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Throughout the beginning of the first semester, polymer concrete samples and components were received. Once all the materials were received and appropriate preparation steps were taken such as waxing of molds, preparation of mixer and laying of plastic, mixing began.
The first batch of concrete mixed was the MMA Polymer Concrete, which was donated by Transpo Industries Inc. The liquid component of the MMA concrete is very dangerous and appropriate measures were taken to ensure the safety of our group members during mixing. Below is a picture of team members Elias Bermudez and Paul Durate mixing the concrete.
The second batch of concrete to be mixed was for our ordinary concrete, which will be used as our control in our testing. The samples were mixed in the TCNJ Civil Lab using the available aggregate and cement. With the completion of these two batches, and the donated polyester polymer concrete donated by Kwik Bond Polymers, our project is ready to move forward with testing. The image below displays one of the curing control concrete specimens (still in mold), a polyester sample and the MMA sample from left to right.
The following four types of polymers will be utilized to create polymer concrete to be manufactured and tested according to ASTM standards:
- Methyl Methacrylate
- Vinyl Ester
The methyl methacrylate concrete will be donated by Transpo. Industries Inc. This MMA concrete has the following composition:
Table 1: T-17 (MMA Polymer Concrete) from Transpo Industries Inc.
The polyester polymer concrete has also been generously donated by Kwik Bond Polymers. The polyester concrete and its composition can be found in Table 2.
Table 2: Polyester Concrete from Kwik Bond Polymers
The final two types of concrete will be purchased from Ergon Armor, pending budget approval. The composition of the epoxy and vinyl ester concrete can be found in Table 3 and 4 respectively.
Table 3: Epoxy Concrete from Ergon Armor
Table 4: Vinyl Ester Concrete from Ergon Armor
Before the actual design of the pedestrian bridge can be determined, the most fitting location must be chosen. By exploring this second option as a location for the walkway as seen in the Google Maps satellite image attached , the design constraints change drastically. Factors such as the elevation on each side of the road, the length across Route 29 from point A to point B change and the angle, sloping and positioning of the skyway change drastically as shown in the attached NJDOT roadway cross-section. This alternative location provides a potentially stronger and more effective connection between the local neighborhood and Waterfront Park area and new trail. The new location connects the South tip of Cooper field and merges into the trail both Northward and Southward. The location is more central and taps into a new community.
Using the data collected on September 22, 2017, transportation engineering leader, Thomas Sullivan, evaluates the numerous different ways the S. Warren and Route 29 intersection can be designed. Since there will be a walking trail replacing SB Route 29, we must choose an intersection that can hold traffic from crossing the path during certain times. One idea that may be implemented is intersection times. Since there is both a waterfront night club and baseball field, traffic must be able to get to these places. We are going to be researching the peak times for both the nightclub and baseball field.
Team Members Thomas Sullivan and Paul Duarte set up for their first car counting session. They counted cars going in all directions about the intersection of Route 29 and South Warren Street. They discovered that there is a 23% traffic volume increase after the last 5 years when going Northbound during peak hours.