Rigid Pavement Research Articles

Flexural Fatigue Performance of Hemp Fiber–Reinforced Concrete Using Recycled Concrete Aggregates as a Sustainable Rigid Pavement

Flexural Fatigue Performance of Hemp Fiber–Reinforced Concrete Using Recycled Concrete Aggregates as a Sustainable Rigid Pavement

Estimation of the Service Life of Approach Slabs of Road Bridges Based on the Statistical Modeling Method

The article discusses the durability and reliability of a separate element – bridge approach slab, which is justified by the need to maintain a satisfactory technical condition of Ukrainian bridges in general and traffic safety on public roads with limited funding during martial law. The scope of the research is forecasting the residual service life of bridge elements (on the example of approach slabs) using probabilistic methods. Approach slabs are designed to smoothly and safely connect the road approach embankment with the bridge to gradually equalize the elastic modulus of the carriageway from a less rigid asphalt pavement on an elastic base to a more rigid one on a reinforced concrete slab. The main defects in the destruction of approach slabs are: changes in the longitudinal profile of the road due to the collapse and subsidence of the soil under the approach slabs; longitudinal and transverse cracks in the asphalt concrete pavement on the bridge approaches; and potholes that lead to an increase in the additional dynamic load on the bridge deck.

Design of Two-Layer Roller Compacted Concrete with Joints by KENSLAB

Roller compacted concrete (RCC) is a type of rigid pavement that is designed in a similar way to conventional concrete pavements reflecting its mode of failure. The thickness design of RCC pavements is based on keeping the flexural stresses and fatigue damage in the pavement caused by wheel loads within allowable limits. As in all jointed concrete pavements, there is a greater effect from loads placed along edges and less at interior locations in the pavement. Joints in RCC pavement are clearly critical areas and form weak points. RCC is typically constructed with saw-cut joints to prevent random cracking, improve the appearance of the pavement surface, and maintain the highest possible load transfer across the joints. This paper presents an approach to designing the thickness of a two-layer RCC with induced cracks (i.e., joints) based on load transfer stiffness and fatigue damage, using the KENSLAB program to obtain pavement life, predict joint deterioration, and pavement damage.

A detailed investigation on assessing the introduction of hybrid fibres in Geopolymer composites for pavement application

ABSTRACT Geopolymer concrete (GPC) has been widely researched as an emerging sustainable construction material. As GPC possesses excellent mechanical and durability properties, it is highly recommended for the construction of rigid pavements. However, the brittle nature of GPC limits its utilisation in heavy traffic roads, reducing its fatigue life. This study aims to minimise the brittleness of Pavement quality GPC (PQGPC) by adding hybrid fibres (steel fibre + polypropylene fibre). Fresh, hardened and durability properties of hybrid fibre-reinforced pavement quality geopolymer concrete (HGPC) under ambient curing have been analysed. In addition, the experimental study also compared the flexural fatigue life of PQGPC with that of the best HGPC mix. Both fibres were added in the same % (by volume) up to a maximum dosage of 1.25% each. Results show that workability decreases with increased fibre addition, but compressive and flexural strength increases with an increment in the quantity of fibres up to 1%. It was observed that the abrasion resistance and shrinkage resistance also increase with the inclusion of hybrid fibres in HGPC. Fatigue results prove that the fatigue life of HGPC-3 (with 2% hybrid fibres addition) mix under medium and heavy loads is 40% and 28%, higher than PQGPC.

Embracing Sustainability in Rigid Pavement Construction: Unveiling Geopolymer Concrete’s Potential with Incorporated Reclaimed Asphalt Pavement Aggregates

Embracing Sustainability in Rigid Pavement Construction: Unveiling Geopolymer Concrete’s Potential with Incorporated Reclaimed Asphalt Pavement Aggregates

Toward Sustainability: A New Construction Method for Electrically Heated Rigid Pavement Systems

Toward Sustainability: A New Construction Method for Electrically Heated Rigid Pavement Systems

Evaluating the influence of flexural strength on rigid pavement performance under simulated aircraft traffic

A full-scale airfield pavement test section was constructed and trafficked by the US Army Engineer Research and Development Center to investigate the impact of substandard flexural strength portland cement concrete (PCC) on the pavement structural support requirements under simulated aircraft loading conditions. The substandard pavements were representative of those that may be encountered in remote locations where there may be a lack of locally available competent materials, standard construction equipment, or a skilled labor force. The test section consisted of two PCC surface thicknesses each constructed with a standard airfield flexural strength PCC mixture and a low flexural strength PCC mixture and both a dowelled and non-dowelled joint. The test items were trafficked with a dual-wheel P-8 aircraft test gear mounted on a heavy-vehicle simulator. The outcomes of the accelerated traffic tests showed a significant reduction in PCC pavement cracking performance resulting from the reduction in flexural strength. Instrumentation response data were analyzed to corroborate observed surface cracking. The field data were compared to current Department of Defense pavement design and evaluation procedures, and it was found that current procedures underpredicted observed performance in excess of 90 percent. These estimations may be overly conservative and may exceed a level of conservatism appropriate in a remote environment. The observed conservatism was attributed to simplifying assumptions and empirical correlations made in early development of the design and evaluation procedure.

Resilient roads in challenging terrain: a case study of Siddhartha highway in Nepal

Nepal is a country known for its diverse and challenging topography, and it relies heavily on a robust road infrastructure network to connect its remote regions and urban centers. This study addresses the critical need for enhanced road safety and infrastructure resilience on the Siddhababa road section of the Siddhartha Highway, Nepal, notorious for its high accident rates and susceptibility to landslides. Given the road's strategic importance in connecting remote regions and its challenging topographical conditions, our research aimed to identify the most suitable pavement type to mitigate these issues. Through a detailed examination incorporating eight different soil tests, alongside evaluations of traffic loads, weather conditions, and existing pavement performance, we adopted a comparative analysis methodology to assess the viability of flexible versus rigid pavements within this unique context. Results revealed that the soil composition and environmental conditions of the Siddhababa section significantly influence pavement performance, with specific gravity, moisture content, and California Bearing Ratio (CBR) tests indicating a nuanced suitability for both pavement types under varying circumstances. Our analysis concluded that, despite the economic and staged reinforcement benefits of flexible pavements, the durability, safety, and maintenance considerations favor the adoption of rigid pavement for the Siddhababa road section. However, acknowledging the economic constraints, a hybrid approach is recommended, emphasizing rigid pavements for the most vulnerable sections and flexible pavements elsewhere. This study contributes to the pavement engineering field by providing a model for pavement type selection in mountainous regions, aiming to enhance road safety and durability amidst challenging environmental conditions.

Rice husk ash blended self-consolidating concrete for application in rigid pavements: transforming agro-industrial waste into environment-friendly and sustainable material

Rice husk ash blended self-consolidating concrete for application in rigid pavements: transforming agro-industrial waste into environment-friendly and sustainable material

Effect of Production and Curing Methods on the Properties of Roller-Compacted Concrete: A Review

Roller Compacted Concrete (RCC) exhibits many characteristics of both asphalt and rigid pavements, but their use is restricted. Many reasons led to this decision, including the fact that RCC is a type of concrete mixture that requires a specific consistency. It should be firm enough to be compacted by a roller compactor but also have enough moisture to ensure even distribution. The lab-field performance difference of RCC is another reason for decreasing its use. The laboratory RCC mixes are prepared using the modified Proctor compaction method. Subsequently, specimens are fabricated utilizing a vibratory hammer (VH) to evaluate their strength properties. Nevertheless, in the construction industry, pavement is built utilizing static, pneumatic, and vibratory rollers. Consequently, quality control is carried out by acquiring pavement samples and comparing them to laboratory samples. Each of these procedures employs different processes and energies, resulting in variations in field and laboratory behavior. In this investigation, some studies will be discussed about the RCC behavior under field and lab conditions using various design methods, such as the vibrating table (VH), vibratory table (VT), gyratory compactor (GC), and modified proctor (MP). These studies showed a difference in RCC mechanical and macroscale properties between laboratory compaction methods. For instance, VH specimens led to a higher evaluation, while GY specimens produced a less favorable estimation of the hardened properties observed in the field. While the MP and VT compacted specimens had a comparable structural arrangement to the field, they exhibited notable differences in terms of porosity and strength. Other studies revealed the essence of the curing stage in terms of RCC mechanical properties and indicated that some curing processes, like compound curing, may improve RCC performance.

Applicability of the Functional Inventory of Rigid Pavements Using LCMS Technology

Applicability of the Functional Inventory of Rigid Pavements Using LCMS Technology

Analysis of the Mechanical Properties of Concrete with Banana Pseudostem Fiber for Cost Optimization of Rigid Pavements

Analysis of the Mechanical Properties of Concrete with Banana Pseudostem Fiber for Cost Optimization of Rigid Pavements

Implementation of Value Engineering For Optimization of Road Reconstruction Project Financing Case Study: Cibadak – Padasuka Road Section Project, Lebak Regency, Banten Province

Road reconstruction is one of the important infrastructure projects in supporting economic growth and community mobility. However, such projects are often faced with budget constraints, which require the application of effective methods for cost management. One method that can be used is Value Engineering (VE), which aims to optimize costs without reducing the quality or function of the project. This study focuses on the implementation of VE in the Cibadak - Padasuka road reconstruction project in Lebak Regency, Banten. The study was conducted through an analysis of several project components that have the potential to be optimized, using methods such as Pareto analysis, and Life Cycle Cost (LCC) analysis. The results of the study indicate that 1. The work item that is the subject of Value Engineering study in this study is Road Paving work; 2. The Value Engineering study obtained 3 alternatives, namely the Rigid Pavement Method PPCP, SPRigWP & Flexible Pavement; 3. The construction cost value of Value Engineering is: • Alternative 1 PPCP Method against alternative 0 (Conventional Concrete/Cast In Situ) experienced an increase in construction costs of Rp. 324,545,518.51 or 3.30%, • Alternative 2 SPRigWP Method against alternative 0 (Conventional Concrete/Cast In Situ) experienced an increase in construction costs of Rp. 2,693,845,581.45,- or 30.75%, • Alternative 3 Flexible Pavement compared to alternative 0 (Conventional Concrete/Cast In Situ) experienced a decrease in construction cost of Rp. 1,368,807,868.21, or 15.63%; 4. The Life Cycle Cost (LCC) value from Value Engineering is: • Alternative 1 PPCP Method compared to alternative 0 (Conventional Concrete/Cast In Situ) experienced a decrease in Life Cycle Cost (LCC) of Rp. 1,020,655,389.33,- or 9.55%, • Alternative 2 SPRigWP Method against alternative 0 (Conventional Concrete/Cast In Situ) experienced an increase in Life Cycle Cost (LCC) of Rp. 1,375,850,167.98 or 12.87%, • Alternative 3 Flexible Pavement against alternative 0 ( Conventional Concrete/Cast In Situ) experienced an increase in Life Cycle Cost (LCC) of Rp. 10,697,757,430.34 or 100.07%. So that in the study conducted on the Cibadak - Padasuka Road Reconstruction Project, Warunggunung District, Lebak Regency, Banten Province Alternative 1 Precast Prestressed Concrete Pavement (PPCP) Rigid Pavement Method is the recommendation with the lowest LCC value.This research is expected to provide practical recommendations that can be applied to similar projects in the future, as well as contributing to the development of science in the field of civil engineering and project management.

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.

Finite element algorithm for rigid pavement resting on Pasternak elastic foundation model under aircraft loading

Finite element algorithm for rigid pavement resting on Pasternak elastic foundation model under aircraft loading

Artificial neural network-based investigation of factors impacting faulting in rigid pavements for dryfreeze and dry no-freeze climatic zone

Artificial neural network-based investigation of factors impacting faulting in rigid pavements for dryfreeze and dry no-freeze climatic zone

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.

Natural Rubber Latex-Modified Concrete with Bottom Ash for Sustainable Rigid Pavements

This article investigates the viability of using natural rubber latex (NRL)-modified concrete with bottom ash (BA) as a partial replacement for river sand in sustainable rigid pavements. Concrete mixes with 10% and 20% BA replacement ratios and varying NRL dosages (0%, 1.0%, 1.5%, and 2.0% by weight of cement) were prepared and evaluated for their mechanical and microstructural characteristics. Results showed that BA substitution decreased the compressive strength of concrete. However, the addition of NRL at an optimal dosage of 1.0% significantly improved both the compressive and flexural strengths. The 10%BA+1.0%NRL and 20%BA+1.0%NRL mixes exhibited mechanical properties surpassing the control mix and meeting the minimum requirements for rigid pavement materials. However, excessive NRL content (1.5% and 2.0%) led to a reduction in mechanical strength. Scanning electron microscopy analysis exhibited a denser and more compact matrix in NRL-modified BA concrete, with NRL films enhancing the interfacial bonding and crack-bridging mechanism. Nonetheless, excessive NRL content resulted in the formation of abundant and thicker NRL films, which disrupted the continuity of the cement matrix and created weak zones. X-ray diffraction analysis confirmed the existence of crucial crystalline phases and their optimal balance in the 20%BA+1.0%NRL mix, contributing to its superior performance. Mixes with excessive NRL contents exhibited lower intensities of quartz, calcite, and portlandite peaks, indicating a disturbance in the proper formation and growth of essential crystalline phases. The findings demonstrated the potential of NRL-modified BA concrete as an eco-friendly and high-performance alternative for sustainable rigid pavements when using an optimal NRL dosage, promoting the employment of waste resources and reducing the environmental impact of the construction industry. Doi: 10.28991/CEJ-2024-010-08-05 Full Text: PDF

Analysis of Rigid Pavement Design with Micropile Foundation

Analysis of Rigid Pavement Design with Micropile Foundation

Characterization of heat-processed artificial lightweight aggregates from polyethylene terephthalate plastic waste

Plastic waste is an undeniable source of pollution that threatens the existence of the earth’s flora and fauna. The bulk of plastic waste generated globally does not go through the proper methods of disposal but is carelessly discarded into the aquatic or terrestrial environment. Current recycling efforts are largely inadequate and disposal in landfills is still fraught with environmental and land use challenges. The proper disposal of plastic waste, as well as mitigating the environmental, social, and health impacts of extracting natural aggregates can be achieved by incorporating plastic waste as aggregates in the construction industry. This paper presents a characterization of aggregates manufactured from polyethylene terephthalate plastic waste using thermal/mechanical methods. From the cost analysis, 24,341.67 Ugx (6.09 USD) was spent to produce 1 kg of PET aggregates. Morphological, intrinsic and mechanical characteristics of the produced aggregates were established using standard procedures and equipment. The results of morphological characterization indicate an irregular shaped aggregate with smooth surface, a dense graded aggregate with a fineness modulus of 4.25, flakiness index of 26%, elongation index of 16% and particle index of 13. Intrinsic characterization yielded particle density of 1330 kg/m3, bulk density of coarse aggregates of 715 kg/m3 and water absorption of 0.445%. Mechanical characteristics of aggregates were evaluated, with compressive strength of 50Mpa, Aggregate Crushing Value of 37%, Ten Percent Fines Value of 71KN, Aggregate Impact Value of 24% and Aggregate Abrasion Value of 20%. The characteristics of PET aggregates confirm their suitability for application in structural lightweight concrete and rigid pavement. The produced PET aggregates can be considered in mix design as a total or partial replacement of natural aggregates in concrete.