Pavement Strength Research Articles

Experimental Study on the Mechanical Properties of Basalt Fiber Geogrids Reinforced with Cement-Stabilized Macadam

Cement-stabilized crushed stone is widely used in the construction of high-grade highways because of its good durability and stability. However, cement-stabilized gravel is also easily affected by temperature and humidity, resulting in a reduction in the overall strength and durability of asphalt pavement. In response to this problem, in this study, we lay a single layer of a basalt fiber geogrids in a cement-stabilized gravel base of a test section of the Yan-Chong Expressway. The bonding and friction forces formed between the basalt fiber geogrids and the base as well as the mechanical bite force, play an anti-cracking role. We conducted a comparative experimental study on the mechanical properties of basalt fiber geogrids reinforced or not reinforced with cement-stabilized gravel specimens of different ages. The results showed that (1) the unconfined compressive strength of cement-stabilized gravel was slightly reduced; (2) the splitting strength was somewhat improved; (3) the compressive elastic modulus was slightly reduced; (4) the flexural and tensile strengths were significantly increased. An improvement in the crack resistance in semi-rigid base materials can improve the service life of high-grade asphalt pavements.

The Impact of the Covid – 19 Pandemic on Runway Service Life

Government policies that carry out large-scale social restrictions during the Covid-19 period have had an impact on reducing air traffic both for landings and takeoffs, which will have an impact on the life of runway services. Service life is the strength of road pavement in standing the repetition of permit loads before experiencing failure, by knowing that the service life can be directly used to determine the right time for runway maintenance. The purpose of this research is to determine the impact of the Covid-19 pandemic on the life of runway services. The method used in this research is the FAA method with the help of FAARFIELD software, this software calculates the service life based on the CDF value of each aircraft. The data used is secondary data in the form of aircraft type data, CBR ground, and existing pavement data. From the results of the research, it is known that the COVID-19 pandemic has a positive impact on the life of runway service by increasing the life of runway service by 4 years, where in the condition of covid-19 conditions it has a CDF value of 0.20 with a service life of 19 years and in normal conditions the CDF value is 0.22 with a service life of 15 years. The results of this research contribute to decision-making in carrying out maintenance and repairs on the runway of Soekarno Hatta International Airport so that the runway can operate sustainably in accordance with performance requirements throughout the life of the plan, to maintain flight safety and comfort.

Дослідження впливу різних наповнювачів на атмосферостійкість асфальтобетонів

Introduction. The properties of bituminous-mineral materials are determined by the bonds formed between individual mineral grains and depend on the characteristics of the bitumen, the thickness of the bitumen layer covering the mineral grains, as well as the interaction processes between the mineral materials and bitumen at their joint interface. To ensure a strong and stable bond between the grains, the bitumen must evenly cover the surface of the mineral materials with a thin layer. To improve the strength of road pavement made from bituminous-mineral material, it is necessary for the maximum amount of bitumen to be adsorbed by the mineral material, minimizing the content of free bitumen. Problem Statement. Depending on the nature of the mineral material and the chemical composition of the bitumen, the properties of its thin layers change in various ways. On an active mineral surface, the strength of the bitumen in a thin layer increases as the thickness decreases, while on an inactive surface, the strength of the bitumen remains largely unchanged with a decrease in layer thickness.

A Final Study: The Role of Plastic-Modified Bitumen in Enhancing Durability and Sustainability in Road Construction

Abstract: This study systematically evaluates the influence of integrating varying percentages of plastic waste into bitumen on the mechanical properties and performance characteristics of bituminous pavements. Experimental results indicate that the incorporation of plastic waste enhances the performance of bitumen up to an optimal threshold of 8% by weight; exceeding this concentration results in negligible improvements or deterioration in performance. Rigorous laboratory assessments, including Dynamic Shear Rheometer (DSR) analyses, demonstrate that plastic-modified bitumen exhibits a significantly elevated complex modulus (G*) and a reduced phase angle (δ) in comparison to unmodified bitumen, with the 8% modification yielding the most favourable outcomes. Enhanced Marshall Stability, improved flow values, reduced penetration, and increased softening points further signify superior resistance to load and thermal variations. The elevated viscosity of plastic-modified bitumen contributes to enhanced pavement strength and durability. Future investigations should encompass additional evaluations, such as ductility, elastic recovery, and flash/fire point tests utilizing the wet process, alongside an exploration of the dry process involving the coating of aggregates with shredded plastic. The findings substantiate that the incorporation of plastic waste into bitumen not only augments pavement performance but also presents a viable eco-friendly solution for plastic waste management, thereby fostering sustainable construction methodologies. The findings confirm that using plastic waste in bitumen improves pavement quality and offers an eco-friendly solution for plastic waste management, promoting sustainable construction practices.

Pavement performance and model studies with modified bitumen binder

Flexible pavements experience premature deterioration due to several factors, such as high volumes of traffic, repeated wheel loads, overloading, adverse weather conditions, inferior quality of materials, and other related issues. One of the most commonly found types of distress is rutting, which severely affects pavement performance; hence, the prediction of rutting behaviour is crucial. Research has been done by adding various industrial wastes, chemicals, additives, and modifiers such as rubber, natural rubber, polymers, and waste plastic into the bitumen. These materials are expected to have a substantial impact on enhancing the strength, durability, and performance of pavement while simultaneously reducing the cost of construction. The present research deals with a laboratory investigation of bituminous mixes using both Marshall stability and rutting tests. The performance tests were carried out by Roller Compactor cum Rut Analyzer (RCRA) equipment and Finite Element (FE) analysis in ABAQUS. The experimental findings show that the modified bitumen exhibits 48% greater strength and 20% more resistance to rutting than the conventional bituminous mixes. The model analysis was successfully validated by experimental results. The findings of the research resulted in the development of a mathematical equation that helps to calculate in-service pavement rut depth.

Critical Review and Potential Improvement of the New International Airport Pavement Strength Rating System

Critical Review and Potential Improvement of the New International Airport Pavement Strength Rating System

Towards Calculation of Anisotropic Constructive Elements with Elastic-Plastic Properties

Calculation improvement of asphalt concrete possessing parameters of structurally unstable material is based on the problem of increasing the bearing capacity in terms of the expansion of borders of elastic and plastic material deformation.Purpose: Determination of elastic-plastic characteristics of asphalt concrete during non-equiibrium deformation and elastic aftereffect.Practical implications: The estimation of strength of asphalt concrete pavement of carriageway is based on a solution of the contact problem for structurally unstable material.

APPLICATION OF COIR GEOTEXTILE IN SUBGRADE FOR IMPROVED STRENGTH AND DRAINAGE CONDITION OF FLEXIBLE PAVEMENT

APPLICATION OF COIR GEOTEXTILE IN SUBGRADE FOR IMPROVED STRENGTH AND DRAINAGE CONDITION OF FLEXIBLE PAVEMENT

Особенности эксплуатации лесовозных дорог в весенне-зимний период

Seasonal roads are not capital construction objects. Unlike all-season ones, they can be of summer and winter action. During the transport development of forests, both allseason paved roads and temporary unpaved roads are required. The share of temporary roads is more than 90 % of all logging roads. One of the main problems of temporary logging roads is uneven seasonal operation, especially in summer. Seasonal roads do not have a permanent surface; more often it is natural soil, subject, except for mechanical impacts, to atmospheric ones, which is most evident in the summer-autumn period. Therefore, about 80 % of the harvested wood is exported via winter roads. The density of temporary roads depends on the general harvesting technology in a particular area, including the wood skidding distance and the angle of relative position of forest roads. Winter road construction works are carried out in summer and winter. In summer, engineering surveys are carried out, the optimal direction of the future route is determined, a clearing is cut, a roadbed is prepared, and if necessary, culverts are installed. With the onset of cold weather, the existing soil is compacted and leveled to accelerate its freezing. If the roadbed is sufficiently frozen, a snow-ice cover is formed. The article considers the influence of roadside forest plantations on the air temperature near the road surface, soil temperature, blocking solar radiation – the factors that are directly related to the overall service life of a winter road. Special attention is paid to slowing down the decrease in the winter road pavement strength in the shade of preserved trees by choosing the optimal route direction. The slowdown in the decrease in the pavement strength of the forest dirt road has been established and confirmed in areas where solar radiation is blocked by trees, i.e. in the shade. The difference in strength reduction to the minimum is 33 days. Based on the research results, it has been concluded that a comprehensive development of the logistics strategy for the organization of roundwood transportation via winter roads is necessary.

Assessment of flooding impact on thin pavement structure in Texas coastal region

Over the recent years, transportation infrastructure in the United States have experienced numerous hurricanes or tropical storms usually accompanied with heavy rainfalls. This may lead to flooding on pavements and higher groundwater levels, causing soil erosion, slope instability, reduced pavement strength, and lowering pavement’s load-bearing capacity, subsequently shortening pavement service life or increasing rehabilitation and maintenance costs. This study focuses on the impact of flooding on thin pavement structure with surface-treated pavements in Texas coastal region, which contains 6,277 lane miles of roads. First, at a project level, a Mechanistic-Empirical pavement design tool is used to analyze pavement performance under flooding and non-flooding/normal conditions. Pavement life is estimated for different flooding timing cases. Second, simulations are run to evaluate the impact of flooding on the pavement life at a network level. Three flooding frequencies are highlighted: low, 100-year; medium, 50-year; and high, 20-year. By a comparison with non-flooding baseline, it is found that the pavement life for the entire weak pavement network in the coastal region can be reduced at varying degrees due to the flooding impact. The quantified pavement life reduction can serve to enhance pavement design practice and system management decision making in a proactive manner.

The Utilization of Coconut Shell Ash Waste as Filler in Pavement Mixture towards Green Infrastructure

Road is one of the most important land infrastructure in supporting community activities and regional development. The problem with current road construction is the increasingly limited availability of natural materials, so it necessary to innovate materials made from waste. This research utilizes waste material in the form of coconut shell ash as a filler towards the realization of green infrastructure. The purpose of this research was to obtain the characteristics of filler, aggregate, asphalt and their effect on road pavement mixtures. The research method is research in the laboratory. The results obtained are that the physical properties of aggregate, asphalt and coconut shell ash meet the requirements of The General Highway Specification. Utilization of coconut shell ash filler of 3.5% obtained Optimum Asphalt Content (OAC) of 5.5%, 4% obtained OAC of 5.8%. Based on results of the Marshall parameters for the two mixtures meet all the standards of The General Highways Specification. The use of coconut shell ash as filler in a mixture of road pavements can increase the strength and durability of road pavements, as well as support the realization of green infrastructure. It can have an impact on improving environmental quality through the use of waste for road pavement towards the development of environmentally green infrastructure.

The Combined Effect of Pond Ash with Borrowed Soil Materials Along with Milling Waste for Flexible Pavement Sub-Grade Crater Foiling and Strength Characteristic Enhancement

The Combined Effect of Pond Ash with Borrowed Soil Materials Along with Milling Waste for Flexible Pavement Sub-Grade Crater Foiling and Strength Characteristic Enhancement

Investigation on the Performance of Modified Corn Stalk Fiber AC-13 Asphalt Mixture

As an agricultural waste, a large amount of corn stalk will cause environmental pollution. In order to realize the resource utilization of waste and meet the strict requirements of modern traffic on pavement strength and durability, it was modified and applied to an AC-13 asphalt mixture to study its influence on the road performance of asphalt mixture and its mechanism. The road performances of modified corn stalk fiber, lignin fiber, and ordinary asphalt mixtures were evaluated via the wheel tracking test, low-temperature bending test, water immersion Marshall test, freeze–thaw splitting test, and fatigue test. Based on the results of three-point bending fatigue test, the viscoelastic parameters and indexes of the fiber asphalt mixture were obtained by fitting the loading specimen and deflection data with the Burgers constitutive model, and the creep strain response was analyzed by applying dynamic load, so as to explore the relationship between the viscoelastic characteristics and creep behavior of modified corn stalk fiber and AC-13 mixture. The long-term high-temperature performance test of the asphalt mixture with the best fiber content was carried out by using the long-term pavement intelligent monitoring equipment independently developed by the group of investigators. According to the findings, the ideal fiber contents for modified corn and lignin in asphalt mixture are 0.2% and 0.3%, respectively. Among them, the modified corn stalk fiber with a 0.2% content has the best effect on road performance, viscoelastic performance, and the asphalt mixture’s creep behavior under dynamic load. Compared with the 0.3% lignin fiber asphalt mixture, its dynamic stability, bending stiffness modulus, immersion residual stability, freeze–thaw splitting strength ratio, and loading times at failure increased by 19.9%, 18.28%, 4.19%, 8.6%, and 9.15%, respectively. Compared with ordinary asphalt mixture, it increased by 47.0%, 28.72%, 7.65%, 15%, and 75.81%, respectively. Moreover, when modified corn stalk fiber is added at 0.2%, the viscoelastic delay time of asphalt mixture is the longest, the strain peak value and rut depth are at a minimum, and the viscoelastic properties, creep properties, and long-term high-temperature properties are the best.

Investigating the Impact of Domestic Sewage on Asphalt Concrete Pavement Strength

This study evaluates the impact of exposing asphalt pavement to sewage and fresh water. In total, 87 samples were prepared, where half of them were immersed in sewage and the others were immersed in freshwater. The Marshall mix design method was adopted for the preparation of samples. Three immersed samples were tested for stability and flow every 24 hours in both fresh water and sewage, comparing the results with a control sample. The samples immersed in fresh water lost their stability and flow after 11 days, while the ones immersed in sewage water lost their stability and flow after 9 days. Furthermore, the loss in stability for samples immersed in fresh water and sewage after 14 days was found to be 38.8 and 55.6%, respectively. The results revealed that sewage water affects asphalt concrete pavement more severely than freshwater. Finally, it was concluded that proper drainage and adequate supplemental sewerage systems are necessary to maintain the desired strength of the pavement throughout its design life.

Reliability risk modelling of asphalt pavement structure performance under the impact of freeze-thaw cycles

This paper delivers an in-depth risk analysis of asphalt pavement structural strength in the cold Qinghai-Tibet Plateau region. It encompasses a wide range of risk factors, including environmental conditions, traffic dynamics, pavement structures and materials, and various human-related factors. These risk factors are quantified using probability distributions, with emphasis on the changes in their mean and variance to simulate the effects of risk. A novel risk metric, termed “CVall”, is introduced to encapsulate the cumulative risk associated with each random variable. The paper describes the risk in the load and resistance equations, which govern the asphalt pavement strength, using the probability density function distribution. This approach takes into account the variation coefficient of each parameter. The study highlights that the risk related to the pavement structure number following freeze-thaw cycles significantly influences the reliability of pavement structural strength. These insights are particularly crucial for highway design, construction, and maintenance in cold regions, where the durability and longevity of pavement are paramount.

How much road deterioration do heavy vehicles cause on Australia’s sealed flexible pavements?

ABSTRACT An evidence-based estimate of the load-related road deterioration due to heavy vehicles on the road network is needed for underpinning heavy vehicle road user charges on Australia’s arterial roads. A network level model for estimating the percentage (%) load-related road deterioration was developed for typical sealed unbound pavements in Australia’s sealed road network. This model was based on a network level roughness deterioration model using observational data from long-term pavement performance (LTPP) and long-term pavement performance maintenance (LTPPM) sites and accelerated loading facility (ALF) experimental data. The model estimates that the % load-related road deterioration varied with changes to the traffic load, pavement strength and an environmental coefficient. This outcome also implies that the roughness deterioration model for sealed granular pavements is likely to be more appropriate for predicting Australia’s sealed granular pavement deterioration than past internationally based roughness deterioration models which were originally based on the deterioration of asphalt bound pavements.

Fracture strength of geogrid-reinforced concrete pavements with carbon-fiber composites insertion

Fracture strength of geogrid-reinforced concrete pavements with carbon-fiber composites insertion

Analysis of Implementation Plans for the ACR -PCR System on Flexible Pavement Runways at Utilization Cooperation Airport

ICAO determined that the ACR–PCR system will take effect in July 2020 and be effective in November 2024. It is very important for airports in Indonesia to make adjustments to optimize the use of pavement assets. The research aims to calculate ACR-PCR, compare it with ACN-PCN, evaluating the airside pavement structure of airport through the application of the ACR-PCR system. Case study analysis of calculations with ICAO–ACR1.32 and FAARFIELD2.0. ACN/PCN and ACR/PCR ratios are classified against pavement strength limitation criteria. Evaluation based on the criteria for permanent deformation of the subgrade layer andfatigue cracking of the asphalt layer. Tjilik Riwut airport runway PCR value 542FBXT, Radin Inten II 850FCXT, Fatmawati Soekarno 712FCXT and H. AS. Hanandjoeddin 643FCXT. Comparison of the ACR/PCR and ACN/PCNratiosshows an increase in pavement capacity of 1.4746. Based on the criteria for fatigue cracking of the asphalt layer and permanent deformation of the PCR subgrade layer at Tjilik Riwut airport 668 and 575 FBXT, Radin Inten II 1027 and629FCXT,Fatmawati Soekarno 862 and 629 FCXT, H. AS. Hanandjoeddin 675 and 560 FCXT. The structural pavement capacity of PT Angkasa Pura Indonesia airport has the opportunity to be increased in terms of flight frequency.

Reviewing the Potential of Phase Change Materials in Concrete Pavements for Anti-Freezing Capabilities and Urban Heat Island Mitigation

This study provides an overview of how phase change materials (PCMs) can improve the resistance of concrete pavement to freeze–thaw cycles and mitigate the urban heat island (UHI) effect. The investigation covers different types of PCMs and methods for integrating them into concrete pavement, as well as the mechanical properties and compressive strength of concrete pavement when employing various PCMs. Prior studies have identified porous aggregates, microencapsulation, and pipelines containing liquid PCM as common approaches for PCM integration. Researchers have observed that the utilization of PCMs in concrete pavement yields favorable thermal properties, suggesting the potential for anti-freezing and UHI mitigation applications. However, the choice of PCM materials should be informed by local climate conditions.

Deflection Basin Detection of Pavements Based on Linear Array Charge-Coupled Device (CCD) Photoelectric Sensors

Deflection is an important indicator of the overall pavement strength, and it is generally detected using the Falling Weight Deflectometer (FWD). In response to the shortcomings of FWD in use, a pavement deflection detection method based on a linear array charge-coupled device (CCD) photoelectric displacement sensor is proposed. Firstly, a detailed description is given of the working principle of the deflection detection photoelectric sensor for the center point of the deflection basin and other points. Secondly, a photoelectric displacement sensor using linear array CCD deflection detection is designed, including a laser, CCD signal processing module, CCD and its driver module, and upper computer communication module. Among them, the EPF10K20TC144-4 device of the FLEX 10K series from ALTERA company is used to generate CCD driving pulses; Two DM54LS245 are selected as the driving interface for CCD photoelectric sensors, and corresponding filtering and signal amplification circuits are designed to address the noise problem of CCD photoelectric signal injection. Finally, the fixed threshold method separates the background and image signals in the CCD photoelectric signal, and the microcontroller is connected to the serial port of the upper computer through the MAX232 chip. The displacement measurement experiment uses the designed linear array CCD photoelectric displacement sensor. The results show that the road deflection basin detection method by the linear array CCD photoelectric displacement sensor fully meets the actual detection requirements and can obtain dynamic deformation information of the tested road surface. It is helpful for a detailed understanding of the changes in the deflection basin of the road surface under load.