rout orientation affected sealant performance, i.e., debonding and pull-out levels. Debonding levels were 0-50% and pull-out levels 0-30%. Sealant failure was proportional to rout width; it was lowest in 12 mm wide routs and highest in 40 mm wide routs. This result is attributed to the proportional exposure of sealants to slow moving traffic. The increase of sealant failure over time was also found to be nonlinear. Three stages were identified in the failure-time plot. In stage 1, failure is rapid; in stage 2, it plateaus; and in stage 3, it increases again. Failure in stage 1 is thought to be related mainly to a weak sealant - asphalt concrete interface, whereas that in stage 3 is thought to be related to sealant weathering and stiffening. It was also found that standard test results correlate poorly with field performance.Key words: pavement, crack sealing, sealant, performance, cold weather, failure.

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3

Masson, J. F., Peter Collins, Sladana Bundalo-Perc, John R. Woods, and Imad Al-Qadi. "Variations in Composition and Rheology of Bituminous Crack Sealants for Pavement Maintenance." Transportation Research Record: Journal of the Transportation Research Board 1933, no. 1 (January 2005): 107–12. http://dx.doi.org/10.1177/0361198105193300112.

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Bituminous crack sealants are used for the preventive maintenance of asphalt concrete pavements. The selection of a durable sealant can be difficult, however, mainly because of the lack of correlation between standard sealant specifications and field performance. Hence, an approved list of materials based on past performance is sometimes used to select sealants. However, sealant durability and performance vary over time. To investigate the effect of sealant lot variation on sealant properties, six lots of two sealants from different suppliers were analyzed for filler and polymer contents and rheological response. It was found that the difference in composition and rheology between lots can be similar to that between sealants produced by different manufacturers. Hence, sealant lot-to-lot variation can partly explain the variation in the field performance of sealants. Therefore, lists of approved products drawn from the field performance of past years are ineffective in the selection of sealants for future maintenance. The application of segregated sealants was also investigated, including assessing the effect of melter stirring on sealant homogeneity and measuring the segregation of sealant upon cooling. It was found that sealants do not segregate after their application and subsequent cooling and that a rapid circumferential stirring of 25 revolutions per minute in the heating kettle allowed for the remixing of a segregated sealant.

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4

Masson, J.-F., P. Collins, D. Perraton, and I. Al-Qadi. "Rapid assessment of the tracking resistance of bituminous crack sealants." Canadian Journal of Civil Engineering 34, no. 1 (January 1, 2007): 126–31. http://dx.doi.org/10.1139/l06-120.

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The bituminous sealants used in the preventive maintenance of pavements sometimes deform (track) under the action of passing vehicles. In summer, this is the prevalent mode of sealant failure. To assess the propensity of a sealant to deform in summer, a standard flow test is used, but the imprecision in the results has prevented any correlation with field performance. Two methods were evaluated in an attempt to find an alternative means of assessing deformation. The first method relied on the use of the French rut tester, and the second method relied on the use of a Taber abraser. The first method was found to be inappropriate to test sealants because of its severity, but the second method proved promising. The Taber abraser allowed for the measurement of sealant displacement at various temperatures and for distinguishing the deformation propensity of sealants.Key words: pavements, roadways, maintenance, sealants, sealing, specification, testing, performance.

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5

Muntean, Alexandrina, Sorina Sava, Sarosi Codruta, Marioara Moldovan, Mariana Pacurar, and Ada Gabriela Delean. "Assessment of Water Sorption, Solubility and Interface Properties for Two Different Pit and Fissure Sealants." Materiale Plastice 57, no. 3 (September 30, 2020): 81–88. http://dx.doi.org/10.37358/mp.20.3.5382.

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The purpose of modern dental medicine is to prevent dental caries and promote minimally invasive techniques at the expense of invasive methods. Dental sealants are largely recommended for occlusal surfaces protection, but concerns are related about microleakage at material-enamel interface. This in vitro study aimed to investigate the association between chemical structure, sealing capacity and marginal infiltration for 2 fluoride F containing commercially available resin-based sealants: Pit&Fissure� Sealant (DMP) and Fissurit FX� (Voco) in order to achieve a better description and ensure adequate material selection in every day practice. An optimal resin-based sealant should mimic the structural, physical and mechanical characteristics of enamel. The main difference between the sealing materials tested is based on the amounts of inorganic filler and on the various shapes of the particles in the filler. Pit&Fisure� Sealant express less attachment at enamel interface, higher sorption and greater water solubility, when compared to Fissurit FX�. The better sealing capacity of Fissurit FX� can be described by the homogeneity of the material and the very small size of the inorganic fillers. Dental materials properties used as pit and fissure sealants are sensitive to mechanical, thermic and chemical stress from oral cavity. Regular dental check-up can detect the presence and integrity of sealant and ensure preventive effect in time.

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6

Sawalha, Mohammed, Hasan Ozer, Imad L. Al-Qadi, and Hengxiao Xue. "Development of a Modified Adhesion Test for Hot-Poured Asphalt Crack Sealants." Transportation Research Record: Journal of the Transportation Research Board 2612, no. 1 (January 2017): 85–95. http://dx.doi.org/10.3141/2612-10.

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Crack sealing is a maintenance technique commonly used for cracks and joints to prevent moisture infiltration into pavements. Crack sealing materials should possess adequate adhesive and cohesive properties to remain intact in the cracks or joints, depending on the environment and pavement conditions in which they are installed. Adhesion failure is the most common failure mechanism and occurs mostly because of the poor adhesion capacity of sealants as well as the installation quality. Various standard laboratory tests are currently used to evaluate the adhesive properties of sealants to predict their field performance. These tests, however, either lack correlation with the field performance or have not yet been validated. This paper introduces the development of an adhesive prediction test: the modified crack sealant adhesion tester (modified CSAT). The modified CSAT is an improved version of the existing CSAT standard (AASHTO TP 89) and showed consistent results between specimens with sufficient repeatability. In addition, the modified CSAT was successful in capturing the effect of temperature changes and aging on the adhesion capacity of sealants. The adhesion test results were compared with the performance of the same sealants installed at different test sites. The correlation between the adhesion loads obtained in the laboratory was consistent with the sealant field performance.

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7

Fried, Andrew, Haritha Malladi, and Cassie Castorena. "Impact of Crack Sealant on Pavement Skid Resistance." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 7 (June 2, 2019): 362–70. http://dx.doi.org/10.1177/0361198119849590.

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Crack sealing is often a cost-effective preventive maintenance strategy for prolonging pavement service life when applied to pavements in relatively good condition. Crack sealing is generally ineffective for extending the life of heavily cracked pavements. However, crack sealing is often applied to pavements with extensive cracking. The application of crack sealing to pavements with extensive cracking can pose a skid resistance hazard. This study investigates the relationship between the amount and distribution of crack sealant application and pavement skid resistance. Locked-Wheel Skid Tester (LWST) testing was conducted on several pavement projects in North Carolina, United States, with varying amounts and patterns of crack sealant. Images of the locations of LWST testing were obtained and processed to determine the percentage of the pavement surface area covered by crack sealant. A relationship between the percentage of the wheel path covered by crack sealant and LWST results was established that demonstrates the application of high amounts of crack sealant to the wheel path can pose safety hazards. The effect of crack sealant on pavement skid resistance is a function of the existing pavement’s frictional characteristics. The results of this study highlight the need for the development of crack sealant specification provisions to avoid the loss of skid resistance.

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8

Pan, Danguang, Kun Jiang, Xichen Zhang, and Ying Huang. "Sealant Delamination Detection of Structural Sealant Glazing Systems Based on Driving-Point Accelerance." Shock and Vibration 2020 (May 18, 2020): 1–13. http://dx.doi.org/10.1155/2020/7260438.

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The structural sealant glazing system is widely used in glass curtain wall worldwide. However, due to the aging of the sealants, cracking may form along the sides of the glass. If the panel of curtain wall arises, delamination may occur and induce failure or loss of the system. In order to detect the delamination of the sealant, in this paper, a new vibration-based damage identification method is proposed by using the difference between the predamage and postdamage driving-point accelerance (DA). This detection method would require only one acceleration sensor on a glass panel and a rubber hammer, which operates very conveniently. When the rubber hammer taps the glass panel near the acceleration sensor, the glass curtain wall panel would generate acceleration response which can be measured by the acceleration sensor. The measured acceleration responses will be used to calculate the DA and lead to a new delamination index, called relative accumulative difference of DA, which will give indications on the potential delamination of the sealant. In addition, the influence of the acceleration sensor installation position was analysed by the finite element method, and the optimal sensor location was determined to be at the intersection of the long-side quarter and the short-side quarter. Nine cases on various delamination severities were identified by the new method, as well as the natural frequency reduction and modal assurance criterion. The laboratory experiments showed that the relative accumulative difference of DA is extremely sensitive to sealant delamination. Even if delamination severity was only 6.39%, the relative accumulative difference of DA would be larger than 18%. As the delamination of the sealant progresses, the relative accumulative difference of DA increases, resulting in an effective detection method for sealant delamination of the structural sealant glazing system. The fundamental frequency reduction is suitable to identify relatively large delamination, and the modal assurance criterion of higher modes is also sensitive to sealant delamination.

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9

Kim, Jinho, Dan Zollinger, and Seunghyun Lee. "Experimental Study on the Design and Behavior of Concrete Pavement Joint Sealants." Transportation Research Record: Journal of the Transportation Research Board 2675, no. 6 (February 12, 2021): 369–79. http://dx.doi.org/10.1177/0361198121993472.

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Joints in concrete pavement are intended to provide freedom of movement in a concrete slab relative to the volumetric effects. Changes such as this can occur owing to drying shrinkage, temperature changes, and moisture differences that develop within the slab. A key reason to seal the rigid pavement joints is to prevent, or at least reduce, the amount of water from rainfall events infiltrating the pavement structure, which can ultimately contribute to subbase erosion, loss of support, and the build-up of a fine, incompressible material on the face of the joint. The strength of the joint sealant bond and stress of the interface between the sealant and the face of the joint reservoir play important roles in joint sealant failure. Thus, in this research, experimental coupling tests were conducted to investigate the geometric characteristics of the sealant/joint reservoir design. The stress–strain relationship on the interface was investigated according to its geometry, both with regard to the shape factor (SF) and the degree of curvature (DoC). The SF and DoC were evaluated through a tensile test of the joint sealant based on these geometric characteristics. Also discussed are the shape factors (SFs) of the joint sealant currently being recommended, the SF most appropriate for a narrow-width joint, and the surface finish of the joint sealant. Based on this study, the effects of sealant geometries (i.e., SF and DoC) should be considered during design and installation. Also, further research into more realistic SFs for narrow-width joints and self-leveling sealants is recommended.

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10

Gurjar, Ashok, Hyung B. Kim, Eric Moody, and Neeraj J. Buch. "Laboratory Investigation of Factors Affecting Bond Strength in Joint Sealants." Transportation Research Record: Journal of the Transportation Research Board 1627, no. 1 (January 1998): 13–21. http://dx.doi.org/10.3141/1627-03.

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An experimental program was carried out to study the factors that affect the bond of joint sealants to concrete substrate. The factors investigated included the preparation technique, aggregate type in concrete substrate, temperature and humidity during curing period, and sealant type. A series of analysis of variance (ANOVA) tests were conducted to analyze the data. This study clearly demonstrated that not all sealants are affected by the same factor and that the influence depends on the material type and interactions among the variables studied. Silicone-based sealants were found to be highly influenced by preparation type and curing temperature, whereas asphaltic-based material was significantly influenced by the aggregate type used in the concrete substrate. This suggests that the additional cost of priming may be justified because of gain in bond strength for silicone sealants. Higher substrate temperature was found to be beneficial to the asphaltic sealant materials.

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11

Al-Qadi, Imad L., Amara Loulizi, Susanne Aref, J. F. Masson, and Kevin M. McGhee. "Modification of Bending Beam Rheometer Specimen for Low-Temperature Evaluation of Bituminous Crack Sealants." Transportation Research Record: Journal of the Transportation Research Board 1933, no. 1 (January 2005): 96–106. http://dx.doi.org/10.1177/0361198105193300111.

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It is difficult to evaluate effectively the low-temperature stiffness of bituminous hot-poured crack sealants with existing test methods. The standard bending beam rheometer (BBR) was found to be inappropriate for testing soft bituminous-based hot-poured crack sealant, even at a temperature of-40°C. To address this issue, the moment of inertia of the tested beam was increased by doubling its thickness (from 6.35 mm to 12.7 mm). For the new beam dimensions, only 4% of the beam center deflection is due to shear, a value deemed acceptable for sealant evaluation and comparison. On this basis, the BBR stiffness of hot-poured sealants was obtained at several discrete temperatures between-10°C and -40°C to assess the repeatability of the method for the evaluation of the low-temperature stiffness of bituminous sealants. Ten different sealants were tested at -40°C; three of these 10 were further tested at –35°C, –30°C, –28°C, –25°C, and –20°C; and the three “hard” sealants were tested at –10°C. A minimum of three replicates were used. The coefficient of variation on the measured stiffness after 60 s of loading was always lower than 18%, with almost 75% of the measurements having a coefficient of variation less than 10%. A pairwise comparison showed that the modified BBR could be used to classify sealant products according to their measured stiffness. As to the effect of temperature, it was found that the stiffness varies exponentially with temperature in the range of –40°C to –20°C. A statistical analysis of the results indicated that the modified BBR method could be used to classify sealants based on low-temperature stiffness.

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12

Zhang, Hai Long, and Ling Quan. "Safe and Sustainable for the Structural Silicone Sealant in Ultra High-Rise Building Curtains." Applied Mechanics and Materials 238 (November 2012): 83–86. http://dx.doi.org/10.4028/www.scientific.net/amm.238.83.

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The properties of the structural silicone sealant under standard condition and after aging conditions were characterized. The results showed that the structural silicone sealant had very good ability to resist the ultraviolet in the long time. In the other aging environment conditions, the different failure time for the structural silicone sealant were appeared. The value of the maximum strength under the different mechanical aging factors obviously existed in the structural silicone sealant with different compositions. The residual strength that the attenuation ratio is more than 75% standard strength would keep the ultra high-rise building curtains safe and sustainable.

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13

Abo-Qudais, Saad A., and Imad L. Al-Qadi. "Dowel bars corrosion in concrete pavement." Canadian Journal of Civil Engineering 27, no. 6 (December 1, 2000): 1240–47. http://dx.doi.org/10.1139/l00-035.

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To study the effectiveness of sealants in reducing chlorides and water intrusion into pavement joint openings, nine 122 × 91 × 20 cm concrete slabs were fabricated. One slab was cast without a joint and was used as a control, two were cast with non-sealed joints, and the other six were cast with joints that were sealed, after the slabs were cured, with either type A (low modulus silicone) or type B (polyurethane) sealant, which are one-component rigid pavement joint sealants. Three dowel bars, used for load transfer, were installed below the joint at the mid-thickness of each slab. Two types of dowels were used: epoxy-coated and uncoated. A joint and crack beneath it were formed at the middle of the slab to simulate field conditions. To accelerate dowel bar corrosion and to examine pavement joint sealant effectiveness in abating chloride intrusion, the slabs were exposed to alternate ponding cycles of 6% sodium chloride solution (3 days of ponding and 4 days of drying). The corrosion progress was monitored by measuring corrosion current density using a three-electrode linear polarization device. Also, chloride contamination was measured by collecting powdered concrete samples from each slab at four different depths to determine the chloride concentration profile. The corrosion current density and chloride contents over a period of 18 months were analyzed. The results show that the unjointed slab has a higher resistance to chloride penetration, followed by jointed slabs sealed with type A sealant, then jointed slabs sealed with type B sealant. In addition, the performance of epoxy-coated dowel bars in abating corrosion was better than that of uncoated dowels.Key words: sealant, rigid pavement, concrete, chloride intrusion, corrosion, dowels.

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14

Shober, Stephen F. "The Great Unsealing: A Perspective on Portland Cement Concrete Joint Sealing." Transportation Research Record: Journal of the Transportation Research Board 1597, no. 1 (January 1997): 22–33. http://dx.doi.org/10.3141/1597-04.

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The general mission of most transportation agencies is to ensure a customer focus in the development and operation of a safe and efficient transportation system. The customers desire comfort, convenience, safety, and cost-effectiveness in a transportation system. Agency research must have the objectives of addressing customer-related issues and measuring benefits of importance to them. Accordingly, any joint and sealant research must answer the questions, Why do we seal? and Is it cost-effective? Joint and sealant studies of portland cement concrete (PCC) pavements must address whether joint sealing enhances total pavement performance and is cost-effective, and, if so, what sealant system should be used. The Wisconsin Department of Transportation (WisDOT) has been studying the effect of PCC joint/crack sealing on total pavement performance for 50 years. By 1967 there was substantial documentation that filling and refilling of contraction joints had no beneficial effect on pavement performance. By 1984, it was concluded that pavements with unsealed joints had better overall performance (distress, ride, materials integrity) than pavements with sealed joints. In 1990, WisDOT passed a policy eliminating all PCC joint sealing, in new construction and maintenance. This "no-seal" policy has saved Wisconsin $6,000,000 annually with no loss in pavement performance and with increased customer safety and convenience. The entire PCC sealing issue is beginning to be addressed at the national level, ensuring no false assumptions and with the customer’s needs in view.

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15

Ihara, Takeshi, Arild Gustavsen, and Bjørn Petter Jelle. "Fatigue resistance of double sealant composed of polyisobutylene sealant adjacent to silicone sealant." Construction and Building Materials 66 (September 2014): 467–75. http://dx.doi.org/10.1016/j.conbuildmat.2014.05.062.

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16

Memari, A. M., X. Chen, P. A. Kremer, and R. A. Behr. "Prediction of Seismic Failure of Silicone Sealant in Two-Sided Structural Sealant Glazing Systems." Journal of Architectural Engineering 18, no. 1 (March 2012): 16–26. http://dx.doi.org/10.1061/(asce)ae.1943-5568.0000061.

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17

Wang, Na, Juan Rong Ma, and Hai Bo Liu. "Influence of Structural Sealant on Mechanical Behavior of Hidden Frame Curtain Wall." Applied Mechanics and Materials 44-47 (December 2010): 2534–38. http://dx.doi.org/10.4028/www.scientific.net/amm.44-47.2534.

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The influence of structural sealant on mechanical behavior of hidden frame curtain wall was analyzed by using uniform negative pressure tests. The glass panel used in hidden frame curtain specimen is monolithic toughened glass. The dimension of the glass panel is 1000mm×1000mm and its thickness is 6mm. The dimensions of structural sealant in the three specimens are 9mm×8mm, 12mm×8mm and 15mm×8mm respectively. Test results indicated that the maximal principle stress and deflection of every test point increased linearly with the increasing of the uniform load from 0.5kPa to 2.0kPa. The variable regulation of maximal principle stress and deflection was not linear relation with the increasing of adhesive width. Through test and result discussion, the size effect of structural sealant on the hidden frame curtain wall system was summarized.

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18

Fath, Karoline, and Franziska Rehde. "Structural sealant glazing with architecturally designed photovoltaic modules." ce/papers 2, no. 5-6 (October 2018): 255–62. http://dx.doi.org/10.1002/cepa.928.

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19

Jang, Seok-Joon, Hyun-Do Yun, and Moon-Sung Lee. "Effects of stiffening sealant thickness on the structural performance of structural silicone glazing (SSG) sealant connections in curtain wall systems." Archives of Civil and Mechanical Engineering 17, no. 1 (January 2017): 65–74. http://dx.doi.org/10.1016/j.acme.2016.08.007.

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20

Memari, A. M., S. Fisher, C. Krumenacker, K. A. Broker, and R. U. Modrich. "Evaluation of the Structural Sealant for Use in a Four-Sided Structural Sealant Glazing Curtain-Wall System for a Hospital Building." Journal of ASTM International 9, no. 4 (April 2012): 104143. http://dx.doi.org/10.1520/jai104143.

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Nardini, Viviana, and Ulli Mueller. "Optimized Adhesive for Structural Sealant Glazing in Blast Scenarios." ce/papers 2, no. 5-6 (October 2018): 217–26. http://dx.doi.org/10.1002/cepa.924.

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22

Johnson, David R., Reed B. Freeman, and James R. Stevenson. "Cost-Effectiveness of Crack Sealing Materials and Techniques for Asphalt Pavements." Transportation Research Record: Journal of the Transportation Research Board 1697, no. 1 (January 2000): 31–40. http://dx.doi.org/10.3141/1697-06.

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Sealing or filling cracked asphalt pavements to prevent the intrusion of water into the pavement structure has long been an accepted practice of the Montana Department of Transportation. Attempts were made to establish the most economical and effective method of sealing pavement cracks for Montana and to better determine crack sealing’s role within Montana’s pavement management system (PvMS). Four experimental test sites were constructed within crack-sealing projects. The test sites included combinations of nine sealant materials and six sealing techniques. Monitoring of the test sites includes visual inspections (for all of the sites) and nondestructive structural readings and surface distress identification under Montana’s PvMS (for one test location). One expectation of the inspections is an estimation of crack sealing’s useful life. Information on project history and project methodology, including the methods used for evaluating the performance of sealed cracks, is presented. Interim conclusions are presented, most of which have been obtained from the two test sites that have been in service for 3 years. Similar performance has been observed for all materials with ASTM D5329 cone penetrations in excess of 90. In general, routing of transverse cracks improved the performance of the sealants. Routing did not appear necessary for centerline longitudinal cracks. Observations from the first year of service for the most recent installation are noted. Notably, router operators appear to prefer the shallow reservoir configuration over square reservoirs. The highest failure rates occur during the coldest period of the year, and much of this distress “heals” after exposure to the summer heat.

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23

Al-Qadi, I. L., S. H. Yang, S. Dessouky, and J. F. Masson. "Low-Temperature Characterization of Hot-Poured Crack Sealant by Crack Sealant Direct Tensile Tester." Transportation Research Record: Journal of the Transportation Research Board 1991, no. 1 (January 2007): 109–18. http://dx.doi.org/10.3141/1991-13.

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24

Modera, M. P., O. Brzozowski, F. R. Carrié, D. J. Dickerhoff, W. W. Delp, W. J. Fisk, R. Levinson, and D. Wang. "Sealing ducts in large commercial buildings with aerosolized sealant particles." Energy and Buildings 34, no. 7 (August 2002): 705–14. http://dx.doi.org/10.1016/s0378-7788(01)00120-7.

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25

Ghosh, Debaroti, Mugurel Turos, Ed Johnson, and Mihai Marasteanu. "Rheological characterization of asphalt binders treated with bio sealants for pavement preservation." Canadian Journal of Civil Engineering 45, no. 5 (May 2018): 407–12. http://dx.doi.org/10.1139/cjce-2017-0058.

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Pavement preservation is playing an increasingly significant role in maintaining our aged pavement infrastructure under severe budget constraints. One important component is the use of surface treatments based on application of sealants. Recently, a number of new products, called bio sealants, have been used to treat aging pavement surfaces. The objective of this study is to investigate rheological properties of the binders treated with these materials to understand the mechanism by which they may improve pavement performance. One plain asphalt binder and four types of sealants, two oil-based sealants, one water-based sealant, and one traditional emulsion were used in the experimental work. The results obtained using a dynamic shear rheometer and a bending beam rheometer were used to determine the changes in rheological properties and the change in performance grade. It was observed that the oil-based sealants have a significant softening effect of the control binder compared to the water-based sealants. The transverse cracking histories from field investigation were used to verify the laboratory findings.

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26

Memari, Ali M., Paul A. Kremer, and Richard A. Behr. "Seismic Performance of Stick-Built Four-Side Structural Sealant Glazing Systems and Comparison With Two-Side Structural Sealant Glazing and Dry-Glazed Systems." Advances in Civil Engineering Materials 1, no. 1 (July 2012): ACEM—2012–0002. http://dx.doi.org/10.1520/acem-2012-0002.

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27

Memari, Ali M., Paul A. Kremer, and Richard A. Behr. "Seismic Performance of Stick-Built Four-Side Structural Sealant Glazing Systems and Comparison With Two-Side Structural Sealant Glazing and Dry-Glazed Systems." Advances in Civil Engineering Materials 1, no. 1 (July 2012): 103159. http://dx.doi.org/10.1520/acem103159.

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28

Kim, Soyoung, Karam Han, Seonhoon Kim, Linganna Kadathala, Jinhyeok Kim, and Juhyeon Choi. "Strengthening Thermal Stability in V2O5-ZnO-BaO-B2O3-M(PO3)n Glass System (M = Al, Mg) for Laser Sealing Applications." Applied Sciences 11, no. 10 (May 18, 2021): 4603. http://dx.doi.org/10.3390/app11104603.

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Today, the most common way of laser sealing is using a glass frit paste and screen printer. Laser sealing using glass frit paste has some problems, such as pores, nonuniform height, imperfect hermetic sealing, etc. In order to overcome these problems, sealing using fiber types of sealant is attractive for packaging devices. In this work, (70-x)V2O5-5ZnO-22BaO-3B2O3-xM(PO3)n glasses (mol%) incorporated with xM(PO3)n concentration (where M = Mg, Al, n = 2, 3, respectively) were fabricated and their thermal, thermomechanical, and structural properties were investigated. Most importantly, for this type of sealing, the glass should have a thermal stability (ΔT) of ≥80 °C and the coefficient of thermal expansion (CTE) between the glass and panel should be 1.0 ppm/°C. The highest thermal stability ΔT of the order of 93.2 °C and 112.9 °C was obtained for the 15 mol% of Mg(PO3)2 and Al(PO3)3 doped glasses, respectively. This reveals that the bond strength and connectivity is more strongly improved by trivalent Al(PO3)3. The CTE of a (70-x)V2O5-5ZnO-22BaO-3B2O3-xAl(PO3)3 glass system (mol%) (where x = 5–15, mol%) is in the range of 9.5–15.5 (×10−6/K), which is comparable with the CTE (9–10 (×10−6/K)) of commercial DSSC glass panels. Based on the results, the studied glass systems are considered to be suitable for laser sealing using fiber types of sealant.

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29

Shuler, Scott. "Factors Related to the Appearance of Transverse Bumps in Asphalt Overlays Placed over Crack Sealant." Transportation Research Record: Journal of the Transportation Research Board 2630, no. 1 (January 2017): 128–33. http://dx.doi.org/10.3141/2630-16.

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Crack sealants often are used as a preservation tool in asphalt pavements. These sealants are placed in cracks to prevent water intrusion into the pavement foundation. Through the reduction of water intrusion, the strength of foundation layers is maintained, and acceptable pavement performance is extended. However, when a hot-mix asphalt overlay is placed on top of a pavement that contains crack sealants, a bump and additional transverse cracks sometimes occur in the new overlay asphalt. These bumps and sometimes transverse cracks are initiated during breakdown rolling and become progressively more severe on further compaction. This paper presents the results of a 5-year study designed to identify factors that related to the appearance of these bumps and consequent cracks. The results of the study indicated that vibratory breakdown rolling, pavement gradient, sealant geometry, tack coat application rate, and tack coat adhesivity were factors that contributed most to the occurrence of bumps and transverse cracks during asphalt overlay construction over crack sealants. Observations suggested that transverse bumps and consequent cracks occurred in proportion to the size of the bow wave of asphalt concrete present immediately in front of the breakdown roller. The increase in the bow-wave size depended on asphalt mixture properties, breakdown roller size, speed, vibration characteristics, and pavement gradient. Three pavement test sections also indicated that the tack coat application rate had an effect on reduction in the appearance of transverse bumps.

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30

Ennis, BC, PJ Hanhela, and DB Paul. "Organic Curing Agents for Polysulfide Sealants. III. A Mechanistic Interpretation of the Thermal Degradation of Nitrile Oxide-Cured Polysulfide Sealants." Australian Journal of Chemistry 43, no. 1 (1990): 109. http://dx.doi.org/10.1071/ch9900109.

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Sealants obtained by cure of polysulfide liquid polymers with aryl bis ( nitrile oxides) possess the thiohydroximic acid ester structural feature. Unexpectedly these materials were found to exhibit poor thermal stability: when heated at 60° they soften within days and liquefy in 3 weeks. Products obtained with excess nitrile oxide degraded faster than those produced with equimolar amounts of reagents. Interpretations considered included (A) dissociation of the thiohydroximic acid group, (B) reaction between nitrile oxide and a reactive centre in the polysulfide structure, and (c) addition of nitrile oxide to the side chain. It was shown that neither of the first two possibilities was applicable. Moreover, spectroscopic studies demonstrated that, after an initial rapid addition between nitrile oxide and thiol , a second slower reaction occurred which consumed additional nitrile oxide. Although aldehyde oximes and a- chloro oximes do not participate in such processes unless catalysts are present, thiohydroximic acid derivatives were shown to react with nitrile oxides at ambient temperature to form 1,2,4-oxadiazole 4-oxides and alkyl thiol . For the case of a polysulfide sealant the equivalent rupture of a C-S bond to form the thiol involves cleavage of the polymer backbone. Continuation of the process would lead to degradation of the sealant. These observations were supported by thermal analysis studies on the polysulfide sealants and model polymers.

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31

Ponniah, Joseph E., and Gerhard J. Kennepohl. "Crack Sealing in Flexible Pavements: A Life-Cycle Cost Analysis." Transportation Research Record: Journal of the Transportation Research Board 1529, no. 1 (January 1996): 86–94. http://dx.doi.org/10.1177/0361198196152900111.

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Pavement cracks are usually sealed to prevent water from entering base course layers. Experience suggests that water in pavement layers hastens pavement deterioration and, therefore, increases rehabilitation costs. Initially the Ministry of Transportation, Ontario (MTO), Canada, had limited success in sealing cracks because inappropriate materials and installation procedures were used. This setback during the initial stages of development in crack sealing raised questions about the effectiveness of crack sealing in reducing the rate of pavement deterioration. In the 1970s and 1980s MTO carried out several field studies to develop an effective crack sealing procedure and to study the influence of crack sealing on pavement distress and performance. The cost-effectiveness of this treatment was investigated as well. The results of the studies indicate that sealing cracks is a viable and cost-effective preventive maintenance treatment and can extend the service life of asphalt pavements by at least 2 years. However, for optimum benefits the crack sealing program must be implemented according to guidelines proposed. The guidelines provide a basis for the selection of suitable pavements and cracks, sealant materials, and application procedures.

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32

Dechwayukul, Charoenyut, Carol A. Rubin, and George T. Hahn. "Analysis of the Effects of Thin Sealant Layers in Aircraft Structural Joints." AIAA Journal 41, no. 11 (November 2003): 2216–28. http://dx.doi.org/10.2514/2.6814.

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33

Yoon, Jong-Kuk, Jung-Il Park, Kyung-Wan Koo, and Young-Sil Jang. "Structural and Physical Properties of Sealant Paste Prepared by Silica/Polymer Composites." Transactions of The Korean Institute of Electrical Engineers 61, no. 6 (June 1, 2012): 916–21. http://dx.doi.org/10.5370/kiee.2012.61.6.916.

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34

Ioannides, Anastasios M., Allen R. Long, and Issam A. Minkarah. "Joint Sealant and Structural Performance at the Ohio Route 50 Test Pavement." Transportation Research Record: Journal of the Transportation Research Board 1866, no. 1 (January 2004): 28–35. http://dx.doi.org/10.3141/1866-04.

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35

Jones, Alexander P., Richard J. Watts, Shari M. Schaftlein, and Ed Molash Molash. "Bench-Scale Tests of Dry Photocatalytic Degradation of Two Nonpoint Runoff Model Compounds." Transportation Research Record: Journal of the Transportation Research Board 1601, no. 1 (January 1997): 88–94. http://dx.doi.org/10.3141/1601-14.

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The destruction of two model petroleum hydrocarbons using a photocatalyst fixed on dry test surfaces was investigated as a basis for minimizing nonpoint hydrocarbon runoff to adjacent soils and receiving waters. The process is based on attaching photochemically active titanium dioxide (TiO2) to pavement surfaces. Hexadecane and anthracene were used as model contaminants because they are common hydrocarbon constituents of gasoline, diesel, and motor oil. Six materials containing TiO2 were evaluated for photocatalytic activity; concrete sealant and paint base were found to be the most effective materials tested. The TiO2-sealant formulations were effective in promoting the degradation of hexadecane, providing more than 99 percent removal in 48 hr. Although the TiO2-paint base formulation was less effective than the TiO2 sealant, 98.2 percent degradation of hexadecane occurred on a 50 percent TiO2-paint base surface in 72 hr. Anthracene degradation was not accelerated from the addition of the photocatalyst into the surface. On the basis of the capability of dry fixed TiO2 to enhance rates of hexadecane photolysis, a full-scale demonstration project has been initiated to evaluate the in situ destruction of nonpoint highway runoff.

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36

Masson, J.-F., and M. A. Lacasse. "Effect of Hot-Air Lance on Crack Sealant Adhesion." Journal of Transportation Engineering 125, no. 4 (July 1999): 357–63. http://dx.doi.org/10.1061/(asce)0733-947x(1999)125:4(357).

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37

Long, Allen R., and Anastasios M. Ioannides. "Drainage Evaluation at the U.S. 50 Joint Sealant Experiment." Journal of Transportation Engineering 133, no. 8 (August 2007): 480–89. http://dx.doi.org/10.1061/(asce)0733-947x(2007)133:8(480).

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38

Morian, Dennis A., and Shelley Stoffels. "Joint Seal Practices in the United States: Observations and Considerations." Transportation Research Record: Journal of the Transportation Research Board 1627, no. 1 (January 1998): 7–12. http://dx.doi.org/10.3141/1627-02.

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In recent years, states have adopted a wide variety of joint sealing practices for jointed rigid pavements, based on local experience. Over time, the adoption of quality control/quality assurance practices has resulted in decreased inspection and attention that ensure compliance with good joint seal installation practices. At this time, several agencies have adopted or are considering a policy of providing for rigid pavement joints by using a single 3-mm (1/8-in.) saw cut. Agencies are either leaving this saw cut unfilled or filling it with hot-poured sealant, recognizing that it is not effectively sealed. This practice may prove acceptable where positive drainage features are naturally occurring (coarse-grained subgrade) or where climates are very hot and dry, resulting in minimal joint movement. Other agencies continue to use established joint-sealing practices with good pavement performance results. This approach continues to be a prudent one, particularly in wet climates with fine-grained subgrade materials. Here slab-support erosion has been shown to result in accelerated deterioration of jointed rigid pavements.

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39

Sun, Yuyan, Sheng Wang, and Ziguo Wang. "Effect of adhesive interlayers on protective performance of bio-inspired building ceramic covering." Advances in Structural Engineering 23, no. 16 (July 10, 2020): 3446–55. http://dx.doi.org/10.1177/1369433220939212.

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The brick-and-mortar microstructure of nacre is usually considered as a source of inspiration for the development of strong and tough artificial materials. In this article, a nacre-inspired layered-and-staggered structural building ceramic protective covering was fabricated, and the effect of four types of adhesive materials on the ballistic performance of the protective covering was investigated through the ballistic test. The experimental results showed that under the impact of the 7.62-mm ordinary rifle bullet at a speed of 790–820 m/s, the average crater diameter in the concrete targets with protective covering was reduced by 40%–72%, and the penetration depth in the concrete was reduced by 70%–100%, compared with those of unprotected concrete targets. For the concrete targets with protective covering, that adopting the silicone sealant interlayers exhibited a smaller crater area but a maximum penetration depth, while that adopting the epoxy adhesive interlayers showed a larger crater area but a minimum penetration depth. Since the targets with the low-cost polyurethane sealant interlayers presented the smallest crater area and the shallower penetration depth, it can be concluded that the concrete with the protective covering using polyurethane sealant interlayers showed the better projectile impact resistance.

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40

Pantaleo, A., D. Ferri, D. Roma, and A. Pellerano. "Structural silicone sealant modelling for wood frames: influence of adhesion on bonding strength." Journal of Adhesion Science and Technology 27, no. 11 (June 2013): 1259–77. http://dx.doi.org/10.1080/01694243.2012.737262.

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41

Hidallana-Gamage, Hasitha D., David P. Thambiratnam, and Nimal J. Perera. "Influence of Structural Sealant Joints on the Blast Performance of Laminated Glass Panels." Journal of Performance of Constructed Facilities 29, no. 6 (December 2015): 04014151. http://dx.doi.org/10.1061/(asce)cf.1943-5509.0000646.

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42

Al-Qadi, I. L., and S. A. Abo-Qudais. "Joint Width and Freeze/Thaw Effects on Joint Sealant Performance." Journal of Transportation Engineering 121, no. 3 (May 1995): 262–66. http://dx.doi.org/10.1061/(asce)0733-947x(1995)121:3(262).

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43

Bennett, D. A., X. Feng, and S. A. Velinsky. "Robotic Machine for Highway Crack Sealing." Transportation Research Record: Journal of the Transportation Research Board 1827, no. 1 (January 2003): 18–26. http://dx.doi.org/10.3141/1827-03.

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An operator-controlled crack-sealing machine was developed and tested at the Advanced Highway Maintenance and Construction Technology (AHMCT) Research Center at the University of California, Davis. The machine, integrated onto a single truck, provides ease of operation and a simple, automated method of sealing random pavement cracks. The operator provides the machine its tasks and is the decision maker; the machine automatically performs the repetitive and dangerous tasks of mapping pavement cracks, creating seal paths for the robot, and sealing the cracks. The operator communicates with the machine through a simple user interface adjacent to the driver. This operator control approach drastically reduces the machine’s control complexity relative to fully automated crack-sealing machines. To be able to seal cracks within a full lane without intruding into adjacent lanes, a telescoping long-reach robotic arm was developed that can position the sealing head mounted to its end in a large 3.7- x 4-m (12- x 13-ft) workspace, within 0.4 mm (1/64 in.) at a traverse speed up to 1 m/s (3 ft/s). A special sealant applicator that deploys a pressurized reservoir was developed to allow high-speed and automated sealing operations. A 100-Mbps fast Ethernet and 10-Mbps wireless control network allows for distributed real-time motion control, input/output control, and machine vision. A fully object-oriented, multithreaded Internet-based software architecture allows reliable and efficient system integration and provides an interactive and responsive user interface for feature-rich and easy imaging, path planning, and system control.

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44

Anay, Rafal, Lateef Assi, Vafa Soltangharaei, Ahmed Abdulshaheed, Harry Gleich, and Paul Ziehl. "Development of a double-tee flange connection using shape memory alloy rods." PCI Journal 65, no. 6 (November 2020): 81–96. http://dx.doi.org/10.15554/pcij65.6-03.

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This study investigated the out-of-plane shear performance of a newly developed shape memory alloy (SMA) connector and a commonly used shear/alignment connector. The innovation lies in developing a durable and easily installed and maintained flange-to-flange connector between precast concrete double-tee members. The proposed connector consists of a superelastic SMA curved bolt inserted into a duct that is then cast into the precast concrete member. Two types of sealant materials were used: polyurethane elastomeric sealant and nonshrink cementitious grout. The shear/alignment and SMA connectors were tested under monotonic vertical shear. The tests were conducted on 4 ft × 4 ft × 4 in. (1.2 m × 1.2 m × 100 mm) slab specimens. The resulting capacities and associated damage were summarized. Higher stiffness and lower ductility were observed for the SMA connector with nonshrink grout compared with the shear/alignment connector with polyurethane elastomeric sealant. The average stiffnesses of the SMA and shear/alignment connector specimens were 116,681 lb/in. (20,434 kN/m) and 31,300 lb/in. (5481 kN/m), respectively. The ductility of the SMA connector was improved when using polyurethane elastomeric sealant; however, more tests should be done to confirm this behavior. The SMA rod was reused in several tests through reheating of the SMA element. The shear/alignment connector cannot be reused.

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45

Sandberg, L. Bogue. "Comparisons of Silicone and Urethane Sealant Durabilities." Journal of Materials in Civil Engineering 3, no. 4 (November 1991): 278–91. http://dx.doi.org/10.1061/(asce)0899-1561(1991)3:4(278).

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46

Hughes, Peter, Don Fairhurst, Ian Sherrington, Nathalie Renevier, Glyn Morton, Peter C. Robery, and Lee Cunningham. "Briefing: Microscopic study into biodeterioration of joint sealant." Proceedings of the Institution of Civil Engineers - Construction Materials 166, no. 5 (October 2013): 265–68. http://dx.doi.org/10.1680/coma.12.00032.

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47

Herabat, Pannapa, and Nuttapol Kerdput. "Analysis of Damage Mechanism of Reinforced Concrete Pavement Joint Sealant." Transportation Research Record: Journal of the Transportation Research Board 1958, no. 1 (January 2006): 90–99. http://dx.doi.org/10.1177/0361198106195800111.

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48

Jang, Seokjoon, Yeonjun Yun, Jonghyeon Won, and Hyundo Yun. "Effects of Repaired Thickness and Method on Adhesion Performance of Silicone Polymer Structural Sealant." Journal of Korean Society of Hazard Mitigation 16, no. 1 (February 29, 2016): 1–7. http://dx.doi.org/10.9798/kosham.2016.16.1.1.

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49

Lee, Adam D., Paul Shepherd, Mark C. Evernden, and David Metcalfe. "Measuring the effective Young’s modulus of structural silicone sealant in moment-resisting glazing joints." Construction and Building Materials 181 (August 2018): 510–26. http://dx.doi.org/10.1016/j.conbuildmat.2018.06.038.

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50

Nunes, Miguel Antonio, Charles Martin Ormsby, Vimal Patel, Ting Peng, and Andrew Boyd. "Paraffin Wax as a Sealant in Sorptivity Testing." Journal of Materials in Civil Engineering 27, no. 8 (August 2015): 04014218. http://dx.doi.org/10.1061/(asce)mt.1943-5533.0000508.

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