Rigid Pavement Construction Research Articles

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

The integration of waste tire elements into concrete, specifically granular rubber and discrete steel fibers, signifies a substantial advance in the pursuit of sustainable alternatives for rigid concrete pavements. This incorporation not only improves the ductility of rigid concrete pavements, but also augments their energy absorption capabilities. Similarly, replacing natural aggregates in concrete with reclaimed asphalt pavement (RAP) aggregates makes a large contribution to the reduction of negative environmental impacts, while conserving natural resources from depletion. This investigation explores the potential application of recycled rubber particles from waste tires (WTRR) and RAP aggregates as partial substitutes for natural fine aggregates, and evaluates their impact on the performance of rigid concrete pavements. Eight mixes were cast, each with two variables: (i) fine aggregate type (fine rubber (FRu) aggregates, fine asphalt (FAs) aggregates, and combinations of both types of aggregate) replacing 50 % of the natural fine aggregate; and (ii) waste tire recycled steel fibers (WTRSF) content (0 and 40 kg/m3). The axial compressive stress–strain, flexural load–deflection, and direct shear strength behaviors, together with the dry unit weight and volume of permeable voids for all concrete mixes were investigated and compared. The results show that, although the flexural and shear strengths decrease with the inclusion of FRu and/or FAs, the use of WTRSF noticeably mitigates the losses in strength that arise from the use of WTRR and/or RAP aggregates alone. The inclusion of WTRSF enhances the strain capacity of the concrete and allows the development of adequate post-peak energy absorption capacity in flexural and shear loading. Additionally, the dry unit weight of the proposed composites decreased by as much as 8 %, and their volume of permeable voids lies within the limits of high-durability concrete mixes (9–12 %). Hence, the proposed sustainable concrete composites are promising composites for rigid concrete pavement construction.

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.

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

In response to the pressing need for environmentally responsible waste management, this research delves into the potential applications of bauxite residue, commonly called red mud, a by-product of the Bayer process employed in aluminum extraction, within concrete-based applications. This study explores the viability of utilizing red mud to prepare construction materials for highway infrastructure. Characterization of the red mud unveiled that it poses no hazardous concerns, establishing its safety for further application. The experimental phase of the research involved the development of six distinct concrete mixtures, including a control mixture with varying proportions of red mud. Notably, including red mud, they had no adverse impact on the fresh concrete properties, with all values well within acceptable ranges. Furthermore, comprehensive microstructural analyses and leaching tests confirmed that concrete incorporating red mud adheres to safety and toxicity standards, assuaging environmental concerns. Regarding mechanical properties, laboratory tests showcased significant improvements, including a notable 14.01% increase in compressive strength, a robust 6.74% boost in flexural strength, and a 7.58% enhancement in split tensile strength following a 28-day curing period. The culmination of these findings underscores the feasibility of integrating red mud as a partial substitute for cement, up to 15%, in the construction of rigid pavement for highway applications. This approach tackles sustainable waste management and fosters eco-friendly construction materials, especially for highway projects.

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.-.

PERFORMANCE OF STEEL FIBER EXTRACTED FROM OLD WASTE TYRES ON MECHANICAL PROPERTIES OF CONCRETE FOR RIGID PAVEMENT CONSTRUCTION

The application of Waste Recycled Steel Fibers (WRSF) extracted from waste tyres in fiber-reinforced concrete production has great benefits in civil engineering. Thus, this creates a need to study the appropriate length and dosages of recycled steel fiber in fiber-reinforced concrete. In this experimental research, the effects of varying lengths (5cm and 10 cm) and dosages (1, 1.5, 2, 2.5, and 3%) of WRSF on various mechanical properties of fiber-reinforced concrete for rigid pavement construction were studied. The aggregates were taken from a stockpile, commercially available cement Dangote Ordinary Portland Cement (OPC), and potable water. Non-probable sampling techniques were adopted to collect extracted waste steel tyres. The quality test for sand (fine) and coarse aggregate satisfies the requirements specified in the ASTM. The concrete mix design was done in two categories; the first was a control mix concrete and the second was the experimental mix concrete with the addition of steel fibers with varying lengths (5cm and 10 cm) and dosages (1, 1.5, 2, 2.5, and 3%) of WRSF in concrete (percentages were determined by density for each fiber). The mix ratio of cement: sand: aggregate (1:2:3) with a constant water-to-cement ratio of 0.53 was used throughout this investigation. The outcome showed that the fiber fraction with 1.5% and 10cm of fiber had the maximum compressive strength which was 45.59 MPa, while for the fraction with 1% and 5cm of fiber, the maximum compressive strength was 43.85 MPa. The flexural strength had a maximum value of 5.88 MPa at 3% fiber content for 5cm fiber and 5.09 MPa at 3% for 10cm of fiber. The maximum tensile strength attained was 4.74 MPa and 3.50 MPa at 3% WRSF for 5cm and 10cm of fiber, respectively. The strain value had a maximum value at 3% for both 10cm and 5cm of fiber which were 0.53 and 0.6 respectively. The concrete strength which was obtained with the addition of steel fiber showed reasonable improvement in compressive, indirect tensile, and flexural strength. However, as the percentage of WRSF increased, the workability of concrete reduced.

Slag and Bagasse Ash: Potential Binders for Sustainable Rigid Pavement.

The current study tries to cut carbon emissions by using various waste materials in place of cement, including sugarcane bagasse ash (SCBA), ground granulated blast furnace slag (GGBFS), and ladle furnace slag (LFS), individually and in a combined form also, which has not been studied yet. In the same context, effort was made to utilize the maximum amount of waste materials as the replacement of cement to create a sustainable environment. Besides this, another aim is checking the performance of these waste materials as binding materials with respect to compressive strength for sustainable rigid pavement construction without activating them or using any activating solution. For this purpose, the compressive strength test is done for GGBFS, LFS, and SCBA, and later on, the artificial neural network (ANN) technique is also used to check the novelty of results in a broad way. For the same purpose, M40 grade concrete was made by incorporating different selected waste materials in a varying proportion ranging from 0 to 35%. Based on the results obtained from the compressive strength test for different curing periods, i.e., 7, 14, and 28 days, it was observed that the GGBFS, LFS, and SCBA can be utilized individually up to 15%, respectively. Another observation made from the findings was that the use of LFS and SCBA in the individual form up to 20% was found to be possible as the maximum reduction in strength was found to be up to 2.63%. However, the cumulative impact of all these waste products was also examined. Based on the data, it was concluded that the best outcomes would arise from using these additives in combination to replace cement in the mix by up to 30% (i.e., without compromising the required characteristics of concrete), which will be proved as an aid to the environment and the society also. Besides this, the fluctuation in the compressive strength value of concrete mixes after integrating various waste materials was also examined in order to construct a model using the ANN approach. The model's outcomes suggest that the ANN model does a good job of forecasting the compressive strength of concrete.

Construction of Rigid Pavement by Slip form Paver

Construction of Rigid Pavement by Slip form Paver

Sustainable Solution for Disaster Management of Cement Concrete Constructions

This research aims at quantifying the effect of Polypropylene fibres in Pavement quality concrete mixes. Rigid pavement construction is based on conventional cement concrete. It is a well-known fact that conventional concrete is comparatively stronger in compression and weaker in tension. It also shows the properties like brittle material and it results in the development of cracks. In this laboratory investigation, different percentages of steel and polypropylene fibres were used to check their effect on the compressive and flexural strength of concrete mixes. The final combination was named SPFRC i.e., steel polypropylene fibre-reinforced concrete. Tests were conducted with different percentages of steel fibres and polypropylene fibres. IS:10262 [1] guidelines were followed for the design of the concrete mix. The outcome shows that there is a marginal increase in compressive strength but a considerable increase in the flexural strength of concrete.

Experimental study on foam concrete as a sub-base layer of rigid pavement

Rigid pavement consists of three main layers, the base, sub-base and subgrade. Engineers mainly prefered choosing rigid pavement for heavy load road construction because the concrete mixture in this type of pavement has advantages in terms of strength, durability and design life. However, rigid pavement also has several disadvantages: relatively high construction and maintenance costs. As time goes by, researchers have developed several modified concrete mixtures; one of them is foam concrete. Foam concrete has strength similar to concrete in general but with a lighter mass and more affordable construction cost. This study examines foam concrete’s mechanical properties and properness as a sub-base layer on a rigid pavement. The research was conducted experimentally in the lab with five different densities of foam concrete mixture. The results showed that sample with a density of 1.0 g/cm3 has passed the minimum compressive and flexural strength values at 0.896 MPa and 0.0059 MPa respectively. This also indicates that increasing the density of a foam concrete mixture may increase its compressive and flexural strength but also lose its advantage of being a lightweight material as more density means more weight. Thus, it can be concluded that using foam concrete as a sub-base layer of rigid pavement is more advantageous in implementing rigid pavement construction.

Waste Clay Brick as a Part Binder for Pavement Grade Geopolymer Concrete

AbstractGeopolymer concrete (GPC) was developed using one-part binders made from a mixture of waste clay brick (WCB) powder, fly ash, and slag in the precursor. Its suitability for use in rigid pavement construction was evaluated based on fresh properties, hardened properties, and durability characteristics. The effects of sealed and unsealed ambient curing and the size of the WCB particles on the strength of the GPC were also examined. Sealed ambient curing significantly increased the strength of the GPC, with longer sealing periods resulting in even stronger concrete. Sealing prevented water loss from the samples and reduced carbonation, protecting the concrete from microcracks caused by dehydration. The GPC created in this study met the basic strength requirements for use in rigid pavement applications, with 28-day compressive strengths above 40 MPa and flexural strengths above 4.5 MPa. All GPC samples had a water absorption of more than 5%, with a maximum of 7.4%. The apparent volume of permeable voids was less than 14%, which is the maximum allowable value for a 40 MPa pavement-grade concrete. The GPC was resistant to abrasion and cyclic wetting and drying, and experienced only a slight reduction in compressive strength after being subjected to these cycles. There were no significant differences in the wearing depth of the top and bottom surfaces of the slabs, indicating better compaction and homogeneity of the mix.