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1
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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Sharma, Rashmi, and Vipul Dev Avasthi. "Analysis of the Effects of Phase Changing Material on Concrete Pavement." Journal of Futuristic Sciences and Applications 3, no. 2 (2020): 1–13. http://dx.doi.org/10.51976/jfsa.322001.
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In order to provide the public with better services, there is an increasing demand for efficient transportation. Concrete pavements are used more commonly in highway building today. Concrete pavement is more efficient because of its increased strength, dependability, and endurance; however, temperature stresses have a big impact on concrete pavements. This study investigates the potential use of phase-changing material (PCM) to reduce temperature stresses in concrete pavements. to compare the temperature differences between various PCM replacement amounts in concrete mixes and compressive strength A heat simulator indoors with temperature sensors was used to measure the temperature difference between concrete formulations. The difference in temperatures is one of the primary reasons that concrete pavement curls. The results imply that lowering thermal stresses in concrete pavement by increasing PCM content.
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Shi, Bao Hua, Wen Pu Ning, Han Wei Wang, and Tao Sun. "Covering and Reinforcement Key Technologies of Airport Old Cement Concrete Pavement." Applied Mechanics and Materials 193-194 (August 2012): 843–46. http://dx.doi.org/10.4028/www.scientific.net/amm.193-194.843.
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Cement concrete pavements were used in most airports built early in China. Nowadays the main task of airports is how to cover and reinforce damaged pavements. To ensure the life-span of pavement after covering, on the basis of analyzing the treatment methods of original cement concrete pavement, cement and asphalt concrete were used to realize the covering and reinforcement of old cement concrete pavement, and key technologies of Preventing reflective cracks of concrete pavement were put forward, which had a good result in practice
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Al-Qadi, Imad L., and Samer Lahouar. "Measuring Rebar Cover Depth in Rigid Pavements with Ground-Penetrating Radar." Transportation Research Record: Journal of the Transportation Research Board 1907, no. 1 (January 2005): 80–85. http://dx.doi.org/10.1177/0361198105190700109.
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Ground-penetrating radar (GPR) is a nondestructive investigation tool that is usually used in flexible pavement evaluation to estimate the thicknesses of the various layers composing the pavement. GPR is also used in flexible pavements to detect subsurface distresses, such as moisture accumulation and air voids. For rigid pavements and bridge decks, GPR is used to measure the thickness of the concrete slab and detect the location of reinforcing bars (rebar). Rebar detection is typically achieved, in this case, when an experienced operator finds the rebar's classic parabolic signature in the GPR data. This paper presents image-processing techniques that can be used to detect the rebar parabolic signature automatically in GPR data collected from rigid pavements with a high-frequency ground-coupled antenna. After detection of the rebar, the reflected parabolic shape is fit to a theoretical reflection model to estimate the pavement's dielectric constant and the rebar depth. The algorithms were validated on GPR data collected from a known continuously reinforced concrete pavement section. The technique showed an average error of 2.6% on the estimated rebar cover depth.
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Vaitkus, Audrius, Judita Gražulytė, Rita Kleizienė, Viktoras Vorobjovas, and Ovidijus Šernas. "Concrete Modular Pavements – Types, Issues And Challenges." Baltic Journal of Road and Bridge Engineering 14, no. 1 (March 28, 2019): 80–103. http://dx.doi.org/10.7250/bjrbe.2019-14.434.
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According to the European Asphalt Pavement Association, more than 90 per cent of the European road network is paved with asphalt. Constantly increasing traffic volume and climate change accelerate deterioration of current pavements. As a result, there arises a need to rehabilitate them prematurely. Repair and rehabilitation work lead to traffic congestion, which is one of the most significant concerns in highly trafficked roads and urban streets. Concrete modular pavements consisting of precast concrete slabs are a reasonable solution to deal with the road works since their construction, as well as repair, is time-saving. Repair works typically are implemented during a low traffic period (usually at night). A primary purpose of concrete modular pavements is heavily trafficked roads and other transport areas. This paper focuses on concrete modular pavements, their types, issues and challenges related to their design, slab fabrication and pavement construction. The conducted analysis revealed 15 different types of concrete modular pavements that differ from the techniques of slab joints and load transfer between the adjacent slabs. More than 20 issues and challenges related to the design of modular elements, slab fabrication and pavement construction were identified. Finally, the existing practice of concrete modular pavements was summarised and the gaps of scientific knowledge, as well as a need for comprehensive research, were defined.
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Fan, Chen Guang, Bin Luo, and Zhi Wei Xiong. "Vibration Analysis on Worn Cement Concrete Pavement." Applied Mechanics and Materials 204-208 (October 2012): 1875–79. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.1875.
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Resonant pavement breaker is an excellent technique to reform worn cement concrete pavement (PCC). When the frequency of the machine adjusted to the resonant frequency of the worn cement concrete pavement, the pavement will be broken to discrete blocks. For the full use of this technique, this article studied the dynamic properties such as natural frequencies and modalities of worn cement concrete pavements of national secondary road. FEM was used to discretize models of different damaged degrees. The influence of different damaged degrees on natural frequencies and modes was studied. It was discovered that the new cement concrete pavement’s frequency was bigger than worn ones, and the modes were influenced by the damage locations and their degrees, the more worn, the more irregular.
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Elguemri, Noureddine, and Ying Fang Fan. "Design and Maintenance of Porous Concrete Pavement." Applied Mechanics and Materials 71-78 (July 2011): 3878–82. http://dx.doi.org/10.4028/www.scientific.net/amm.71-78.3878.
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Porous concrete is commonly used by ecologically sound construction companies, since it helps to manage water runoff in sustainable way. Many so-called “green” builders promote the use of porous concrete in their projects [1]. Although porous concrete is a viable material that has the potential to replace the use of traditional concrete pavements in situations where heavy traffic is limited, porous concrete has been predominantly used in non-pavements applications, with only a limited use in pavements applications. This paper provides a clear indication of design and maintenance of porous concrete in pavements applications. Various designs of porous concrete pavement were schematized and explained.
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Liu, Ya Min, Rao Rao Han, Zhi Jin Tao, and Jie Chen. "Noise Evaluation of Concrete Pavement." Applied Mechanics and Materials 368-370 (August 2013): 1985–89. http://dx.doi.org/10.4028/www.scientific.net/amm.368-370.1985.
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In order to evaluate noise characteristic of concrete pavements with different texture, specimens were prepared carefully by varying groove parameters, such as groove width and space between grooves. Employing tire impact method, the noise level and noise spectrum of different pavements were analyzed. The results indicate that the noise level of transverse grooved concrete pavement is the greatest, and the followings are glossy concrete pavement and longitudinal grooved concrete pavement, porous concrete pavement has the lowest noise level. For grooved pavement, the noise level is promoted with increasing the space between grooves. Besides that, the noise level of transverse grooved concrete pavement becomes greater as the groove width increases. For longitudinal grooved pavement, there is a contrary tendency. It is porous concrete pavement for a frequency larger than 1600HZ. In the whole frequency range, the noise-reduction ability of transverse grooved concrete pavement is the worst.
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Yuan, Jifeng, Jin Wu, Tian Su, and Dadi Lin. "Dynamic Response of Reinforced Recycled Aggregate Concrete Pavement under Impact Loading." Applied Sciences 12, no. 17 (September 1, 2022): 8804. http://dx.doi.org/10.3390/app12178804.
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Airport runway pavements often undergo the direct impact of aircraft landings. For the purposes of designing the structure, it is of great importance to know about the dynamic response of the pavement and its behavior under impact loading. However, the dynamics and failure mechanisms of reinforced recycled aggregate concrete pavements subjected to impact loading are seldom explored in the literature. For this purpose, four reinforced recycled aggregate concrete pavements with different thickness and ratios of reinforcement, and one reinforced normal concrete pavement, were manufactured and tested under impact loading using the drop-weight impact frame system. The impact force characteristics, crack patterns, deformation responses, and strain developments of reinforced concrete pavements subjected to impact loading were evaluated and compared. The above-mentioned study revealed that with an increase in the reinforcement ratio, both the deformation and the steel strain were reduced. Increasing the thickness would reduce the degree of damage and the impact force of reinforced concrete pavement (RCP) but increase the deformation. The results show that under the same compressive strength, the dynamic performance of the reinforced recycled aggregate concrete pavement was worse than that of the reinforced normal concrete pavement because of its lower elastic modulus and weaker interfacial transition zone. The dynamic performance of reinforced recycled aggregate concrete pavement could be improved by increasing the thickness and reinforcement ratio. The use of recycled aggregate concrete (RAC) in RCP is a technically feasible application of the material within the scope of this experimental study.
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de Solminihac, Hernán, Marcelo G. Bustos, Aníbal L. Altamira, and Juan Pablo Covarrubias. "Functional distress modelling in Portland cement concrete pavements." Canadian Journal of Civil Engineering 30, no. 4 (August 1, 2003): 696–703. http://dx.doi.org/10.1139/l03-016.
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Concrete is widely used as a construction material in pavements by public and private agencies that administer highway networks because of its high durability and capacity to resist large traffic loads and very rigorous climates. Nevertheless, these agencies have to estimate the evolution of pavement performance to plan and optimize the application of adequate maintenance activities, allowing the pavement to be maintained at an optimum service level throughout its lifetime. Predictive distress models of the incremental type, that is, models capable of predicting annual increments of different distress indicators in the pavement, could be very useful tools in the implementation of maintenance plans, with minimal need for previous data, especially with regard to information on cumulative traffic loads. This paper offers incremental models for distress prediction in jointed plain concrete pavements, related to joint problems such as faulting and spalling, which clearly affect the pavement ride quality. The equations obtained allow for not only the calculation of distress predictions in analyzing road maintenance policies, but also the adjustment of the original designs of these pavements, to minimize the occurrence and magnitude of distress problems.Key words: concrete pavements, distress models, pavement performance, pavement management systems.
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Smith, K. L., K. D. Smith, T. E. Hoerner, and M. I. Darter. "Effect of Initial Pavement Smoothness on Future Smoothness and Pavement Life." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 60–69. http://dx.doi.org/10.3141/1570-08.
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Initial pavement smoothness has an effect on the future smoothness and life of asphalt concrete (AC) and portland cement concrete (PCC), as well as AC overlays of existing AC and PCC pavements. Initial pavement smoothness has a significant effect in 80 percent of new construction (both AC and PCC pavements) and in 70 percent of AC-overlay construction. Furthermore, using two different analysis techniques, added pavement life can be obtained by achieving higher levels of initial smoothness. Combined results of roughness-model and pavement-failure analyses indicate at least a 9 percent increase in life corresponding to a 25 percent increase in smoothness from target profile index (PI) values of 7 and 5 in./mi (0.11 and 0.08 m/km) for concrete and asphalt pavements, respectively.
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Cai, Hua, Jian Miao, and Ke Jiang. "Study on Temperature Shrinkage Problem of Oblique-Reinforced Transverse Prestressed Continuous Concrete Pavement." Applied Mechanics and Materials 178-181 (May 2012): 1694–98. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1694.
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Aiming at different kinds of transverse joints of common concrete pavements, this paper puts forward oblique-reinforced transverse prestressed continuous concrete pavement, and compares it with other reinforcement types of continuous pavements in their mechanical and deformation behaviors under the influence of temperature drop. Analysis results show that oblique-reinforced transverse prestressed concrete pavement could take advantage of deformation transfer competence of oblique steels, and while applying prestressing force on slab along transverse direction, longitudinal prestressing force appears which would effectively counteract temperature shrinkage stress along driving direction. Thus this paper provides corresponding theoretical support for the feasibility study on jointless concrete pavement.
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Niederquell, Michael, Gilbert G. Baladi, and Karim Y. Chatti. "Rubblization of Concrete Pavements: Field Investigation." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (January 2000): 150–60. http://dx.doi.org/10.3141/1730-18.
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Substantial resources are required to preserve aging highway systems. Various alternatives have been used for the rehabilitation of concrete pavements, including bonded and unbonded overlays, full-depth repair, crack and seat and asphalt overlay, joint and crack repairs, asphalt overlay, and rubblization with asphalt surface overlay. Presented are the results of extensive field investigation of rubblized concrete pavements. Various trenches were made in the rubblized pavements before the asphalt surface was placed. Some trenches were made at midslab, and others were made at old joints and cracks. In some trenches, permeability tests were conducted. Advantages and shortcomings of the rubblization procedures are presented and discussed. It is shown that well-executed rubblization procedures lead to durable pavements and that, for certain concrete pavements, rubblization is not a viable option because it may lead to inadequate pavement performance.
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Stock, A. F. "Concrete pavements." International Journal of Cement Composites and Lightweight Concrete 11, no. 1 (February 1989): 59. http://dx.doi.org/10.1016/0262-5075(89)90039-0.
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Oh, Han Jin, Jun Young Park, Hyung Bae Kim, Won Kyong Jung, and Jung Hun Lee. "Performance Evaluation of JPCP with Changes of Pavement Mix Design Using Pavement Management Data." Advances in Civil Engineering 2019 (June 27, 2019): 1–10. http://dx.doi.org/10.1155/2019/8763679.
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This study aimed to analyze long-term performance of JPCP (jointed plain concrete pavement) according to changes in standard mix design using evaluation of concrete properties based on Korea HPMS (highway pavement management system) and Korea LTPP (long-term pavement performance) data accumulated for over 15 years. The concrete pavements built in the 2010s by the specification of a durability-based mix design adopted in 2010 were found to have better performance with much fewer surface distresses than the concrete pavements built before 2010 by the specification of a classical strength-based mix design. Also, in order to realize long-life concrete pavement, experimental construction was carried out for high-durability concrete mix design. The performance monitoring data for the construction site implied that the high-durability mix design can make it possible to lead a long-life concrete pavement.
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Drakopoulos, Aris, Thomas H. Wenzel, Stephen F. Shober, and Robert B. Schmiedlin. "Crash Experience on Tined and Continuously Ground Portland Cement Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 1639, no. 1 (January 1998): 140–46. http://dx.doi.org/10.3141/1639-15.
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Crash rates were compared between 290 km of continuously ground and 115 km of transversely tined portland cement concrete pavements in Wisconsin. All 11,219 reported crashes at the study sites during the 6-year period 1988 through 1993 were analyzed. Continuously ground surfaces were found to have lower crash rates than tined surfaces under dry and wet conditions during daytime and nighttime as well as under all four combinations of pavement and light conditions. Ground pavements had 58 percent the crash rates of tined pavements under dry and wet conditions; the ratio was 84 percent when snow or ice was present on the pavement; however, relatively limited vehicular travel occurred under such conditions and these results are viewed as preliminary. Ground pavements had 57 percent the crash rates of tined pavements during daytime; the ratio was 73 percent at night. On the basis of the available data, a hypothesis of increasing crash rates with time (based on frictional property deterioration with pavement age, cumulative vehicle passes since construction, or both) could not be confirmed for either type of pavement texture.
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Moretti, Laura, Paola Di Mascio, and Ciro Fusco. "Porous Concrete for Pedestrian Pavements." Water 11, no. 10 (October 10, 2019): 2105. http://dx.doi.org/10.3390/w11102105.
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Changes in weather patterns directly impact urban transport infrastructures. The increase in temperature and the ongoing precipitation changes should be handled and managed more frequently. In urban areas, most of the soil is impermeable and water hardly infiltrates into the subsoil. Permeable pavement is a technology that helps mitigate the effects of urban heat islands and surface impermeabilization. Porous concrete for pedestrian pavements ensures good structural, functional, and environmental performances. A pervious concrete mix differs from a conventional one in terms of the gradation of aggregates, namely, a lack of fine aggregates. The material porosity (on average 20%) causes compressive and flexural strengths lower than those of traditional concrete. The material is suitable for low-load pavements where the passage of motorized vehicles is forbidden or occasional. The pavement can be laid either monolithically or modularly, using two operating systems: returning water to underground aquifers and reducing runoff. The latter is the most frequently adopted in urban areas, where pedestrian and interdicted to motorized vehicle areas form a continuous and distributed network. In a common urban quarter, where 80% of the surface is impermeable, porous concrete pavements could cover up to 6% of the surface and provide architectural and aesthetic value for the environment.
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Dumanska, Veronika, Oleksandr Kalinin, Nataliya Sidorova, and Tetiana Kalinina. "Study of Pavements of Concrete Paving Blocks with Ribbed Underside Surface." Key Engineering Materials 864 (September 2020): 101–7. http://dx.doi.org/10.4028/www.scientific.net/kem.864.101.
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Improving the reliability and durability of sidewalks, footways, car parks and areas for various purposes, made of concrete paving blocks (CPBs), is an important task of construction. In order to improve the quality characteristics, new pavements consisting of concrete paving blocks with a ribbed underside surface are proposed. Hypotheses about the advantages of the developed structural solutions of pavements relative to traditional pavements of blocks with a flat underside surface were formulated. To confirm the hypotheses, studies of one of the developed pavement variants of in laboratory conditions were performed. The article describes the plan and methodology for implementation two series of experiments. In the first series of the experiment, a section of a traditional pavement of concrete blocks with a flat underside surface was investigated, in the second, a section from a pavement of concrete paving blocks with a ribbed underside surface consisting of three prismatic elements. Qualitative characteristics of the pavement are determined by various indexes. As a result of laboratory tests, the dynamics of settlement of experimental CPBs under the influence of vertically applied load was studied, and density index of a sand structural layer located under the tested CPBs was also obtained. The settlement indexes of the tested CPBs were investigated for three days. A comparative analysis of the experimental results confirmed the hypothesis about the advantages of pavements of concrete paving blocks with a ribbed underside surface. For the further implementation of the developed pavement variant in the construction industry, additional research is required. Further research directions of pavements of concrete paving blocks with a modified geometric shape of the underside surface are determined.
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Reza, Farhad, W. James Wilde, and Bernard Izevbekhai. "Sustainability of Using Recycled Concrete Aggregates as Coarse Aggregate in Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 27 (October 5, 2018): 99–108. http://dx.doi.org/10.1177/0361198118801357.
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Conservation and reuse of resources are important aspects of sustainability. It is common practice in the U.S. to crush old concrete pavements at the end of their service lives into recycled concrete aggregate and then reuse them in the base course of new pavements. It is not, however, common to use the recycled concrete aggregate (RCA) in the new concrete pavement itself. This paper examines the sustainability and, in particular, the economics of using RCA in the construction of new concrete pavements. Life cycle cost analyses were performed for various hypothetical pavement construction scenarios including RCA both in the base and in the concrete layer and compared with conventional options. If RCA is simply substituted for natural aggregate in a concrete mixture, the concrete is likely not to perform as well as a concrete made without RCA. This can be compensated for by decreasing the water–cement ratio and/or increasing the cement content. Despite this fact, the results of the life cycle cost analyses show that it can be very economical to use RCA in new concrete pavement construction. As the natural aggregate used for concrete may be more expensive than the natural aggregate used for base courses, it may make good economic sense to substitute RCA for natural aggregate in concrete. Life cycle analysis also shows that concrete with RCA may have better environmental impact.
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Breitenbücher, Rolf, Christoph Schulte-Schrepping, and Sebastian Kunz. "Bond behaviour of thin concrete overlays for maintenance of concrete pavements." MATEC Web of Conferences 199 (2018): 08005. http://dx.doi.org/10.1051/matecconf/201819908005.
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Concrete pavements are exposed to a number of stresses during their service life, mostly resulting from traffic and climate conditions. In consideration of the continuously rising traffic volume, the durability requirements of concrete pavements become more and more significant. In this context, maintenance and repair become increasingly important. Small-scale repairs like spalling at edges up to the replacement of whole slabs are proven in several cases. In contrast, large-scale maintenance techniques for partial repairs of whole pavement sections are not available, yet. If the upper layer concrete is deteriorated, while the lower layer and the base course are still intact, the whole pavement needs to be replaced, due to a lack of alternatives. Therefore new maintenance techniques like the application of concrete overlays are needed for an economic rehabilitation and the prevention of an unnecessarily long traffic disruption by time-consuming maintenance of complete pavements. The relevant questions how a durable bond between old and new concrete can be ensured and which parameters affect this bond, were investigated in representative studies on large-scale concrete beams with a thin concrete overlay on existing concrete.
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Marszałek, Jan, Karolina Gulańczyk, and Paweł Muzolf. "Strengthening airfield pavements with cement concrete layers." Bulletin of the Military University of Technology 67, no. 2 (June 29, 2018): 119–32. http://dx.doi.org/10.5604/01.3001.0012.0972.
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The paper presents original solutions and methodology for determining the thickness of cement concrete strengthening layers for repairing and upgrading existing flexible and rigid airfield pavements. Flow diagrams and nomograms for determining edge stress were developed. These are novel solutions which have not been presented in a similar form before now. After deriving the above relations, a method for the practical utilisation of the resulting monograms depending on the parameters of existing airfield pavement and properties of the cement concrete strengthening layer is presented. Preparing calculation-based charts using the derived equations will markedly shorten the procedure of selecting the thickness of cement concrete strengthening layers for existing flexible airfield pavements that require repair depending on the degree of their wear. Keywords: rigid airfield pavement, flexible airfield pavement, pavement strengthening
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Sabih, Gauhar, and Rafiqul A. Tarefder. "Predicting Long-Term Coefficient of Thermal Expansion of Paving Concrete." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (June 23, 2020): 792–98. http://dx.doi.org/10.1177/0361198120931852.
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The coefficient of thermal expansion (CTE) of concrete is an important parameter that affects the design and performance analysis of concrete pavements. Higher CTE value results in increased curling and related stresses. A 28-day CTE value is used for designing rigid pavements. Though previous studies have revealed that coarse aggregate mineralogy has substantial effects on the CTE value of paving concrete, it is not known yet how CTE value changes with the age of concrete in the long-term. In this study, seven concrete mixes with different coarse aggregate mineralogy are tested in the laboratory and data is analyzed to examine CTE. Results show that limestone has the lowest CTE values compared with other coarse aggregates. Concrete CTE increases from 6.4% to 12.6% as it ages. This increase in CTE may result in increased thermal distresses as concrete pavement ages. Therefore, a single value of 28-day CTE should not be used in the design of concrete pavements. In this study, a prediction model is developed to determine aged CTE incorporating mixture volumetrics and concrete strength properties. The same can be incorporated in Pavement Mechanistic Empirical (ME) Design software to better predict the rigid pavement performance.
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Radziszewski, Piotr, Wioletta Jackiewicz-Rek, Michał Sarnowski, and Marek Urbański. "Fortification of Damaged Asphalt Pavements with Cement Concrete Slabs Reinforced with Next-Gen Bars – Part I: Laboratory Study." Archives of Civil Engineering 64, no. 3 (September 1, 2018): 67–80. http://dx.doi.org/10.2478/ace-2018-0030.
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AbstractOver the course of operation, asphalt road pavements are subjected to damage from car traffic loads and environmental factors. One of the possible methods of strengthening damaged asphalt pavements may be the application of an additional rigid layer in the form of a cement concrete slab with continuous reinforcement.This paper presents a material-technological and structural solution for composite pavement where a cement concrete slab with continuous HFRP bar reinforcement is used for strengthening. Based on laboratory tests, the serviceability of composite bar reinforcement of rigid pavement slabs was shown. A design for strengthening asphalt pavement with a concrete slab with steel bar and corresponding HFRP bar reinforcement was developed. The composition of a pavement cement concrete mix was designed, and experimental sections were formed. Based on laboratory tests of samples collected from the surfaces of experimental sections and the diagnostic tests carried out in “in situ” conditions, the authors will try, in the nearest future (Part II: In situ observations and tests), to confirm the effectiveness of strengthening asphalt pavements with cement concrete slabs with HFRP components.
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Junwei, Zhang, Li Jinping, and Quan Xiaojuan. "Thermal Stability Analysis under Embankment with Asphalt Pavement and Cement Pavement in Permafrost Regions." Scientific World Journal 2013 (2013): 1–12. http://dx.doi.org/10.1155/2013/549623.
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The permafrost degradation is the fundamental cause generating embankment diseases and pavement diseases in permafrost region while the permafrost degradation is related with temperature. Based on the field monitoring results of ground temperature along G214 Highway in high temperature permafrost regions, both the ground temperatures in superficial layer and the annual average temperatures under the embankment were discussed, respectively, for concrete pavements and asphalt pavements. The maximum depth of temperature field under the embankment for concrete pavements and asphalt pavements was also studied by using the finite element method. The results of numerical analysis indicate that there were remarkable seasonal differences of the ground temperatures in superficial layer between asphalt pavement and concrete pavement. The maximum influencing depth of temperature field under the permafrost embankment for every pavement was under the depth of 8 m. The thawed cores under both embankments have close relation with the maximum thawed depth, the embankment height, and the service time. The effective measurements will be proposed to keep the thermal stabilities of highway embankment by the results.
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Wei, Lian Yu, Kai Wang, Shi Ning Li, Shi Bin Ma, and Yang Feng Wu. "Temperature Stress Analysis of Concrete Overlay on Old Asphalt Pavement." Advanced Materials Research 255-260 (May 2011): 3416–20. http://dx.doi.org/10.4028/www.scientific.net/amr.255-260.3416.
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Temperature is one of the most important factors affecting the design and performance of both flexible and rigid pavements. The functional as well as the structural performance of flexible and rigid pavements is highly dependent on the temperature regime to which these pavements are exposed. Temperature variations within pavement structure contribute to distress and possible failure of that structure. According to pavement temperature stress calculation principle, based on general finite element software ANSYS, the paper adopt three-dimensional finite element method analysed temperature stress in concrete overlay on old asphalt pavement,in which discussed influence law of overlay thickness and modulus, equivalent rebound modulus on base course top and overlay structure parameters to temperature stress, providing theoretical principle and basis for old asphalt concrete pavement overlay method base on reliability.
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Owusu-Antwi, Emmanuel B., Lev Khazanovich, and Leslie Titus-Glover. "Mechanistic-Based Model for Predicting Reflective Cracking in Asphalt Concrete–Overlaid Pavements." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 234–41. http://dx.doi.org/10.3141/1629-26.
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One of the most common types of pavement on the national highway system is composite asphalt concrete (AC) over portland cement concrete (PCC). With a large percentage of PCC pavements either approaching or at the end of their design lives, AC overlay of PCC pavements has become one of the most common methods of rehabilitation. This has resulted in several thousand kilometers of composite AC/PCC pavements. As the level of heavy truck traffic loading continues to increase on a majority of pavements, it is likely that the total length of composite pavements in the nation will continue to increase considerably in the coming years. A common type of distress that occurs on these composite pavements is reflective cracking. This occurs when the joints or cracks in the underlying PCC pavement reflect through the AC overlay. A performance model that can be used to predict accurately the amount of reflective cracks in composite AC/PCC pavements has enormous potential uses. The development of a mechanistic-based performance model for predicting the amount of reflective cracks in composite AC/PCC pavements is described. Data from the Long-Term Pavement Performance database were used to develop the model. Using the principles of fracture mechanics, it is illustrated that a mechanistic-based model can be developed that closely models the real-life behavior of composite pavements and predicts the amount of reflective cracks. Because of the mechanistic nature of the model, it is particularly effective for performance prediction for design checks and pavement management. Also, since the model can take into account the relative damaging effect of the actual axle loads in any traffic distribution, it has great potential for application in cost allocation.
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Mentz, Johannes, and Anton Hartman. "Development of safe construction temperature ranges to avoid blow-ups in Ultra-Thin Concrete Pavements." MATEC Web of Conferences 199 (2018): 08003. http://dx.doi.org/10.1051/matecconf/201819908003.
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After the construction of an ultra-thin concrete pavement, ambient temperatures may induce an axial force within the pavement due to thermal expansion that can lead to the formation of a blow-up failure. By analysing the mechanism of a blow-up, temperature differentiates at which a blow-up failure in ultra-thin concrete pavements may occur were identified. Safe construction temperature range graphs were produced for different ultra-thin concrete pavements to serve as a guideline that would potentially limit the occurrence of blow-ups.
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Gharaibeh, Nasir G., and Michael I. Darter. "Probabilistic Analysis of Highway Pavement Life for Illinois." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (January 2003): 111–20. http://dx.doi.org/10.3141/1823-13.
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The Illinois Department of Transportation has periodically conducted pavement longevity studies to assess the longevities and the traffic loadcarrying capacities of these new and rehabilitated pavements so that any needed improvements to design, construction, or rehabilitation could be identified and implemented in a timely manner. The results of the latest round of pavement longevity studies in Illinois provide performance data updated through 2000 for new hot-mix asphalt concrete (HMAC), jointed reinforced concrete pavement (JRCP), and continuously reinforced concrete pavement (CRCP) construction as well as the asphalt concrete (AC) overlays (first, second, and third overlays) of these original pavements. These studies were conducted on more than 2,000 centerline miles of Interstate and other freeways that were constructed beginning in the 1950s in Illinois. Significant findings on the performance of the original pavements and overlays were obtained, and these findings will be of value to designers and managers to improve pavement cost-effectiveness and life. Survival curves have an economic impact on the agency. Key findings show the impact of pavement type (HMAC, JRCP, or CRCP), slab thickness, geographic location (north or south), durability cracking (D-cracking), and AC overlay thickness (coupled with preoverlay condition) on longevity and load-carrying capacity. The results of the probabilistic analysis illustrate the wide variation in pavement life and traffic carried. The study also provides models for predicting the probability of survival for various designs of original pavements and AC overlays in Illinois for use in pavement management.
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Acharya, Tathagata, Brooke Riehl, and Alan Fuchs. "Effects of Albedo and Thermal Inertia on Pavement Surface Temperatures with Convective Boundary Conditions—A CFD Study." Processes 9, no. 11 (November 19, 2021): 2078. http://dx.doi.org/10.3390/pr9112078.
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The urban heat island (UHI) effect increases the ambient temperatures in cities and alters the energy budget of building materials. Urban surfaces such as pavements and roofs absorb solar heat and re-emit it back into the atmosphere, contributing towards the UHI effect. Over the past few decades, researchers have identified albedo and thermal inertia as two of the most significant thermal properties that influence pavement surface temperatures under a given solar load. However, published data for comparisons of albedo and thermal inertia are currently inadequate. This work focuses on asphalt and concrete as two important materials used in the construction of pavements. Computational fluid dynamics (CFD) analyses are performed on asphalt and concrete pavements with the same dimensions and under the same ambient conditions. Under given conditions, the pavement top surface temperature is evaluated with varying albedo and thermal inertia values. The results show that the asphalt surface temperatures are consistently higher than the concrete surface temperatures. Surface temperatures under solar load reduce with increasing albedo and thermal inertia values for both asphalt and concrete pavements. The CFD results show that increasing the albedo is more effective in reducing pavement surface temperatures than increasing the thermal inertia.
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Morian, Dennis A., Laura Coleman, Doug J. Frith, Shelley M. Stoffels, and Dan Dawood. "Pennsylvania SPS-6 Performance at 10 Years: Evaluation of Concrete Pavement Rehabilitation Strategies." Transportation Research Record: Journal of the Transportation Research Board 1823, no. 1 (January 2003): 28–38. http://dx.doi.org/10.3141/1823-04.
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With a long history of constructing jointed concrete pavements, Pennsylvania pursued the construction of Special Pavement Studies (SPS-6) sections for the rehabilitation of jointed concrete pavements experiment. After 10 years of service under very high loads on rural Interstate highways, a number of sections required renewal. The performances of the eight standard Strategic Highway Research Program sections, a control section, and three state supplemental sections were examined. The experiment included a broad range of treatments, including minimum and maximum concrete pavement restoration, the use of thin and thick overlays, and the use of crack or break and seat as well as rubblization as pretreatments for pavement overlays. Ten years after construction, many of the pavements that received the treatments are in need of major rehabilitation. This provides an opportune time to evaluate both the structural and functional performances of these test sections to date. Additionally, an evaluation of cost-effectiveness showed the importance of performing thorough evaluations of projects for rehabilitation and the potential benefit of rubblization of badly damaged jointed concrete pavements, a method used on the state supplemental sections, as a preoverlay strategy.
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Souliman, Mena I., Ashish Tripathi, Lubinda F. Walubita, and Mayzan M. Isied. "Performance evaluation of jointed plain concrete pavements with sealed and unsealed joints in North Texas." Canadian Journal of Civil Engineering 46, no. 7 (July 2019): 601–8. http://dx.doi.org/10.1139/cjce-2018-0531.
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Joint sealing in jointed plain concrete pavement (JPCP) has been practiced throughout the world for many years as it improves the performance of concrete pavements. The infiltration of water is a common problem in concrete pavements and often increases distresses, such as faulting and pumping. For this reason, sealing the joints can help reduce water infiltration. Additionally, the infiltration of sand and small stones, aggregates, or debris into the joints can also be prevented, consequently reducing joint spalling in concrete pavements. However, it is also reported that joint sealing increases the initial cost of construction, especially if the joints need to be resealed, which leads to some additional costs. In this study, the pavement distress data was collected from the long-term pavement performance (LTPP) database for all the JPCPs sections in North Texas. The study illustrates the relative field performance in terms of spalling, faulting, roughness, and deflections of JPCP sections for both sealed and unsealed LTPP sections of North Texas.
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Chen, Zheng, Shao Peng Wu, Mei Zhu Chen, and Jin Gang Wang. "Evaluation on Solar Heat Reflective Coatings to Reduce Asphalt Concrete Temperature." Materials Science Forum 620-622 (April 2009): 181–84. http://dx.doi.org/10.4028/www.scientific.net/msf.620-622.181.
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As the development of civil construction, the heat island effect in large cities of China has gradually become a social issue. Pavements, especially asphalt pavements, are considered to be one of the main causes of the heat island effect as they cover wide area of cities. In some regions, the surface of asphalt pavements can even be heated up to more than 70°C by solar irradiation in summer times due to the excellent heat-absorbing property of asphalt concrete. In this paper, a solar heat reflective coating on asphalt pavement was investigated to reduce asphalt pavements temperature and mitigate the heat island effect. A solar heat reflective coating was synthesized with certain component contents of resin, pigments, fillings and additives on the basis of the principles of heat reflection. The surface temperatures of the concrete covered by solar heat reflective coating and the reference were compared. Meanwhile, an accelerated loading test with loaded vehicles was performed for these two asphalt concretes. The influence of the reduction in the surface temperature on the air temperature was simulated. The research results indicate that the solar heat reflective coating can obviously reduce the surface temperature of asphalt concrete for its high light-reflection rate in the infrared and visible wavelength region. Furthermore, the accelerated loading test also suggests that this coating improves the rutting resistance of the asphalt concrete compared to the reference when exposed to the same irradiation strength. Therefore, this solar heat reflective coating on asphalt pavement could be adopted as a countermeasure against the heat island effect.
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C S, Fathima Basha. "Effects of Climatic Conditions and Temperature Gradient on Jointed Plain Concrete Pavement Slabs." International Journal for Research in Applied Science and Engineering Technology 9, no. 9 (September 30, 2021): 1974–80. http://dx.doi.org/10.22214/ijraset.2021.38254.
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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
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Cui, Meng, Hong Wei Kang, and Zheng Wei Zhang. "New Measurement Method of Concrete Pavement Surface Macro-Texture." Advanced Materials Research 382 (November 2011): 293–99. http://dx.doi.org/10.4028/www.scientific.net/amr.382.293.
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Surface macro-texture in rigid pavements plays an important role in providing safety (providing skid reswastant surfaces) for the traveling public. In general, macro-texture of cement concrete pavements had been measured through sand patch method in China. With the development of measurement technique, some quick methods were applied, such as laser cross-section instrument. But it was unsuitable for the grooving concrete pavement because of its restrictions on measurement principle. So measurement of concrete pavement surface macro-texture based on 3-D optical dense point clouds was introduced in this paper. First, 3-D coordinates of the pavement surface were obtained by the 3-D optical measurement system, then 3-D texture model would be rebuilt with self-programming softwwere, at last the Mean Texture Depth (MTD) of surface could be calculated and compwered with sand patch method. The article studies brooming, grooving and exposed-aggregate cement concrete pavements, and make a correlation analyswas between MTD values of these two methods. The results indicated that they had good correlation, and the measurement technique based on 3-D optical dense point clouds could be used to evaluate cement concrete pavement surface macro-texture quickly
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Liu, Juanya, Dan G. Zollinger, Shiraz D. Tayabji, and Kurt D. Smith. "Application of Reliability Concept in Concrete Pavement Rehabilitation Decision Making." Transportation Research Record: Journal of the Transportation Research Board 1905, no. 1 (January 2005): 25–35. http://dx.doi.org/10.1177/0361198105190500103.
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The application of reliability analysis during pavement design is essential to an understanding of the effects of variability on the quality of pavements so that those pavements can provide safe and comfortable service to the public. As well as being durable in service, these pavements must have minimum life-cycle costs (LCCs). Strategic analysis of pavement evaluation and repair (SAPER) software (Version 2.0) is an analysis tool developed on behalf of FHWA to assist with the evaluation and selection of appropriate strategies for the maintenance, rehabilitation, and reconstruction (MRR) of concrete pavements at the project level, where design reliability is incorporated through a decision-making process (DMP). This paper describes the current practice for including reliability concepts in the SAPER software. It addresses the reliability approach used in a DMP and for prediction of pavement life extension for various distress models and the associated LCCs that incorporate reliability analysis for candidate MRR strategies. It shows that the reliability approach used in a DMP provides a simple, practical, and precise way to take into account the various factors that control pavement performance. The results for typical examples of pavement strategy selection approaches with various reliability parameters indicate that these parameters play an important role and must be considered through MRR strategy selection.
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Mun, Sungho. "Sound absorption characteristics of porous asphalt concrete pavements." Canadian Journal of Civil Engineering 37, no. 2 (February 2010): 273–78. http://dx.doi.org/10.1139/l09-142.
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This study investigates the sound absorption characteristics of porous asphalt concrete (PAC) pavements using an impedance tube to assess noise reduction performance. It is clearly shown that an improved attenuation of sound wave energy is achieved by adjusting the air void content, aggregate gradation, and PAC pavement thickness, based on measurements of sound absorption coefficients. In addition, traffic noise measurements taken from PAC pavements in the field are compared to those taken from dense-graded asphalt concrete (DGAC), which is widely used in pavement materials.
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Tutka, P., R. Nagórski, P. Radziszewski, M. Sarnowski, and M. Złotowska. "Durability of concrete pavement strengthened with asphalt layer with FRP fibres." Archives of Civil Engineering 64, no. 3 (September 1, 2018): 81–97. http://dx.doi.org/10.2478/ace-2018-0031.
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SummaryPavements made of cement concrete, used for road constructions, are damaged during use. This applies to both the pavements of rural and forest roads with very low traffic loads, as well as road pavements with high traffic loads. One of the most effective ways of repairing damaged concrete cement pavements is through placing an asphalt overlay on a concrete slab. In order to increase the fatigue life of the asphalt overlay, asphalt mixtures are modified with fibres. One technological solution is to use FRP (Fiber Reinforced Polymer), an innovative material with improved properties. The aim of this paper is to assess the impact of asphalt overlays modified with a new type of fibres to strengthen the durability of weakened cement concrete pavement structures. On the basis of the conducted analyses, it was shown that the use of an asphalt layer reinforcement increases fatigue life, for both 15 cm thick prefabricated slabs and a typical road pavement for average traffic made of 25 cm doweled and anchored concrete slabs. There was a significant increase in the fatigue life of the concrete pavement structure as a result of modifying the overlaid asphalt mixture with FRP fibres.
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Joh, Sung Ho, Tae Ho Kang, and Soo Ahn Kwon. "Assessment of Structural Integrity for a Concrete Runway by Seismic Techniques." Key Engineering Materials 321-323 (October 2006): 298–301. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.298.
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Concrete runways are subject to material deterioration or structural problems, which lead to surface cracks and scaling of a concrete pavement. In this study, seismic techniques including the SASW method, the impact-echo method and the impulse-response method were integrated into a systematic nondestructive approach, which is designed for the assessment of structural integrity of concrete runway pavements. Numerical simulation of the employed seismic methods was performed to verify the validity. For feasibility, the integrated approach was applied to a concrete runway which has surface cracks at pavement segments not subject to airplane loading. The approach verified that the surface cracks were attributed to reduced subgrade stiffness, which may not be detected by conventional pavement tests. The validity of the integrated approach was also proven in lieu of forensic engineering for concrete runway pavements.
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Ahammed, M. Alauddin, and Susan L. Tighe. "Concrete pavement surface textures and multivariables frictional performance analysis: a North American case study." Canadian Journal of Civil Engineering 35, no. 7 (July 2008): 727–38. http://dx.doi.org/10.1139/l08-025.
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Concrete pavements are well known for long structural life. The major challenge, however, is to provide a durable surface with adequate skid resistance for economy and safety. This paper examines the long-term frictional performance of eight different surface textures on 197 sections of concrete pavements within the long-term pavement performance (LTPP) program database. Analysis shows that tined and (or) grooved textures maintain consistently higher skid resistance over time and the surface friction of concrete pavements is less sensitive to ambient temperature. Cumulative traffic passes are more sensitive to longevity of friction than the cumulative axle loads. Five alternative models have also been successfully developed for prediction of the long-term skid resistance of concrete pavements as a function of texture type, cumulative traffic passes, speed, and concrete compressive strength. These models were shown to be statistically significant at 95% confidence levels with reasonable prediction accuracy.
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Jain, Jitendra, Kho Pin Verian, Jan Olek, and Nancy Whiting. "Durability of Pavement Concretes Made with Recycled Concrete Aggregates." Transportation Research Record: Journal of the Transportation Research Board 2290, no. 1 (January 2012): 44–51. http://dx.doi.org/10.3141/2290-06.
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There is a growing trend to replace the traditional ingredients of concrete pavement mixtures with more sustainable materials from a perspective of both the cost of raw materials and the carbon dioxide footprint. The availability of quality natural aggregates, which make up about 70% to 80% of concrete (by volume), is becoming more limited because of environmental restrictions on quarrying operations and longer hauling distances. The other major concern is disposal of old concrete pavements, which unless used as fill or base material for construction of new roadways, will have to be placed in the landfills. In this study, recycled concrete aggregates (RCA) obtained from crushing old concrete pavement were used as coarse aggregates at 0%, 30%, 50%, and 100% replacement levels (by mass) for natural virgin aggregates (NVA). Concrete mixtures were designed and produced to meet the concrete pavement requirements for air content, slump, and flexural strength stipulated by the Indiana Department of Transportation. All concrete mixtures were produced with 18.5% to 20.0% of the cement replaced (by mass) with ASTM C618 Class C fly ash. The physical and mechanical testing involved evaluation of slump, air content, and development of both flexural and compressive strengths. In addition, durability was assessed with the freeze–thaw test, scaling test, rapid chloride permeability (RCP) test, and non–steady state migration test. The most advantageous dosages for replacing NVA with RCA for concrete pavements were found to be 50%, on the basis of fresh concrete properties and the results of strength and durability tests. The applicability of electrical impedance spectroscopy for quick performance appraisal is presented on the basis of the experimental relationship between the RCP charge and bulk resistance of concrete.
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Souder, Nicole C., John W. DeSantis, Julie M. Vandenbossche, and Steven G. Sachs. "Modeling the Development of Permanent Deformation in Asphalt Interlayers of Unbonded Concrete Overlays of Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 26, 2020): 489–99. http://dx.doi.org/10.1177/0361198120930013.
Full textAbstract:
Unbonded concrete overlay of concrete pavement (UBOL) is an effective rehabilitation method involving the construction of a new concrete pavement over a deteriorated concrete pavement, separated by an interlayer. While UBOL is used in practice to improve the structural capacity of existing concrete pavements, the performance of the interlayer is not currently accounted for in the pavement mechanistic–empirical design process. Therefore, the objective of this research is to improve prediction of UBOL performance by accounting for the effects of asphalt interlayer consolidation on the development of longitudinal cracks in the wheelpath. First, a laboratory investigation was performed using beams cut from in-service pavements in Michigan, Minnesota, and Pennsylvania to assess the susceptibility of permanent deformation of asphalt interlayers. This data was utilized in conjunction with a finite element analysis to develop/calibrate a permanent deformation prediction model for dense graded asphalt interlayers. The framework of the model follows that of the permanent deformation prediction model for asphalt surface pavements incorporated into the American Association of State Highway and Transportation Officials (AASHTO) Mechanistic–Empirical Pavement Design Guide. In addition, a field analysis was conducted, using the Long-Term Pavement Performance (LTPP) database, to assess longitudinal cracking in the wheelpath caused by permanent deformation in asphalt interlayers. The laboratory-calibrated permanent deformation model was then validated using the performance data for UBOLs in the LTPP database and deformation thresholds for asphalt interlayers were established. This research resulted in the development of a framework for the prediction of longitudinal crack development in UBOLs because of permanent deformation in the asphalt interlayer.