Relevant bibliographies by topics / Concrete Pavements

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Concrete Pavements'

Author: Grafiati
Published: 4 June 2021
Last updated: 28 July 2024

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Journal articles on the topic "Concrete Pavements"

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Al-Qadi, Imad L., Samer Lahouar, Kun Jiang, Kevin K. McGhee, and David Mokarem. "Accuracy of Ground-Penetrating Radar for Estimating Rigid and Flexible Pavement Layer Thicknesses." Transportation Research Record: Journal of the Transportation Research Board 1940, no. 1 (January 2005): 69–78. http://dx.doi.org/10.1177/0361198105194000109.

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In this paper, the accuracy of ground-penetrating radar (GPR) for estimating pavement layer thicknesses is studied on the basis of the investigation of 17 pavement sites in Virginia. The considered sites have different types of pavement systems (flexible, continuously reinforced, jointed concretes, and composite) and different ages (0 to 5 years; 10 to 15 years; older than 20 years with a surface less than 10 years; and older than 20 years with a surface older than 10 years). Because of the diversity of the test sections considered, the accuracy of the GPR thicknesses was studied for pavement age for the same type of pavement and against pavement type for sites of the same age category. For flexible pavements, the GPR thickness error was found to increase as the pavement's age increased (4.4% error for pavements 0 to 5 years old versus 5.8% error for pavements older than 20 years with surfaces older than 10 years). Moreover, for the same age category, flexible pavements were found to have a relatively high thickness error (4.4%) compared with the continuously reinforced concrete pavements (3.0%) and with the jointed plain concrete pavements (2.3%) because of the relative homogeneity of concrete for electromagnetic wavelength when compared with the different dielectric profile of aged hot-mix asphalt layer.
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Ganjave, Shubham, Samarth Chavan, Lalit Chaudhari, Ajay Gaikwad, Rushikesh Avhad, S. E. Shinde, P. H. Chavanke, and P. G. Chavan. "Polymer Fiber Reinforced Concrete Pavements." International Journal for Research in Applied Science and Engineering Technology 10, no. 5 (May 31, 2022): 2132–34. http://dx.doi.org/10.22214/ijraset.2022.42750.

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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.
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Gkyrtis, Konstantinos, Angeliki Armeni, Christina Plati, and Andreas Loizos. "Structural Performance Assessment of Airfield Concrete Pavements Based on Field and Laboratory Data." Infrastructures 6, no. 12 (December 8, 2021): 173. http://dx.doi.org/10.3390/infrastructures6120173.

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Maintenance interventions and rehabilitation actions in airfield pavements are time-consuming and adversely affect pavements’ serviceability (i.e., airport closures), with a profound impact on the airport economics. Once a pavement is constructed, a robust asset management prerequisites systematic and accurate knowledge of pavement condition throughout its service life. Evaluating a pavement’s structural capacity in the field involves the integration of multiple Non-Destructive Testing (NDT) systems, with the Falling Weight Deflectometer (FWD) being the most indicative NDT system for pavement evaluation. The purpose of the present study is to develop a methodology for the assessment of airfield concrete pavements. A new and non-trafficked Jointed Plain Concrete Pavement (JPCP), facing early-life cracks shortly after a runway’s expansion activities, was utilized for the investigation. Multiple types of data collected in the field, including deflections, load transfer efficiency at joints and cracks, concrete thickness through coring as well as data retrieved in the laboratory (concrete’s flexural strength), helped to define the pavement’s performance and assess its damage potential. Overall, the integration of such data can provide the related airport authorities the necessary information in order to make a rational asset management and enhance the efficiency of airfield infrastructures. The methodology is applicable for both new and in-service pavements.
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Siva Rama Krishna, U., and Chiranjeevi Tadi. "Sustainable concrete pavements for low volume roads-Scientometric analysis of the literature." IOP Conference Series: Earth and Environmental Science 982, no. 1 (March 1, 2022): 012005. http://dx.doi.org/10.1088/1755-1315/982/1/012005.

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Abstract Developing countries like India invest huge amounts of money for the construction and maintenance of different roads which includes all types of roads. In this research paper a critical review of literature on sustainable pavements for low volume roads was made using sustainable materials for paving Ultra-thin white topping concrete overlays sustainable new pavements like Pervious concrete pavements, Roller compacted concrete pavements, Cell filled concrete pavements, Self-Compacting Concrete (SCC) Pavement and additional discussion on energy harvesting pavements done. Ultra-thin white topping concrete overlay has better-proven performance but interface bond strength is very critical to resist shear stresses which cause debonding of composite concrete layers. The porous cement or bituminous concrete helps to recharge the groundwater reducing the heat islands and makes nature eco-friendly but on the other hand clogging effect can retain the water in the pavement and causes failure of the pavement. Roller compacted concrete pavement, Self-Compacting Concrete (SCC) Pavement and cell-filled concrete pavements are good in terms of performance disadvantages are less. The Indian standard code should be developed to implement energy harvesting pavements that help to produce electrical energy which meets the need of society. Further Scientometric analysis of sustainable concrete pavements for low volume roads done using VOS viewer software and the database of research work from Dimensions software. From the research gap in keyword occurrences on this topic, it is observed that rice husk ash, recycled aggregate, aluminum dross and fatigue, modulus of elasticity has a wide gap indicating further research on the combination of these key words make sustainable concrete pavements further discussed regarding high impact research papers published, similarly countries were discussed in detail.
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Jung, Jong-Suk, Emmanuel B. Owusu-Antwi, and Ji-Hwan An. "Analytical procedures for evaluating factors that affect joint faulting for jointed plain concrete pavements using the Long-Term Pavement Performance database." Canadian Journal of Civil Engineering 33, no. 10 (October 1, 2006): 1279–86. http://dx.doi.org/10.1139/l06-072.

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The objective of this study was to identify and quantify design and construction features most important to joint faulting of joint plain concrete pavements. With data obtained from the Long-Term Pavement Performance (LTPP) database, an analysis approach that combined pavement engineering expertise and modern data analysis techniques was to develop guidelines for improved design and construction of Portland cement concrete (PCC) pavement. The approach included typical preliminary analyses, but emphasis was placed on using a series of multivariate data analysis techniques. Discriminant analysis was used to develop models that classify individual pavement into performance groups developed by cluster analysis, which was used to partition the pavements into three distinct groups representing good, normal, and poor performance. These models can be used to classify and evaluate additional or new pavements performance throughout the pavement's design life. To quantify the levels of the key design and construction features that contribute to performance, the classification and regression tree procedure was used to develop tree-based models for performance measure. The analysis approach described was used to develop the guideline on the key design and construction features that can be used by designers to decrease joint faulting of jointed plain concrete pavements (JPCPs).Key words: faulting, Long-Term Pavement Performance (LTPP), jointed plain concrete pavement (JPCP), cluster analysis, discriminant analysis, classification and regression tree (CART) analysis.
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Kryzhanovskyi, V. O., S. O. Kroviakov, M. V. Zavoloka, V. V. Shevchenko, O. A. Andreeva, and A. M. Sofiyanyk. "USE OF EXPERIENCE IN CONSTRUCTION OF MONOLITHIC CEMENT-CONCRETE PAVEMENT OF THE AIRPORT «ODESSA» IN THE DEVELOPMENT OF A NEW NATIONAL STANDARD FOR THE AIRFIELD DESIGN." Bulletin of Odessa State Academy of Civil Engineering and Architecture, no. 85 (December 28, 2021): 100–109. http://dx.doi.org/10.31650/2415-377x-2021-85-100-109.

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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.
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Smirnov, Denis, Sergey Stepanov, Ruslan Garipov, Timur Garayev, and Tagir Sungatullin. "Influence of the porosity structure of road concrete on its durability." E3S Web of Conferences 274 (2021): 04009. http://dx.doi.org/10.1051/e3sconf/202127404009.

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Cement-concrete pavements of roads and airfields are the most durable type of pavement. The design service life of cement-concrete pavements is 40-50 years, in Russia this period is 20-25 years, and for asphalt-concrete pavements is 10-15 years. The real, actual overhaul period of asphalt concrete pavements, is much lower than the design one (according to the Federal Road Agency of Russia «Rosavtodor», on average, 3-5 years or even less), therefore, work aimed at increasing the durability of cementconcrete pavements is of particular relevance. The main technical parameters of road concrete that characterize its durability are compressive strength, flexural tensile strength, water absorption and others. The most important parameter is the frost resistance of concrete, which is primarily influenced by the structure of the pore space. This paper shows the way of obtaining concretes based on aggregates, the frost resistance of which is lower than the frost resistance of the resulting concrete.
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Fang, Jinmiao, Jinsong Tu, and Kunming Wu. "Analysis of Skid Resistance and Noise Characteristics for Varieties of Concrete Pavement." Advances in Materials Science and Engineering 2020 (June 30, 2020): 1–8. http://dx.doi.org/10.1155/2020/7427314.

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To establish evaluation criteria for the pavement skid resistance and noise level in tunnels pavements, the zoning and control standards for skid resistance and concrete pavement noise were examined. Transverse friction coefficient (TFC) test equipment and the on-board sound intensity (OBSI) method were used to evaluate the antisliding characteristics and noise levels of several tunnel pavements. The results indicated poor antisliding characteristics and noise levels in ordinary grooved cement concrete pavement, whereas new types of cement concrete pavements, such as exposed concrete pavements and polymer-modified cement concrete pavements, had good antisliding characteristics and achieved low noise levels. Combined with the cluster analysis method, a zoning method for the antisliding and noise level in concrete pavement is proposed. The antisliding characteristics and noise levels of the pavement are divided into three zones. To ensure safety and comfort during driving, the antisliding value (SFC) of the tunnel pavement should be more than 50, and the noise level should not exceed 105 dB. Finally, the correlation between the antisliding and noise levels for pavement was analyzed. The results indicated that the antiskiding value of pavement has a strong correlation to the noise level.
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Robbins, Mary, Nam Tran, and Audrey Copeland. "Determining the Age and Smoothness of Asphalt and Concrete Pavements at the Time of First Rehabilitation using Long-Term Pavement Performance Program Data." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (August 29, 2018): 176–85. http://dx.doi.org/10.1177/0361198118792120.

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Initial performance period is an important input in life-cycle cost analysis (LCCA). An objective of this study was thus to determine actual initial performance periods, as the pavement age at first rehabilitation, for asphalt and concrete pavements using Long-Term Pavement Performance (LTPP) program data. In addition, most agencies use International Roughness Index (IRI), a measure of pavement roughness applicable to both asphalt and concrete pavements, in their decision-making and performance-evaluation process. A secondary objective was, therefore, to determine the pavement roughness condition at the time of first rehabilitation using the same dataset. Based on surveys of highway agencies, initial performance periods frequently used in LCCA for asphalt pavements are between 10 and 15 years, while the average asphalt pavement age at time of first rehabilitation in the LTPP program was found to be approximately 18 years. For concrete pavements, most initial performance periods used in LCCA are between 20 and 25 years, whereas the average concrete pavement age at the time of first rehabilitation in the LTPP program is about 24 years. This suggests initial performance period values used for LCCA do not adequately represent the actual age of asphalt pavements at the time of first rehabilitation, while they are generally representative of actual concrete pavement age at the time of first rehabilitation. Also, it was found that asphalt pavements are typically rehabilitated when they are in good or fair condition according to Federal Highway Administration (FHWA) IRI criteria whereas concrete pavements are typically not rehabilitated until the pavement is in fair or poor condition.
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Yaqoob, Saima, Johan Silfwerbrand, and Larissa Strömberg. "Evaluation of Rapid Repair of Concrete Pavements Using Precast Concrete Technology: A Sustainable and Cost-Effective Solution." Nordic Concrete Research 65, no. 2 (December 1, 2021): 107–28. http://dx.doi.org/10.2478/ncr-2021-0018.

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Abstract Concrete and asphalt are the two competitive materials for a highway. In Sweden, the predominant material for the highway system is asphalt. But under certain conditions, concrete pavements are competitive alternatives. For example, concrete pavements are suitable for high-traffic volume roads, roads in tunnels, concentrated loads (e.g., bus stops and industrial pavement). Besides the load-carrying capacity, the concrete pavement has many advantages such as durability (wear resistance), resistance against frost heave, environment (pollution, recycling, and low rolling resistance leading to fuel savings), fire resistance, noise limitations, brightness, evenness and aesthetics. Concrete pavements are long-lasting but need final repair. Single slabs may crack in the jointed concrete pavement due to various structural and non-structural factors. Repair and maintenance operations are, therefore, necessary to increase the service life of the structures. To avoid extended lane closures, prevent traffic congestions, and expedite the pavement construction process, precast concrete technology is a recent innovative construction method that can meet the requirement of rapid construction and rehabilitation of the pavement. This paper evaluates rapid repair techniques of concrete pavement using precast concrete technology by analysing three case studies on jointed precast concrete pavements. The study showed that the required amount of time to re-open the pavement to traffic is dramatically reduced with jointed precast concrete panels.
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Dissertations / Theses on the topic "Concrete Pavements"

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William, Gergis W. "Effect of temperature variations on premature cracking of dowel jointed concrete pavements." Morgantown, W. Va. : [West Virginia University Libraries], 2003. http://etd.wvu.edu/templates/showETD.cfm?recnum=3015.

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Thesis (Ph. D.)--West Virginia University, 2003.
Title from document title page. Document formatted into pages; contains viii, 139 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 123-139).
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Motamarri, Sri Vani Sirisha. "Dowel-concrete contact characteristics." Morgantown, W. Va. : [West Virginia University Libraries], 2003. http://etd.wvu.edu/templates/showETD.cfm?recnum=3032.

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Thesis (M.S.)--West Virginia University, 2003.
Title from document title page. Document formatted into pages; contains xiv, 114 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 102-104).
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Eddie, Darren. "FRP dowels for concrete pavements." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1999. http://www.collectionscanada.ca/obj/s4/f2/dsk1/tape8/PQDD_0012/MQ41696.pdf.

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Hassani, Abolfazl. "Bitumin laminated reinforced concrete pavements." Thesis, University of Westminster, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.305266.

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Schell, Troy H. "Field observations of the early-age behavior of jointed plain concrete pavements." Morgantown, W. Va. : [West Virginia University Libraries], 2001. http://etd.wvu.edu/templates/showETD.cfm?recnum=1963.

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Thesis (M.S.)--West Virginia University, 2001.
Title from document title page. Document formatted into pages; contains xvi, 313 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 301-304).
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Vetsa, Appalaraju. "Performance of doweled concrete joints subjected to fatigue loading." Morgantown, W. Va. : [West Virginia University Libraries], 2003. http://etd.wvu.edu/templates/showETD.cfm?recnum=3059.

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Thesis (M.S.)--West Virginia University, 2003.
Title from document title page. Document formatted into pages; contains xi, 114 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 102-105).
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Gerber, Johan Andries Kritzinger. "Characterization of cracks on ultra thin continuously reinforced concrete pavements." Thesis, Stellenbosch : University of Stellenbosch, 2011. http://hdl.handle.net/10019.1/6772.

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Thesis (MScEng (Civil Engineering))--University of Stellenbosch, 2011.
ENGLISH ABSTRACT: The southbound screener lane of the Heidelberg Traffic Control Centre received structural improvements by means of an ultra thin continuously reinforced concrete pavement (UTCRCP) overlay. This experimental overlay forms part of the South African National Roads Agency Limited’s innovative highway repair strategy on existing pavements that have exceeded design life. The primary objective of this study was to characterize the UTCRCP overlay with regard to crack spacing formation under accelerated pavement testing (APT). Characterization comprised of empirical modelling techniques, statistical analysis, non destructive testing and software simulations. Pavement deflection responses were empirically and linear elastically converted to input parameters. These parameters were used in the mean crack spacing prediction model of the Mechanistic-Empirical Pavement Design Guide (M-E PDG). Observed cracking under APT was recorded and analyzed by means of descriptive statistics. The outcome of the M-E PDG’s mean crack spacing and the statistics of the observed cracking were evaluated against cncPave simulations. Initial shrinkage crack formations ranged from 500 mm to 900 mm, with a mean spacing of 695 mm. Subsequent secondary cracking reduced the segments, delineated by initial cracking, to intervals consisting of 100 mm to 350 mm. A statistical analysis of the observed cracking indicated that traffic had little effect on the transverse crack spacing formation. The observed cracks yielded a mean spacing of 296 mm, compared to the 186 mm of the M-E PDG mean crack spacing calculation. cncPave simulations indicated that the expected range of cracking would fall between 237 mm and 350 mm with a probability of 50% that crack spacing would exceed 265 mm. The 50th percentile of the observed cracks resulted in a spacing of 233 mm. The APT project was limited to a single test section. No pavement failures occurred during the APT project. A total of 2.8 million 80 kN load repetitions were applied to the UTCRCP. However circular crack formations regarded as a punchout development have formed on the UTCRCP test section. Circular cracks formed around weaknesses in the pavement system. The prediction of these punchout formations incorporates the mean crack spacing result. Occurrence of mean crack spacing forms part of a crack spacing distribution defined by a range. Therefore designing a punchout prediction model for UTCRCP should include the characteristics and range of the crack pattern and not merely the mean crack spacing value. Key Words: UTCRCP, APT, Mean Crack Spacing, Punchout, Descriptive Statistics, cncPave, M-E PDG, Transverse Cracks, Dense Liquid Foundation, Elastic Solid Foundation.
AFRIKAANSE OPSOMMING: Die suidwaartse moniteerings laan van die Heidelberg Verkeersbeheer Sentrum, het strukturele verbetering ondergaan deur die konstruksie van ‘n ultradun aaneen-gewapende betonplaveisel (UDAGBP) wat dien as ‘n deklaag. Hierdie eksperimentele deklaag is deel van die Suid-Afrikaanse Nasionale Paaie Aggentskap Beperk (SANRAL) se vernuftige deurpadherstelstrategie vir bestaande deurpaaie waarvan die ontwerplewe verstryk het. Die primêre doel van hierdie studie is om die UDAGBP te karakteriseer, met betrekking tot kraakspasiëring, deur middel van Versnelde Plaveisel Toetsing (VPT). Die karakteriseringsproses het bestaan uit empiriese moduleringstegnieke, statistiese ontleding, nie-destruktiewe toetsmetodologieë en sagtewaresimulasies. Die plaveiseldefleksiegedrag is empiries en linieêr elasties ontleed en omgeskakel na invoerparameters. Hierdie parameters is gebruik in die peilingsmodel vir gemiddelde kraakspasiëring van die Meganisties-Empiries Plaveisel Ontwerpsgids (M-E POG). Waargenome kraakspasiëring na die afloop van VPT is opgeteken en deur middel van beskrywende statistiek ontleed. Die resultate van die M-E POG se gemiddelde kraakspasiëring en die statistiese ontleding van die waargenome krake is geëvalueer teenoor cncPave simulasies. Aanvanklike krimpingskrake het gevorm met wisselende kraakspasiëring tussen 500 mm en 900 mm met ‘n gemiddelde spasiëring van 695 mm. Daaropvolgende krake het die aanvanklike segmente, wat gevorm het tydens die aanvanklike krimpingskrake, verkort na intervalle van 100 mm tot 350 mm. ‘n Statistiese ontleding van die waargeneemde krake het aangedui dat verkeer weinig ‘n aandeel het in die dwarskraak-vormingsproses. Die waargenome krake het ‘n gemiddelde spasiëring van 296 mm in vergelyking met 186 mm van die M-E POG se gemiddelde kraakspasiëring berekening. cncPave simulasies het aangedui dat die verwagte kraakspasiëringsgrense tussen 237 mm en 350 mm is en ‘n 50% waarskynlikheid dat die kraakspasiëring meer as 265 mm is. Die VPT projek is beperk tot ‘n enkele toetsseksie. Geen plaveiselfalings is waargeneem gedurende die VPT projek nie. In totaal was 2.8 miljoen as-lasherhalings aangewend op die UDAGBP. Daar het egeter sirkelvormige kraakformasies, wat beskou word as ponsswigting, ontwikkel op die UDAGBP toetsseksie. Sirkelvormige kraakpatrone het gevorm rondom swak plekke in die plaveisel. Die peilingsmodelle van hierdie ponsswigting maak gebruik van die gimiddelde kraakspasiëringsresultaat. Die verskynsel van gemiddelde kraakspasiëring in hierdie studie is deel van ‘n kraakspasiëringsverdeling, gedefinieerd deur ‘n spasiëringsgrens. Daarom moet die kraakspasiëringskarakteristieke en spasiëringsgrense in ag geneem word in die ontwerpsproses van ‘n UDAGBP ponsswigting-peilings-model, nie slegs die waarde van die gemiddelde kraakspasiëring nie. Sleutel woorde: UDAGBP, VPT, Gemiddelde Kraakspasiëring, Ponsswigting, Beskrywende Statistiek, cncPave, M-E POG, Transversale Krake, Digte Vloeistof Fondasie, Elasties- Soliede Fondasie.
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Sun, Zhenhua. "Evaluation of concrete bridge deck overlays." Morgantown, W. Va. : [West Virginia University Libraries], 2004. https://etd.wvu.edu/etd/controller.jsp?moduleName=documentdata&jsp%5FetdId=3630.

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Thesis (M.S.)--West Virginia University, 2004.
Title from document title page. Document formatted into pages; contains xiii, 101 p. : ill. (some col.). Includes abstract. Includes bibliographical references (p. 97-101).
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Selezneva, Olga I. "Development of mechanistic-empirical damage assessment procedures for CRC pavements with emphasis on traffic leading characteristics." Morgantown, W. Va. : [West Virginia University Libraries], 2002. http://etd.wvu.edu/templates/showETD.cfm?recnum=2648.

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Thesis (Ph. D.)--West Virginia University, 2002.
Title from document title page. Document formatted into pages; contains xvii, 276 p. : ill. (some col.). Vita. Includes abstract. Includes bibliographical references (p. 199-208).
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SANJEEVIRAO, KRISHNAKUMAR. "ANALYSIS OF THREE-LAYERED CONCRETE PAVEMENTS." University of Cincinnati / OhioLINK, 2001. http://rave.ohiolink.edu/etdc/view?acc_num=ucin981730084.

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Books on the topic "Concrete Pavements"

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F, Stock A., ed. Concrete pavements. London: Elsevier Applied Science, 1988.

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Institute, American Concrete, ed. Concrete pavements. Detroit, Mich: American Concrete Institute, 1995.

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Harold Halm International Symposium on Concrete Pavement Construction (1988 Washington, D.C.). Concrete pavements. Washington, D.C: Transportation Research Board, National Research Council, 1988.

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Maurice, Villemagne, Charonnat Yves, and Nissoux Jean-Louis, eds. Cement concrete pavements. Rotterdam: A. A. Balkema, 1996.

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Tennis, Paul D. Pervious concrete pavements. Skokie, Ill: Portland Cement Association, 2004.

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ACI Committee 325. Texturing concrete pavements. Detroit, Mich: American Concrete Institute, 1988.

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United States. Federal Highway Administration. Office of Acquisition Management and Applied Pavement Technology Inc, eds. High performance concrete pavements. [Washington, D.C.]: U.S. Dept. of Transportation, Federal Highway Administration, 2002.

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Smith, K. L., Jim W. Hall, and P. Littleton. Texturing of Concrete Pavements. Washington, D.C.: National Academies Press, 2009. http://dx.doi.org/10.17226/14318.

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Hall, Jim W. Texturing of concrete pavements. Washington, D.C: Transportation Research Board, 2009.

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Center, Turner-Fairbank Highway Research, ed. Performance of concrete pavements. McLean, VA: U.S. Dept. of Transportation, Federal Highway Administration, Research and Development, Turner-Fairbank Highway Research Center, 1997.

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Book chapters on the topic "Concrete Pavements"

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Mallick, Rajib B., and Tahar El-Korchi. "Precast Concrete Pavements." In Pavement Engineering, 559–86. 4th ed. Boca Raton: CRC Press, 2022. http://dx.doi.org/10.1201/b23274-18.

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Mallick, Rajib B., and Tahar El-Korchi. "Construction of Concrete Pavements." In Pavement Engineering, 525–57. 4th ed. Boca Raton: CRC Press, 2022. http://dx.doi.org/10.1201/b23274-17.

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Salter, R. J. "Design of Concrete Pavements." In Highway Design and Construction, 105–40. London: Macmillan Education UK, 1988. http://dx.doi.org/10.1007/978-1-349-10067-5_4.

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Puckman, Knud, and Anders Henrichsen. "Reuse of Concrete Pavements." In Demolition Reuse Conc Mason V2, 746–55. London: CRC Press, 2023. http://dx.doi.org/10.1201/9781003416562-28.

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Kevern, John T. "Pervious Concrete." In Climate Change, Energy, Sustainability and Pavements, 261–73. Berlin, Heidelberg: Springer Berlin Heidelberg, 2014. http://dx.doi.org/10.1007/978-3-662-44719-2_8.

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Fantilli, Alessandro P., Nicholas S. Burello, Masood Khan, Giovanni Volpatti, Jorge C. Diaz Garcia, and Davide Zampini. "Joint free pavements made with HPFRC." In Computational Modelling of Concrete and Concrete Structures, 720–27. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003316404-86.

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Mallick, Rajib B., and Tahar El-Korchi. "Concrete Fundamentals for Rigid Pavements." In Pavement Engineering, 435–42. 4th ed. Boca Raton: CRC Press, 2022. http://dx.doi.org/10.1201/b23274-14.

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Ioannides, A. M. "Analytical procedures for concrete pavements." In Precast Concrete Raft Units, 18–36. Boston, MA: Springer US, 1991. http://dx.doi.org/10.1007/978-1-4615-2644-5_2.

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Silfwerbrand, Johan L. "Is Debonding in Concrete Pavements Unavoidable?" In RILEM Bookseries, 599–604. Dordrecht: Springer Netherlands, 2016. http://dx.doi.org/10.1007/978-94-024-0867-6_84.

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Foos, Sam, Viktor Mechtcherine, and Harald S. Müller. "Deformation behaviour of concrete highway pavements." In Finite Elements in Civil Engineering Applications, 123–28. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003211365-17.

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Conference papers on the topic "Concrete Pavements"

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Oyediji, Remi, and Susan Tighe. "Impacts Of Flooding On Concrete Pavement." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/5se85bna.

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With shifting paradigms in usual climatic events and increased occurrence of flood hazards, vulnerability assessment and adaptation of road infrastructure is essential. Road pavements are critical in sustaining socio-economic activities and their vulnerability to flood hazards could have serious cost consequences. Therefore, a conscientious decision to consider pavement materials, designs and alternatives that are resilient to recurring flood events is desired. Based on previous investigations into how pavements types, classes and configuration respond to extreme events, concrete pavements are reported as better flood-resilient systems in countries that have experienced intense flooding and inundation. Although Canada has experienced some of the worst flood incidences in history and owns a number of concrete pavement infrastructure, no study has been conducted to better understand its performance under extreme conditions. To provide insight on concrete pavement flood response, the use of the state of the art AASHTOWare Pavement ME Design (PMED) program is employed to model various flood scenarios on concrete pavement types and configurations common to two Canadian provinces, Ontario and Manitoba. The performance of the various pavement classes in terms of flood resilience, service life and cost feasibility is analyzed and results provide insight on the resilience and adaptive capacity of rigid pavements to flood hazards in Canada.
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Beltran, Nancy, Abbasali TaghaviGhalesar, Richard Rogers, and Cesar Carrasco. "Comparison of Pavement Layer Responses Between HMA/PCC Pavement Designs with Heavy Vehicle Loads Using RPAS." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/um4og534.

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The rapid energy sector development and the strong increase in vehicle axle loads has resulted in premature failure of asphalt pavements and, as a consequence, concrete pavements are being considered. However, current design methods assume the significantly heavier vehicle loads will have an elastic impact on the pavement layers and has led pavement engineers to thicken the concrete layer to withstand the heavy loads resulting in a more costly option compared to an asphalt pavement design. Moreover, the current design procedure of concrete pavements discretize the supporting layers using the Winkler foundation model, which makes it incapable of properly considering the impact that heavier truck loads have on the foundation layers. For this reason, researchers at the University of Texas at El Paso (UTEP) developed the Rigid Pavement Analysis System (RPAS), a finite element analysis program that has the capabilities of modeling the foundation layers using a 3-D foundation model, which considers the additive impact of adjacent wheel loads in the subgrade. RPAS has linear elastic theory capabilities and can also be used for the analysis of asphalt pavements when considering the appropriate material properties. This paper presents a comparison study conducted for the Texas Department of Transportation (TxDOT), Odessa District, between a hot mix asphalt (HMA) pavement design and a Portland cement concrete (PCC) pavement design to evaluate the effects that heavy loads have on each pavement layer responses (stresses and strains). The results determined that the PCC pavement provided adequate concrete stresses and significantly reduced the subgrade strains.
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Vorobieff, George. "Has Diamond Grinding Been A Cost Effective Pavement Preservation Treatment In Australia?" In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/e39ac1sm.

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Australia introduced conventional longitudinal diamond grinding of highway concrete pavements in 2009 with the purchase of two "4‐foot" highway grinding machines by two contractors. The availability of these machines in Australia has enabled contractors to improve ride quality of new pavements, rather than accept a deduction to the tendered rate for the supply and placement of concrete pavement. Grinding of new concrete base is permitted up to an IRI of 3.5 m/km, thereby reducing the need to remove and replace concrete pavement which met the specified thickness, strength and density, but not ride quality. More importantly, with the introduction of the grinding machines, asset managers have the opportunity to use diamond grinding to treat existing concrete pavements that have a rough ride, or when the textured surface no longer meets specified levels for skid resistance. Although the primary use of diamond grinding was to improve ride quality of new and existing concrete pavements, it has also been used to: treat stepping across transverse contraction joints in PCP, improve skid resistance at roundabouts, improve both ride quality and texture for JRCP pavements (greater than 40 years of age) with a thin wearing course and spalling in the asphalt at transverse joints. The above treatments to concrete pavement allow asset preservation and avoid high reconstruction costs. The Austroads concrete pavement design procedure is based on the PCA design method and road smoothness is not a design parameter, unlike the USA approach to concrete pavement design where ride quality is a design input. There is still much work to be done to convince asset managers in Australia that the removal of the high areas of a concrete pavement to smooth the surface, reduces the dynamic wheel loading and minimises accumulated fatigue stress in the concrete. This paper reviews the last 10 years of diamond grinding projects and the success of this pavement preservation treatment for new and existing urban and rural concrete pavements in Australia. Recommendations to reduce the cost of diamond grinding concrete pavements and extend the use of this treatment are also provided.
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Slánský, Bohuslav, Vit Šmilauer, Jiří Hlavatý, and Richard Dvořák. "New Long-Life Concrete Pavements in the Czech Republic." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/61ba0wvu.

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A jointed plain concrete pavement represents a reliable, historically proven technical solution for highly loaded roads, highways, airports and other industrial surfaces. Excellent resistance to permanent deformations (rutting) and also durability and maintenance costs play key roles in assessing the economic benefits, rehabilitation plans, traffic closures, consumption and recycling of materials. In the history of concrete pavement construction, slow-to-normal hardening Portland cement was used in Czechoslovakia during the 1970s-1980s. The pavements are being replaced after 40-50 years of service, mostly due to vertical slab displacements due to missing dowel bars. However, pavements built after 1996 used rapid hardening cements, resulting in long-term surface cracking and decreased durability. In order to build durable concrete pavements, slower hardening slag-blended binders were designed and tested in the restrained ring shrinkage test and in isothermal calorimetry. Corresponding concretes were tested mainly for the compressive/tensile strength evolution and deicing salt-frost scaling to meet current specifications. The pilot project was executed on a 14 km highway, where a unique temperature-strain monitoring system was installed to provide long-term data from the concrete pavement. A thermo-mechanical coupled model served for data validation, showing a beneficial role of slower hydration kinetics. Continuous monitoring interim results at 24 months have revealed small curling induced by drying and the overall small differential shrinkage of the slab.
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Moss, Justin, and Nicole Liang. "A Contemporary Comparison of Life Cycle Evaluations of Road Pavements in Australia-Asphaltic Concrete vs Portland Cement Concrete." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/qyk86wg1.

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Life cycle cost analyses (LCC/A) have not typically been used for pavement optioneering for nearly 30 years in Australia, nor are they generally required in detailed design. To date, asphalt pavements were assumed to have lower construction costs but acknowledged as requiring regular maintenance (every 5 to 10 years), whereas concrete is well known to require less maintenance (typically at intervals of 10 to 20 years). Concrete is therefore characterised as being lower cost only in terms of its life cycle and consequently overlooked where construction costs are the focus of pavement options evaluation. However, with significant recent changes in road construction materials and processes, preconceptions around life cycle costs of asphalt and concrete pavements around the world should be reviewed. This paper reports on the findings of a study conducted by Arcadis which compared the life cycle costs of highway low- noise high-speed pavements - plain concrete (PCP), full depth asphalt (FDA) and asphalt over heavily bound (ACH). The study compared LCC of these pavements across a range of project- specific scenarios (resource availability, site complexity and traffic constraints) in addition to the impact of adopting international discount rates. With a new generation of pavement renewal now commencing in Australia (45 years after the first), this work also examined the viability of prolonging the service life of pavements in relation to its impact on life cycle costs, closures and environmental impact. This paper ultimately concludes best value of the various pavement scenario combinations by ranking and comparing all pavements options, and makes recommendations for future life cycle assessments.
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Echevarría, Carlos, and Juan Pablo Covarrubias. "Adaptation and Calibration of the Faulting Model for Thin Concrete Pavements." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/ndwka02k.

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Joint faulting is a pavement distress that affects the comfort level of jointed plain concrete pavements. The appearance of joint faulting usually occurs in areas of high traffic of trucks at high speed. Variables such as level of rainfall and the erodibility of the subbase increases the magnitude of this phenomenon. To predict joint faulting in Thin Concrete Pavements, the design software OptiPave2, launched in 2012, used the same model developed for the Mechanistic Empirical Pavement Design Guide (MEPDG), which uses an energy differential model. After 6 years of the release of the software and after 10 years since the construction of some thin concrete pavement projects, there are pavements with clear signs of joint faulting and others without. For this reason, the OptiPave2 model was reviewed and compared with field data, concluding that the faulting model needed to be adjusted This new model was calibrated with the data from existing concrete pavement projects.
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Bawono, Ali Aryo, Bernhard Lechner, Stephan Freudenstein, and En-Hua Yang. "Multi Criteria Analysis On Surface Treatment Method For Concrete Pavement." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/ctvd43mx.

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Surface pavements have been studied for decades. Many surface treatments have been done by roadway authorities to improve the functional performance of concrete pavements: skid resistance, surface water drainage, pavement evenness, noise, and durability. However, there are so many different standards for those criteria applied, which might be causing misinterpretation when decision-makers are about to select the right surface treatment method. For example, roadway authorities mostly need to compare in which texturing methods can be applied for their roadways. Yet, they will find the methods are sometimes applied by using different standards. Firstly, there are various standards related to the functional surface performance of the pavement applied by different agencies. Secondly, there are many different measurement methods for the functional performance of the surface pavement. Thirdly, the surface treatment methods used to improve the surface pavement are varying. Therefore, it is not an easy task to understand and to compare different surface treatment methods with different criteria, and then to select the most optimum one. Yet, fewer studies were found on comprehensive analysis on determining which surface treatment method leads to the optimum functional performance. The objective of the research is to find a multi-criteria analysis method to define the most optimum surface treatment methods for concrete pavements that provide high functionality (safety and comfort). More than 15 surface treatment methods for concrete pavement are analyzed based on their functional performance includes skid resistance, pavement drainage, tire-pavement noise, and pavement roughness.
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Smith, Kurt, Prashant Ram, and Mark Snyder. "Two-Lift Concrete Pavements Constructed Under SHRP2 Project R21 Implementation Effort." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/e7xqgapy.

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Two-lift concrete pavements use two separate lifts of concrete that are placed in a wet-on-wet process to produce a monolithic structure. Although not new, two-lift concrete pavements are an innovative approach to optimizing the characteristics of each layer and, hence, the overall pavement structure. In 2014, the Federal Highway Administration (FHWA), working in collaboration with the American Association of State Highway and Transportation Officials (AASHTO), selected two-lift composite pavements for funding under the SHRP2 Implementation Assistance Program (IAP). Under that initiative, the design and construction of three composite pavement projects featuring two-lift concrete paving were sponsored. This paper summarizes some of the key design and construction details for each of these three projects, and also provides recommendations on the general applicability and selection of two-lift concrete pavements.
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Bly, Peter, and Lev Khazanovich. "Reducing Airfield Rigid Pavement Modeling Complexity: An Exercise Using the Principles of Similarity." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/tgharomm.

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Pavement design and evaluation analysis use mechanistic models to estimate pavement responses to applied loads. Finite element modeling is a common technique used to quickly and efficiently model rigid pavements that incorporate more complex phenomena that constructed, in-service slabs experience. While adding complexity increases the accuracy of the modeling when estimating pavement responses, significantly more computing effort is required. When combined with a cumulative-damage-based structural analysis, multiple model runs are needed to estimate damage over the number of incremental steps used. To bypass direct finite element modeling for multiple pavement systems, design methodologies such as the Mechanistic-Empirical Pavement Design Guide use artificial neural networks to store specific pavement response information for rapid recall as a type of non-linear regression made from pre-analyzed cases of a known set of input variables. These methodologies use the Principles of Similarity to reduce the complexity of modeling the pavement layering and environmental loads by considering a single reference pavement structure. Complexity can be reduced from 21 variables to nine key variables for modeling airfield pavements without introducing error and minimizing the total runs used. This paper provides a review of the Principles of Similarity and discusses how they are used to generate an efficient dataset for artificial neural network development. Examples showing how a single representative pavement system can yield proportional and scalable responses to numerous equivalent pavement systems are provided to illustrate the power of the Principles of Similarity in reducing modeling complexity and computational demands for higher-level pavement analysis efforts.
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D'Amours, Louis. "Success story of RCC for Heavy Loaded Pavement at Port of Montreal’s Container Terminals." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/glryoso1.

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At the port of Montreal, port pavements, particularly those of container terminals, are literally bombed with various types of loadings, such as gantry cranes, forklifts or front-end loaders, non‑standard single-axle trucks and conventional trucks. The typical features of this transhipment equipment are such that it can generate significant loads and stresses in pavement structures. Indeed, wheel loads for some gantry cranes can even reach 63.7 T per wheel, which is definitely higher than the usual conventional truck load, usually a maximum of 5 tons per dual wheels. This communication will first set out the significance of such equipment and its influence on pavements, and how container terminals design methods have evolved over the past decades. Subsequently, the sustainable pavement concept, which has been in use these past years, will be presented, as well as how the design methodology has evolved through the design development. These composite pavements, which consist of RCC slabs overlaid with bituminous concrete, were developed from past experience with RCC slabs, in order to reduce maintenance requirements for transhipment area operators. The communication will also show how the methods and specifications used to construct these pavements have evolved over the past years.
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Reports on the topic "Concrete Pavements"

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Tingle, Jeb, Charles Williams, William Carruth, and Caitlin Tibbetts. Materials and methods used for the expedient repair of concrete pavements. Engineer Research and Development Center (U.S.), June 2024. http://dx.doi.org/10.21079/11681/48710.

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Many traditional methods for the repair and rehabilitation of concrete pavements require meticulous construction processes with specialized equipment and long material curing periods in order to develop adequate strength and durability prior to returning the pavement to service. This paper summarizes the results of research projects conducted by the US Army Engineer Research and Development Center in order to develop innovative pavement repair procedures and evaluate numerous commercial repair materials that can produce fast long-lasting repairs that facilitate the rapid re-opening of critical pavement infrastructure to traffic. This paper summarizes methods used for the certification and selection of suitable concrete pavement repair materials. In addition, this paper outlines the key activities included in expedient concrete repair processes. Thus, this paper provides a valuable summary of state-of-the-art concrete repair procedures and materials for the rapid and effective repair and rehabilitation of concrete pavements.
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DeSantis, John, and Jeffery Roesler. Performance Evaluation of Stabilized Support Layers for Concrete Pavements. Illinois Center for Transportation, February 2022. http://dx.doi.org/10.36501/0197-9191/22-003.

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A research investigation was conducted on the erosion potential of stabilized subbases under concrete pavements and asphalt layers supporting concrete overlays. Through field surveys and testing in Illinois, this project evaluated if existing concrete pavements with stabilized subbases and concrete overlays were exhibiting potential erosion of the underlying support layer. The field evaluation testing included falling weight deflectometer testing, distress surveys, coring, and ultrasonic tomography scanning. A laboratory performance test was also established using the Hamburg wheel-tracking device to assess the erodibility of the various stabilized subbase layers for new construction and existing asphalt layers available for a concrete overlay. The analyzed field test results were coupled together with the laboratory performance testing to provide recommendations for updating the Illinois Department of Transportation’s “Bureau of Design and Environment Manual” guidance. No changes were recommended for hot-mix asphalt stabilized subbases, but testing using the Hamburg wheel-tracking device should be considered for Portland cement concrete stabilized support layers (e.g., CAM II) under concrete pavements. For testing of asphalt support layers for concrete pavement overlays, the Hamburg wheel-tracking device is recommended with performance criteria similar to flexible pavements for appropriate functional classes.
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Stutzman, Paul E. Deterioration of Iowa highway concrete pavements:. Gaithersburg, MD: National Institute of Standards and Technology, 1999. http://dx.doi.org/10.6028/nist.ir.6399.

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Sakulneya, Apidej, Connor Anderson, Jesus Castro-Perez, and Jeffery Roesler. Performance and Design of Continuously Reinforced Concrete Pavements. Illinois Center for Transportation, May 2024. http://dx.doi.org/10.36501/0197-9191/24-011.

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This report focuses on the calibration of a design framework for continuously reinforced concrete pavement (CRCP) developed in 2009 by using the most recent performance data acquired from existing CRCP sections in Illinois. Field performance data were used to update the fatigue damage to punchout model coefficients in the design framework. A sensitivity analysis was performed on the updated CRCP design program to determine its sensitivity to traffic levels, shoulder type, and support conditions as well as its magnitude relative to jointed plain concrete pavement design curves. Additionally, the new CRCP design charts were compared to AASHTOWare Pavement ME Design predicted CRCP slab thicknesses for the same inputs. Lastly, AASHTOWare Pavement ME Design was run to predict the performance of CRCP overlays in Illinois and compare the performance data of seven unbonded concrete overlays constructed in Illinois. AASHTOWare Pavement ME Design was then used to generate CRCP overlay thickness design tables for different traffic levels, shoulder types, and support conditions.
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Verian, Kho Pin, Nancy Whiting, Jan Olek, Jitendra Jain, and Mark Snyder. Using Recycled Concrete as Aggregate in Concrete Pavements to Reduce Materials Cost. Purdue University, December 2013. http://dx.doi.org/10.5703/1288284315220.

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Hajj, Ramez, Nishant Garg, Jacob Doehring, Abhilash Vyas, Babak Asadi, and Yujia Lu. Using Microcapsules and Bacteria for Self-Healing in Rigid and Flexible Pavements. Illinois Center for Transportation, January 2023. http://dx.doi.org/10.36501/0197-9191/23-001.

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Cracking is one of the most critical distresses experienced by pavement infrastructure. Both flexible and rigid pavement cracking allow for water intrusion, which can in turn cause freeze–thaw damage and structural issues, causing premature failure. In addition, rigid pavements suffer from corrosion of reinforcing steel, which impedes the ability of the steel to resist deformation of the surface layer. One proposed technology to mitigate such cracking is the engineering of self-healing materials in pavements that can autogenously heal damage at the microscale. However, these technologies are not yet widely implemented, due to various practical issues. The following report provides a comprehensive literature review, preliminary evaluation of self-healing technology in asphalt concrete and Portland cement concrete, and future steps that can be taken to advance these technologies.
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Nantung, Tommy E., Jusang Lee, John E. Haddock, M. Reza Pouranian, Dario Batioja Alvarez, Jongmyung Jeon, Boonam Shin, and Peter J. Becker. Structural Evaluation of Full-Depth Flexible Pavement Using APT. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317319.

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The fundamentals of rutting behavior for thin full-depth flexible pavements (i.e., asphalt thickness less than 12 inches) are investigated in this study. The scope incorporates an experimental study using full-scale Accelerated Pavement Tests (APTs) to monitor the evolution of each pavement structural layer's transverse profiles. The findings were then employed to verify the local rutting model coefficients used in the current pavement design method, the Mechanistic-Empirical Pavement Design Guide (MEPDG). Four APT sections were constructed using two thin typical pavement structures (seven-and ten-inches thick) and two types of surface course material (dense-graded and SMA). A mid-depth rut monitoring and automated laser profile systems were designed to reconstruct the transverse profiles at each pavement layer interface throughout the process of accelerated pavement deterioration that is produced during the APT. The contributions of each pavement structural layer to rutting and the evolution of layer deformation were derived. This study found that the permanent deformation within full-depth asphalt concrete significantly depends upon the pavement thickness. However, once the pavement reaches sufficient thickness (more than 12.5 inches), increasing the thickness does not significantly affect the permanent deformation. Additionally, for thin full-depth asphalt pavements with a dense-graded Hot Mix Asphalt (HMA) surface course, most pavement rutting is caused by the deformation of the asphalt concrete, with about half the rutting amount observed within the top four inches of the pavement layers. However, for thin full-depth asphalt pavements with an SMA surface course, most pavement rutting comes from the closet sublayer to the surface, i.e., the intermediate layer. The accuracy of the MEPDG’s prediction models for thin full-depth asphalt pavement was evaluated using some statistical parameters, including bias, the sum of squared error, and the standard error of estimates between the predicted and actual measurements. Based on the statistical analysis (at the 95% confidence level), no significant difference was found between the version 2.3-predicted and measured rutting of total asphalt concrete layer and subgrade for thick and thin pavements.
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Barna, Lynette A., Jr Smith, Bernier Charles E., Smart Andrew, Scholz Aaron, and Ann M. Assessment of Asphalt Concrete Reinforcement Grid in Flexible Pavements. Fort Belvoir, VA: Defense Technical Information Center, May 2016. http://dx.doi.org/10.21236/ada631961.

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Baral, Aniruddha, Jeffrey Roesler, M. Ley, Shinhyu Kang, Loren Emerson, Zane Lloyd, Braden Boyd, and Marllon Cook. High-volume Fly Ash Concrete for Pavements Findings: Volume 1. Illinois Center for Transportation, September 2021. http://dx.doi.org/10.36501/0197-9191/21-030.

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High-volume fly ash concrete (HVFAC) has improved durability and sustainability properties at a lower cost than conventional concrete, but its early-age properties like strength gain, setting time, and air entrainment can present challenges for application to concrete pavements. This research report helps with the implementation of HVFAC for pavement applications by providing guidelines for HVFAC mix design, testing protocols, and new tools for better quality control of HVFAC properties. Calorimeter tests were performed to evaluate the effects of fly ash sources, cement–fly ash interactions, chemical admixtures, and limestone replacement on the setting times and hydration reaction of HVFAC. To better target the initial air-entraining agent dosage for HVFAC, a calibration curve between air-entraining dosage for achieving 6% air content and fly ash foam index test has been developed. Further, a digital foam index test was developed to make this test more consistent across different labs and operators. For a more rapid prediction of hardened HVFAC properties, such as compressive strength, resistivity, and diffusion coefficient, an oxide-based particle model was developed. An HVFAC field test section was also constructed to demonstrate the implementation of a noncontact ultrasonic device for determining the final set time and ideal time to initiate saw cutting. Additionally, a maturity method was successfully implemented that estimates the in-place compressive strength of HVFAC through wireless thermal sensors. An HVFAC mix design procedure using the tools developed in this project such as the calorimeter test, foam index test, and particle-based model was proposed to assist engineers in implementing HVFAC pavements.
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Qamhia, Issam, and Erol Tutumluer. Review of Improved Subgrade and Stabilized Subbases to Evaluate Performance of Concrete Pavements. Illinois Center for Transportation, May 2021. http://dx.doi.org/10.36501/0197-9191/21-016.

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This report presents findings on the evaluation of foundation layers under concrete pavements in the state of Illinois. It also provides recommendations and scenarios where unbound granular layers can be safely used under concrete pavements as economical and well-performing subbase layers. The current practice and mechanistic design methods for constructing concrete pavements in Illinois was first evaluated, including historical studies that led to the current design procedures and policies. The performance of concrete pavements with unbound granular layers in Illinois were then evaluated, and several case studies of well-performing concrete pavements with granular subbases, high traffic levels, and low distress levels and severity were realized. Next, the practices of surrounding states were evaluated, and several Midwest states, i.e., Wisconsin, Minnesota, Iowa, and Michigan, were found to regularly use unbound granular layers under concrete pavements with no issues. A literature review on the most recent requirements and recommendations for designing granular subbases under concrete pavements was then presented. It is concluded that subbase layers under concrete pavements are mainly used to provide uniform support and prevent pumping. Based on the case study evaluations and literature, a stable, drainable, and durable daylighted granular subbase design is recommended for traffic factors up to 10.0. Stability is ensured by limiting the ratio of gravel-to-sand fractions in the aggregate mix between 1.3 and 1.9. Drainability requirements can be met by limiting the percentage of fines passing the No. 200 sieve (0.075 mm) to 4% and by checking the quality of drainage is at least fair based on the time required to drain 50% of the water. Lastly, a geotextile fabric is recommended for use below the granular subbase for separation to ensure drainability throughout design life.
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