Щоб переглянути інші типи публікацій з цієї теми, перейдіть за посиланням: Pavements, Composite.
Статті в журналах з теми "Pavements, Composite"
Оформте джерело за APA, MLA, Chicago, Harvard та іншими стилями
Ознайомтеся з топ-50 статей у журналах для дослідження на тему "Pavements, Composite".
Біля кожної праці в переліку літератури доступна кнопка «Додати до бібліографії». Скористайтеся нею – і ми автоматично оформимо бібліографічне посилання на обрану працю в потрібному вам стилі цитування: APA, MLA, «Гарвард», «Чикаго», «Ванкувер» тощо.
Також ви можете завантажити повний текст наукової публікації у форматі «.pdf» та прочитати онлайн анотацію до роботи, якщо відповідні параметри наявні в метаданих.
Переглядайте статті в журналах для різних дисциплін та оформлюйте правильно вашу бібліографію.
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.
Повний текст джерелаАнотація:
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.
2
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.
Повний текст джерелаАнотація:
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.
3
Decky, Martin, Katarina Hodasova, Zuzana Papanova, and Eva Remisova. "Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe." Sustainability 14, no. 15 (July 23, 2022): 9034. http://dx.doi.org/10.3390/su14159034.
Повний текст джерелаАнотація:
Climate pavement adaptability is an integral part of a holistic concept of road design, construction, and pavement management. One of the possibilities for fulfilling the mentioned author’s premise in sustainable cycle pavements in the cold region of Central Europe is using composite foam concrete (CFC). To establish the credibility of the design of these pavements, we objectified the correlation dependencies of average annual air temperatures and frost indexes, for altitude regions from 314 to 858 m in the period 1971 to 2020, at its height above sea level. As part of the research on the increase in tensile strength during bending of CFC, extensive laboratory measurements were carried out and validated by isomorphic models of real roads, which enabled an increase in tensile strength during bending from 0.376 to 1.370 N·mm−2 for basalt reinforcing mesh. The research results, verified through FEM (Finite Element Method) models of cycle pavements, demonstrated a possible reduction of total pavement thickness from 56 to 38 cm for rigid pavements and 48 to 38 cm for flexible pavements.
4
Wotring, Donald C., Gilbert Y. Baladi, Neeraj Buch, and Steve Bower. "Pavement Distress and Selection of Rehabilitation Alternatives: Michigan Practice." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 214–25. http://dx.doi.org/10.3141/1629-24.
Повний текст джерелаАнотація:
The Michigan Department of Transportation (MDOT) practice regarding the preservation, rehabilitation, and preventative maintenance actions for rigid, flexible, and composite pavements is presented and discussed. For each pavement type, the causes of distress and the corresponding MDOT fix alternatives are also presented. Examples of the MDOT practice regarding the selection of maintenance and rehabilitation alternatives for rigid, flexible, and composite pavements are also presented.
5
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.
Повний текст джерелаАнотація:
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.
6
Ali, Saima, Xuemei Liu, Sabrina Fawzia, and David Thambiratnam. "Study of the Mechanical Performance of the Improved Multi-Layer Composites Under Drop Weight Impact Loads." International Journal of Structural Stability and Dynamics 20, no. 06 (June 2020): 2040002. http://dx.doi.org/10.1142/s0219455420400027.
Повний текст джерелаАнотація:
This study attempts to propose innovative multi-layer cement-based composites to have high impact resistance which could be used for runway. In this paper, the performances of two innovative multi-layer composite runway pavements using asphalt concrete-high strength concrete-cement-treated aggregate and asphalt concrete-high strength concrete-cement mortar in surface-base-subbase layer were evaluated under impact loads. ABAQUS/Explicit software was used to simulate loading condition and nonlinear stabilized runway pavement layers characteristics. In addition, a detailed parametric study was also carried out to explore the effects of the selected materials and load-related parameters in changing the performance of multi-layer composites. The findings of the study will be helpful to introduce protective multi-layer composite runway pavement and consequently to reduce the maintenance work of runway pavement.
7
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.
Повний текст джерелаАнотація:
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.
8
Yao, Kai, Fu Hua Wang, Zhong Ming Hou, Xiao Wen Zhao, and Zhan Bin Wen. "Design and Experiment on the Road Pavement for Rush to Repair." Advanced Materials Research 887-888 (February 2014): 797–800. http://dx.doi.org/10.4028/www.scientific.net/amr.887-888.797.
Повний текст джерелаАнотація:
For the problems such as layering and splitting of traditional sandwich structure composite, a resin matrix composite with lattice and interface reinforced structure has been designed, The composite material has high specific strength and stiffness. On this basis, a road pavement developed by this composite material used in engineer urgent was designed. The connection between the pavements was designed for quick assembling, which could make the pavement assemble operation was simple, fast and reliable. Experiments and engineer application indicate that the composite pavement has characters of low cost, simple maintenance, corrosion resistant and reusable, which has a great application prospect.
9
Hou, Zhong Ming, Ling Duan, Kai Yao, and Xiao Wen Zhao. "Development of Reinforced Structure Designed Composite Pavement." Advanced Materials Research 887-888 (February 2014): 793–96. http://dx.doi.org/10.4028/www.scientific.net/amr.887-888.793.
Повний текст джерелаАнотація:
For the problems such as layering and splitting of traditional sandwich structure composite, a resin matrix composite with lattice and interface reinforced structure has been designed, and using vacuum forming process was developed in this paper. The composite material has high specific strength and stiffness. On this basis, a road pavement developed by this composite material used in engineer urgent was designed. This composite pavement with characters of light weight, high strength and good toughness, and its surface plate was hard, wear-resistant and non-slip. The connection between the pavements was designed for quick assembling, which could make the pavement assemble operation was simple, fast and reliable.
10
Mousa, Momen, Mostafa A. Elseifi, Mohammad Bashar, Zhongjie Zhang, and Kevin Gaspard. "Field Evaluation and Cost Effectiveness of Crack Sealing in Flexible and Composite Pavements." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 12 (April 24, 2018): 51–61. http://dx.doi.org/10.1177/0361198118767417.
Повний текст джерелаАнотація:
One of the most common methods used to treat longitudinal and transverse cracks is crack sealing (CS), which is categorized as a preventive maintenance method. Field performance and cost-effectiveness of this treatment widely vary depending on pavement conditions and installation of the material. The objective of this study was to evaluate the field performance and cost-effectiveness of CS in flexible and composite pavements in hot and wet climates such as Louisiana, and to develop a model that would quantify the expected benefits of CS given project conditions. To achieve this objective, 28 control sections that were crack-sealed between 2003 and 2010 were monitored for at least four years. These sections included flexible and composite pavements, sealed and unsealed segments, and varying traffic levels. The performance of these sections was evaluated for the random cracking index (RCI) and roughness index (RI). Based on the results of this analysis, it was concluded that CS only has a significant impact on random cracking. When compared with untreated segments, CS extended pavement service life (PSL) by two years. When compared with the original pavement, CS extended PSL by 5.6 and 3.2 years for flexible and composite pavements, respectively, if applied at the correct time. The cost-benefit analysis indicated that CS is cost-effective whether asphalt emulsion or rubberized asphalt sealant is used. A non-linear regression model was developed to predict the extension in PSL because of CS without the need for performance data based on the average daily traffic (ADT), pavement type, and prior pavement conditions.
11
Bild, Stefan. "Durability design criteria for bituminous pavements on orthotropic steel bridge decks." Canadian Journal of Civil Engineering 14, no. 1 (February 1, 1987): 41–48. http://dx.doi.org/10.1139/l87-006.
Повний текст джерелаАнотація:
Many inspections of the pavements of orthotropic steel bridge decks show longitudinal cracks above the connections of the deck plate to the main girders and ribs. By using a simplified model for analysing the behaviour of the pavement and comparing the theoretical results with damage records, the ultimate resistance of the pavement is defined, and minimum stiffness requirements for orthotropic decks are derived. These serviceability limit states have been included in a recent draft of the German steel road–bridge code DIN 18809.Theoretical studies of the material behaviour lead to proposals for the minimum strength requirements for bituminous pavements, which may be used in conjunction with the results of material tests. This procedure will improve the strength design of bituminous bridge pavements. Key words: bitumen, bridge decks, composite structures, design criteria, durability, limit design method, orthotropic plates, pavements, serviceability limits, specifications, steel.
12
Barros, Rulian, Hakan Yasarer, Waheed Uddin, and Salma Sultana. "Roughness Modeling for Composite Pavements using Machine Learning." IOP Conference Series: Materials Science and Engineering 1203, no. 3 (November 1, 2021): 032035. http://dx.doi.org/10.1088/1757-899x/1203/3/032035.
Повний текст джерелаАнотація:
Abstract A large number of paved highway surfaces comprises composite pavements as a result of concrete pavement rehabilitation that uses an asphalt overlay on top of the concrete surface. Annually, billions of dollars are spent on the maintenance and rehabilitation of road networks. Roughness is one of the several indicators of road conditions used to make objective decisions related to road network management. The irregularities in the pavement surface affecting the ride quality of road users can be described by a standard roughness index defined as the International Roughness Index (IRI). Roughness prediction models can identify rehabilitation needs, analyze rehabilitation effects, and estimate future pavement conditions to implement different Maintenance and Rehabilitation (M&R) activities to extend the pavement life cycle and provide a smooth surface for road users. This study intended to develop pavement performance models to predict roughness for asphalt overlay on concrete pavement sections using the Long-Term Performance Pavement (LTPP) program database. Artificial Neural Networks (ANNs) approach was used to develop roughness prediction models. A total of 52 pavement sections with 592 data points were analyzed. Five models were developed, and the best performing model, Model 5 was found with an average square error (ASE) of 0.0023, mean absolute relative error (MARE) of 12.936, and coefficient of determination (R2) of 0.88. Model 5 utilized one output variable (IRIMean) and 14 input variables (i.e., Initial IRIMean, Age, Wet-Freeze, Wet Non-Freeze, Dry-Freeze, Dry Non-Freeze, Asphalt Thickness, Concrete Thickness, CN Code, ESAL, Annual Air Temperature, Freeze Index, Freeze-Thaw, and Precipitation). The ANN model structure utilized for Model 5 was 14-9-1 (14 inputs, 9 hidden nodes, and 1 output). Environmental impacts and traffic repetitions can cause severe damage to the pavement if timely maintenance and rehabilitation are not performed. By considering the effects of the M&R history of the pavement, it is possible to obtain realistic prediction models for future planning. Therefore, the developed ANN roughness performance models in this paper can be used as a prediction tool for IRI values and guide decision-makers to develop a better M&R plan. Local and state agencies can use available historical traffic and climatological data in the developed models to estimate the change in IRI values. Utilizing these prediction models eliminates time-consuming data collection and post-processing, and consequently, a cost reduction. This low-cost tool will improve the condition assessment and effective M&R scheduling.
13
Hall, Kevin D., and Charles W. Schwartz. "Development of Structural Design Guidelines for Porous Asphalt Pavement." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (December 2018): 197–206. http://dx.doi.org/10.1177/0361198118758335.
Повний текст джерелаАнотація:
Porous asphalt pavements allow designers to introduce more sustainability into projects and lessen their environmental impact. Current design procedures are based primarily on hydrologic considerations; comparatively little attention has been paid to their structural design aspects. As their use grows, a design procedure and representative material structural properties are needed to ensure that porous pavements do not deteriorate excessively under traffic loads. The objective of this project was to develop a simple, easy to apply design procedure for the structural design of porous asphalt pavements. Two methodologies were considered for such a structural design procedure: ( a) the 1993 AASHTO Pavement Design Guide empirical approach, and ( b) the mechanistic–empirical approach employed by the AASHTOWare Pavement ME Design software. A multifactor evaluation indicated the empirical 1993 AASHTO design procedure to be the most appropriate platform at this time. It is noted, however, that both design procedures lack validation of porous asphalt pavements against field performance. AASHTO design parameters and associated material characteristics are recommended, based on an extensive literature review. For “thin” open-graded base structures (12 in. or less), the AASHTO procedure is performed as published in the 1993 Guide. For “thick” base structures (>12 in.), the base/subgrade combination is considered a composite system which supports the porous asphalt layer; an equivalent deflection-based approach is described to estimate the composite resilient modulus of the foundation system, prior to applying the 1993 AASHTO design procedure.
14
Alland, Kevin, Julie M. Vandenbossche, John W. DeSantis, Mark B. Snyder, and Lev Khazanovich. "Comparing the Bonded Concrete Overlays of Asphalt-Mechanistic Empirical Design Procedure and the Short Jointed Plain Concrete Pavement Module in the Pavement Mechanistic Empirical Design Procedure." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 40 (October 12, 2018): 242–53. http://dx.doi.org/10.1177/0361198118798724.
Повний текст джерелаАнотація:
Bonded concrete overlays of asphalt pavements (BCOA) consist of a concrete overlay placed on an existing asphalt or composite pavement. This technique is intended as a cost-effective rehabilitation solution for marginally distressed in-service asphalt or composite pavements. BCOA with panel sizes between 4.5 ft and 8.5 ft have become popular as they reduce curling stresses while keeping the longitudinal joints out of the wheelpath. The BCOA-ME (mechanistic empirical) design procedure and Pavement ME short jointed plain concrete pavement (SJPCP) module can both be used to design BCOA with mid-size panels. However, these design procedures differ in the assumptions used to develop the mechanistic computational model, fatigue models used to predict failure, treatment of environmental conditions, estimate of asphalt stiffness, consideration of structural fibers, the application of traffic loading, and the calibration process. This results in the procedures producing different overlay thicknesses and predicted distresses. The strengths and limitations of each procedure are evaluated and comparisons are made between the design thicknesses obtained from them.
15
Xie, Pengyu, and Hao Wang. "Analysis of Temperature Variation and Thermally-Induced Reflective Cracking Potential in Composite Pavements." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 10 (August 17, 2020): 177–88. http://dx.doi.org/10.1177/0361198120941848.
Повний текст джерелаАнотація:
Reflective cracking is the major distress in composite pavement and can accelerate the deterioration of the whole structure. This paper analyzes the potential for reflective cracking in composite pavements because of thermal cycles. A heat transfer model was first developed to predict cyclic temperature variations with climatic inputs (solar radiation, wind velocity, air temperature, and humidity). Mechanical models were then employed to analyze thermally-induced reflective cracking potential using fracture mechanics parameters. Both models were validated through field measurement of temperature profile and crack propagation. The temperature profile in composite pavement can be predicted accurately from climate data and typical thermal material properties. Because of the temperature variation and gradient in composite pavement, concrete slabs undergo joint opening and curling deformation and stress concentration occurs at the bottom of the overlay. The loading cycles for initiation and propagation of reflective cracking were predicted by empirical equation and Paris’ law. Increasing overlay thickness can extend the pavement service life, but care is needed as different thicknesses offer varying efficiency. Thicker asphalt overlay mitigates reflective crack potential, especially at the crack initiation phase.
16
Bhuyan, Mohammad, Mohammad Khattak, Qian Zhang, and Emilee Schlader. "Experimental Evaluation of Engineered Cementitious Composites as Reflective Crack Control Interlayer for Composite Pavements." MATEC Web of Conferences 271 (2019): 07002. http://dx.doi.org/10.1051/matecconf/201927107002.
Повний текст джерелаАнотація:
Reflective cracking at transverse joints is considered as a predominant distress in composite pavements. Various interlayers have been used previously to prevent or retard reflective cracking. Engineered cementitious composite (ECC) is a special type of high-performance fiber-reinforced cementitious material that is expected to perform better as an interlayer due to its higher tensile strength and ductility. This study aims to evaluate the effectiveness of ECC as an interlayer system experimentally. A laboratory test protocol was designed to simulate repeated traffic loads to measure the fatigue performance of ECC interlayer system using digital image correlation (DIC) technique. It was found that the composite pavement specimens with ECC interlayer provided significantly higher fatigue life as compared to the control specimens without interlayer. This result indicates that ECC could be used as a potential effective interlayer system to retard or mitigate reflective cracking.
17
KOROCHKIN, A. V. "Road Pavements Made of Composite Materials." Stroitel'nye Materialy 780, no. 4-5 (2020): 68–74. http://dx.doi.org/10.31659/0585-430x-2020-780-4-5-68-74.
Повний текст джерела
18
Vaitkus, Audrius, Tadas Andriejauskas, Ovidijus Šernas, Donatas Čygas, and Alfredas Laurinavičius. "DEFINITION OF CONCRETE AND COMPOSITE PRECAST CONCRETE PAVEMENTS TEXTURE." Transport 34, no. 3 (June 11, 2019): 404–14. http://dx.doi.org/10.3846/transport.2019.10411.
Повний текст джерелаАнотація:
In the context of increasing traffic demands and emerging mobility trends road infrastructure has to shift towards the fifth generation of roads, which according to Forever Open Road (FOR) vision are envisioned as adaptable to traffic volumes, resilient to changing weather conditions, quickly built, effectively maintained, suitable for retrofitting, self-monitoring, self-repairing and recyclable. Concrete modular pavements can be defined as an example of such type of road infrastructure. Functional needs are mainly associated with implementation area/location, traffic and mobility demands, environmental constraints and etc. This also has a significant impact on the selection of Precast Concrete Pavements (PCP) texture formation method and materials. Concrete pavement surface texture affects both safety and tyre/road noise characteristics. Exposed Aggregate Concrete (EAC) and porous concrete are the most suitable noise reducing solutions for highways and streets wearing layer even in severe traffic and climate conditions. According to the literature analysis, the algorithm of highways and streets low noise concrete design was created. It is recommended to use the highest quality aggregates with maximum size up to 8 mm, gap-graded gradation, higher amount of cement and lower water/cement ratio. The most important characteristics of EAC are Mean Profile Depth (MPD), Mean Texture Depth (MTD) and profile count, while the most important characteristics of porous concrete are compressive strength, outflow and air void content.
19
Ahn, Jaehun, Tan Hung Nguyen, In Kyoon Yoo, and Jeongho Oh. "Investigation of Mechanical and Hydrologic Characteristics of Porous Asphalt Pavement with a Geocell Composite." Materials 14, no. 12 (June 9, 2021): 3165. http://dx.doi.org/10.3390/ma14123165.
Повний текст джерелаАнотація:
Porous asphalt pavement is a part of the permeable pavement system, which can be used to mitigate the negative impacts of urbanisation on the water hydrological cycle and environment. This study aims to assess the mechanical and hydrologic characteristics of porous asphalt pavements, with and without geocell composites, using a plate load test, falling weight deflectometer test, and rainfall simulation test. The corresponding results indicate that the elastic modulus of the unreinforced pavement is lower than that of the reinforced pavement. The analysis demonstrates that the use of geocell composites effectively increases the load-bearing capacity of the pavement. When the base layer is reinforced with geocells, its load-bearing capacity increases. Observation of the rainfall simulation tests on the reinforced pavement indicates that the reinforced pavement effectively handles the surface runoff.
20
Camara, A., V. F. Vázquez, A. M. Ruiz-Teran, and S. E. Paje. "Influence of the pavement surface on the vibrations induced by heavy traffic in road bridges." Canadian Journal of Civil Engineering 44, no. 12 (December 2017): 1099–111. http://dx.doi.org/10.1139/cjce-2017-0310.
Повний текст джерелаАнотація:
The irregularity of the pavement surface governs the traffic-induced vibrations in road bridges, but it is either ignored or simulated by means of ideal pavements that differ significantly from real cases. This work presents a detailed dynamic analysis of a heavy truck crossing a 40 m span composite deck bridge using on-site measurements of different existing road profiles, as well as code-based ideal pavements. By activating or deactivating certain spatial frequency bands of the pavement, it is observed that the ranges 0.2–1 and 0.02–0.2 cycles/m are critical for the comfort of the pedestrians and the vehicle users, respectively. Well maintained roads with low values of the displacement power spectral density (PSD) associated with these spatial frequency ranges could reduce significantly the vibration on the sidewalks and, specially, in the vehicle cabin. Finally, a consistent road categorization for vibration assessment based on the PSD of the pavement irregularity evaluated at the dominant frequencies is proposed.
21
Kumar, Rakesh. "Hybrid Fiber Reinforced Concrete Composite for Construction of Rigid Pavements." Journal of Cement Based Composites 3, no. 1 (May 22, 2022): 1–8. http://dx.doi.org/10.36937/cebacom.2022.5630.
Повний текст джерелаАнотація:
Reinforcement of cement concrete using a hybrid combination of fibers is one of the recent developments in the concrete composite. This study used a hybrid combination of micro polypropylene graded fiber (up to 6 mm in length) and macro hooked end steel fiber (60 mm in length). The polypropylene fiber was optimized targeting a 20-25% reduction in drying shrinkage and abrasion loss. The steel fiber dosage was optimized for an enhancement of 15-20% in the flexural strength in bending over a conventional pavement concrete. The hardened state properties relevant to pavement concrete such as strengths and durability in terms of abrasion loss and drying shrinkage were investigated. Additionally, flexural behaviour (toughness indices and residual strength factors) and impact resistance were also studied. A minimum improvement of 19% in flexural strength, and 12% in splitting tensile strength, but a reduction in compressive strength (≈ 10%) was noted. A significant reduction in drying shrinkage (53%) and abrasion loss (31%) were noticed for the hybrid fiber reinforced concrete composite (HyFRCC) mix in comparison with the control concrete. Further, a significant improvement up to 14 times in toughness indices, 66-74 units in residual strength factors, and up to 27 times in impact resistance for HyFRCC were encountered. The study finally suggests that a hybrid combination of polypropylene fiber (0.1%) and steel fiber (0.5%) can be used in the construction of a long-lasting, economical, and sustainable concrete pavement including concrete overlays such as bridge deck slabs and white topping pavements.
22
Dong, Ying Na, Qiang Huang, and Hua Ping Wang. "Thermal Effect Mechanism on Composite Pavement Consisted of Asphalt Surface Overlay and Concrete Layer." Applied Mechanics and Materials 178-181 (May 2012): 1532–36. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.1532.
Повний текст джерелаАнотація:
Composite pavement consisted of flexible asphalt surface overlay and rigid concrete base layer has come up. Though it occupies advantages of asphalt and concrete pavements, still there are problems containing thermal cracking, rutting deformation and pothole which result from the out-sync shrinkage of temperature. Therefore, influence of temperature on the composite pavement structure has been analyzed with methods of theoretical analysis and numerical simulation. And results indicate that the thickness of asphalt layer in some sense determines the influence extent of temperature and worst case happens at the concrete joints, which means that the optimal asphalt (Here, the best choice of asphalt thickness equals 16cm) and suitable joints should be designed.
23
Khater, Ahmed, Dong Luo, Moustafa Abdelsalam, Jianxun Ma, and Mohamed Ghazy. "Comparative Life Cycle Assessment of Asphalt Mixtures Using Composite Admixtures of Lignin and Glass Fibers." Materials 14, no. 21 (November 2, 2021): 6589. http://dx.doi.org/10.3390/ma14216589.
Повний текст джерелаАнотація:
Lignin and glass fiber were used as additives to improve the quality of road pavements and minimize moisture damage and cracking at low temperatures on asphalt pavement, according to a previous laboratory study. The aim of this paper is to make a significant contribution to the environmental assessment of the construction of road pavements using four types of asphalt mixtures based on the life cycle assessment (LCA) methodology according to the requirements of ISO 14040, considering the impact of raw material extraction, asphalt mixture manufacturing, transportation, and wearing surface construction. The results of the environmental assessment showed that all studied asphalt mixtures do not offer any improvement in all impact categories, and three modified asphalt mixtures have a slight negative effect in all impact categories. The composite mixture has the highest negative effect of the studied three modified asphalt mixtures in all categories except in the marine aquatic ecotoxicity potential category and freshwater aquatic ecotoxicity potential category, where the lignin modified asphalt mixture has the highest negative effect in these two categories but has the best environmental impacts on most of other impact categories. Furthermore, the negative effect caused by composite asphalt mixtures is minimal and thus can be used to improve the overall performance of asphalt pavement.
24
Arudi, Rajagopal S., Issam Minkarah, Krishna Kandula, and Archana Gosain. "Performance Evaluation of Asphalt Overlays on Broken and Seated Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 1543, no. 1 (January 1996): 55–62. http://dx.doi.org/10.1177/0361198196154300107.
Повний текст джерелаАнотація:
Evaluating the effectiveness of breaking and seating concrete pavements prior to asphalt overlay is a subject of great importance for pavement rehabilitation. A number of studies reported that breaking and seating delayed reflection cracking, but some indicated that, after 4 to 5 years, the cracking of the asphalt overlays on broken and seated sections increased and was about the same as in the other sections. Structural analysis of these pavements confirmed a significant loss of structural support. A controlled experimental project in Ohio investigated the effectiveness of breaking and seating jointed reinforced concrete pavements before asphalt overlay. Four miles of in-service composite pavements carrying heavy traffic were rehabilitated by milling the original asphalt layer, breaking and seating the concrete slabs, and constructing new asphalt overlays. Four more miles of the same sections were constructed in the same way except for breaking and seating. After 2 ½ years of study, the results confirm the previous findings regarding the effectiveness of breaking and seating in delaying reflection cracks and reduction in structural capacity, increase in surface deflection, and loss of flexural strength. This study indicates that the type of breaking equipment used and the extent of breaking are the most significant factors affecting the performance of these pavements.
25
Nishizawa, Tatsuo, Shigeru Shimeno, Akinori Komatsubara, and Masashi Koyanagawa. "Temperature Gradient of Concrete Pavement Slab Overlaid with Asphalt Surface Course." Transportation Research Record: Journal of the Transportation Research Board 1730, no. 1 (January 2000): 25–33. http://dx.doi.org/10.3141/1730-04.
Повний текст джерелаАнотація:
In the structural design of composite pavement with a concrete pavement slab overlaid with an asphalt surface course, it is very important to estimate the temperature gradient in the concrete slab. An asphalt surface course reduces the temperature gradient in an underlaid concrete slab, resulting in the reduction of thermal stress of the concrete slab. This effect was investigated by temperature measurement in model pavements and by thermal conductivity analysis. Thermal properties were estimated by a backanalysis by using measured temperatures over 1 year. From the numerical simulations varying the thickness of asphalt surface and concrete slab, the relationship between the reduction effect and the asphalt thickness was derived as a function of the thickness of asphalt surface course, which can be used in the structural design of the composite pavement.
26
Chi, Yi, and Jian Yin. "Modeling Analysis of Crack Repairing Structures for Asphalt Concrete Pavement." Advanced Materials Research 639-640 (January 2013): 377–81. http://dx.doi.org/10.4028/www.scientific.net/amr.639-640.377.
Повний текст джерелаАнотація:
Crack is one of the major distresses in asphalt concrete pavements, which could significantly reduce the safety and amenity of driving, even the performance of the whole pavement structure. By means of diverse crack repairing manners, the durability and whole service life of the pavement can be improved and extended. After repairing, a composite structure of the repairing system is formed which consists of new crack filling materials and original asphalt concrete matrixes. In order to resist the external loads on the pavement, the composite structure mush work as an integrated structure and maintain sufficient adhesive strength. Therefore, the deformation compatibility of the composite structure is the vital performance for the stability and durability of the entire repairing system. In this study, a modeling analysis for the composite structure under various service conditions was carried out utilizing MIDAS software. The vertical and transverse deformation, transverse and longitudinal normal stress were analyzed by simulating the composite structure under several serving conditions. Based on the results，it was found that the strain, stress and related properties of the repair material and asphalt concrete matrixes could meet the requirements for an asphalt concrete pavement, and the compatibility of the composite structure was also satisfactory.
27
Zhao, Chaohua, Ya Li, Zhijian Yi, and Kang Su. "Experimental Study on the Interfacial Bonding Performance of a New Steel Bridge Deck Interface-Bonding Agent." Advances in Materials Science and Engineering 2022 (May 4, 2022): 1–9. http://dx.doi.org/10.1155/2022/9953146.
Повний текст джерелаАнотація:
The construction of steel deck pavements is still considered difficult worldwide, and interfacial bonding is a major factor influencing this construction. With the recent developments in the field of pavement materials, high-performance cement-based concrete is used to construct steel bridge deck pavements. However, ensuring adequate interface-bonding strength remains particularly complex and difficult. In this study, with the aim of striking the right balance between rigidity and flexibility, an interface-bonding material was formed using modified epoxy resin, cement, and rubber powder. Polymer lattice porous concrete was used as the paving material, and the interface-bonding effect was studied experimentally by employing three methods using the material: pull-off, dual-interface shear, and flexural tensile tests. The results showed that (1) the interface pull-off strength was higher than 4 MPa, that is, higher than twice that of epoxy asphalt pavements used currently on steel bridge decks, and the failure surface was located on the pavement material rather than on the bonding interface; (2) the interface flexural strength and tensile strength were significantly higher than those of epoxy asphalt at room temperature and those of the ordinary epoxy resin; (3) the dual-interface shear strength was nearly four times higher than that of epoxy asphalt. Therefore, the modified epoxy resin composite interface-bonding material suggested in this study is an excellent bonding material that can serve as a reference for interface-bonding of steel bridge deck pavements.
28
Shoukry, Samir N., D. R. Martinelli, and Olga I. Selezneva. "Dynamic Performance of Composite Pavements Under Impact." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 163–71. http://dx.doi.org/10.3141/1570-19.
Повний текст джерелаАнотація:
The importance of developing a deep understanding of the behavior of pavement layers under the action of dynamic loads, and the availability of cutting-edge computational and visualization technologies, led to the study presented in this paper. Explicit finite-element analysis was used to investigate the propagation of dynamic displacements induced in pavement layers under the action of an impact load similar to the one applied in a falling weight deflectometer test. The time-dependent dynamic response of a rigid pavement with straight asphalt concrete overlay was studied for two cases of unbonded and fully bonded interfaces between different layers. Significant differences in behavior were observed. Three-dimensional computer graphics and animation of the deformed model were used to display the propagation of vertical dynamic displacements through pavement layers. It was found that in the absence of a perfect bond between all pavement layers, the displacements measured on the top surface correlated little with the deformation measured in subsequent layers. In this case, a complicated pattern of behavior took place between the asphalt overlay and the concrete. The time histories of vertical displacements at selected surface locations and on the top and bottom of every layer were plotted. The plots revealed the existence of time shifts between the maximum displacements experienced by each layer, irrespective of the type of bond assumed between the interfaces.
29
Deilami, Sahar, and G. White. "Review of reflective cracking in composite pavements." International Journal of Pavement Research and Technology 13, no. 5 (June 23, 2020): 524–35. http://dx.doi.org/10.1007/s42947-020-0332-5.
Повний текст джерела
30
SM, Rashmi. "Study on Comparision of Life Cycle Cost Between White Topping and Btiuminuos Overlays." International Journal for Research in Applied Science and Engineering Technology 11, no. 1 (January 31, 2023): 1357–64. http://dx.doi.org/10.22214/ijraset.2023.48818.
Повний текст джерелаАнотація:
Abstract: The focus of the present study is on construction of long-lasting and better performing pavements. Usually, with respect to the rehabilitation of the pavement, the construction agencies go with the bituminous overlays as their first priority without considering the condition of the existing pavement structure. But the advantages of cement concrete (CC) pavements that have proved to perform better and are considered to be long-lasting must be explored. The use of Thin White Topping (TWT), and Ultra-Thin White Topping (UTWT) pavements is currently gaining popularity in the area of pavement construction.. And hence it is the era where the Thin and Ultra-Thin White Topping methods are gaining their popularity. The present study provides details on the approaches adopted in measuring the performance of TWT and UTWT pavement surfaces built of plain cement concrete, cement in cement concrete replaced by 50% ground granulated blast furnace slag, cement in cement concrete replaced by an admixture called Conplast NC, and 50% of cement in cement concrete replaced by GGBS and Conplast NC. The study also includes comparison of strength of composite beams of various thicknesses when subjected to repeated wheel loads under Modified Immersion Wheel Tracking Equipment when supported by a 50mm thick bituminous layer below. The performance results on the tests on the specimens of 150mm thick admixture-added CC beam and the 100mm thick GGBS-cumAdmixture-added CC beam were almost the same. This indicated that the thickness of cement concrete slabs could be reduced by 50mm by replacing 50% of cement in cement concrete with GGBS-cum Admixture-added CC beam. Based on the study on cement concrete, and composite beams, and the study of life cycle costs, it was observed that a road surface with cement concrete overlay would be more appropriate when compared to a bituminous concrete (BC) overlay. Together, these findings suggest that the concrete overlay acts as the most economic method.
31
Li, Hao, Naren Fang, Xuancang Wang, Yang Fang, Xianghang Li, Chao Li, and Siyin Ding. "Load Transfer Efficiency Analysis and Void Evaluation of Composite Pavement Cement Concrete Slab." Advances in Materials Science and Engineering 2022 (March 27, 2022): 1–18. http://dx.doi.org/10.1155/2022/4490485.
Повний текст джерелаАнотація:
The void at the bottom of a cement concrete slab is a common problem of composite pavements. It is of great significance to evaluate the spring stiffness, void size, and soil base elastic modulus at the bottom of cement concrete slab timely and accurately for the maintenance and guarantee of the pavement performance. In this paper, the composite pavement at a joint is modeled and the load transfer mechanism is realized by using spring groups for simulating the dowels that connect the two slabs of the joint. A database is established based on a large number of simulation results of joint load transfer efficiency and voids and the changing law of load transfer efficiency of cement concrete slab reveals their relationship. Taking into consideration the spring stiffness, void size, and soil base elastic modulus, the void evalua\tion method of composite pavement cement concrete slab is established by using back propagation neural network algorithm. The results show that the void evaluation method can provide the void determination map with two parameters. The values of the two parameters can be determined by the deflection basin. After querying the Atlas, the void determination can be more accurate. The research results provide scientific guidance for the void identification of the composite pavement and can effectively extend the service life of the pavement.
32
Tompkins, Derek, Priyam Saxena, Lev Khazanovich, and Alex Gotlif. "Modification of Mechanistic–Empirical Pavement Design Guide Procedure for Two-Lift Composite Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 2305, no. 1 (January 2012): 14–23. http://dx.doi.org/10.3141/2305-02.
Повний текст джерела
33
Cao, Mu, Guo Fen Li, and Hua Ping Zhu. "Mechanical Analysis of Deck Pavement of Curved Continuous Steel Box Girder." Advanced Materials Research 243-249 (May 2011): 1941–46. http://dx.doi.org/10.4028/www.scientific.net/amr.243-249.1941.
Повний текст джерелаАнотація:
The geometric structure of steel deck plates is complex. So it is difficult to get precise results in the mechanics calculation of deck pavement with traditional methods. This paper adopts the finite element method for the mechanics analysis of the composite guss asphalt surfacing layer of curved steel box girder bridges. By taking the orthotropic steel deck and the pavement as a whole, a reasonable finite element model is established and optimized for the mechanical study of steel deck pavement. This model can be used to study the stress and deformation features of the surfacing layer. According to the common diseases in steel deck pavements and the effect of the overload and the horizontal load in braking to the pavement, this paper puts forward the comprehensive control indicators for pavement failures.
34
Wesołowski, Mariusz, Piotr Barszcz, and Krzysztof Blacha. "Mobile Composite Airfield Element of Security and Reliability in Air Transport." Journal of KONBiN 44, no. 1 (December 1, 2017): 309–20. http://dx.doi.org/10.1515/jok-2017-0075.
Повний текст джерелаАнотація:
Abstract The problem of safety of the flight operations will be valid as long as there will be aviation, both civil and military. Ensuring the safety was, is and will be one the most important issues in the functioning and development of aviation. The safety of flight operations affect the implementation of all the elements involved in this process, which can be summarized in three groups, namely: man, the aircraft and the environment, including airfield pavements. Airfield pavements are elements that can be intentionally destroyed by military action as well as a result of random unexpected situation (failure, catastrophe, natural disaster). The reconstruction of airfield pavements in crisis situations and in military operations should enable to restore the operational availability of destroyed elements in the shortest possible time.
35
Zhang, Guohong, Jianhui Qiu, Jingzhuo Zhao, Dingbang Wei, and Hui Wang. "Development of Interfacial Adhesive Property by Novel Anti-Stripping Composite between Acidic Aggregate and Asphalt." Polymers 12, no. 2 (February 19, 2020): 473. http://dx.doi.org/10.3390/polym12020473.
Повний текст джерелаАнотація:
Studies on control of and preventive measures against asphalt pavement moisture damage have important economic and social significance due to the multiple damage and repair of pavements, the reasons for which include the poor interfacial adhesive ability between acidic aggregates and asphalts. Anti-stripping agent is used in order to improve the poor adhesion, and decomposition temperature is regarded as being important for lots of anti-stripping products, because they always decompose and lose their abilities under the high temperature in the mixing plant before application to the pavement. A novel anti-stripping composite, montmorillonoid/Polyamide (OMMT/PAR), which possesses excellent thermal stability performance and is effective in preventing moisture damage, especially for acidic aggregates, was prepared. Moreover, the modification mechanisms and pavement properties were also investigated with reference to the composites. The results show that OMMT/PAR was prepared successfully, improving the interfacial adhesion between the acidic aggregate and the modified asphalt. Due to the nanostructure of OMMT/PAR, the thermal stability was enhanced dramatically and the interfacial adhesion properties were also improved. Furthermore, asphalts modified with OMMT/PAR and their mixtures showed excellent properties. Finally, the moisture damage process and the mechanisms by which OMMT/PAR improves the interfacial adhesion properties are explained through adhesion mechanism analyses.
36
PARRY, A. R., S. J. PHILLIPS, J. F. POTTER, and M. E. NUNN. "DESIGN AND PERFORMANCE OF FLEXIBLE COMPOSITE ROAD PAVEMENTS." Proceedings of the Institution of Civil Engineers - Transport 135, no. 1 (February 1999): 9–16. http://dx.doi.org/10.1680/itran.1999.31282.
Повний текст джерела
37
Abdullah Nur, Mohammad, Mohammad Jamal Khattak, and Mohammad Reza-Ul-Karim Bhuyan. "Rutting Model for HMA Overlay Treatment of Composite Pavements." ISRN Civil Engineering 2013 (February 26, 2013): 1–7. http://dx.doi.org/10.1155/2013/176029.
Повний текст джерелаАнотація:
Timely rehabilitation and preservation of pavement systems are imperative to maximize benefits in terms of driver’s comfort and safety. However, the effectiveness of any treatment largely depends on the time of treatment and triggers governed by treatment performance models. This paper presents the development of rutting model for overlay treatment of composite pavement in the State of Louisiana. Various factors affecting the rutting of overlay treatment were identified. Regression analysis was conducted, and rut prediction model is generated. In order to better predict the pavement service life, the existing condition of the pavement was also utilized through the model. The developed models provided a good agreement between the measured and predicted rut values. It was found that the predictions were significantly improved, when existing pavement condition was incorporated. The resulting rutting model could be used as a good pavement management tool for timely pavement maintenance and rehabilitation actions to maximize LADOTD benefits and driver’s comfort and safety.
38
Choudhary, Jayvant, Brind Kumar, and Ankit Gupta. "Utilization of Waste Glass Powder and Glass Composite Fillers in Asphalt Pavements." Advances in Civil Engineering 2021 (October 13, 2021): 1–17. http://dx.doi.org/10.1155/2021/3235223.
Повний текст джерелаАнотація:
Today, researchers around the globe are looking for suitable alternatives of conventional fillers which can form flexible pavements with satisfactory engineering performance in an environmental friendly and cost-effective manner. This study investigated the engineering, economical, and environmental viability of recycling waste glass powder (GP) and glass-hydrated lime (GL) composite as alternative fillers, in place of stone dust (SD). All fillers were characterized, and asphalt concrete mixes incorporating them at different proportions (4–8.5%) were designed using the Marshall mix design method. The engineering performance of asphalt mixes was analyzed using the static creep analysis, indirect tensile fatigue test, Cantabro test, modified Lottman test, resilient modulus test, mixing time analysis, and boiling water test. Additionally, the design of single km of two-lane flexible pavements utilizing aforesaid mixes was done as per the mechanistically empirical method suggested in IRC 37 guideline. Finally, the economic and environmental analysis was done by comparing their material cost and global warming potential (GWP). GL and GP mixes exhibited better resistance against rutting, fatigue, and low temperature cracking at lower optimum asphalt content than SD mixes. However, GP mixes also displayed poor moisture resistance and adhesion due to the high amount of silica in GP. GL mixes had satisfactory moisture resistance up to 7% filler content due to the fine nature and anti-stripping properties of hydrated lime. The pavement containing GL and GP fillers also reduced material cost and GWP up to 35% while consuming up to 74 tons of GP.
39
Zheng, Xiaoguang, Qi Ren, Huan Xiong, and Xiaoming Song. "An Experimental Study on a Composite Bonding Structure for Steel Bridge Deck Pavements." Advances in Civil Engineering 2021 (October 26, 2021): 1–14. http://dx.doi.org/10.1155/2021/5685710.
Повний текст джерелаАнотація:
As one of the major contributors to the early failures of steel bridge deck pavements, the bonding between steel and asphalt overlay has long been a troublesome issue. In this paper, a novel composite bonding structure was introduced consisting of epoxy resin micaceous iron oxide (EMIO) primer, solvent-free epoxy resin waterproof layer, and ethylene-vinyl acetate (EVA) hot melt pellets. A series of strength tests were performed to study its mechanical properties, including pull-off strength tests, dumbbell tensile tests, lap shear tests, direct tension tests, and 45°-inclined shear tests. The results suggested that the bonding structure exhibited fair bonding strength, tensile strength, and shear strength. Anisotropic behaviour was also observed at high temperatures. For epoxy resin waterproof layer, the loss of bonding strength, tensile strength, and shear strength at 60°C was 70%, 35%, and 39%, respectively. Subsequent pavement performance-oriented tests included five-point bending tests and accelerated wheel tracking tests. The impacts of bonding on fatigue resistance and rutting propagation were studied. It was found that the proposed bonding structure could provide a durable and well-bonded interface and was thus beneficial to prolong the fatigue lives of asphalt overlay. The choice of bonding materials was found irrelevant to the ultimate rutting depth of pavements. But the bonding combination of epoxy resin waterproof and EVA pellets could delay the early-stage rutting propagation.
40
Birgin, Hasan Borke, Antonella D’Alessandro, Simon Laflamme, and Filippo Ubertini. "Smart Graphite–Cement Composite for Roadway-Integrated Weigh-In-Motion Sensing." Sensors 20, no. 16 (August 12, 2020): 4518. http://dx.doi.org/10.3390/s20164518.
Повний текст джерелаАнотація:
Smart multifunctional composites exhibit enhanced physical and mechanical properties and can provide structures with new capabilities. The authors have recently initiated a research program aimed at developing new strain-sensing pavement materials enabling roadway-integrated weigh-in motion (WIM) sensing. The goal is to achieve an accurate WIM for infrastructure monitoring at lower costs and with enhanced durability compared to off-the-shelf solutions. Previous work was devoted to formulating a signal processing algorithm for estimating the axle number and weights, along with the vehicle speed based on the outputs of a piezoresistive pavement material deployed within a bridge deck. This work proposes and characterizes a suitable low-cost and highly scalable cement-based composite with strain-sensing capabilities and sufficient sensitivity to meet WIM signal requirements. Graphite cement-based smart composites are presented, and their electromechanical properties are investigated in view of their application to WIM. These composites are engineered for scalability owing to the ease of dispersion of the graphite powder in the cement matrix, and can thus be used to build smart sections of road pavements. The research presented in this paper consists of electromechanical tests performed on samples of different amounts of graphite for the identification of the optimal mix in terms of signal sensitivity. An optimum inclusion level of 20% by weight of cement is obtained and selected for the fabrication of a plate of 30 × 15 × 5 cm3. Results from load identification tests conducted on the plate show that the proposed technology is capable of WIM.
41
Jatoliya, A., M. Mishra, and T. J. Saravanan. "Use of recycled aggregate and fly ash in the development of concrete composite." Proceedings of the 12th Structural Engineering Convention, SEC 2022: Themes 1-2 1, no. 1 (December 19, 2022): 223–28. http://dx.doi.org/10.38208/acp.v1.501.
Повний текст джерелаАнотація:
Continuous economic growth poses severe problems of waste disposal for civil engineering construction and demolition works. In this research work, recycled aggregate (RCA) and fly ash in concrete composites for pavements are presented. The approach adopted here is to replace a large amount of normal aggregates (NA) with recycled aggregate, obtained from various crushed concrete and partial substitution of Portland cement by fly ash to develop rigid pavement concrete. A preliminary test is conducted on the materials which are used in the development of concrete pavement. Results have satisfactory results as per Indian standard guidelines. The compressive strength is determined at a proportion of fly ash varying from 0 to 40%, which gives a wide range of adding fly ash and recycled aggregate to achieve the aggregate's better mechanical property. It also determines the concrete's long-term flexural strength by partially replacing the RCA and fly ash, an important parameter in rigid pavement design. At 28 days and 56 days, the compressive strength is determined for different fly ash and recycled aggregate proportions, and concrete having more fly ash shows better results at 56 days’ compressive strength.
42
Khazanovich, Lev, and Jeffery Roesler. "DIPLOBACK: Neural-Network-Based Backcalculation Program for Composite Pavements." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 143–50. http://dx.doi.org/10.3141/1570-17.
Повний текст джерелаАнотація:
A neural-network-based backcalculation procedure is developed for multilayer composite pavement systems. The constructed layers are modeled as compressible elastic layers, whereas the subgrade is modeled as a Winkler foundation. The neural networks are trained to find moduli of elasticity of the constructed layers and a coefficient of subgrade reaction to accurately match a measured deflection profile. The method was verified by theoretically generated deflection profiles and falling weight deflectometer data measurements conducted at Edmonton Municipal Airport, Canada. For the theoretical deflection basins, the results of backcalculation were compared with actual elastic parameters, and excellent agreement was observed. The results of backcalculation using field test data were compared with the results obtained using WESDEF. Similar trends were observed for elastic parameters of all the pavement layers. The backcalculation procedure is implemented in a computer program called DIPLOBACK.
43
Li, Sheng, Yu-zhi Li, and Zhao-hui Liu. "Reasonable Reinforcement Ratio of CRC+AC Composite Asphalt Pavements." Journal of Highway and Transportation Research and Development (English Edition) 7, no. 2 (June 2013): 8–14. http://dx.doi.org/10.1061/jhtrcq.0000307.
Повний текст джерела
44
Cheraghian, Goshtasp, Michael P. Wistuba, Sajad Kiani, Ali Behnood, Masoud Afrand, and Andrew R. Barron. "Engineered nanocomposites in asphalt binders." Nanotechnology Reviews 11, no. 1 (January 1, 2022): 1047–67. http://dx.doi.org/10.1515/ntrev-2022-0062.
Повний текст джерелаАнотація:
Abstract Recently, nanotechnology has been effectively used in the field of road pavement. Oxidation and aging of asphalt cause deterioration of road pavements and increase asphalt-related emissions. We propose an anti-aging strategy to interrupt the asphalt deterioration by using engineered clay/fumed silica nanocomposites. In this research, the morphological, chemical, thermal, mechanical, and rheological properties of nano-modified asphalt binders are meticulously analyzed in various conditions. The experiment results proved that this composite efficiently disrupts the chemical oxidation and decomposition in the mixture and reduces the aging rate. Remarkably, asphalt binder rheology experiments revealed that the addition of 0.2–0.3 wt% of nano-reinforced materials maximized their rheological resistance after short- and long-term aging. Moreover, nanoparticles improve the moisture resistance efficiency and in turn overcome the critical issue of moisture in low production temperature within the framework of warm mix asphalt technology. This cost-effective, facile, and scalable approach in warm mix asphalt mixtures can contribute to increased sustainability and lifespan of pavements and a reduction in greenhouse gas emissions.
45
Złotowska, Magdalena, Roman Nagórski, Piotr Radziszewski, Michał Sarnowski, and Paweł Tutka. "Flexible pavement rehabilitation with continuously reinforced concrete slab with HFRP bars - mechanistic analysis." MATEC Web of Conferences 262 (2019): 05019. http://dx.doi.org/10.1051/matecconf/201926205019.
Повний текст джерелаАнотація:
Asphalt road pavements are subject to damage under the influence of loads from the traffic of vehicles and of the environmental factors. One of the ways to strengthen damaged flexible pavements is to apply a cement concrete overlay with continuous reinforcement. The purpose of this paper is to analyze the road structure with concrete overlay with continuous reinforcement HFRP composite bars, which is laid on the existing cracked asphalt layers of a typical flexible road of KR3 traffic category. In HFRP bars some of the basalt fibers have been replaced with carbon fibers with the addition of resin binders. This do the possibility of making concrete slabs with increased resistance for environmental aggression, with good mechanical properties, which is especially important in the case of road constructions. An analysis of fatigue life of the strengthened asphalt pavement with a concrete slab with continuous reinforcement of HFRP bars was carried out, implementing the mechanistic model of the pavement structure. The stress analysis in the structure under the action of static loading was determined by the Finite Element Method using the Abaqus/Standard program. The maximum value of stress caused by temperature gradient in the concrete slab was calculated from the Westergaard’s formula for infinite slab. It has been shown that strengthening the analyzed road pavement with a continuous reinforcement is a technology that ensures an increase in fatigue life and reinforcement with HFRP bars further increases durability due to the negative impact of environmental factors.
46
Birgin, Hasan Borke, Antonella D’Alessandro, Simon Laflamme, and Filippo Ubertini. "Innovative Carbon-Doped Composite Pavements with Sensing Capability and Low Environmental Impact for Multifunctional Infrastructures." Journal of Composites Science 5, no. 7 (July 20, 2021): 192. http://dx.doi.org/10.3390/jcs5070192.
Повний текст джерелаАнотація:
Recently, smart composites that serve as multi-functional materials have gained popularity for structural and infrastructural applications yielding condition assessment capabilities. An emerging application is the monitoring and prediction of the fatigue of road infrastructure, where these systems may benefit from the ability to detect and estimate vehicle loads via weigh-in-motion (WIM) sensing without interrupting the traffic flow. However, off-the-shelf applications of WIM can be improved in terms of cost and durability, both on the hardware and software sides. This study proposes a novel multi-functional pavement material that can be utilized as a pavement embedded weigh-in-motion system. The material consists of a composite fabricated using an eco-friendly synthetic binder material called EVIzero, doped with carbon microfiber inclusions. The composite material is piezoresistive and, therefore, has strain-sensing capabilities. Compared to other existing strain-sensing structural materials, it is not affected by polarization and exhibits a more rapid response time. The study evaluates the monitoring capabilities of the novel composite according to the needs of a WIM system. A tailored data acquisition setup with distributed line electrodes is developed for the detection of moving loads. The aim of the paper is to demonstrate the sensing capabilities of the newly proposed composite pavement material and the suitability of the proposed monitoring system for traffic detection and WIM. Results demonstrate that the material is promising in terms of sensing and ready to be implemented in the field for further validation in the real world.
47
Kang, Hyojin, Kyuhwan Oh, Kiwon Ahn, Bo Jiang, Xingyang He, and Sangkeun Oh. "Property Analysis of Double-Sided Composite Waterproofing Sheet for Simultaneous Application on Asphalt Concrete and Latex-Modified Concrete Pavements for Bridge Decks." Applied Sciences 12, no. 19 (September 28, 2022): 9779. http://dx.doi.org/10.3390/app12199779.
Повний текст джерелаАнотація:
Waterproofing in pavements can determine the waterproofing performance of the entire bridge structure. In this study, two types of pavement layers, asphalt concrete (APC) and latex-modified concrete (LMC), are investigated as options to improve the waterproofing performance of bridge structures with either APC or LMC-type pavement by installing a double-sided adhesive waterproofing sheet. The material performance of the proposed waterproofing sheet was evaluated for deterioration factors such as temperature change, chemical erosion, cracking behavior, and water pressure as stipulated in the Korean industrial standards (hereinafter referred to as KS) for bridge waterproofing materials. The waterproof sheet was directly installed on to specimens with the respective two pavement types to evaluate the field application performance. As a result of the evaluation, the physical waterproofing performance of the proposed waterproofing sheet satisfies all standard quality conditions, and as a result of direct application to APC and LMC pavement, the waterproof performance is at least 8% to 130% higher than the standard quality standard in APC pavement, and LMC pavement shows high performance, up to about 320%. Therefore, it is expected that the newly proposed waterproofing sheet as a bridge deck surface waterproofing material can be considered as a feasible option to improve the waterproofing performance for both APC and LMC pavement.
48
Neumann, Julia, and Rolf Breitenbücher. "Thin Bonded Overlays with Carbon Reinforcement for Concrete Pavements." MATEC Web of Conferences 364 (2022): 04012. http://dx.doi.org/10.1051/matecconf/202236404012.
Повний текст джерелаАнотація:
Here a possible alternative joint design in plain concrete pavements was investigated. The basis for this is to cover the concrete pavement with a thin jointless carbon reinforced concrete layer (CRC layer) of 50 to 70 mm as the top concrete. In the process, the classic joints already present in the lower concrete layer are also covered. The carbon reinforcement with a very high load capacity is intended to generate a finely distributed crack pattern in the upper concrete layer, thus preventing the penetration of moisture and other fluids into the joint area. This method thus represents an alternative to conventional joint sealing. Such a construction method is applicable both in the context of repair and new construction measures. In addition to tests on the cracking behaviour of CRC for concrete pavements, the main focus was on tests on large scale composite beams (classic jointed lower concrete + CRC layer). The focus was on the effects of static and cyclic bending on the material behaviour of the CRC over the moving joints in the lower concrete and the bond behaviour of lower and carbon reinforced concrete. The influence of differently designed bond breakers on the crack formation in the joint area was also considered.
49
Berenji shokatabad, Mohamadreza, and Alireza Sarkar. "Temperature curling and gradient of roller-compacted concrete composite pavements." Construction and Building Materials 353 (October 2022): 129008. http://dx.doi.org/10.1016/j.conbuildmat.2022.129008.
Повний текст джерела
50
Jayalath, Chamara, Chaminda Gallage, Kasun Wimalasena, Jeffrey Lee, and Jothi Ramanujam. "Performance of composite geogrid reinforced unpaved pavements under cyclic loading." Construction and Building Materials 304 (October 2021): 124570. http://dx.doi.org/10.1016/j.conbuildmat.2021.124570.
Повний текст джерела