Rigid Pavement Structures Research Articles

A Review on Experimental Study of Design of Rigid Pavement by using Recycled Coarse Aggregate with M30 Mix Design

Concrete, a fundamental construction material, boasts attributes like durability, versatility, and cost- effectiveness. However, the depletion of natural resources and the escalating concrete waste production necessitate innovative solutions. In this rapidly industrializing world, recycling construction materials plays a pivotal role in preserving our finite resources. Concrete pavements, widely practiced in developed countries, are relatively new in India. Selecting the right pavement type is crucial, but equally important is determining the optimal pavement thickness based on traffic levels, subgrade conditions, and environmental factors. Unfortunately, many existing methodologies overlook critical factors (such as vehicle loads, support loss, thermal gradients, and environmental stress), leading to inaccurate thickness calculations. In this context, rigid pavement construction using recycled coarse aggregate (RCA) emerges as an eco-friendly and cost- effective solution. In a recent research endeavour, Recycled Coarse Aggregates (RCAs) sourced from demolished material took center stage. These demolished materials are meticulously crushed to a suitable size and repurposed as recycled coarse aggregate. Meanwhile, natural sand continues to serve as the fine aggregate. Notably, the concrete industry consumes a staggering 12.6 billion tons of raw materials annually, making it the world’s largest natural resource consumer. The environmental impact of concrete production—especially the extraction of raw ingredients such as cement, coarse aggregates, and fine aggregates—is considerable. To address this, the study employed a trial-and-error approach for mix design, adhering to relevant standards (such as IS code and IRC: 44-2008). For M30 grade cement concrete, varying percentages (0%, 25%, 50%, 75%, and 100%) of recycled coarse aggregates replaced conventional coarse aggregates. Casting used cube and beam models to obtain laboratory test results for rigid pavement to determine how much optimal percentage of RCA can be substituted in place of NCA. By integrating RCAs, we not only mitigate environmental impact but also contribute to sustainable rigid pavement structures. Key Words: Rigid Pavement Design, Recycled Coarse Aggregate, RCA Concrete, Natural Coarse Aggregate, NCA Concrete, Mix Proportion, Pavement Thickness, Life Cycle Cost, And Environmental Benefits etc.

Comparative Study on Mechanical Response in Rigid Pavement Structures of Static and Dynamic Finite Element Models

The safety of airport runways is important to guarantee aircraft taking-off, landing, and taxiing, and the comparison of the mechanical response of pavement structures under dynamic and static loading by LS-DYNA has rarely been studied. The purpose of this work is to separate two analysis methods to investigate the mechanical response of rigid airport pavements. Firstly, a tire–road coupling model of an airfield was established to evaluate the suitability of dynamic and static analyses. Then, the effects of landing pitch angles, sinking speeds, and tire pressures on the effective stress, effective strain, and z-displacement of the runway were investigated for both dynamic and static analysis. Finally, the significance of influence factors was analyzed by regression analysis in Statistical Product and Service Solutions (SPSS). The results indicated that the effective stress, effective strain, and z-displacement of the runway increased with a decrease in the landing pitch angle, which also increased with an increase in the sinking speed and tire pressure. It was demonstrated that the difference in pavement mechanical response between dynamic and static analyses progressively widened at high tire pressure and sinking speed. In other words, the static analysis method can be adopted to assess the dynamic mechanical behavior when the landing pitch angle is large and the tire pressure is small. Among the various factors of mechanical response, the effect of tire pressure was the most obvious, followed by sinking speed and landing pitch angle. The work proposes a new approach to understanding the mechanical behavior of runways under complicated and varied conditions, evaluates the applicability of the dynamic and static mechanical analysis methods, identifies key factors in the dynamic and static mechanical analysis of rigid runways, and provides technical support for improving and maintaining the impact resistance of pavement facilities.

Determination of the Residual Life of Rigid Road Pavements of Industrial Enterprises

Еhe main problems of determining the residual life of rigid road pavement structures of industrial enterprises are considered. An analysis of existing methods for determining the durability and residual life of highways of both rigid and non-rigid types of construction on public roads was carried out. As a result of the research carried out on the territory of the enterprise, an algorithm was proposed for calculating the residual life of the highway structure, based on changes in the longitudinal evenness of the pavement, the presence of defects and damages on the surface of the roadway, compaction of asphalt concrete layers, as well as the actual and calculated intensity of traffic flow. The study of auto-road pavement elements was carried out using the “Trassa” mobile road laboratory, and the determination of the physical and mechanical characteristics of the materials was carried out in the laboratory using modern research methods.

АНАЛІЗ ДОЦІЛЬНОСТІ ЗАСТОСУВАННЯ КОНСТРУКЦІЙ ЖОРСТКОГО ДОРОЖНЬОГО ОДЯГУ ПІД ЧАС ВІДНОВЛЕННЯ АВТОМОБІЛЬНИХ ДОРІГ В УКРАЇНІ

Introduction. Road infrastructure is one of the key components of economic and social development of any country. Its rehabilitation is one of the important tasks of the post-war period, when roads can be damaged or destroyed. The article provides a comparative analysis of the use of rigid pavement during the restoration of roads in Ukraine in the postwar period. Problem Statement. Ensuring the reliability of road pavement. Purpose. To investigate the feasibility of using rigid pavement structures. Results. The feasibility of using rigid pavement is analyzed, the pavement designs are presented. The cost of materials is analyzed. Conclusions. A study of the advantages and disadvantages of using cement concrete in road construction was carried out, the calculation of rigid pavement was performed, the tentative mix design was selected, and laboratory tests of the physical and mechanical properties of cement concrete were carried out.

Study and Analysis on Behavioral change of Temperature on Rigid pavement using Sensors

The analysis of the behavioral change of temperature on rigid pavement is a critical aspect of understanding the performance and durability of concrete roadways. Temperature fluctuations significantly impact the rigid pavement, leading to distresses such as cracking, deformation, and reduced service life. This experimental study aims to investigate the effects of temperature variations on the behavior of rigid pavement and develop strategies to mitigate potential issues. The objective of this research is to analyze the behavioral response of rigid pavement under controlled temperature changes. To achieve this objective, a representative section of rigid pavement was selected for testing. The pavement sample was constructed according to standard specifications, ensuring it accurately represents real-world conditions. The sample consisted of typical layers found in a rigid pavement structure, including the concrete slab, base, and sub base layers. The collected data was analyzed to understand the effects of temperature changes on the rigid pavement. Statistical analysis and visualization techniques were employed to identify patterns, trends, and correlations between temperature variations and the observed behavioral changes. The analysis provided insights into the susceptibility of rigid pavements to temperature-induced distress, such as thermal cracking and differential expansion.

Rayleigh Wave Dispersion and Inversion for Shallow Surface with a High-velocity Rigid Pavement

We investigate the rigid pavement influence on phase velocity dispersion of the Rayleigh wave by using numerical modeling. An overestimation of Rayleigh wave phase velocity is observed more than 10% deviation caused by high-velocity rigid pavement. Based on the generalized reflection and transmission (R/T) coefficient method, the linear eigenvalue problem is solved for vertically heterogeneous media with a rigid pavement structure. The secular function demonstrates the multi-valuedness which is different phase velocity at the same frequency for the single Rayleigh mode. To address mode misidentification problem, we adopt a new misfit function for multimodal dispersion inversion. A Markov chain Monte Carlo (MCMC) sampling algorithm is used to solve dispersion inversion. The synthetic test shows that Rayleigh wave dispersion inversion incorporating a pavement layer can improve estimation accuracy of shear wave velocity.

Laboratory investigation on early-age shrinkage cracking behavior of partially continuous reinforced concrete pavement

As a form of durable pavement structure commonly used in the world, continuously reinforced concrete pavement (CRCP) has prominent problems caused by irregular crack distribution in the early stage. According to the characteristics of the discontinuous distribution of CRCP longitudinal steel bar stress and active crack control method, a rigid pavement structure called partially continuous reinforced concrete pavement (PCRCP) was proposed to simultaneously optimize the crack distribution pattern and reduce the longitudinal steel ratio in this paper. Since early-age shrinkage cracking behavior is a key factor affecting its durability. This paper purposes to assess the early-age shrinkage cracking behavior of PCRCP by comparing different reinforcement methods in laboratory experiments. Research results indicated that the early-age shrinkage behavior of PCRCP is basically the same as that of CRCP. The early-age shrinkage behavior of PCRCP is significantly improved than the advanced reinforced concrete pavement (ARCP). Restricted by the boundary and longitudinal steel bars system, the concrete beam produces a top-down nonlinear temperature and humidity gradient, resulting in various degrees of shrinkage deformation at different depths inside. The active crack control method can control the early-age concrete slab to form uniform crack pattern with straight lines or fewer bending cracks, which improves early-age cracking behavior significantly. This paper is to further deepen and develop the theory of CRCP early-age cracking behavior and provide basic theory support for the subsequent experimental section studies of PCRCP.

Development of Deceleration-Based Friction Prediction Models and Methods on Semiprepared Runway Surfaces

Both civilian and military airfield managers require the safe operation of aircraft on runway surfaces. This includes the operation of ground traffic on airfield operating surfaces as well as connecting road infrastructure. Often times in austere environments, this road infrastructure is unpaved and consists mostly of either semiprepared or unbound soils. It has been shown in numerous research efforts that surface friction is an excellent indicator of safe operating conditions. Although a great deal of work has been done to quantify safe surface conditions for landing and takeoff operations on rigid and flexible pavement structures, limited research exists to extend such efforts to soil-based or semiprepared surfaces. The objective of this research was to develop deceleration-based surface friction prediction models on unpaved surfaces with varied moisture conditions and soil types. Surface friction, in this study, was quantified using the Findlay Irvine Mk2-D GripTester. Deceleration was measured using four smartphone inertial measurement units (IMUs), one Bowmonk IMU, and one Xsens IMU. Tests were conducted in three ground vehicles: a high-mobility multipurpose wheeled vehicle, a civilian ½-ton pickup truck, and a civilian full-size sport utility vehicle. The various deceleration-based devices tested here adequately correlated (coefficient of determination >0.6) with Mk2-D GripTester measurements collected on unpaved soil runways. The models and measurement methods detailed here are of considerable use to both semiprepared runway and ground vehicle operations managers around the world needing to measure safe surface conditions following inclement weather.

Laboratory Assessment of Recycled Asphalt Pavement as Roadway Embankment Material

Rehabilitation or reconstruction of roadways produces a large amount of recycled asphalt pavement (RAP). Typically, RAP is often reused as a part of hot mix asphalt. However, the in situ utilization of RAP offers advantages such as reduction of construction cost and expedition of construction process. On the other hand, including considerable percentages of RAP as a fill material in the embankment of pavement structures may increase the risk of settlement. In this study the behavior of RAP samples from five sources in Illinois, two conventional soils, and a lab-produced mixture of soil and RAP is investigated. Gradations, moisture–density relationships, dynamic triaxial, direct shear and one-dimensional consolidation tests at various conditions were performed. Results show that an increase in the temperature of RAP during compaction significantly increased the maximum dry density (MDD). Also, the mixed sample of soil and RAP results in the highest standard Proctor MDD. Increase in temperature significantly increased the compression of RAP. Achieving good settlement performance for RAP is feasible if the RAP samples are screened to pass 1.5-in. sieve and if the compaction of the RAP samples reaches 100% of standard MDD. Based on the dynamic triaxial testing, deformation of RAP does not stabilize as soils do. To mitigate this issue, it is recommended not to use RAP within the influence zone of traffic load, specifically the top 5 ft of an embankment in a rigid pavement structure and within the top 8 ft of an embankment in a flexible pavement structure.

The impact of tree transpiration on the safety and serviceability of pavement under seasonal variations

ABSTRACT Roadway trees planted as barriers reduce traffic noise and particle pollution in cities. However, tree roots may alter the soil's moisture content, resulting in uneven soil subsidence and maintenance issues for neighbouring structures. This study determined the safe distance between trees and pavement by investigating the effects of transpiration on pore water pressure (PWP) and pavement subsidence under seasonal variations. The root water uptake was simplified in a finite element model using multiple hydraulic head boundaries and validated using field observations. A hypoplastic model was used to model non-linear behaviour and plastic strain accumulation in unsaturated soil. Evergreen trees can reduce PWP by 72% during the dry season and 84% during the wet season, compared to bare soil. The subsidence did not decrease linearly with the distance away from trees under a rigid and impermeable pavement structure. The maximum bending moment was influenced by the distance between trees and pavement with the highest value occurring when trees were located near the pavement (up to five times the bending moments on pavement without trees). Our findings suggest that the pavement is at risk of experiencing structural failure if trees are located within 0.4 times their height away from the pavement.

Development of rutting forecasting models for distinct asphalt pavement structures in RIOH testing track using different approaches

Rutting is one of the main exacerbation phenomena of the asphalt pavements, which seriously affects road safety and the quality of service. The predicted models are indispensable for preventing and controlling the damage caused by the exacerbation of pavement management systems. This paper is centered on developing more appropriate and exact rutting forecasting models for estimating the rutting performance of distinct asphalt pavement structures on the basis of the field data set of the Research Institute of Highway (RIOH) testing track. First of all, the critical influential factors giving rise to the rutting evolution are identified through analyzing the field data set of the RIOH testing track. After that, the framework of the rutting forecasting models based on the artificial neural networks (ANNs) coupled with genetic algorithm (GA) (GA-ANNs-based rutting forecasting models), the frameworks of the experiential and mechanics-based experiential rutting forecasting models are established according to the implicit relationship between the rutting and the key influential factors. Then, the unknown parameters of the experiential and mechanics-based experiential rutting forecasting models for different asphalt pavement structures are designed by the multivariate nonlinear optimization algorithm. Finally, the applicability of the GA-ANNs-based rutting forecasting models, the experiential and mechanics-based experiential rutting forecasting models are discussed and illustrated through analyzing their forecasting effects. The result illustrates that the proposed rutting forecasting models have better applicability for different asphalt pavement structures (i.e., the semi-rigid base pavement structure, the rigid base pavement structure, the flexible base pavement structure, and the full depth AC pavement structure).

EVALUATION OF KM-4 CONCRETE PAVEMENT THICKNESS, LEMO VILLAGE ACROSS NORTH BARITO REGENCY

Roads are transportation infrastructure used by the Indonesian people to carry out daily mobilization activities so that the volume of vehicles that pass through these roads affects their capacity and carrying capacity. Along with developments in North Barito Regency, one of which is the road in Lemo Village, it has become an alternative road to the road section of the capital city of Central Kalimantan Province, Palangka Raya.Planning for widening the Lemo Village road has the aim of determining the thickness of the rigid pavement which is guided by the Road Pavement Design Manual Number 02/M/BM/2017 and controlled using the Cement Concrete Road Pavement Planning guideline Pd T-14-2003 and then calculates the Budget Plan. on the widening of the Km 4 concrete pavement of Lemo Seberang Village.In planning the thickness of rigid pavement structures using the Road Pavement Design Manual Number 02/M/BM/2017, the concrete slab = 26.5 cm; LMC foundation layer = 10 cm; Drainage layer = 15 cm and using Cement Concrete Pavement Planning Guidelines Pd T-142003 obtained concrete slab = 25 cm; foundation layer = 10 cm. In addition, for data on field conditions in the form of a concrete slab = 25 cm; layer of concrete K-125 = 10 cm, then the efficient pavement thickness is taken, namely the Cement Concrete Pavement Planning Guidelines Pd T-14-2003 which is more efficient than field conditions. And also in writing this final project, it also discusses the Budget Plan for the widening of the KM 4 concrete pavement, Lemo Seberang Village, North Barito Regency. Keywords: Road Pavement Design Manual Number 02/M/BM/2017, Guidelines for Planning Cement Concrete Road Pavement Pd T-14-2003, Budget Plan

Experimental Study of the Effect of Crumb Rubber on Properties of Asphalt Mix by Wet Process

The increase in the number of vehicles during the past twenty years has dramatically increased the traffic density and axial loading. In addition to the construction failures and lack of periodic maintenance, rapid deterioration of the road condition happens. So, it was necessary to find solutions to these problems that have been growing for years. One of these solutions is to improve the asphalt mixture to resist excessive loads and weather fluctuations. This research aims to investigate the addition of crumb rubber derived from recycled tires; to the asphalt mixture for improving performance characteristics and to compare the improved and unimproved samples. It is worth mentioning that crumb rubber addition to the asphalt mixture is considered one of the smart solutions for sustainability that the world is heading towards today, considering that the crumb rubber comes from waste tires, which is difficult to eliminate and pollute the environment. Four different proportions of crumb rubber have been added in this research (6, 9, 12, and 15%); by weight of bitumen to (60-70) asphalt binder, with a particle size passing from sieve no.50 (0.3 mm). The aggregate gradation is designed according to the Marshall method with a (12.5 mm NMAS) wearing course to obtain the optimum asphalt content and to prepare laboratory samples to perform various laboratory tests. Marshall Stability and flow, indirect tensile strength (ITS), moisture susceptibility, and permanent deformation of asphaltic mixes with different contents of crumb rubber were investigated. The results of the tested samples were compared with the original samples. It is shown that the asphaltic mixes performance has been improved when adding a certain amount of crumb rubber. Marshall Stability is increased by 29.2% when adding 9% CR by the weight of bitumen. However, the addition of crumb rubber can increase the stiffness of the asphalt mixture resulting in a more rigid pavement structure that is less prone to moisture damage and rutting under traffic load.

KAJIAN PENURUNAN TANAH TIMBUNAN PENYEBAB KERETAKAN STRUKTUR RIGID PAVEMENT DENGAN MENGGUNAKAN METODE ASAOKA (Studi Kasus Proyek Pembangunan Jalan XYZ)

<p>Rigid pavement work on the XYZ Road Construction Project experienced a problem, <br />namely the occurrence of cracks in the rigid pavement structure above the box <br />culverts under which soil improvement was carried out using embankment soil. The <br />purpose of this study is to analyze the factors that cause settlement of the <br />embankment that causes the rift of the rigid pavement structure on box culverts built <br />on embankment soil so that the results can be used as a reference for handling or <br />repairing rigid pavement work on box culverts with a structure piled up soil in <br />subsequent segments. From the results of the analysis it can be seen that the process <br />of casting rigid pavement was carried out at two points, namely Point 1 and Point 2 <br />where after casting the rigid pavement, the subgrade beneath it still experienced a <br />decrease of 10 mm and 6 mm. This decline occurred for up to 3 months and caused <br />cracks in the rigid pavement structure above it. This is due to the difference in <br />settlement of the box culvert which was initially assumed not to have decreased <br />again with the surrounding embankment which was still experiencing settlement. In <br />addition, the results of the analysis show that the rigid pavement design uses a <br />single reinforcement so that the capacity of the concrete (Mu) is less than the weight <br />of the concrete itself which causes the concrete to crack.</p>

Prediction and environmental appraisal of traffic noise intensity by auto-regressive integrated moving average technique

Auto-regressive integrated moving average (ARIMA) assessment of traffic noise was conducted on different routes in Port Harcourt, Nigerian metropolis. This was achieved by measuring the traffic noise on the various routes of asphalt flexible and concrete rigid pavement structures with a meter for sound measurement with regards to the volume of traffic, vehicle movement rate, and location away from the midpoint of the highway. The average peak noise of traffic was obtained at selected distances of 5m, 10m, and 15m from the middle of the highway, for locations 1, 2, 3 and their mean average case 4 (Trunk A flexible pavement), for location 5 (Trunk C flexible pavement), and for location 6 (Trunk C rigid pavement). The results of the investigation show that the values of traffic noise at locations 1 to 3 and their mean average case 4 had the same range of high noise intensity as Trunk A flexible pavement and classified as heavy-traveled roads; while conversely, location 5 (Trunk C) had the same range of lower noise intensity, which was classified as light-traveled road. For Trunk C, the noise generated in a flexible pavement was less than that from a rigid pavement. Generally, the R2 values of the ARIMA models showed very good performance along selected travel routes. For case-specific distances, the ARIMA models performed very efficiently and had very high R2 values.

Properties of pervious concrete as base course in concrete pavement structures

W pracy omówiono podbudowy przepuszczalne z betonu cementowego jako jedno z możliwych rozwiązań przy projektowaniu konstrukcji nawierzchni z betonu cementowego. W tego rodzaju nawierzchniach może występować zjawisko erozji podbudowy – wypłukiwanie drobnoziarnistych części z górnej warstwy podbudowy. Zjawisko to można wyeliminować, stosując podbudowy odporne na erozję, w tym m.in. drenujące podbudowy z wodoprzepuszczalnego betonu cementowego. Przedstawiono przykłady rozwiązań konstrukcyjnych nawierzchni betonowych stosowanych w innych krajach z zastosowaniem podbudów przepuszczalnych. Omówiono wyniki własnych badań doświadczalnych betonów jamistych zaprojektowanych jako beton do podbudów drenujących. Nie stwierdzono zależności między wytrzymałością na ściskanie a odpornością na cykliczne zamrażanie i rozmrażanie. Wykazano dużą wodoprzepuszczalność betonu jamistego z kruszywem żwirowym, powyżej 10-3 m/s, porównywalną z przepuszczalnością gruntów naturalnych, takich jak żwiry, grubo- i średnioziarniste piaski.

Effects of Climatic Conditions and Temperature Gradient on Jointed Plain Concrete Pavement Slabs

Abstract: A long lasting, reliable and economical transportation system is a critical component for the continuous movement of goods and services. Rigid pavements are widely used in construction world due to its high performance and serviceability. Traditional bituminous pavements and their needs for continuous maintenance and rehabilitation operations point towards the scope for cement concrete pavements. Cement concrete slab in a rigid pavement structure are exposed to different conditions at the surface in comparison to the bottom due to daily temperature fluctuations and results in the formation of temperature gradients in the slab. Transient gradients are due to the seasonal changes to which the slabs are subjected whereas permanent gradients are due to the slab condition during the setting of slab. The objective of this study is to determine the effect of temperature gradient and climatic conditions on a jointed plain concrete (JPC) pavement slab and to establish a proper temperature gradient chart which can be referred to depending on the climatic conditions existing in Kerala. A properly designed slab can reduce the formation of cracks and hence increase the life of slab. A detailed study in this area, can help in forming some codal provisions for the design of pavement slab depending upon the climatic conditions of Kerala. Keywords: Rigid Pavements, Bituminous pavements, Jointed Plain Concrete (JPC), Permanent gradients, Temperature Gradient

The effect of soft clay improvement using Prefabricated Vertical Drain (PVD) for rigid pavement structure

Rigid pavement is widely used in subgrade conditions that have low bearing capacity so that it will affect the life of the road plan and rigid pavement performance. Soil improvement that can be done is by using Prefabricated Vertical Drain (PVD). Soil consolidation with plate load test is carried out to get the modulus of subgrade reaction. Modulus of subgrade reaction without PVD is 2179,24 kN/m2/m and with PVD distance of 100 mm is 11311,09 kN/m2/m. The modulus of the verified subgrade reaction without PVD is 22419,21 kN/m2/m and with PVD is 38718,40 kN/m2/m. The thickness of the analyzed plates are respectively of 150 mm, 200 mm, 250 mm, 300 mm, and 350 mm. The position of the vehicle wheel load is in the middle, the end, and the edge. The deflections due to the position at the middle, the end, and the edge loads respectively for the entire plate thickness are reduced by an average value of 31%, 34%, and 33%. Rigid pavement performance based on the modulus of subgrade reaction and deflection caused by MST 10 ton vehicle loads with a 1.2 axis configuration shows that soil improvement using PVD can increase the modulus of subgrade reaction and reduce deflection values.

Evaluating the Early-Age Crack Induction in Advanced Reinforced Concrete Pavement Using Partial Surface Saw-Cuts

The technological innovation of continuously reinforced concrete pavement (CRCP) that contains a significantly reduced amount of reinforcement and the same fundamental behavior as CRCP is called advanced reinforced concrete pavement (ARCP). This new concept of a rigid pavement structure is developed to eliminate unnecessary continuous longitudinal steel bars of CRCP by using partial length steel bars at predetermined crack locations. In Belgium, partial surface saw-cuts are used as the most effective crack induction method to eliminate the randomness in early-age crack patterns by inducing cracks at the predetermined locations of CRCP. The reinforcement layout of ARCP is designed based on the distribution of steel stress in continuous longitudinal steel bar in CRCP and the effectiveness of partial surface saw-cuts as a crack induction method. The 3D finite element (FE) model is developed to evaluate the behavior of ARCP with partial surface saw-cuts. The early-age crack characteristics in terms of crack initiation and crack propagation obtained from the FE simulation are validated with the field observations of cracking characteristics of the CRCP sections in Belgium. The finding indicates that there is fundamentally no difference in the steel stress distribution in the partial length steel bar of ARCP and continuous steel bar of CRCP. Moreover, ARCP exhibits the same cracking characteristics as CRCP even with a significantly reduced amount of continuous reinforcement.

Performance Evaluation of Road Pavement Green Concrete: An Application of Advance Decision-Making Approach before Life Cycle Assessment

Rigid pavement structures are one of the costly components of the infrastructure development process. It consumes a huge quantity of ingredients necessary for concrete development. Hence, a newly introduced concept of circular economy in combination with waste management was introduced to solve this problem. In this study, three waste products (rice husk ash (RHA), wood sawdust (WSD), and processes waste tea (PWT)) was utilized to develop the concrete for rigid pavement structures by replacing the sand, i.e., a filler material at different percentages. During the testing procedure of compressive (CS), tensile (TS), and flexural strength (FS) properties, RHA and WSD at 5% replacement were found to be a good replacement of sand to develop required concrete. This study will help in the production of eco-friendly rigid pavement structures and a pathway of life cycle assessment in the future.