Rigid Concrete Pavement Research Articles

Production of rubberized concrete utilizing reclaimed asphalt pavement aggregates and recycled tire steel fibers

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

Load transfer of small-diameter GFRP and stainless steel doweled-joints in slabs-on-ground

Large diameter steel and glass fiber-reinforced polymer (GFRP) dowel bars are commonly used in rigid concrete pavements in highways for load transfer across joints to combat the concrete deterioration due to corrosion of steel dowels. Small-diameter GFRP dowel bars can be used at the expansion joints in slabs-on-ground, walkways, industrial floors and concrete-lined channels, which are not subjected to heavy traffic loads. This study investigated the performance and behavior of small-diameter GFRP dowels. GFRP dowels with three diameters (14 mm, 16 mm, and 38 mm) and stainless steel dowels (12 mm dia.) were embedded across a 25 mm-wide joint in a test slab with overall dimensions of 1500 × 750 × 200 mm3. The variables of the study were the type of dowel material (GFRP and stainless steel), the diameter of GFRP dowels, the spacing of the dowels (200 mm and 250 mm c/c), and the type of loading (monotonic and cyclic). The slabs were loaded up to the failure of the joints under a concentrated load applied at the edge of the joint. The performance of the dowel-jointed slab specimens was investigated based on the cracking and ultimate loads, modes of failure, and load-displacement response. The ability of the small-diameter dowel bars to transfer displacements across the joint was quantified using the quantitative measures of joint effectiveness (E), load transfer efficiency (LTE), and relative deflections (Δ). Failure of the specimens with 14 mm and 16 mm diameter dowels occurred predominantly due to shear failure of the dowels before the cracking of concrete. However, for the specimens with large-diameter GFRP dowels and the stainless steel dowels, failure was associated with cracking of the concrete. A smaller spacing of the GFRP dowels and a longer embedment length gave a stiffer load-displacement response. Reducing the spacing from 250 mm to 200 mm resulted in a 4.1-fold reduction in relative deflection under the AASHTO H10 design wheel load (∼35.6 kN). Increasing the dowel length had no significant effect on the load-carrying capacity of the dowel-jointed slabs. Cyclic load tests on the specimens revealed that the joint effectiveness (E) and the load transfer efficiency (LTE) of GFRP dowels were within the AASHTO and ACPA limits up to a concentrated load higher than the AASHTO HL93 dual tandem-axle wheel load (∼55.6 kN).

Essential characteristics of rigid concrete airport pavements under cyclic traffic loading revealed from a thermodynamic perspective

The increasing global air traffic has placed higher demands on airport pavement design. However, the behavior of rigid concrete airport pavement (RCAP) under traffic loading is very complex, and the existing reliability theory and empirical concrete pavement analysis methods cannot detect the precise RCAP failure point. Based on this background, this paper attempts to study the failure of RCAP under traffic loading from a thermodynamic perspective. It selects the Federal Aviation Administration (FAA) test in Construction Cycle 8 (CC8) phase 3 as the research material. We apply the structural stressing state theory to equate the RCAP under traffic loading to a thermodynamic system with a phase transition, i.e., we model the whole process strain data as state variables. Then, analogous to the renormalization group method of Wilson's phase transition theory to reveal the critical point of the system, this study establishes matrixes (Modes) and Hamiltonians (Characteristic parameters) that can characterize the RCAP full-process stressing state evolution under traffic loading by accumulating the difference of state variables. We attempted to verify the effectiveness of this method under such complex working conditions, which can also be applied to many other high-speed time-variant loading conditions. By applying the clustering analysis criterion, we can reveal the phase transition points of the RCAP: elastoplastic branch (EPB), failure starting (FS), and progressive failure (PF) points, respectively. Taking the NW group as an example, the variances of EPB, FS, and PF points revealed by the mode and characteristic parameter curves conducted by the two homogeneous measured point selections, respectively, are 7.7,6.4, and 6.4, which are of exceptionally high stability. We also used thermodynamic modeling to reveal the phase transition points of the remaining three RCAPs and compared the effect of different joints on the phase transition points. Finally, this study also explores the feasibility of EPB-based concrete airport pavement design.

Potential Role of GGBS and ACBFS Blast Furnace Slag at 90 Days for Application in Rigid Concrete Pavements.

Incorporating blast furnace slag into the composition of paving concrete can be one of the cost-effective ways to completely eliminate by-products from the pig iron production process (approximately 70% granulated slag and 30% air-cooled slag). The possibility to reintroduce blast furnace slag back into the life cycle will provide significant support to current environmental concerns and the clearance of tailings landfills. Especially in recent years, granulated and ground blast furnace slag (GGBS) as a substitute for cement and air-cooled blast furnace slag (ACBFS) aggregates as a substitute for natural aggregates in the composition of concretes have been studied by many researchers. But concrete compositions with large amounts of incorporated blast furnace slag affect the mechanical and durability properties through the interaction between the slag, cement and water depending on the curing times. This study focuses on identifying the optimal proportions of GGBS as a supplementary cementitious material (SCM) and ACBFS aggregates as a substitute to natural sand such that the performance at 90 days of curing the concrete is similar to that of the control concrete. In addition, to minimize the costs associated with grinding GGBS, the hydration activity index (HAI) of the GGBS, the surface morphology, and the mineral components were analyzed via X-ray diffraction, scanning electron microscopy (SEM), energy dispersive spectrometry (EDX), and nuclear magnetic resonance relaxometry (NMR). The flexural strength, the basic mechanical property of road concretes, increased from 28 to 90 days by 20.72% and 20.26% for the slag concrete but by 18.58% for the reference concrete. The composite with 15% GGBS and 25% ACBFS achieved results similar to the reference concrete at 90 days; therefore, they are considered optimal percentages to replace cement and natural sand in ecological pavement concretes. The HAI of the slag powder with a specific surface area equivalent to that of Portland cement fell into strength class 80 at the age of 28 days, but at the age of 90 days, the strength class was 100. The results of this research present three important benefits: the first is the protection of the environment through the recycling of two steel industry wastes that complies with European circular economy regulations, and the second is linked to the consequent savings in the disposal costs associated with wastefully occupied warehouses and the savings in slag grinding.

EVALUASI PERENCANAAN PEMBANGUNAN JALAN MUARA SIBERUT KE DESA MALILIMO (STA. 00+000 S/D 13+000) KECAMATAN SIBERUT SELATAN KEPULAUAN MENTAWAI

The construction of a road connecting Muara Siberut Village and Malilimo Village located in the South Siberut District of the Mentawai Islands aims to facilitate transportation flows, connect and open up isolation between 2 regions, namely Muaro Siberut Village and Malilimo Village for the advancement of an area and economic equality. In planning the construction of highways in this writing, it refers to the Geometric planning procedures for Inter-City Roads in 1997 and the Regulations on Geometric Planning for Highways in 1970 issued by the Public Works Service of the Directorate General of Highways. The type of road from Muaro Siberut Village to Malilimo Village is a collector road with class IIA road specifications, pavement width of 2 x 3.5m, planned 22 SCS (Spiral-Circle-Spiral) bends, and 6 FC (Full Circle) bends. (concrete) from Muara Siberut Village to Malilimo Village using rigid concrete pavement types, including: compressive tensile strength of concrete fcf aged 28 days 3.36 Mpa, under foundation CBK (mixed thin concrete) 125 mm, subgrade CBR 3,043 % . 170 mm thick concrete slabKeywords: Geometry Planning Bend S-C-S (Spiral-Circle-Spiral) andf-C (Full Circle), Thickness of Pavement

Localized Blast Load Acting on the Rigid Concrete Pavement Plate: Negative Phase Effect

Localized Blast Load Acting on the Rigid Concrete Pavement Plate: Negative Phase Effect

Strength and Durability of Recycled Concrete Strengthened with Steel Fibers and Styrene Butadiene Rubber Latex

Demolition of any structure is costly, and simultaneously there is non-accessibility of land or disposal sites in nearby areas. Recycling such demolished concrete material and converting it into an appropriate size of aggregates can be further used for the following construction cycle. Prior exploration showed utilization of Steel Fibers (SF) and Styrene Butadiene Rubber (SBR) latex in Recycled Concrete (RC) independently for various strength and durability improvements. This experimental work cast RC as M25 & M40 grade to satisfy reinforced concrete and rigid concrete pavement concrete demand. Total 132 cubes, 198 cylinders, and 198 beams of Normal Concrete (NC), RC, and RC reinforced by SF with SBR latex cast and termed as Polymer Modified Steel Fiber Reinforced Recycled Concrete (PMSFRRC). The objective was to evaluate the properties due to SF and SBR latex blending and obtaining the optimum dosages of SF and SBR latex. A strength and durability study was carried out to find out cube compressive strength, indirect tensile strength, flexural strength, chloride attack, and sulfate attack. The concrete was modified with the SBR latex dosage range of 2.5% –7.5% by cement weight. SF was added as 0.5% – 1.5% by concrete mix volume at the average length of 25 mm and 0.5 mm in diameter. Experimental findings of PMSFRRC for grade M25 with SF 1% volume fraction of concrete and SBR latex 5% of cement weight improve NC in indirect tensile strength by 9.93% and 8.58%, flexural strength by 10.01% and 8.99% at 28 and 91 days, respectively. Similarly, there was an enhancement in indirect tensile strength by 13.18 % and 11.11 % and flexural strength by 12.88 % and 10.78 % at 28 and 91 days, respectively, for PMSFRRC of grade M40 compared to NC. Durability analysis shows that a combined dosage of SF 1.5% volume of concrete mix and SBR latex 7.5% of cement weight seemed to be excellent concrete additives for good resistance to acid and sulfate attack for both mixtures. The results exhibited improved hardened properties of modified concrete due to the combined addition of SF and SBR latex, improved cracking resistance, flexure resistance, and reduced acid and sulfate attack rate into the specimens. The study also demonstrated an effective way of preparing sustainable concrete with SF and SBR latex to improve strength and durability.

ВИКОРИСТАННЯ ДОСВІДУ БУДІВНИЦТВА МОНОЛІТНОГО ЦЕМЕНТОБЕТОННОГО ПОКРИТТЯ ЗЛІТНО-ПОСАДКОВОЇ СМУГИ АЕРОПОРТУ «ОДЕСА» ПРИ РОЗРОБЦІ НОВОГО ВІТЧИЗНЯНОГО СТАНДАРТУ НА ВЛАШТУВАННЯ АЕРОДРОМІВ

Abstract. Inspection of the monolithic cement-concrete pavement of the «Odessa» airport runway was carried out. Visual inspection of the runway surface, taxiways and apron for defects has been performed. The condition of the runway pavement was assessed as "excellent", destruction category I. In addition, strength tests of the rigid concrete pavement upper layer were carried out using non-destructive testing methods and core testing. The obtained strength characteristics correspond to the design requirements; the concrete has a grade of at least C32/40. Based on the processed data and own scientific developments, proposals were drawn up for a new standard (instead of SNyP 2.05.08-85 "Aérodromy") regarding the requirements for materials, concrete mixtures and concretes based on them for the runways construction in Ukraine. Modern requirements for monolithic cement-concrete airfield pavements require an extension of their service life up to 40 years. To ensure such indicators of serviceability, in addition to high strength indicators, it is imperative to ensure the rigid pavements durability using high-performance modified concretes. The proposals indicate the cement type, aggregates and chemical admixtures that can be used in the manufacture of concrete for airfield pavements. The requirements for the concrete and concrete mixture properties, the process of concrete curing are also presented. Taking into account the modern superplasticizers and the requirements for the workability of concrete mixtures for the construction of monolithic cement-concrete airfield pavements, the maximum W/C should be in the range of 0.3-0.35. To increase the flexural strength and crack resistance, it is desirable to use dispersed concrete reinforcement. To ensure the service life and satisfactory operational condition of the runway pavements, it is necessary to conduct an annual inspection for the timely identification and correction of arising defects.

Stress behavior of concrete pavement

Warping stresses and flexural stresses due to variation of thermal gradient and wheel load, respectively, cause cracking of rigid pavement. The distress in the pavement structure can be happened because of warping stresses induced by thermal gradient which causes curling effect due to temperature variation. The wheel load resulted flexural stresses which varies with the position and depends upon contact condition and repetition of load at a specific time interval. In the present study, a comparison of stresses of single layered rigid concrete pavement due to thermal load and wheel load have been done with varying slab thicknesses and modulus of subgrade reactions. The pavement has been modeled and analysed using SAP2000 finite element software. During modeling, the single layered rigid concrete pavements comprising of PQC has been considered without any joints at edges. The PQC slab has been considered with dense liquid foundation i.e. elastic. The self weight of pavement has been excluded in the analysis. It has been found that the interior thermal warping stresses are more sensitive with respect to slab thicknesses than modulus of subgrade reactions. It can also be stated that there is significant impact on stress behavior of the pavement due to combined effect of thermal gradient along with wheel load, especially for positive and negative thermal gradient considerations.

Upper-bound limit load of rigid pavements resting on reinforced soil embankments – Kinematic approach

This study evaluates the influence of inclined ground on the ultimate load-carrying capacity of rigid concrete pavements laying on unreinforced and reinforced soil embankments. The solution procedure is developed based on the kinematic approach of the limit analysis. The carrying capacity is sequentially obtained by satisfying the energy principle of the upper-bound theorem alongside the associated flow rule. A multi-block collapse mechanism is assumed for the intended purpose, which is later optimized to obtain the proper upper-bound limit solution. The ultimate carrying capacity of the pavement is seen to be improved further by reinforcing the embankment and modifying the soil properties. The effect of individual parameters influencing the results is discussed in detail. The available bearing capacity theories developed for rigid foundations are invoked for validation and comparison to bolster the legitimacy of the present solution.

Use of Non-Metallic Powder Reclaimed from Waste Printed Circuit Boards in Rigid Concrete Pavement

Treating E-Waste is the need of the hour, about 2 million tons of E-Waste with a 5% share of PCB (Printed Circuit Boards) is generated by India out of which only few is treated, majority of which is disposed in water bodies and landfills. The disposal of e-waste is a worldwide concern and to deal with the same we propose to use the e-waste in rigid concrete pavement. India with 43,20,000 km of roads, gives a wide possibility of using e-waste in this industry. This research mainly focuses on the conversion of Non-Metallic Powder (NMP) waste recycled from PCBs into acceptable construction material. The objective of this study is to investigate the effect of e-waste as a filler replacement, on the strength parameters of concrete (M40 grade) and used as rigid pavement. NMP from waste PCB is mixed with 0%, 3%, 6%, 9% and 12% as an additive and based on Compressive Strength, Split Tensile Strength, Flexural Strength test and Impact Resistance test, the most suitable dosage of the additive is then to be calculated. It is observed that there is definite increase in compressive strength, split tensile strength and flexural strength with increase in percentage of NMP up to 9%. Here an attempt is made to use the PCB waste products in rigid road construction, which affect the environment and are difficult to process. The study concludes that 9% of e-waste can be used as filler material in bituminous mixes.

Dynamic Response of Rigid Pavement Plate due to Localized Blast Load

In structural and transportation engineering applications, the dynamic response of orthotropic plates is an essential matter. Engineers did not consider the effects of dynamic loads such as those from machine vibrations or blast load. Dynamic analysis of rigid pavement plates due to local blast loads on concrete slabs in this research is modeled as concrete slabs with boundary condition that every edges of plates have a dowel-tie bar support and The rigid concrete pavement sitting on elastics Pasternak foundation is modeled by using the Kirchhoff theory of thin plates. Pasternak foundation have elastic vertical spring support and continuous shear layer. The main system responses that are observed are the transversal deflections at midspan and the internal stresses of the plate, particularly the maximum principle stress, minimum principle stress and maximum shear stress. Three loading phases are included in the analysis, namely: the positive phase, the negative phase, and the free vibration phase. Analyses are carried out utilizing a numeric approach termed the Modified Bolotin Method with two trancedental equation. The analysis is performed when the load is above the plate (0 ≤ t ≤ t0). Deflections resulting from various load positions on the set of slab models throughout all three phases are then compared side-by-side. Bending moment, shear forces, and stresses are calculated on all slab models with the Friedlander localized blast loading applied at midspan and the results are presented as stress contours that are then compared between each model.

Prioritization of pavement restoration and maintenance strategies in airports using APMS technique

The airport networks need large amounts of public funds. In addition, the airport network is supported by one of the main economic activities in modern industrial societies: transfer and movement of goods and passengers. Today, the airports need pavement network management and maintenance alone is no longer of any use. The purpose of this study is to provide a method to prioritize restoration and maintenance strategies in the rigid concrete pavement through implementing the Airport Pavement Management System (APMS) technique. In this paper, the Micro PAVER, which is the most comprehensive software in pavement management, is utilized. Furthermore, the prospects of pavement management on the runway pavement of Imam Khomeini airport were investigated by assessing the status of the airport’s rigid concrete pavement and applying different scenarios and procedures of restoration and maintenance. Ultimately, prioritization strategies of restoration and maintenance on the airport’s rigid concrete pavement are proposed.

English

English

Compressive Strength of Stripes and Flakes of Recycled Polyethylene Terephthalate (PET) Added Concrete

The wastes from polyethylene terephthalate (PET) packaging can be turned into armatures for concrete used in the transports infrastructure (roads with rigid concrete structure, pedestrian and concrete pavements and borders), as well as in the construction of safety elements (support walls, bulwark foundations). This experimental research was meant to create dispersed reinforced concrete with armatures from polyethylene waste, originated from the recycling programmes of PET-type packaging. The experimental programme was aimed at constructing some samples of dispersed reinforced concrete from recycled material coming from polyethylene terephthalate (PET) packaging wastes, their testing to the compressive strength and the comparison of results with the characteristics of the standardised samples of concrete (class C30/37). All the reinforcements used in this work to consolidate the dispersed reinforced concrete type were made from a mix of polyethylene terephthalate (PET) packages, of different types and characteristics, which are found daily in supermarkets and which then reach waste. The choice of a mix of polyethylene terephthalate (PET) packaging was chosen in order to render the general recycling of these types of materials as good as possible.

Characterization of tire-road noise from Brazilian roads using the CPX trailer method

Traffic noise is an important area of research in several countries, since it can present a significant environmental health problem. Brazil is currently considered a country with extremely high vehicular noise levels and yet there is currently no specific legislation to reduce traffic noise. Also, with regard to data on the sound pressure levels of highways, acoustic reference levels are non-existent. The aim of this study was to characterize the noise levels of Brazilian highways (specifically in the state of Santa Catarina) with six different types of pavements and textures (dense-graded asphalt mix, dense-graded rubberized asphalt mix, porous friction layer, gap-graded asphalt mix, micro-coating asphalt, rigid concrete pavement) using the first tire-road measurement trailer developed in Brazil and applying the close proximity (CPX) method. The results indicate that the porous friction layer has the lowest noise index (CPXI) when compared to the other pavements studied. In the tests carried out with the CPX trailer on the rigid pavements there was no significant difference between the results for the final CPXI values. The measurements taken with the CPX trailer and the sand patch method showed that the macro-texture of dense mixes has a notable influence on the generation of mechanical noise. Statistical correlations between the results obtained with the CPX, CPB and sand patch methods are reported herein and the data show that it is possible to predict the tire-road noise emission as a function of distance.

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.

KAJIAN HUBUNGAN KUAT LENTUR DENGAN KUAT TEKAN BETON

Currently, rigid pavement in almost all national, provincial and district roads is used instead of flexible pavement. One of the rigid concrete pavement quality controls is the flexural strength (fr = 45 kg / cm2 at 28 days) as stated in the General Specification of Binamarga year 2010 revision 3. This specification no longer regulates the value of compressive strength of the rigid pavement. This is a challenge for the construction’s practicians in implementation of the specification, because during this time the procurement of cement concrete is based on the compressive strength. The formula is in SNI 2847: 2013 on concrete that fr = 0,62Öfc’. While the construction practitioners generally still use the binamarga specifications of previous revisions that contain the quality of concrete (K-350), so that the quality of bending in general is not achieved. This research covers the value of bending test results conducted in the Engineering Laboratory on beams provided by third parties using lab services, as well as test specimens made in the laboratory. The test results show that there is a correlation between the flexure strength to the compressive strength of the concrete. The relationship is more or less the same as the formula contained in SNI concrete.Keywords: Concrete, Flexure strength, compressive strength, Binamarga Specs 2010 rev. 3

About the Possibility of Applying Coloured Soil-Cement in Making Road Pavement Layers

The issue of the urban environment decoration has continuously been the task of urban architecture authority and it is quite successfully performed. Adding pigments, using coloured filler in the content of bitumen-concrete mixtures or applying multi-coloured paving stones and mosaic rigid concrete pavements provide additional positive impression in the perception of intra-buildings space and modern urban landscape. The use of local materials with adding pigments for the design of residential areas can be extremely important for local communities.In order to test soil-cement mixtures with added colour pigment for road pavements on the basis of construction laboratory at Lutsk NTU, a series of experiments has been planned to answer the question of the pigment amount impact on the physical and mechanical properties of the materials and finding the best ratios for them.

Experimental Studies on Rigid Concrete Pavement by using various Cost Effective and Recycled Materials for Improving the Strength and Reducing the Cost of Pavement

An experimental program was carried out in order to investigate the possibility of producing concrete for pavement construction incorporating large volumes of industrial by-products and recycled materials. The use of industrial by-products and recycled materials in concrete pavements is continuing to see more attention. The alternative materials which are being used as replacement were fly ash and silica fume as binder for cement replacement and steel slag as fine aggregate. Several concrete mixtures were prepared using different aggregate and binder combinations in order to identify the feasibility of producing concrete with maximum use of alternative materials. The different mixtures were tested for mechanical strength at different stages. The conventional concrete was replaced by industrial by-products independently and also combined replacements of materials were done. Finally the combined optimum replacement percentage of fly ash, silica fume and steel slag has been found and compared with conventional concrete. This paper shows how the cost of construction of rigid concrete pavement can be reduced without compensation of the optimum strength of the rigid pavement.