Rigid Pavement Construction Research Articles

Experimental Study on Concrete Strength for Rigid Pavement with Marginal Aggregate

Abstract This study investigates the feasibility of using marginal aggregates in concrete mixes for rigid pavement applications. Marginal aggregates, which often fail to meet conventional standards due to issues like poor gradation and high absorption, were incorporated into seven concrete mix variations with maximum aggregate sizes of 10 mm, 20 mm, and 25 mm. The concrete mixes were tested for compressive strength, flexural tensile strength, and water penetration resistance. Laboratory tests showed that all mixes achieved the minimum compressive strength requirement of 25 MPa for rigid pavement, with the highest compressive strength of 28.81 MPa observed in the mix using 100% 25 mm aggregates. This mix also exhibited the lowest water penetration depth, indicating improved density and reduced permeability. The flexural tensile strength results, calculated using three different standards, confirmed that the mixes met the minimum flexural requirements for rigid pavement. Overall, the findings suggest that marginal aggregates can be effectively used in concrete for rigid pavement construction, provided that appropriate mix designs are employed to optimize strength and durability. This approach offers a sustainable solution in regions where high-quality aggregate is scarce.

Cost and Time Comparison Research Between Rigid Pavement and Flexible Pavement on the Temuireng-Jetis Road Section, Mojokerto District

Road infrastructure plays a critical role in supporting economic and social development, particularly in developing regions such as Mojokerto Regency. The development of roads not only enhances community mobility but also facilitates the efficient flow of goods and services. This research aims to compare the cost and construction time of rigid and flexible pavement on the Temuireng-Jetis road section in Mojokerto District. The research uses a comparative analysis approach, examining construction specifications, budget plans, and project timelines. The results indicate that rigid pavement, with an estimated cost of IDR 3,202,246,813, is more cost-efficient compared to flexible pavement, which costs IDR 4,667,881,104. Additionally, rigid pavement construction takes 119 days with 25 workers per day, while flexible pavement has a shorter timeline but higher long-term maintenance costs. This research highlights the importance of selecting the appropriate pavement type based on both initial costs and long-term efficiency. The findings provide valuable insights for policymakers and planners in Mojokerto Regency, emphasizing the need for careful consideration of material selection, maintenance, and cost efficiency in road infrastructure development. Future research should explore environmental impacts and the integration of modern computational tools to further optimize pavement design and decision-making.

An Experimental Investigation on the Effect of Incorporating Natural Fibers on the Mechanical and Durability Properties of Concrete by Using Treated Hybrid Fiber-Reinforced Concrete Application

This research explores the use of treated hybrid natural fibers—wheat straw and bamboo—as reinforcements in concrete for pavement applications. Motivated by environmental and economic benefits, the study investigates how these fibers can enhance the mechanical and durability properties of concrete. Wheat straw fibers, abundant in Ethiopia due to extensive wheat farming, help control micro-cracks and increase the tensile strength of concrete, while bamboo fibers, also locally available, reduce macro-crack propagation and improve concrete toughness. To prepare these fibers, wheat straw was cut to 25 mm in length and bamboo fibers were treated with a 5% sodium hydroxide solution before being cut into lengths of 30, 45, and 60 mm. A concrete mix targeting a cube compressive strength of 30 MPa incorporated 0.1% wheat straw fibers, with varying bamboo fiber contents (0.5%, 1%, and 1.5%) by weight of cement. The results indicate that the uniquely treated hybrid natural fiber-reinforced concrete mix exhibits noticeable enhancements in mechanical properties, with approximate increases of 4.16%, 8.80%, and 8.93% at 7, 28, and 56 days, respectively. Furthermore, the split tensile strength, flexural strength, and durability properties of the concrete were significantly improved by the proposed fiber concentration and length compared to the control concrete mix design. This treatment also shifted the failure mode of the concrete from brittle to ductile and enhanced its energy absorption capacity up to 7.88% higher than that of the control concrete. Based on the AASHTO 1993 pavement design guidelines, this fiber-reinforced concrete reduces pavement thickness by 11% compared to the control concrete while improving post-cracking behavior. This hybrid natural fiber-reinforced concrete presents a promising, sustainable, and eco-friendly alternative for rigid pavement construction.

Evaluation of performance and statistical analysis of rigid pavement incorporating recycled aggregate concrete through the BBD methodology

Abstract The incorporation of recycled concrete aggregate (RCA) in the construction of rigid pavements has attracted considerable interest due to its environmental and economic benefits. A statistical method known as Response Surface Methodology (RSM) serves as an effective tool for optimizing concrete mix designs by adjusting independent variables to achieve desired characteristics. However, there is a lack of extensive research that combines modified mix designs with statistical modeling to predict the mechanical properties of concrete. Furthermore, many existing studies fail to consider the combined impacts of various factors, including cement content, water-to-cement ratio, and fine-to-coarse aggregate ratio, on the performance of concrete mixtures. This study aims to develop and optimize concrete mixtures that incorporate RCA for rigid pavements using the Box-Behnken Design method. The main goals were to forecast water absorption, compressive strength, flexural strength, split tensile strength, and slump of fiber-reinforced concrete, as well as to identify optimal mix designs that fulfill specific strength requirements. A total of 30 mixtures were tested, varying in four factors: cement content (300, 350, and 400 kg m−3), water/cementitious ratios (0.3, 0.4, and 0.5), fine/coarse aggregate ratios (0.3, 0.4, and 0.5), and silica fume content (0%, 5%, and 10% by weight of cement). RSM was employed to create predictive equations for the mechanical properties of the concrete mixtures, revealing that cement content and silica fume ratios had a significant impact on these properties, followed by the fine-to-coarse aggregate and water-to-cementitious ratios. The correlation coefficients (R2) for all predictive models exceeded 0.95, indicating a strong relationship between the independent variables and the mechanical properties. The optimal mix identified for achieving a compressive strength greater than 30 MPa and a flexural strength exceeding 4.1 MPa consisted of 365 kg m−3 of cement.

Enhancing Sustainable Road Construction: Evaluation of the Mechanical and Durability Properties of Stabilized Earth-Based Pavement Materials

The materials traditionally used in the construction of flexible and rigid pavements in modern road infrastructure present challenges in achieving sustainable development goals. Advances in technology have introduced the use of different pavement material mixes, leading to the introduction of earth-based alternatives. These materials are environmentally friendly, cost-effective, recyclable, and offer excellent insulation properties. Stabilization of earth-based materials improves their mechanical properties, reducing road construction costs and increasing durability. The present study investigates the mechanical and durability properties of earth-based materials stabilized with various additives, including cement, lime, polymer, and biopolymer, over 28 and 56 days. Fresh properties are assessed using unit volume weight, flow table, air content, and fall cone tests, while hardened properties are assessed using flexural strength, compressive strength, and water absorption. Microstructural analysis is carried out using scanning electron microscopy (SEM) and X-ray diffraction (XRD). The cement-stabilized samples show improved strength and durability, with the 5% cement group showing a 67% increase in compressive strength over the control group and the 10% cement group showing over 200% higher compressive strength. These results suggest that stabilized earth-based materials could provide a cost-effective and sustainable alternative to conventional pavements for low-traffic roads.

A detailed investigation on assessing the introduction of hybrid fibres in Geopolymer composites for pavement application

ABSTRACT Geopolymer concrete (GPC) has been widely researched as an emerging sustainable construction material. As GPC possesses excellent mechanical and durability properties, it is highly recommended for the construction of rigid pavements. However, the brittle nature of GPC limits its utilisation in heavy traffic roads, reducing its fatigue life. This study aims to minimise the brittleness of Pavement quality GPC (PQGPC) by adding hybrid fibres (steel fibre + polypropylene fibre). Fresh, hardened and durability properties of hybrid fibre-reinforced pavement quality geopolymer concrete (HGPC) under ambient curing have been analysed. In addition, the experimental study also compared the flexural fatigue life of PQGPC with that of the best HGPC mix. Both fibres were added in the same % (by volume) up to a maximum dosage of 1.25% each. Results show that workability decreases with increased fibre addition, but compressive and flexural strength increases with an increment in the quantity of fibres up to 1%. It was observed that the abrasion resistance and shrinkage resistance also increase with the inclusion of hybrid fibres in HGPC. Fatigue results prove that the fatigue life of HGPC-3 (with 2% hybrid fibres addition) mix under medium and heavy loads is 40% and 28%, higher than PQGPC.

Embracing Sustainability in Rigid Pavement Construction: Unveiling Geopolymer Concrete’s Potential with Incorporated Reclaimed Asphalt Pavement Aggregates

Embracing Sustainability in Rigid Pavement Construction: Unveiling Geopolymer Concrete’s Potential with Incorporated Reclaimed Asphalt Pavement Aggregates

Production of rubberized concrete utilizing reclaimed asphalt pavement aggregates and recycled tire steel fibers

Production of rubberized concrete utilizing reclaimed asphalt pavement aggregates and recycled tire steel fibers

A Review on Experimental Study of Design of Rigid Pavement by using Recycled Coarse Aggregate with M30 Mix Design

Concrete, a fundamental construction material, boasts attributes like durability, versatility, and cost- effectiveness. However, the depletion of natural resources and the escalating concrete waste production necessitate innovative solutions. In this rapidly industrializing world, recycling construction materials plays a pivotal role in preserving our finite resources. Concrete pavements, widely practiced in developed countries, are relatively new in India. Selecting the right pavement type is crucial, but equally important is determining the optimal pavement thickness based on traffic levels, subgrade conditions, and environmental factors. Unfortunately, many existing methodologies overlook critical factors (such as vehicle loads, support loss, thermal gradients, and environmental stress), leading to inaccurate thickness calculations. In this context, rigid pavement construction using recycled coarse aggregate (RCA) emerges as an eco-friendly and cost- effective solution. In a recent research endeavour, Recycled Coarse Aggregates (RCAs) sourced from demolished material took center stage. These demolished materials are meticulously crushed to a suitable size and repurposed as recycled coarse aggregate. Meanwhile, natural sand continues to serve as the fine aggregate. Notably, the concrete industry consumes a staggering 12.6 billion tons of raw materials annually, making it the world’s largest natural resource consumer. The environmental impact of concrete production—especially the extraction of raw ingredients such as cement, coarse aggregates, and fine aggregates—is considerable. To address this, the study employed a trial-and-error approach for mix design, adhering to relevant standards (such as IS code and IRC: 44-2008). For M30 grade cement concrete, varying percentages (0%, 25%, 50%, 75%, and 100%) of recycled coarse aggregates replaced conventional coarse aggregates. Casting used cube and beam models to obtain laboratory test results for rigid pavement to determine how much optimal percentage of RCA can be substituted in place of NCA. By integrating RCAs, we not only mitigate environmental impact but also contribute to sustainable rigid pavement structures. Key Words: Rigid Pavement Design, Recycled Coarse Aggregate, RCA Concrete, Natural Coarse Aggregate, NCA Concrete, Mix Proportion, Pavement Thickness, Life Cycle Cost, And Environmental Benefits etc.

TECHNICAL ANALYSIS OF RIGID PAVEMENT AND FLEXIBLE PAVEMENT CALCULATIONS ON TEUKU UMAR ROAD – RAJAWALI ROAD

Road development in Sampang Regency is carried out based on the Vision and Mission of the 2019-2024 RPJMD, as stated in Mission point 3 Infrastructure: "Improving Quality and Sustainable Infrastructure Development." In 2023, the Sampang Regency Public Works and Spatial Planning Office reported that road stability was at 46.54% of the total length of 754.12 km of district roads. This research on the Teuku Umar Road - Rajawali Road Preservation project aims to analyze the calculation of rigid pavement construction thickness planning for a design life of 20 years, and flexible pavement construction using the Road Pavement Design Manual No. 02/M/BM/2017 method. The analysis of calculations for both rigid and flexible pavements uses the Road Pavement Design Manual Method No. 02/M/BM/2017 for a design life of 20 years. The results of this research indicate that the rigid pavement design includes 200 mm thick concrete, 100 mm skinny concrete, and 150 mm class A aggregate LPA. For the flexible pavement, the design includes 40 mm AC-WC Laston, 60 mm AC-BC Laston, and 400 mm class A aggregate LPA.

Assessing Roller Compacted Concrete using GGBS as Partial Cement Replacing Material for Application in Low Traffic Volume Road

This paper reports most optimized mix derived from the roller compacted concrete (RCC) using ground granulated blast furnace slag (GGBS) as the partial cement replacing materials in the context of possible utilization of RCC in the construction of rigid pavements in the rural part of the country, especially subjected to low vehicular traffic volume. In the current study, various RCC mix compositions were developed by substituting ground granulated blast furnace slag (GGBS) for ordinary Portland cement (OPC) in varied percentages (0%, 20%, 40%, and 50%) and assessed for mechanical (strength) properties. All the three GGBS blended mix compositions are found to give early age compressive strength more than 20 MPa and 28 days compressive strength more than 30 MPa. Further, they are found to have split tensile strength in the range of 2.8-4.1 MPa. Moreover, they are found to yield the flexural strength more than 3.8 MPa. All the three mixes are found to comply with the requirements of compressive strength, splitting tensile strength and the flexural strengths as prescribed by Indian Roads Congress Specification and American Concrete Institute Standards for possible utilization in the construction of rigid pavements in the rural parts of the developing country like India. Further, the strength values of the GGBS blended mixes increases from 20% to 40% and decreases thereafter, at the higher GGBS contents such as 50%. In view of this, the RCC mix composition with 40% GGBS contents can be regarded as the most optimal mix to be used in the construction of rigid pavements in rural part of the country.

USE OF INNOVATIVE TECHNOLOGIES IN THE CONSTRUCTION OF ROAD PAVEMENTS

Problem statement. Ukraine, on its way to European integration, faces the challenge not only of joining the European Union, but also of adapting its infrastructure to high European quality standards. After the end of the war, it is necessary not only to rebuild the destroyed roads, aerodromes and buildings, but also to guarantee the sustainability and durability of infrastructure facilities. One of the key industries where innovations can make a significant difference is road construction. Asphalt and concrete are the most common building materials in the construction of flexible and rigid pavements. Innovative technologies for repairing cracks in asphalt and concrete road pavements are constantly evolving. New methods and materials are being sought for more efficient and long-term maintenance of the road surface. The use of advanced technologies allows us to improve the quality of repairs, extend the service life of roads and reduce their environmental impact. Innovative approaches to crack repair help to ensure safety and comfort on the road for all road users. The purpose of the article is to analyze foreign experience in the application of effective innovative technologies in the construction of road pavements and to substantiate the feasibility of using a self-healing top layer of flexible and rigid asphalt and concrete pavements in Ukraine based on the analysis of their properties. Conclusions. The inclusion of self-healing properties in asphalt concrete pavements is an effective method for increasing their service life and achieving environmental friendliness of pavements. Existing and advanced self-healing technologies suitable for use in asphalt pavements, namely, the inclusion of healing agents, induction heating, and hybrid technologies, have been investigated. The mechanisms of self-healing of concrete have been studied: autogenous, based on autonomous bacteria, and based on autonomous capsules. Research on self-healing pavements is aimed at developing a smart and efficient pavement system capable of self-assessment and automated crack repair. The choice of technology should be based on its ability to effectively repair damage and cracks in asphalt and concrete, providing long-term and reliable protection.

Validating a finite element model for rigid aircraft pavement load transfer against full scale testing

ABSTRACT Rigid aircraft pavements are generally comprised of unreinforced concrete slabs constructed on a bound or granular sub-base layer, over the natural or constructed subgrade or fill. Important to any rigid aircraft pavement design and construction are the joints between the concrete slabs. The joints control shrinkage cracks during curing, allow for thermal expansion and contraction during temperature cycles, they isolate concrete slabs from structural penetrations and importantly, provide load transfer between adjacent slabs. Load transfer is commonly modelled using finite element methods; however, any new model should be validated against observed physical events. Recently, full-scale testing was performed at the Federal Aviation Authority National Airport Pavement Testing Facility as part of Construction Cycle 8 (CC8), which investigated load transfer characteristics for a range of joint types. The results from CC8 tests provide up-to-date stress and strain values to validate any new finite element model. This paper presents the development of a finite element model to predict load transfer of a doweled construction joint, and its validation against CC8 test results. The model showed good agreement with CC8 test results, and now that it is validated, will be used to investigate innovative joint solutions for rigid aircraft pavements.

Experimental and predictive study of self-compacting concrete containing reclaimed asphalt pavement

This work focuses on the reuse of reclaimed asphalt pavement (RAP) in the production of self-compacting concrete (SCC) for usage in the construction of rigid pavements. The article first describes an experimental study where five SCC mixtures incorporating 0%, 20%, 40%, 60% and 100% volumetric substitutions of natural aggregates by RAP were formulated. Several characterisation tests in the fresh and hardened states were then performed. The results of all performed tests showed that RAP has a slight negative effect on SCC performance in the fresh state. The most significant reduction observed does not exceed 18% for slump-flow and 10% for L-shaped box values when total substitution is applied. Furthermore, the mechanical properties noticeably decrease with an increase in RAP content, with reductions of up to 37% in 28-d compressive strength and 23% in 28-d indirect tensile (IDT) strength observed in the case of full replacement. However, it is possible to formulate SCC mixtures even with 100% RAP substitutions and meet specifications for rigid pavement construction. In addition, modelling of the various mechanical characteristics made it possible to find out the reason behind the reduction in these properties with RAP content. In fact, the thin bitumen film around RAP particles weakens their surface adhesion with the hydrated cement paste. With the intrinsic RAP properties found, the hardened-state characteristics of any other SCC mixture incorporating RAP could be predicted.

Mechanical Properties of Rigid Pavements Incorporating Different Percentage of Steel Fiber

Nowadays, rigid pavement construction has widely used in road construction industry. Although rigid pavement is widely used in road construction, it tends to fail within time due to many reasons. Fatigue is the important aspect in the rigid pavement design. Due to applications of the heavy loads fatigue occurs in the pavement in the form of micro cracks. Fatigue concepts which is an important parameter in cement concrete pavement and mainly failure occurs due to fatigue failure. As a result, it is crucial to optimize and improving concrete structures to suit diverse engineering requirements. This paper investigates the effect of steel fiber on the improvement of structural behavior such as compressive, tensile and also flexural stiffness performance of rigid pavements. In this respect, the concrete mix design accordance to Design of Normal Concrete Mix (DOE) method was employed in the preparation of the specimens. A series of concrete laboratory tests have been carried out to evaluate the mechanical properties of the concrete sample incorporating 1, 3 and 5% of steel fiber. As a result, the performance (compressive, tensile and flexural) of modified rigid pavements improved remarkably 15-60% with 5% additive of steel fibre at 7 and 18 days curing time. Based on these studies, the addition of steel fiber reinforcement into the rigid pavements has a significant effect on mechanical properties of reinforced concrete mixture.

Development of Work Breakdown Structure (WBS) for Rapid Damage Runway Repair (RADARR) Time Planning at Military Airbases

The military airbase plays a crucial role in national defense, particularly in air defense. One of the most critical facilities at a military airbase for supporting air operations is the runway that serves as the area where fighter aircraft take off and land; hence. If such an event occurs, the Air Force’s capability, specifically the ability of fighter aircraft to take off and land, would be compromised, disrupting air operations. Therefore, the rapid damage runway repair (RADARR) method, aligned with the rigid pavement construction approach, is essential. The foundation of the construction implementation involves creating a Work Breakdown Structure (WBS) as a reference for RADARR operation planning. This study aims to develop a WBS as the basis for RADARR operation time planning. The research method employed is a mixed-method approach with descriptive analysis. The variables under investigation include work packages, construction methods, work activities, and the duration of operations. This study comprises expert judgment, pilot surveys, respondent surveys, and focus group discussion (FGD) followed by the development of RADARR WBS, measure the operational time of RADARR through respondent surveys. These findings serve as a valuable reference for executing RADARR construction work within the military context.

Red mud as a sustainable road construction material: An experimental investigation

Red mud as a sustainable road construction material: An experimental investigation

Experimental research on using Quarry Dust to partially replace Natural River Sand and adding Admixtures in Concrete for Rigid Pavements

All over the world Concrete is widely used as a sturdy and solid material for various uses. According to International usage, it comes in second place after water. River sand, considered expensive because of its scarce availability, is utilized as one of the raw materials for Concrete. Researchers started looking for potential alternatives for river sand and recent studies by them have shown promising results in using Quarry Dust as a possible alternative for sand and for producing high-quality/strength Concrete. The present study attempted to determine the properties of Quarry Dust and its use as an alternative for river sand in Rigid Pavement construction. Various specimens of M30 Grade Concrete were casted and the test results indicate that by replacing fine aggregate with Quarry Dust the Concrete meets the requirements for Rigid Pavement construction. The strength parameters of M30 Grade Concrete in the form of Cubes, Beams and Cylinders were tested at 7, 14 and 28 days. Compressive Strength Test, Flexural Test and Split Tensile Tests were performed on the test specimens and results show that in concrete up to 40% river sand can be replaced with Quarry Dust and it can be used as an alternative for river sand in Rigid Pavement Construction.

Fly Ash Substitution in Lightweight Concrete for Rigid Pavement Construction on Low-Bearing-Capacity Soil

Peatlands are more likely to be affected by intense precipitation and soil erosion, thus requiring modifications for stabilized soil and subgrade protection. This experimental study aimed to find a suitable pavement type using fly ash, an unutilized byproduct from coal burning processes, for peatland areas with a low bearing capacity. We designed lightweight concrete specimens using 15% fly ash substitution to be incorporated into rigid pavement construction. The concrete quality was assessed through compressive and flexural strength tests performed at the ages of 7, 14, and 28 days in order to shorten the project durations and prevent further traffic delay. The obtained results suggested that the substitution of fly ash in 15% of the lightweight concrete mixture can be taken into account to achieve a mixture of a lightweight concrete that meets the general specification criteria for cement-treated subbases (CTSBs). Furthermore, the utilization of fly ash as a new material is considered substantial in managing existing waste-related environmental problems, as well as soil stabilization and subgrade protection problems for low-bearing-capacity soil areas.

Analisis Perencanaan Biaya Konstruksi Jalan Rigid Pevement Ruas Jalan Poros Singki’ Alang-Alang Kab.Toraja Utara

The purpose of this study is to know the costs needed for rigid pavement construction, and to find out the capacity of the road How much Singki – Alang-alang road capacity according to The Bina Marga Rigid Pavement Planning 2017. Calculation of construction costs based on data from the Bina Marga Office of South Sulawesi Province in the form of work volume, unit price analysis and plan drawings. From hasi cost analysis shows that rigid pavement construction costs Rp 7,295,591,000.-.