Cement Pavement Research Articles

Accumulation and wash-off characteristics of surface pollutant and identification of risk areas on urban land uses in a lakeside city, Wuxi, China

ABSTRACTThis paper selected administration and public services, residential areas, roads, green space, parking areas, industrial areas and commercial and business facilities in Wuxi city, China, to analyze the characteristics of pollution accumulation, wash-off and potential risk areas of pollutants over different urban land uses and pavement surface materials. Results showed that green space, residential areas and roads sequestrated higher pollutants than that of other land uses. Materials of masonry and cement pavement accumulated higher pollutant concentration than that on the marble and asphalt pavement. The potential risk areas of non-point source pollution were located in the old residential areas in the downtown region. The results of wash-off simulation showed that the first flushing effect was obvious during the initial period of rainfall. Eighty percent of the accumulative total nitrogen or total suspended solid could be washed-off during the first 25.6–50.2% period of the rainfall events.

Application and Evaluation of Micro-Cracking on Cement-Stabilized Bases at Field Projects in Louisiana

Cement stabilized soil bases have been used in flexible pavements in Louisiana for years. Soil cement has an excellent load carrying capacity and durability, but is also well-known for developing shrinkage cracks, which can reflect through asphalt concrete surfaces and accelerate the deterioration of asphalt pavements. Micro-cracking is a special reflective cracking mitigation technique used in cement-stabilized base construction. The objectives of the research were to determine the effectiveness and performance of micro-cracking on soil-cement pavements. Micro-cracking was applied on field projects, based on the experience of a previous micro-cracking research project at the Pavement Research Facility of the Louisiana Department of Transportation and Development. Two pavement sites were selected for the field pavement rehabilitation projects, LA 1003 and LA 599, to test the micro-cracking technique. In-situ tests were conducted and pavement performance was monitored for both sites. It was found that an 8.5-in. micro-cracked soil cement pavement showed a similar or better early performance as compared to a non-micro-cracked soil cement pavement with regards to the overall cracking performance. On the other hand, more cracks were found on the micro-cracked test sections than the control sections when micro-cracking was applied on a 12-in. cement treated soil base in Louisiana. Analysis of the structural numbers did not show a significant difference between the control and micro-cracked sections. Further monitoring is recommended for both of the field projects.

Is cement pavement more sustainable than permeable brick pavement? A case study for Jinan, China

As an integral part of sponge city construction, permeable brick pavement can effectively alleviate the urban water issues such as urban waterlogging and groundwater resources shortage. The emergy accounting method is employed in this study to comprehensively evaluate the sustainable development capacity of the cement pavement and permeable brick pavement during the construction stage and operation stage. The results showed that the sustainable development capacity of two pavements is very low. This is because the consumption of a large amount of non-renewable resources during the construction stage. On the contrary, the sustainable development capability of the permeable brick pavement is much higher than that of the cement pavement during the operation stage due to its ability to capture rainwater. Indeed, its own Emergy Sustainability Index (ESI) reached 3044.4 times of that during the construction stage. Therefore, it is feasible to use of permeable bricks for sponge city development, which can improve the sustainability performance of the city effectively. In addition, the suitable conditions for the construction of permeable brick pavement are analyzed from the perspective of resource constraints. The design approaches are also proposed to achieve the optimal design of permeable brick pavement and the minimum demand for rainwater in sponge city development. These findings can provide useful references for the development of sponge cities and the formulation of local policies.

Cement pavement performance evaluation based on the discrete Hopfield neural network

Because of the deficiency of the index of cement pavement performance evaluation and the defect of the evaluation method in the specification, the performance of the pavement is comprehensively evaluated by seven optimized indexes and grading standards that reflect functional performance and structure of the pavement. Because the discrete Hopfield neural network is available with simple construction procedure, less training samples, and strong objectivity.The DHNN is constructed by MATLAB to evaluate the performance of test pavement. The ideal cement pavement performance grading evaluation index matrix and 6 places unclassified of test pavement performance evaluation index matrix are input to the neural network then the evaluation result is obtained after simulating and learning. Finally, comparing the result of the DHNN with the fuzzy complex matter element method and the nonlinear fuzzy method, it is proved that the discrete Hopfield neural network evaluation method is reliable.

Durability of airfield pavement cement concrete in the presence of de-icing agents

Abstract In Poland the climatic conditions in the autumn and winter season are particularly severe for concrete infrastructure. Concrete’s resistance to frost and chemical deicing agents determine the durability of cement concrete pavement. An increase in the premature deterioration of airfield pavements exposed to new generation deicing chemicals may suggest that there is a relation between the damages and the application of the deicers. The paper presents selected results of microstructural analysis of the airfield pavements concrete exposed to the deicers based on acetates and formates. Microscopic evaluation was carried out with the scanning electron microscope (SEM). The local chemical compositions of the phases of interest were performed using the Energy Dispersive X-ray analysis (EDX).

Adaboost-based Crack Detection Method for Pavement

In highway pavement, pavement crack is the most common and harmful disease, which has seriously affected road quality. This article reviews the current texture feature processing algorithms and analyses the principle of Adaboost algorithm from aspects of image processing, texture feature extraction and recognition. And we use OpenCV to train classifiers and identify cracks in cement pavements and asphalt pavements from a software perspective. Finally, this paper uses Adaboost algorithm to detect the cracks on cement pavement and asphalt pavement and achieve the desired effect.

Reliability Evaluation of Pavement Life-Cycle Assessment Model

Inventory reliability of the life-cycle assessment (LCA) model highly depends on the data quality and normally exhibits significant uncertainty. A rigorous statistical methodology was established to capture and quantify the inherent uncertainties linked to the results of the LCA model. Two sources of uncertainty, data quality and model, were identified. The former was captured by converting the deterministic value to probability density function using beta distribution according to the evaluation matrix of data quality; the latter was assessed by prescribing variation interval through defining uncertainty factor. The functional equivalent pavement structures were designed, and the corresponding energy consumption and CO2 emission were calculated by the LCA model. A 10% variation was observed for the LCA results and within 30-year analysis span, at the 95% confidence level, and environmental burdens of cement pavement are higher than those of asphalt pavements while the comparison between the two asphalt pavements is not significant statistically. Therefore, the established statistical methodology is capable of capturing the uncertainty of the LCA model and quantifying the reliability the LCA results.

Mechanical Response of Voiding Cement Pavement under Load

An FEM model was built to analyze mechanical response of various load transfer capacities and various voids. Typical models, including 2,4,6 and 9 pieces, were modeled in order to analyze stress and deflection of the pavement slabs. Effect of various factors was discussed and compared as well. The conclusions of this paper supply accordance to cement pavement design and a guide for pavement testing and maintenance.

Fortification of Damaged Asphalt Pavements with Cement Concrete Slabs Reinforced with Next-Gen Bars – Part I: Laboratory Study

AbstractOver the course of operation, asphalt road pavements are subjected to damage from car traffic loads and environmental factors. One of the possible methods of strengthening damaged asphalt pavements may be the application of an additional rigid layer in the form of a cement concrete slab with continuous reinforcement.This paper presents a material-technological and structural solution for composite pavement where a cement concrete slab with continuous HFRP bar reinforcement is used for strengthening. Based on laboratory tests, the serviceability of composite bar reinforcement of rigid pavement slabs was shown. A design for strengthening asphalt pavement with a concrete slab with steel bar and corresponding HFRP bar reinforcement was developed. The composition of a pavement cement concrete mix was designed, and experimental sections were formed. Based on laboratory tests of samples collected from the surfaces of experimental sections and the diagnostic tests carried out in “in situ” conditions, the authors will try, in the nearest future (Part II: In situ observations and tests), to confirm the effectiveness of strengthening asphalt pavements with cement concrete slabs with HFRP components.

Thermal and Rheological Formulation and Evaluation of Synthetic Bitumen from Reprocessed Polypropylene and Oil

Bitumen from the catalytic cracking of petroleum is widely used in the construction industry as a binder for mineral aggregates paving asphalt cement (PAC). However, this material has serious limitations for use at different temperatures. Modifications with polymers have been widely studied to improve the properties of this material and increase its useful life. As a result of the increased environmental risk, the volume of solid waste (MSW) can be used as an alternative to the best use of this material. One of these is the formulation of synthetic bitumen (binders) from mixtures of lubricant oil/polymer that can show better when compared to traditional and modified bitumen. In this work, a mixture of lubricating oil and recycled polypropylene (PP) was made for the formulation of synthetic bitumens. The rheological analyses carried out on the material indicate that at low temperatures the formulated material shows high loading modulus values, indicating high mechanical strength, and the material also presented high resistance to permanent deformation; the viscosity profile indicates that the material is highly pseudoplastic presenting high viscosity at zero shear rate and low visibility at high shear rates, highlighting the samples containing 10 and 20% of polymer material in the formation as the best for use as one of the components of the pavement cement.

EVALUASI PEKERJAAN ULANG (REWORK) PADA PROYEK KONSTRUKSI JALAN DI KOTA BANDA ACEH

The construction project has a target of either completion time or cost, as well as road construction projects. Projects that are delayed due to rework are at risk both to the owner and beneficiary if the project is a means and infrastructure used by the community. Rework greatly affects the performance and productivity of workers in the field. Therefore, the purpose of this study is to determine what dominant factors that cause the occurrence of rework and know the work that often the occurrence of rework. The research method is descriptive with quantitative technique. Samples were taken from the population and determined by using Slovin formula, and it obtained as many as 51 companies. Random sampling is adapted to select respondent that representing the target companies. The result of analysis shows that the dominant factor caused the occurrence of rework namely lack of control with the value of frequency index (FI) 0.80; weather (FI value 0.79); an overcrowded schedule (FI value 0.78); wrong decision (FI value 0,78); lack of field information (FI value 0.78); lack of knowledge of specification (FI value of 0.73); and less experienced workers (FI value of 0.68). Interpretation of scores sometimes got 6 factors of rework, for example, less equipment with a value of FI 0.49; design changes with FI value of 0.49; local conditions (project disruption) with an FI value of 0.49; number of overtime work with value of FI 0,47; detail is not clear with value of FI 0,45; and lack of constructability with FI value of 0.45. While the frequent activities of rework are the widening of pavement and road shoulders, granular pavement and concrete pavement cement, asphalt pavement, and a returning of minor conditions and work.

APLIKASI MODIFIED PROCTOR PADA ROLLER COMPACTED NO-FINES CONCRETE DENGAN AGREGAT 5-10 mm

The usage of no-fines concrete as pavement currently was being utilized. It was constituted by diversity effort of concrete cement pavement construction material, besides no-fines concrete pavement having benefit that reduce water pond on pavement surface rapidly because of its pervious. Permeability character of no-fines concrete will recharge groundwater deposit therefore more environmental friendly. Problem faced is low strength of no-fines concrete as compared to conventional concrete. Therefore it is required the effort of increasing the strength of no-fines concrete by increase concrete density that is done by roller machine. No-fines concrete that is compacted by roller machine is called Roller Compacted No-fines Concrete (RCNC). 
 This research analyzed the increase of concrete properties especially compression strength and split tensile strength effected by external compaction using modified proctor in creating the laboratory specimen. Materials of no-fines concrete utilized Clereng coarse aggregate with size 5-10 mm, Gresik Portland cement and the aggregate cement ratio is 4 and 6. To accelerating the hardening concrete utilized admixture type C which is sikaset accelerator with 20% of total water volume. The blow variation of modified Proctor per layer is 28, 42 and 56. Compression test and split tensile test been done at the age of 1 and 28 days. 
 Result of research showed the increase of concrete specific gravity and compression strength in line with the increase of blow variation. RCNC specific gravity acquired ranging between 1,544 and 1,788. Compression strength at the age of 28 days acquired were (1) aggregate cement ratio 4 with 28, 42, 56 blows per layer were 21,47 MPa, 22,92 MPa, 26,55 MPa (2) aggregate cement ratio 6 each were 8,48 MPa, 10,51 MPa, 14,82 MPa. Split tensile strength at the age of 28 days were (1) aggregate cement ratio 4 with 28, 42, 56 blows per layer each were 2,27 MPa, 2,92 MPa, 3,13 MPa (2) aggregate cement ratio 6 each were 1,63 MPa, 1,83 MPa, 2,08 MPa.

Modified pavement cement concrete

The paper suggests design principles of pavement cement concrete, which covers optimization of compositions and structures at the stage of mixture components selection due to the use of plasticizing agents and air-retaining substances that increase the viability of a concrete mixture. It also demonstrates advisability of using plasticizing agents together with air-retaining substances when developing pavement concrete compositions, which provides for the improvement of physical and mechanical properties of concrete and the reduction of cement binding agent consumption thus preserving strength indicators. The paper shows dependences of the main physical-mechanical parameters of concrete on cement consumption, a type and amount of additives.

Study on properties and mechanisms of luminescent cement-based pavement materials with super-hydrophobic function

In this study, super-hydrophobic and luminescent cement pavement materials (SLCPM) were prepared, and the effects of the long afterglow luminescent materials and hydrophobic materials on luminescent properties and hydrophobicity of SLCPM were investigated. The results indicated that the mechanical performance of SLCPM was improved with the addition of luminescent powder (LP), but the opposite was true for the addition of reflective powder (RP). The superior luminescent properties of SLCPM could be found when the content of the LP was about 25% and the optimum content of the RP was maintained at 10%. The initial brightness could reach 96.56% of the maximum initial brightness after lighting for 30 min, which have more stable long afterglow performance and higher identification. The super-hydrophobic surface coating has excellent stability, self-cleaning performance and long-term stability, which can effectively reduce the liquid infiltration. After the test was finished, the surface contact angle and rolling angle could still reach 152.2° and 5.4°, respectively. It is concluded that doping appropriate LP can not only optimize the distribution of hydration products, but also improve compactness and initial brightness of SLCPM; while doping a large amount of RP can obviously reduce its strength due to its reaction with hydration products. These obtained results would provide a new thought on the design of the road pavement in low lighting environment.

Preliminary Study on Construction of Three-in-one Fishpond and Its Effect on Aquaculture in Ethiopia

Sandy nature of soil in Ethiopian rift valley challenged use of earthen ponds for fish culture. This trial was conducted at Algae Agricultural Technical and Vocational Educational Training (ATVET) College in Ethiopian central rift valley to investigate feasibility of fishpond constructed from mixture of local materials named “Three-in-one” and to assess its suitability and capacity for aquaculture. Fishponds were excavated, walls built with three layers; plastic membrane, Three-in-one soil and cement pavement. Three-in-one is a mixture of clay soil, termite soil and teff straw. Fish growth in the ponds was evaluated under supplement of different sorts of agricultural residues or agricultural by-products. The Three-in-one fishpond technology was found to be low cost, simple to construct, able to retain water effectively and has long service life. The fishpond also supported fish growth with good farming performances as 9,250 kg/ha. Use of agricultural residues or agricultural by-products as feed for fish culture in the fishponds effectively reduced the cost of fish farming with feed coefficient 2.4~2.6. The Three-in-one fishpond technology and matching feed has to be evaluated and popularized for extension in appropriate sites of Ethiopia.

Research on Mechanical Property of High Elasticity Stress-absorbing Band

Authors of papers to research mechanical property of high elasticity stress-absorbing band for crack reflection of asphalt overlay on old cement pavement. Tensile ductility property of high elasticity rubber mastics and stress-absorbing band were tested and compared with crack stick on the market to analyze the mechanism of crack resistance. The result showed that high elasticity stress-absorbing band appeared elasticstretching, strengthen stage, yield and necking stage during stretching process, which same with standard elastic materials. Setting fiberglass mesh in the middle of band was better for mechanical property of high elasticity rubber mastics. Compared with crack stick, high elasticity stress-absorbing band was better for crack resistance.

Characterizing Vibration Responses of Cement Pavement Slabs Atop Different Interlayers to Moving Vehicle Load

Abstract This research characterized the vibration responses of cement pavement surface slabs atop different interlayers under a moving vehicle load via the laboratory simulated vibration response tests and the field tests. This was done with the help of a micro-seismic monitoring system. In the laboratory simulated vibration response tests, a 4.5 kg hammer was used to impose impact loading, while geotextile and rubber sheet were used as the interlayers. The laboratory test results indicated that under the same impact load, compared with the surface slabs without an interlayer beneath, the vector sum of the peak vibration velocity of the surface slabs atop the rubber sheet interlayer, the single-layered geotextile interlayer, and the double-layered geotextile interlayer decreased by 68, 56, and 67 %, respectively; the vector sum of their maximum displacement amplitude decreased by 96, 52, and 45 %, respectively. In the field tests for vibration response, which were done under an estimated vehicle loading 60 t (rear axle loading 30 t) and an estimated vehicle speed of 60 km/h, the surface slabs with geotextile or plastic membrane as the interlayer beneath were tested. The field test results indicated that under the same other conditions, compared with the surface slabs without an interlayer beneath, the vector sum of the peak vibration velocity of the surface slabs atop the interlayer of a double-layered geotextile plus a single-layered plastic membrane, the interlayer of a single-layered geotextile plus a single-layered plastic membrane, and the interlayer of a single-layered plastic membrane decreased by 53, 46, and 10 %, respectively. The vector sum of their maximum displacement amplitude decreased by 41, 39, and 19 %, respectively. To conclude, the rubber sheet interlayers and the geotextile interlayers can help the cement pavement surface slabs significantly damp the vibrations caused by the moving vehicle load or the impact load.

Skid resistance decay model of epoxy wear layer on cement pavement

Skid resistance decay model of epoxy wear layer on cement pavement

Review of Cement Concrete Pavement of Noise Reduction Method

In recent years, with the rapid development of the economy, a sharp increase in car ownership in China, the rapid increase in cities traffic volume. Meanwhile, the effect on the normal life, work, study, rest and environment of residents along grows increasingly fierce both in extent and scope. Cement Concrete Pavement noise reduction measures seem more urgent. In this paper, introducing the current commonly used cement pavement noise reduction measures, and discussing the research and development direction of cement concrete pavement noise reduction measures.

상변화물질을 사용한 반강성 포장용 초속경시멘트 페이스트 재료의 성능평가

본 연구에서는 상변화물질(PCM)을 반강성 포장체를 구성하는 초속경시멘트 페이스트 주입재에 적용하기 위한 연구를 수행하였다. 반강성포장용 주입재의 아크릴레이트를 PCM으로 치환에 따른 총 6종류의 주입재 배합에 대하여 경화 전 후 특성을 실험을 통해 평가하였다. 아크릴레이트를 PCM으로 치환하여 유동성을 평가한 결과 본 연구에서 목표로한 유하시간 10~13초를 모두 만족시킬 수 있는 것으로 나타났다. 응결시간의 경우 PCM으로 치환하더라도 초속경 시멘트의 성능을 확보할 수 있는 것으로 나타났고, PCM 치환 60%이상의 경우 초결시간이 다른 배합에 비해 1~2분 빨리 발생되었다. 압축강도 및 부착강도의 경우 Plain 배합과 유사한 강도특성을 나타내었고, 본 연구에서 목표로 하는 압축강도 36MPa, 부착강도 2MPa를 모두 만족시켰다. PCM으로 치환한 배합은 아크릴레이트만을 사용한 배합에 비해 우수한 염소이온침투저항성을 나타내었으나, OPC수준에는 미흡하였다. 반강성포장용 주입재에 대한 물리 역학적 성능평가 결과, 이 연구의 범위내에서는 PCM 대체율 20% 수준이 효과적인 것으로 판단된다. A study to apply phase change material(PCM) to rapid hardening cement paste forming semi-rigid pavement was carried out. The characteristics fresh and hardened paste were evaluated through the experiment for a total of 6 mixtures according to the cement type and the substitution of phase change material for acrylate. The fluidity by substituting phase change material for acrylate satisfied the target flow time of 10 to 13 seconds. In case of setting time, it was possible to secure the performance of rapid hardening cement by substituting phase change material, and if the substitution ratio over 60%, the initial set occurred 1 to 2 minutes faster than other mixtures. In case of compressive strength and bond strength, it showed similar strength characteristics with the plain mixture, and it satisfied both the target compressive and bonding strength of 36MPa and 2MPa. The mixture substituting phase change material showed higher resistance to chloride ion penetration than the mixture only using acrylate and the OPC level was insufficient. From the results of physical and mechanical performances of semi-rigid pavement cement paste, the phase change material substitution rate of 20% was effective in the range of this study.