Rigid Pavement Construction Research Articles

A Review Paper on Experimental Study of Demolished Concrete use in Rigid Pavement Construction

A Review Paper on Experimental Study of Demolished Concrete use in Rigid Pavement Construction

A Result Paper on Experimental Study of Demolished Concrete use in Rigid Pavement Construction

A Result Paper on Experimental Study of Demolished Concrete use in Rigid Pavement Construction

A Review Paper on Experimental Study of Demolished Concrete use in Rigid Pavement Construction

A Review Paper on Experimental Study of Demolished Concrete use in Rigid Pavement Construction

Study of Effect of Nano-Silica on Strength and Durability Characteristics of High Volume Fly Ash Concrete for Pavement Construction

Increasing demands of cement concrete for construction of rigid pavements motivates for the utilization of other sustainable waste cementitious materials. High volume fly-ash concrete (HVFAC) which is composed of more than 50% fly-ash fulfils the aspiration of large volume of fly-ash which are produced world over. The disadvantage which the HVFAC has is its delayed gain of strength. Contemporary literature identifies nano-silica as the material which when added in small percentages in HVFAC has the potential to improve its strength and durability characteristics at an early age. The objective of the study is to investigate the strength and durability characteristics of HVFAC modified with addition of different percentages of nano-silica so that it can be used for construction of rigid pavements. The methodology of the study involves mix proportioning of HVFAC and introducing nano-silica powder in aqueous medium after mixing it thoroughly at 2500 rpm. Various tests related to strength and durability was carried out after 28, 56 and 90 days age of concrete. The tests related to strength namely flexural strength, compressive strength and split tensile strength tests were carried out. Durability characteristics were evaluated by permeability, sorptivity and rapid chloride penetration tests and were confirmed by density and ultrasonic pulse velocity test. The test results show that the utilization of 2% nano-silica in HVFAC enhances the strength and durability characteristics to a level that are comparable to that of normal concrete after 28 days and thus, can be sustainably utilized for rigid pavement construction.

Sustainable concrete for rigid pavement construction using de-hydroxylated Kaolinitic clay: Mechanical and microstructural properties

Abstract The huge amount incurred in the construction of rigid pavement necessitates the use of cheaper alternative materials. This experimental research assessed the rheology, strength and microstructure of de-hydroxylated Kaolinitic clay in self-compacting concrete for pavement construction using a special brand of Portland limestone cement (Technical Cement). The huge demand for the use of supplementary cementitious material in concrete technology and the variation in the physical and chemical composition of these materials require the need for the design of their use in concrete work. The Kaolinitic clay was de-hydroxylated at 750 °C. This was used as a partial replacement for cement at 0%, 5%, 10%, 15%, 20% and 25%. Six (6) concrete samples were developed varying the cement brand. Both strength and workability properties of the developed self-compacting concrete were assessed. Slump flow, L-box test and V-funnel test were carried out alongside the compressive, split tensile and flexural strength test. Response surface analysis was carried out to know the relationship between the mechanical properties of the concrete. Additionally, the microstructure of the concrete at maturity was also assessed. The result of the research revealed that at 15% addition of metakaolin the slump flow, passing ability and filling ability did not satisfy the EFNARC standard for self-compacting concrete. From the numerical optimization of the flexural strength, the maximum predicted flexural strength of 4.86 MPa was obtained. The response surface also revealed that at lower values of metakaolin, the compressive strength increased as the age of the concrete increased from 3 to 150 days. The age with the optimum concrete strength formation was 110 days with the metakaolin addition of 52.73 kg based on the optimization analysis. In a bid to encourage the use of sustainable supplementary materials in rigid pavement construction, the choice of de-hydroxylated Kaolinitic clay is a viable option.

Properties of concrete using crumb rubber and rice husk ash as additive for rigid pavement material in peat environment

A waste tyre is an inorganic rubber waste that is difficult to decompose since it has a complex structure. Utilization of waste tyre as a material to improve elastic properties in rigid pavement construction in peat environment has not investigated yet. The rigid pavement in peat environment needs to be impermeable and posses high elastic properties. This paper presents mechanical properties and porosity of concrete incorporating crumb rubber as an additive in concrete mixture with a variation of 10%, 20%, and 30% by fine aggregates volume. Rice husk ash is added as a filler in various percentage (5%, 10%, and 15%) by cement volume in the mixture. Concrete is produced with a target strength of 35 MPa. In this research, the OPC concrete mix is used as a control mix. Mechanical properties taken were the compressive strength, tensile strength, flexural strength, modulus of elasticity, and porosity at 7, 14 and 28 days. Results show that crumb rubber and rice husk ash addition increases compressive strength, improves elastic properties, i.e., tensile strength, flexural strength, modulus of elasticity, and reduce the porosity of the concrete. It can be concluded that the crumb rubber is potential as an environmentally friendly additive as rigid pavement material in peat environment.

Agency cost estimation on flexible and rigid pavement

Flexible pavement is a road pavement type which is commonly used, however rigid pavement is also widely used now days in Indonesia. It has even been used for local roads (managed by local authority), which take in heavy vehicle loads. This rigid pavement is used because it has longer service life and higher durability. The need for a durable road resulted in higher construction costs, whereas the budget for local road design and construction is often limited. This study aims to evaluate the agency costs that must be incurred for flexible and rigid pavement construction. Two alternatives of design life are simulated for each type of pavement, namely design lives of 10+10 year and 20 year for flexible pavement and design lives of 20+20 year and 40 year for rigid pavement. The agency costs of those alternatives are analysed using Life Cycle Cost Analysis (LCCA) program-RealCost 2.5. The results show agency costs for alternative flexible pavement 1 (design life of 10y + 10y) and alternative 2 (design life of 20 y) are $ 1,421,930 and $ 1,061,680 respectively. Furthermore for the rigid pavement, the agency cost for alternative 1 (design life 20y + 20 y) and alternative 2 (design life 40 y) is $. 443,990 and $. 350,870 respectively.

Comparative Life Cycle Assessment of Lighting Systems and Road Pavements in an Italian Twin-Tube Road Tunnel

This work calculates and discusses the Life Cycle Assessment (LCA) of four scenarios composed of two types of road pavements and two types of lighting systems to be built in an Italian twin-tube road tunnel. A 20-year time horizon is adopted to assess the burdens of construction and maintenance of both flexible and rigid pavements and high-pressure sodium (HPS) and light-emitting diode (LED) lamps, traffic, and switching on of lamps. All considered scenarios are comparable with each other in terms of technical performances, but significantly differ regarding their environmental consequences. The geometrical and technical characteristics of the examined scenarios comply with current Italian standards for highways. In all the examined cases, LCA is carried out according to the European standard, EN 15804, and includes 19 impact categories (IC). The analysis demonstrates that the use of more reflecting surface pavement materials (i.e., concrete vs. asphalt) and more performing lighting systems (i.e., LED vs. HPS) can effectively mitigate the deleterious burdens related to road construction, maintenance, and use. For most of the examined ICs, the most environment-friendly scenario has LED lamps and concrete pavement.

Analysis of the costs of construction and maintenance of rigid and flexible pavements

The costs of construction and the future maintenance of expressways and motorways have a significant impact on the choice of technologies for their construction. The subject of the article is the analysis of the costs of construction and maintenance of rigid (concrete) and flexible (asphalt mixtures) pavements in Poland. The construction technologies and maintenance scenarios in service were analysed for selected pavement constructions of rigid and flexible motorways and expressways. The costs of construction and maintenance of these pavements in national conditions were determined. The fourth quarter of 2015 was adopted as the initial price level. On the basis of the analysis of the costs of construction and maintenance of the analysed structures, the advantage of rigid constructions made of cement concrete was demonstrated, especially in the aspect of the surface maintenance. The cost assessment was carried out for 30 years of exploitation. The concrete pavements on the road network in Poland have been used for over 20 years. They are present both on low-class roads and on the highest-class roads, i.e. motorways and expressways.

Self-Consolidating Paving Grade Geopolymer Concrete

The cement concrete used in the construction of rigid pavement is usually stiff mix with a low slump. The concrete of this type requires a high degree of compaction which is achieved employing needle vibration or roller compaction technique in the field. The vibration technique may sometime leave vibratory trails, and roller compaction concrete produces over or under consolidated concrete, and both methods are also known to be energy intensive. This issues can be overcome by the adoption of self-consolidating concrete for the construction of rigid pavement. However, the self-consolidating paving technique is an uncommon scenario. In this connection, an attempt was made produce a self-consolidating geo-polymer concrete. This paper presents an investigation carried on the novel geo-polymer concrete which is self-consolidating, sustainable and can be espoused for fixed form paving application. The geo-polymer concrete mix used for the study was prepared from class F fly-ash, GGBS, alkaline solution (NaOH and Na2SiO3), coarse aggregate and quarry dust as fine aggregate. The mix was designed to cure at ambient condition and possess a target compressive strength of 40 MPa. The properties of concrete during paste phase and hardened state were investigated and the results of the tests are presented and discussed here. Also reported here are the results of flexural strength test performed on beams sliced out from the micro slabs, which ascertained the self-consolidation of the geo-polymer concrete mix.

Effect of Fibre Content on Compressive Strength of Wheat Straw Reinforced Concrete for Pavement Applications

Many studies have been carried out on natural fiber reinforced concrete for the different civil engineering applications. Wheat Straw Reinforced Concrete (WSRC) is recently studied for pavement applications which resulted in improved toughness. This will ultimately help in reducing the micro-shrinkage and fatigue cracking in rigid pavements. The overall aim of the research program is to improve the rigid pavement construction techniques by using locally available natural fibres. In this work, compressive strength of WSRC is investigated experimentally by varying fiber contents i.e. 1%, 2% and 3%, by mass of wet concrete. The properties of WSRC are compared with that of Plain Concrete (PC). The compressive behavior, strength, energies absorbed and toughness indices of PC and WSRC are determined and discussed. It is observed that, under the compressive loading, the fragments of PC specimen are chipped off while in WSRC specimen only cracks are formed. It is concluded that compressive toughness index of WSRC is 71% more than that of PC. Based on the conclusions made, WSRC shows favorable results, therefore, future recommendations are to focus on optimization and durability of WSRC.

Fatigue performance of waste rubber concrete for rigid road pavements

The handling and storage of end-of-life tyres is an environmental problem and constitutes a considerable worldwide challenge. This paper investigates the suitability of using discarded waste tyre rubber particles in concrete rigid road pavements. The objective is to optimize size and proportion of rubber particle to improve the material performance. A tests program was carried out to know the effect of rubber size and rubber content on mechanical properties of concrete pavements. Mixtures with rubber particles of variable sizes (1–4, 10 and 16 mm) added in different proportions (10, 20 and 30%) are considered. A novel test to evaluate deformation (in terms of transversal micro-cracks) suffered by the material under cyclical efforts similar to traffic loads is proposed. The results show that there exists an optimal combination of size and proportion of rubber particles that improves the performance of the material under cyclic load stresses, which makes the material suitable for the construction of rigid concrete pavements.

English

English

Experimental Investigation of PCC Incorporating RAP

Rehabilitation and repair of flexible pavements produce huge amounts of reclaimed asphalt pavement (RAP) material. Using RAP in the formulation of portland cement concrete (PCC) is a technique that is part of a sustainable development approach since it reduces on the consumption of new aggregates and reuses a material that is considered as waste. This paper describes the semi-adiabatic calorimetry test performed on a concrete mix incorporating RAP material as aggregate. Results showed that the cement hydration process is not affected by the presence of asphalt coated on the surface of RAP material. Classical tests (compressive strength, flexural and indirect-tensile strengths, elastic modulus, and free-shrinkage) were also performed on PCC mixes incorporating different percentages of RAP. It was found that as the percentage of RAP increases, the PCC mechanical properties decrease. This is mainly attributed to the presence of voids in the transition zone between the asphalt-coated aggregates and the hydrated cement paste as confirmed by scanning-electron microscope images. Unrestrained shrinkage testing showed statistically insignificant change in shrinkage strain with RAP content. The strength and shrinkage results lead to conclude that as much as 40% of RAP could be incorporated into the formulation of PCC and achieve properties that are acceptable for the construction of rigid pavements.

ANALISA PERENCANAAN PERKERASAN KAKU (RIGID PAVEMENT) APRON BANDAR UDARA SULTAN THAHA SYAIFUDDIN JAMBI

The function of the Airport is like a terminal which in this case serves passenger aircraft as a stop, departure, or just an airplane stopover. at the airport there are various kinds of series of activities related to aircraft, such as transporting / dropping passengers and goods, conducting refueling, aircraft maintenance, aircraft damage repair, and so forth. The apron is part of the airport which is the area used in accommodating the aircraft to load and disassemble or degrade passengers and freight, park, and refuel. Pavement is the main structure in apron construction. This means that the apron is required to be able to accept and bear the aircraft load and traffic on it is planned properly. This study aims to calculate the rigid apron pavement construction designed so as to obtain pavement with carrying capacity capable of serving air traffic in accordance with the aircraft traffic plan.Keywords: Airport, Apron, Rigid Pavement

User cost estimation on flexible and rigid pavement

The unsatisfactory condition of Indonesia’s local roads needs to be improved to support the national transportation network. However, construction activities to improve it often have negative impacts, among other: an increase of user cost. This article aims to calculate user cost generated by flexible and rigid pavement construction. This study was carried out on a local road in Indonesia. Life cycle cost analysis (LCCA) method is used to analyse the user cost. The results show that user cost of flexible pavement construction of 10 years and 20 years’ design life are US$ 734,290 and US$ 449,830 respectively, futhermore user cost of rigid pavement construction of 10 years and 20 years’ design life are US$ 1,994,920 and US$ 1.203.640 respectively. These indicate that the longer the analysis period, the more economical the user cost.

Preparation of concrete mixtures with electric arc furnace slag and recycled ground glass

The present work includes the first advances in the development of investigations that seek to include Ground Grinding Glass (GRR) and the Electric Arc Furnace Slag (EAFS) in the production of mixtures of hydraulic concrete mixing them simultaneously, so that it satisfies the specifications techniques to be used in the construction of rigid pavements. Firstly, we cite the tests carried out on the different materials to obtain their physical, chemical and mechanical characterization and determine their compliance, as well as the measurement of certain characteristics that may be somewhat empirical to standardize their control. Technique such as X-Ray Diffraction (XRD), X-ray Fluorescence Spectrometry (XFR) and Scanning Electron Microscopy (SEM) have been used. Once the results of the characterization tests and their correspondence with the Colombian technical standards have been obtained, it has become possible to select the use of the Transparent Recycled Ground Glass (TRGG) as the most suitable for the replacement of the sand in the dosage of new mixtures modified concrete.

Comparative analysis of the properties of concrete produced with Portland Limestone Cement (PLC) grade 32.5n and 42.5r for use in rigid pavement work

The properties of different grades of concrete produced with Portland limestone Cement (PLC) grades 32.5N and 42.5R was compared in the study. Initial and Final setting time tests were perform on cement paste. Slump and compacting factor test were performed on fresh concrete. Mix ratios of 1:2:4 and 1:3:6 (Cement: Sand: Granite) by volume and mix proportions for Grades 30 and 40 concrete used in different aspect of rigid pavements, were used to cast concrete cubes and beams that were subjected to compression and flexural strength test after curing for 7, 14, 28 and 56 days respectively. Compressive and flexural strength values of concrete produced with PLC grade 42.5R were higher than values obtained with grade 32.5. The 28 day compressive strength values of concrete produced with PLC grade 42.5R were, 28.0, 30.0, 35.0, and 40.0 N/mm, 2 while values of 22.0, 28.0, 33.0 and 35.0 were obtained with PLC grade 32.5, for mix ratios of 1:3:6, 1:2:4 and Grade 30 and 40 concrete respectively. Similar trend was observed with flexural strength values. Based on result of test PLC grade 42.5R is an improvement over grade 32.5 and its usage in rigid pavement construction work is recommended as it ensures higher strength and economy in concrete work.

Tensile Behaviour and Durability Issues of Engineered Cementitious Composites with Rice Husk Ash

ABSTRACT The Engineered Cementitious Composites (ECC) is a special type of High Performance Fibre Reinforced Cementitious Composite (HPFRCC) characterized by a high tensile ductility with a 2% maximum volume of micro fibres. ECC has a tensile strain-hardening performance that leads to multiple cracking behaviour, thus providing the high ductility to the concrete. One of the main applications of ECC is as structural reinforcement in the construction or rehabilitation of rigid and flexible pavements. In order to adapt the ECC to the Brazilian environment, polypropylene fibres have been used instead to PVA fibres. Moreover, rice husk ash (RHA) has also been used as a partial replacement to cement, aiming to produce an environmentally friendly and a more economically viable version of the ECC. This work presents the results obtained for ECC mixtures containing 10%, 20% and 30% (by volume) of non-processed rice husk ash, as a replacement to cement. An experimental study has been carried out to investigate the tensile behavior and durability issues of these ECCs. The results indicate that the use of RHA is technically viable and that the replacement of 30% cement by RHA leads to the most promising performance in terms of high ductility, resistance to crack propagation, decrease in the water absorption and voids content and heat at hydration.

Concrete pavements curing evaluation with non-destructive tests

This study was completed by the Texas A&M Transportation Institute (TTI). The ground penetrating radar (GPR) technology and percometer were implemented for newly constructed highways. The GPR identifies the subsurface condition, which permits the user to determine the moisture availability for potential concrete curing. For this purpose, a GPR data acquisition program and data analysis system were developed by utilizing antenna. A combination of GPR information evaluation and curing quality evaluation is performed to diagnose the effectiveness of the applied curing compounds in terms of the moisture retention capability. Dielectric constant (DC) measurements were also taken on concrete specimens to indicate the free moisture content of the surface concrete. The new procedure consists of using measured relative humidity and temperature to calculate an Effectiveness Index (EI). EI and DC measurements indicate potentials to differentiate the curing quality of rigid pavement construction. Researchers examined the relationship between the Non-Destructive Testing (NDT) data and the actual concrete properties to develop “acceptability of quality” limits based upon the NDT data. The field investigations were conducted on two continuously reinforced concrete paving (CRCP) projects’ microfiber and internal curing mixtures.