Reinforced Concrete Pavement Research Articles

Ultra-Thin Reinforced Concrete Pavements (UTRCP): Towards the development of a structural design guideline for South Africa

Ultra-Thin Reinforced Concrete Pavements (UTRCP): Towards the development of a structural design guideline for South Africa

Time Line of Airport Use of Continuously Reinforced Concrete Pavement

Time Line of Airport Use of Continuously Reinforced Concrete Pavement

Ultra Thin Continuously Reinforced Concrete Pavement Development in South Africa

Ultra thin continuously reinforced concrete pavements (UTCRCP), in literature also referred to as Ultra Thin Heavy Reinforced High Performance Concrete (UTHRHPC), have been used in Europe successfully as a rehabilitation measure on steel bridge decks and reported on at the 5th International CROW workshop in Istanbul (2004). This concept has been explored further in South Africa for use as a road strengthening measure by constructing experimental sections of 50 mm UTCRCP directly on top of both natural gravel and cement-treated natural materials. During the experiment the composition of the UTCRCP layer was varied in terms of mix design, steel fibre type and content, reinforcing steel mesh diameter and spacing. To date a total of 10 experimental sections have been tested using the Heavy Vehicle Simulator (HVS) and rendered structural lives that varied from 5 million to 90 million equivalent standard (80 kN) axles on medium to weak support structure. The results obtained were then evaluated through 3D-finite element modelling and the design was refined using laboratory tests. The refined UTCRCP design was then subjected to further HVS testing. The paper discusses the above process in more detail.

Predictive modeling of transverse cracking in continuously reinforced concrete pavement: a machine learning approach

Abstract Accurate prediction of transverse cracking in Continuously Reinforced Concrete Pavement (CRCP) is critical for improving infrastructure management procedures and preserving the road network's long-term durability and safety. This paper conducts a thorough analysis into predicting transverse cracking in CRCP using machine learning approaches. The research involved meticulous data preparation, feature selection, and evaluation of various machine learning models to identify the most effective predictor. Key variables such as pavement age, total thickness, temperature, freeze index, traffic volume, precipitation, and initial International Roughness Index (IRI) were analyzed for their impact on transverse cracking occurrences. Sensitivity analysis was conducted to assess the influence of individual input variables on model predictions. Results indicated that the cubic Support Vector Machine (SVM) model outperformed other models, demonstrating exceptional predictive accuracy. Furthermore, sensitivity analysis revealed significant correlations between input variables and transverse cracking occurrences, emphasizing the importance of considering a holistic range of factors in pavement engineering and maintenance strategies. Our findings, which provide insights into the intricate interactions between input factors and pavement distress, help to create tailored treatments and methods for minimizing transverse cracking and enhancing CRCP performance.

A 15 YEAR PERFORMANCE AND EVALUATION OF CRCP EXPERIMENTAL ROAD

This study presents a comprehensive 15-year evaluation of the Continuously Reinforced Concrete Pavement (CRCP) implemented in the Nakayama Bypass on National Highway Route 112. Spearheaded by a collaborative effort from The Nippon Road Co., Ltd., the Tohoku Regional Construction Bureau, Road Management Technology Center, Tohoku Branch, and Rainbow Consultants Co., Ltd., the research aims to assess the long-term performance, durability, and maintenance requirements of CRCP under various traffic and environmental conditions. The methodology encompasses detailed inspections and performance analyses, including pavement condition surveys, crack mapping, deflection measurements, and structural integrity assessments. This longitudinal study also integrates advanced evaluation techniques to understand the CRCP's behavior over its service life, focusing on crack propagation, load transfer efficiency, and overall pavement stability. Results indicate that CRCP, with its design and construction innovations, exhibits superior durability and performance compared to traditional pavement types. Notably, the CRCP section demonstrated remarkable resistance to traffic-induced stresses and environmental impacts, showcasing minimal maintenance needs over the 15-year period. The study also highlights the importance of initial quality control and precise construction practices as key factors contributing to the pavement's longevity and reduced lifecycle costs. Conclusively, the findings advocate for the broader adoption of CRCP in road infrastructure, emphasizing its cost-effectiveness and sustainability benefits. This research contributes valuable insights into pavement engineering, offering a robust evidence base for future CRCP projects and innovations in pavement technology. (Abstract generated by AI tool ChatGPT 4)

Machine Learning Applications for Predicting Faulting in Jointed Reinforced Concrete Pavement

Machine Learning Applications for Predicting Faulting in Jointed Reinforced Concrete Pavement

Blast Resistance of Retrofitted Unreinforced Masonry Arch Bridge with Reinforced Concrete Pavement and Infill Replacement

Blast Resistance of Retrofitted Unreinforced Masonry Arch Bridge with Reinforced Concrete Pavement and Infill Replacement

Strategies for Managing an In-Service Continuously Reinforced Concrete Pavement in Illinois

Strategies for Managing an In-Service Continuously Reinforced Concrete Pavement in Illinois

Machine Learning-Based Prediction of International Roughness Index for Continuous Reinforced Concrete Pavements

Machine Learning-Based Prediction of International Roughness Index for Continuous Reinforced Concrete Pavements

Application of recycled crushed glass in road pavements and pipeline bedding: An integrated environmental evaluation using LCA

The study aims to conduct a comprehensive life cycle assessment (LCA) of mixed glass waste (MGW) recycling processes to quantify the environmental impacts of crushed glass as a partial substitute for virgin aggregate. Upstream washing, crushing, and sorting conducted at material recycling facilities (MRF) are the prime activities to assess whether reprocessed MGW in pavement construction is an alternate feasible solution. None of the previous studies explicitly account for the relative uncertainties and optimization of waste glass upstream processes from an environmental perspective. The study calculates environmental impacts using the LCA tool SimaPro considering design factors attributed to transportation, electricity consumption, use of chemicals, and water for reprocessing glass waste. Relative uncertainties of design variables and the national transition policy (2021−2030) from non-renewable to renewable energy sources have been validated by performing detailed Monte Carlo simulations. The correlation coefficients (r = 0.64, 0.58, and 0.49) of successive variables explain how the higher environmental gains of the glass recycling process are outweighed by diesel, energy consumption, and transportation distances. Compared to natural quarry sand, the recycled glass aggregate produced through crushing and recycling of its by-products reduces CO2eq emissions by 16.2 % and 46.7 %, respectively. The need for a washing line at the plant, in addition to crushing, results in a higher environmental impact over natural sand by 90.1 % and emphasizes the benefits of collecting waste glass through a separate bin, hence avoiding contamination. The result indicates that the benefit of lowering emissions varies significantly when considering waste glass landfilling. Moreover, this study evaluates the potential impacts on asphalt and reinforced concrete pavements (RCP) with 5 %, 10 %, 15 %, and 20 % replacement of natural sand with recycled glass aggregate. The LCA emphasizes the limitations of energy-intensive waste glass reprocessing. The obtained results and uncertainty analysis based on primary MRF data and recycled product applications provide meaningful suggestions for a more fit-for-purpose waste management and natural resource conservation.

Dynamic Response of Reinforced Recycled Aggregate Concrete Pavement under Impact Loading

Airport runway pavements often undergo the direct impact of aircraft landings. For the purposes of designing the structure, it is of great importance to know about the dynamic response of the pavement and its behavior under impact loading. However, the dynamics and failure mechanisms of reinforced recycled aggregate concrete pavements subjected to impact loading are seldom explored in the literature. For this purpose, four reinforced recycled aggregate concrete pavements with different thickness and ratios of reinforcement, and one reinforced normal concrete pavement, were manufactured and tested under impact loading using the drop-weight impact frame system. The impact force characteristics, crack patterns, deformation responses, and strain developments of reinforced concrete pavements subjected to impact loading were evaluated and compared. The above-mentioned study revealed that with an increase in the reinforcement ratio, both the deformation and the steel strain were reduced. Increasing the thickness would reduce the degree of damage and the impact force of reinforced concrete pavement (RCP) but increase the deformation. The results show that under the same compressive strength, the dynamic performance of the reinforced recycled aggregate concrete pavement was worse than that of the reinforced normal concrete pavement because of its lower elastic modulus and weaker interfacial transition zone. The dynamic performance of reinforced recycled aggregate concrete pavement could be improved by increasing the thickness and reinforcement ratio. The use of recycled aggregate concrete (RAC) in RCP is a technically feasible application of the material within the scope of this experimental study.

Polymer Fiber Reinforced Concrete Pavements

Abstract: The old method for using the traditional bituminous pavements have to be needs for continuous maintenance and repair work .In India there are several advantages of cement concrete pavements over bituminous pavements because of india has to leading growth country than other. This paper explains on POLYMER FIBRE REINFORCED CONCRETE PAVEMENTS, which is a recent advanced in the field of reinforced concretepavement in designs. In this project showing that how can Fibers help to improve the ductility performance, pre-crack tensile strength, fatigue strength, impact strength and shrinkage cracks. FRC satisfies two of the much demanded requirements of pavement material in economy and reduced pollution. Fibre reinforcement pavement has to reduce the cost of additional maintenance required on concreted pavement. It is ecofriendly and long life sustainability pavement.

Slab-Base Interface Friction Evaluation for Continuously Reinforced Concrete Pavement

Slab-Base Interface Friction Evaluation for Continuously Reinforced Concrete Pavement

Effect of adding additional Carbon Fiber on Piezoresistive Properties of Fiber Reinforced Concrete Pavements under Impact Load

Multifunctional Cementitious Composite (MCC) characteristics are directly related to the type and dosage of the Electrically Conductive Materials (ECMs) reinforcing the relevant concrete matrices. This study investigated the electro-mechanical capacities of fiber reinforced concrete pavement (FRCP) with and without the addition of micro scale-carbon fiber (CF). The impact energy of FRCP under compacted load was evaluated initially; then, the effects of 0.5% and 1% content by volume of CF on the piezoresistivity capacities of FRCP were investigated under applied impact load. This type of load is the most common force causing long-term rigid pavement deterioration. Obtained results showed that the use of a hybrid fiber (micro-scale carbon fiber 0.5% and macro-scale steel fiber 1% by volume) enhanced the impact strength (impact energy) due to CF’s resistance to micro-cracks. The developed FRCP showed good results in terms of self-sensing under compact load with both 0.5 and 1.0% by volume of CF.

Continuously Reinforced Concrete Pavement Cracking Patterns and Properties with Internal Curing and Active Cracking

Transverse cracking in continuously reinforced concrete pavement (CRCP) develops over time and may exhibit irregular patterns such as cluster cracks, Y-shaped cracks, and divided cracks. These undesirable cracking patterns can increase the probability of premature spalling and punchouts. Ideally, a uniform transverse cracking pattern with small crack widths leads to favorable long-term performance in CRCP. An experimental field project was constructed with internally cured concrete and active cracking to control crack initiation timing, patterns, and properties. Prewetted fine lightweight aggregate was used for internal curing, and edge notches of 2 in. depth and 2 ft length every 4 ft along the test section were sawcut for active crack control. The three experimental CRCP sections in Illinois were monitored for crack spacing, crack width, and formation of undesirable cracks over a 4-year period. Internally cured concrete significantly reduced the undesirable crack patterns relative to the control section. Internally cured concrete coupled with active crack concrete produced superior crack patterns and properties, that is, uniform crack spacing of 3.6 ft without cluster cracks, 0.2 mm surface crack width, and only a small number of undesirable cracks. Active crack control produced a higher number of transverse cracks near the terminal joint (last 150 ft) compared with the control section. Moisture and temperature management with active crack control during construction of the CRCP provided a desirable crack pattern and properties that should increase the overall service life of a pavement.

Layer Composition of Continuously Reinforced Concrete Pavement Optimized Using a Regression Analysis Method

A procedure for determining the optimized composition of layer properties for a continuously reinforced concrete pavement (CRCP) system was constructed using field tests, finite element (FE) analysis, and regression analysis methods. The field support characteristics of a rigid pavement system were investigated using a falling weight deflectometer (FWD), dynamic cone penetrometer (DCP), and a static plate load test. The subgrade layer exhibited a more uniform condition than the aggregate base, and the modulus of the subgrade reaction of the aggregate base and subgrade combination (effective k-value) was improved by about 1.5 times by introducing a 2 inch (50.8 mm) asphalt stabilized base (ASB) layer. Thereafter, FE support models describing the actual field conditions were studied. The effects of the thickness of the stabilized base layer, the elastic modulus of the stabilized base material, and the effective k-value on the composite k-value of the support system were identified using a regression analysis method, and the results showed that the variables had a similar effect when determining the composite k-value. Afterward, a procedure for selecting the layer properties for producing a suitable composite k-value was constructed, and we identified that the maximum stress in the concrete slab was induced at different levels, even with identical composite k-values. Lastly, regression relationships were derived to estimate the maximum stress in the concrete slab by considering both the support layer properties and the concrete slab. Subsequently, an algorithm for selecting an optimized layer composition of the CRCP structure was construction considering the economical aspect.

Mechanical and Piezoresistive Properties of Fibre Reinforced Concrete Pavement

Multifunctional Cementitious Composite (MCC) characteristics are directly related to the type and dosage of the Electrically Conductive Materials (ECMs) reinforcing the relevant concrete matrices. This study investigated the electro-mechanical capacities of concrete pavement (FRCP) with and without the addition of micro scale-carbon fibre (CF12). The mechanical and self-sensing responses of RFCP under indirect tension stress were evaluated initially; then, the effects of 0.5% and 1% content by volume of CF12 on the piezoresistivity capacities of FRCP under compressive load. These types of loads are the most common forces acting to continuously deteriorate rigid pavement. The test findings showed that adding CF12 improved the conductivity and reduced the resistivity of the concrete mixture and reduced polarisation time to on the order of zero seconds. Under indirect tension, however, the use of 1% by volume macro end hook steel fibre (S) resulted in a decrease in electrical resistivity, which was opposite to the expected change, and which suggested that a conductive network built from steel fibre cannot detect changes due to applied loads correctly. However, the CF-reinforced concrete pavement with 1% content by volume succeeded in identifying electrical resistivity changes. Moreover, the developed FRCP showed good results in terms of self-sensing under compression loads with both 0.5 and 1.0% by volume of CF. The results also showed that the use of a hybrid fibre (CF12 0.5% and S 1% by volume) enhanced the indirect tensile strength and compression strength due to CF12’s resistance to micro-cracks.

Maximum Likelihood Estimation of Parameters for Advanced Continuously Reinforced Concrete Pavement (CRCP) Punchout Calibration Model

Pavement performance prediction is the essential part of the pavement design, which is very important for highway agencies for the purpose of budget allocating. This study introduces a model of local calibration for punchout, which is the major structural distress of continuously reinforced concrete pavement (CRCP). It is assumed that the number of equivalent single axle loads’ (ESALs) leads to punchout follows a Weibull distribution. The parameters of Weibull distribution were estimated by maximum likelihood estimation (MLE). Additionally, an approach of estimating the initial value of the parameters was also presented before applying the Newton method for solving the likelihood equations. The regression result was found to fit the performance‐monitoring data from LTPP very well. The proposed calibration model is capable of describing the punchout and can be employed to predict the failure rate and reliability of CRCP in the pavement design and the arrangement of rehabilitation activities.

Numerical Evaluation of Early-Age Crack Induction in Continuously Reinforced Concrete Pavement with Different Saw-Cut Dimensions Subjected to External Varying Temperature Field

Since 1970, continuously reinforced concrete pavements have been used in Belgium. The standard design concept for CRCP has been modified through several changes made in the design parameters to eliminate the cluster of closely spaced crack patterns, since these crack patterns lead to the development of spalling and punch-out distresses in CRCPs. Despite adjusting the longitudinal reinforcement ratio, slab thickness, and addition of asphalt interlayer, the narrowly spaced cracks could not be effectively removed. The application of transverse partial surface saw-cuts significantly reduced the probability of randomly occurring cracks in the reconstruction project of the Motorway E313 in Herentals, Belgium. The field investigation has also indicated that the early-age crack induction in CRCP is quite susceptible to the saw-cut depth. Therefore, the present study aims to evaluate the effect of different depths and lengths of the partial surface saw-cut on the effectiveness of crack induction in CRCP under external varying temperature field. For this purpose, the FE software program DIANA 10.3 is used to develop the three dimensional finite element model of the active crack control CRCP segment. The characteristics of early-age crack induction in terms of crack initiation and crack propagation obtained from the FE model are compared and discussed concerning the field observations of the crack development on the active crack control E313 test sections. Findings indicate that the deeper saw-cut with longer cut-lengths could be a more effective attempt to induce the cracks in CRCP in desirable distributions to decrease the risk of spalling and punch-out distresses in the long-term performance of CRCP. These findings could be used as guidance to select the appropriate depth and length of saw-cut for active crack control sections of CRCP in Belgium.

Analysis of the Early-age Behaviors of Ultra-Thin-Continuously Reinforced Concrete Pavement Overlay

Analysis of the Early-age Behaviors of Ultra-Thin-Continuously Reinforced Concrete Pavement Overlay