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Автор: Grafiati
Опубліковано: 14 березня 2023

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Статті в журналах з теми "Portland cement concrete pavement"

1

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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Анотація:
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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Titus-Glover, Leslie, Jagannath Mallela, Michael I. Darter, Gerald Voigt, and Steve Waalkes. "Enhanced Portland Cement Concrete Fatigue Model for StreetPave." Transportation Research Record: Journal of the Transportation Research Board 1919, no. 1 (January 2005): 29–37. http://dx.doi.org/10.1177/0361198105191900104.

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The Portland Cement Association (PCA) pavement thickness design method for jointed concrete pavements is mechanistically based and consists of both fatigue and erosion analyses. It determines the minimum slab thickness required for a given set of site and design conditions on the basis of both fatigue and erosion criteria. At the heart of the fatigue analysis is the fatigue model, which establishes the number of allowable load repetitions for a given stress ratio [ratio of flexural edge stress caused by the application of wheel loads to the portland cement concrete (PCC) slab flexural strength]. The PCA fatigue model is based on data derived from beam fatigue tests conducted in the early 1950s and 1960s. The model estimates the conservative lower-bound estimate of the allowable number of load applications at a given stress ratio (i.e., it incorporates a high degree of reliability–-approximately 90% or higher). Although this may be desirable for high-volume, high-traffic pavements, it is too conservative for low-volume roads or street pavements. The PCA pavement thickness design method currently is being used in the American Concrete Pavement Association (ACPA) pavement design software, StreetPave. StreetPave incorporates the PCA's pavement thickness design methodology in a Windows-based user platform. ACPA commissioned a study to expand, improve, and broaden the current PCA fatigue model by including reliability as a parameter for predicting PCC fatigue damage and by calibrating the enhanced model with additional fatigue data from recently completed studies. An enhanced fatigue model was then developed.
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Thomas, Michael, Laurent Barcelo, Bruce Blair, Kevin Cail, Anik Delagrave, and Ken Kazanis. "Lowering the Carbon Footprint of Concrete by Reducing Clinker Content of Cement." Transportation Research Record: Journal of the Transportation Research Board 2290, no. 1 (January 2012): 99–104. http://dx.doi.org/10.3141/2290-13.

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Significant efforts have been made to reduce carbon dioxide (CO2) emissions associated with the manufacture of portland cement, primarily by making the process more energy efficient and increasing the use of alternative fuels. Further reductions in CO2 can be achieved by lowering the clinker component of the cement because the pyroprocessing used to manufacture clinker produces approximately 1 tonne of CO2 for every tonne of clinker. Traditionally reductions in the clinker content of cement have been achieved by producing blended cement consisting of portland cement combined with a supplementary cementing material (SCM). In Canada, it is now permitted to intergrind up to 15% limestone with cement clinker to produce portland limestone cement or blended portland limestone cement. Recent trials were conducted at the Brookfield cement plant in Nova Scotia to evaluate the performance of a blended cement containing 15% ground, granulated blast furnace slag (an SCM) with that of a blended portland limestone cement containing the same amount of slag plus 12% interground limestone. Performance was evaluated by the construction of a section of concrete pavement using concrete mixtures produced with the two cements and various amounts of fly ash (another SCM). A wide range of laboratory tests were performed on the concrete specimens cast on site during the placement of the concrete pavement. The results indicated that the cements were of equivalent performance.
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Cross, Stephen A., Mohamed Nagib Abou-Zeid, John B. Wojakowski, and Glenn A. Fager. "Long-Term Performance of Recycled Portland Cement Concrete Pavement." Transportation Research Record: Journal of the Transportation Research Board 1525, no. 1 (January 1996): 115–23. http://dx.doi.org/10.1177/0361198196152500113.

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Over the past years there has been an increasing interest in recycling construction materials, particularly hot-mix asphalt (HMA) and portland cement concrete pavements (PCCP). To this end the Kansas Department of Transportation (KDOT) participated in Demonstration Project 47, Recycling Portland Cement Concrete Pavement, by recycling a moderately D-cracked concrete pavement and monitoring the performance over a 10-year period. The recycled concrete pavement (RCP) aggregate was evaluated in four test sections consisting of two control sections, one test section of portland cement-treated base (CTB) with RCP aggregate, and one test section using RCP aggregate in the PCCP and CTB. An HMA shoulder using RCP as coarse aggregate was also constructed. The test sections were monitored over a 10-year period for performance including faulting, roughness, load transfer, and friction measurements. Faulting, roughness, performance level, and joint distress measurements from KDOT's 1995 pavement condition survey were used to compare the performance of the recycled sections with PCCP of similar age and traffic in the same area of the state. All test sections performed well, with the CTB and PCCP sections with RCP aggregates showing slightly more distress.
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5

Ardani, Ahmad. "Portland Cement Concrete Pavement Texturing Methods." Transportation Research Record: Journal of the Transportation Research Board 1544, no. 1 (January 1996): 17–23. http://dx.doi.org/10.1177/0361198196154400103.

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The testing and construction details of nine test sections with varying textural characteristics are described. The effects of the textures on the frictional and noise characteristics of the pavement surface were examined. Skid numbers were acquired according to ASTM E274 with ribbed and smooth tires at 65, 80, and 105 km/hr for all sections. Six types of texture-measuring devices were used to measure and compare the amount of texture in each section. To examine the noise properties of the test sections, noise data were required in three locations: inside the vehicle, 25 ft from the centerline, and near the right rear tire of the vehicle. The smooth tire showed more sensitivity to micro- and macrotexture than the ribbed tire, and longitudinal textures were quieter than transverse textures.
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6

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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7

Qin, Feng, Zhuang Bin He, and Qiong Nian Huang. "Research on the Contraction Joint Width of Rubberized Concrete Pavement." Advanced Materials Research 287-290 (July 2011): 436–44. http://dx.doi.org/10.4028/www.scientific.net/amr.287-290.436.

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This paper describes the calculation analysis of joint open, and the research has been carried up on Portland cement concrete pavement and rubberized concrete pavement with the consideration of hogging distortion caused by temperature, expansion deformation and drying shrinkage. Finally ,it were observed that joint open of 6m contraction joint spacing for rubberized concrete pavement is the same as 4.5m contraction joint spacing for Portland cement concrete pavement. The above analysis provides the possibility of 6-meter contraction joint spacing for rubberized concrete pavement which give theoretical basis for engineering application.
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8

Tymkowicz, Shane, and Robert F. Steffes. "Vibration Study for Consolidation of Portland Cement Concrete." Transportation Research Record: Journal of the Transportation Research Board 1574, no. 1 (January 1997): 109–15. http://dx.doi.org/10.3141/1574-15.

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Анотація:
The Iowa Department of Transportation has discovered an increase in the occurrence of excessively vibrated portland cement concrete (PCC) pavements. The overconsolidation of PCC pavements has been observed in several projects across the state. Overconsolidation is also believed to be a factor in acceleration of premature deterioration of at least two pavement projects in Iowa. To address the problem, a research project in 1995 documented the vibratory practices of PCC slipform paving in Iowa in order to determine the effect of vibration on consolidation and air content of pavement. Paver speed, vibrator frequency, and air content relative to the location of the vibrator were studied. The study concluded that the Iowa Department of Transportation specification of 5,000 to 8,000 vibrations per minute (vpm) for slipform pavers is effective for normal paver speeds on the three projects that were examined. Excessive vibration was clearly identified on one project where a vibrator frequency of 12,000 vpm was discovered. When the paver speed was reduced to half the normal speed, hard air contents indicate that excessive vibration was beginning to occur in the localized area immediately surrounding the vibrator at a frequency of 8,000 vpm. The study also indicates that the radius of influence of the vibrators is smaller than has been claimed.
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Yasien, Ahmed, Ahmed Ghazy, and Mohamed Bassuoni. "Performance of Concrete Pavement Incorporating Portland Limestone Cement in Cold Weather." Sustainability 14, no. 1 (December 24, 2021): 183. http://dx.doi.org/10.3390/su14010183.

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Анотація:
The City of Winnipeg (COW) and the University of Manitoba (UM), Canada, have partnered since 2015 to conduct research on the use of portland limestone cement (PLC), comprising up to 15% limestone filler, in transportation infrastructure such as pavements and bridges. Laboratory tests have substantiated the equivalent or superior resistance of concrete made from PLC, relative to that made from general use (GU) cement (Type I) to durability exposures including acids, sulfate salts and chloride-based deicing salts. Subsequently, a field trial was done in 2018, which involved casting two concrete pavement sections made from PLC and GU cement in Winnipeg, Manitoba, Canada. The current paper reports on the construction and long-term (three years/winter seasons) properties of these pavement sections including fresh properties, strength, absorption and chloride ions penetrability, as well as microstructural features. Cores were taken from mid-slabs and at joints, which are the most vulnerable locations to damage in concrete pavements. The field trial results showed that concrete pavement sections made with PLC had equivalent or superior performance compared with those made of GU in terms of fresh, hardened and durability properties. Thus, it presents a viable option for sustainable construction of concrete flatwork in cold regions.
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10

Hainin, Mohd Rosli, Putra Jaya Ramadhansyah, Tan Huan Chan, Abdul Hassan Norhidayah, Fadzli Mohamed Nazri, and Ichwana. "Strength and Properties of Concrete Pavement Incorporating Multiple Blended Binders." Materials Science Forum 889 (March 2017): 265–69. http://dx.doi.org/10.4028/www.scientific.net/msf.889.265.

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Анотація:
This study investigated the effects of multiple blended binders on the properties and performance of concrete pavement. Mineral admixtures, namely, silica fume, metakaolin, and rice husk ash, are used to replace ordinary Portland cement at replacement levels of 0% (control mix), 5%, 10%, and 15% by mass-to-mass basis. The performance of the multiple binders on the concrete pavement properties was evaluated based on compressive strength, strength reduction, and strength activity index. Results showed that the mineral admixtures can be satisfactorily used as cement replacement materials to increase the properties of pavement concrete. Moreover, concrete pavements with 5% and 10% replacement levels exhibited excellent performance with good strength.
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Дисертації з теми "Portland cement concrete pavement"

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Khoury, Issam S. "Impact of Base Stiffness on Portland Cement Concrete Pavement." Ohio University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1448963853.

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2

Bermel, Bethany Noel. "Feasibility of reclaimed asphalt pavement as aggregate in Portland cement concrete pavement." Thesis, Montana State University, 2011. http://etd.lib.montana.edu/etd/2011/bermel/BermelB0811.pdf.

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Each year, the US highway industry produces over 100 million tons of reclaimed asphalt pavement (RAP) through the rehabilitation and construction of the nation's roads. Using RAP as aggregate in Portland cement concrete pavement (PCCP) is one attractive application for a further use of this recyclable material. Earlier research has demonstrated the feasibility of creating concrete with RAP aggregate; however, prior studies focus on mechanical properties of the material. This research project will further distinguish the properties of this material and draw conclusions on the concrete's aptness for use as a pavement in Montana. This thesis encompasses the development of candidate RAP in PCCP mixtures that will subsequently move forward for a more thorough evaluation of their material properties. The mixing experiment and preliminary testing phases of this project provided information to draw a number of conclusions about the appropriateness of RAP aggregate in PCCP, including: (1) using conventional practices, PCCP containing RAP aggregate (20 percent fine and 45 percent coarse) can achieve compressive strengths in excess of 3,000-psi; (2) as the RAP replacement rate is increased, the compressive strength of the concrete decreases; (3) fine RAP aggregate appears to have a more detrimental effect on the concrete than coarse aggregate; (4) concretes with a relatively high RAP replacement rate (50 percent fine and 100 percent coarse) may be suitable for transportation applications; (5) at high RAP replacement rates, there appears to be a benefit (relative to concrete strength) in using increased replacements of both fine and coarse RAP, rather than singly replacing just one aggregate gradation; and (6) concrete containing RAP displays increased flexural strengths as compared to traditional PCCP. This material research was performed using a Design of Experiments (DOE) method. The suitability of this statistical method as a mix design development tool was characterized through several important findings, which include: (1) the DOE method was effective in distinguishing mixture behaviors; (2) mix design optimization is readily accomplished using the statistical model generated from the DOE data; and (3) variability in the concrete mixing and testing processes has a significant effect on the capabilities of the statistical model.
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3

Priddy, Lucy Phillips. "Evaluation of Precast Portland Cement Concrete Panels for Airfield Pavement Repairs." Diss., Virginia Tech, 2014. http://hdl.handle.net/10919/56952.

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Both the identification and validation of expedient portland cement concrete (PCC) repair technologies have been the focus of the pavements research community for decades due to ever decreasing construction timelines. Precast concrete panel technology offers a potential repair alternative to conventional cast-in-place PCC because the panel is fully cured and has gained full strength prior to its use. This repaired surface may be trafficked immediately, thus eliminating the need for long curing durations required for conventional PCC. The literature reveals a number of precast PCC panel investigations in the past 50 years; however precast technology has only recently gained acceptance and increased use in the US for highway pavements. Furthermore, only limited information regarding performance of airfield applications is available. Following a review of the available technologies, an existing panel prototype was redesigned to allow for both single- and multiple-panel repairs. A series of various sized repairs were conducted in a full-scale airfield PCC test section. Results of accelerated testing indicated that precast panels were suitable for airfield repairs, withstanding between 5,000 and 10,000 passes of C-17 aircraft traffic prior to failure. Failure was due to spalling of the transverse doweled joints. The load transfer characteristics of the transverse joint were studied to determine if the joint load test could be used to predict failure. Results showed that the load transfer efficiency calculations from the joint load test data were not useful for predicting failure; however differential deflections could possibly be applied. Additionally, the practice of filling the joints with rapid-setting grout may have resulted in higher measurements of load transfer efficiency. To determine the stresses generated in the doweled joint, three-dimensional finite element analyses were conducted. Results indicated that the dowel diameter should be increased to reduce stresses and to improve repair performance. Finally, the precast repair technology was compared to other expedient repair techniques in terms of repair speed, performance, and cost. Compared to other methods, the precast panel repair alternative provided similar return-to-service timelines and traffic performance at a slightly higher cost. Costs can be minimized through modification to the panel design and by fabricating panels in a precast facility. Modifications to the system design and placement procedures are also recommended to improve the field performance of the panels.
Ph. D.
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4

Mohi, Amal A. "Performance Evaluation of Pavement Markings on Portland Cement Concrete Bridge Decks." University of Akron / OhioLINK, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=akron1238350586.

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5

Von, Handorf Jeffrey J. "Pavement response to environmental factors." Ohio : Ohio University, 1997. http://www.ohiolink.edu/etd/view.cgi?ohiou1185207632.

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6

Vidalis, Sofia Margarita. "Relation between cost, quality, and risk in Portland Cement Concrete pavement construction." [Gainesville, Fla.] : University of Florida, 2005. http://purl.fcla.edu/fcla/etd/UFE0013025.

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7

Waters, Tenli. "Typical and Darkened Portland Cement Concrete Pavement: Temperature, Moisture, and Roughness Analyses." BYU ScholarsArchive, 2016. https://scholarsarchive.byu.edu/etd/6091.

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The objectives of this research were to 1) investigate the effects of lower concrete albedo on the thermal behavior of concrete pavement by directly comparing temperatures and moisture contents of typical and darkened concrete pavements and 2) investigate changes in roughness of both typical and darkened concrete pavements as a result of changes in temperature and moisture gradients. The scope of the research included instrumentation, testing, and analysis of typical and darkened concrete pavements constructed in northern Utah.Procedures related to field testing included infrared thermography, thermocouple readings, sensor data collection, and roughness surveys. Elevation surveys and albedo measurements were also performed to further characterize the site. Procedures related to laboratory testing included elastic modulus, compressive strength, rapid chloride permeability, thermal conductivity, and Schmidt rebound hammer testing of cylinders prepared from typical and darkened concrete.When considered over the entire monitoring period, the average surface temperatures of the darkened pavement were higher than those of the typical pavement by 3.3°F, and the average subsurface temperatures of the darkened pavement were higher than those of the typical pavement by 3.1°F. A strong positive correlation exists between the air temperature and both the surface and the subsurface pavement temperatures. The difference between both the surface and subsurface temperatures of the darkened and typical pavements decreases as the air temperature decreases. The results of a simple linear regression suggest that, when the air temperature is 32°F, the surface temperature of the darkened concrete is just 0.2°F higher than that of the typical concrete and the subsurface temperature of the darkened concrete is 1.1°F higher than that of the typical concrete. The difference in surface temperature is expected to be 0°F when the air temperature is 30.5°F, while the difference in subsurface temperature is expected to be 0°F when the air temperature is 17.9°F. Therefore, the darkened pavement is unlikely to melt snow and ice faster than the typical pavement or provide significantly greater frost protection to subsurface layers and buried utilities during winter for conditions similar to those in this research. The roughness measurements for the typical pavement exhibit much more daily variability than seasonal variability. The roughness measurements for the darkened pavement also exhibit more daily variability than seasonal variability but less overall variability than that of the typical pavement. Neither pavement temperature gradient nor moisture gradient appears to be correlated to roughness for either the typical pavement or the darkened pavement.
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Mann, Travis Aaron. "GROUT IMPREGNATION OF PRE-PLACED RECYCLED CONCRETE PAVEMENT (RCP) FOR RAPID REPAIR OF DETERIORATED PORTLAND CEMENT CONCRETE AIRFIELD PAVEMENTS." MSSTATE, 2006. http://sun.library.msstate.edu/ETD-db/theses/available/etd-11092006-130114/.

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The U.S. military must have the ability to rapidly deploy troops and equipment anywhere in the world as part of a contingency operation. Recent military operations have highlighted the critical need for rapid repair procedures and materials for military use on sub-standard, in-theater airfields. The U.S. Army Corps of Engineers, Engineer Research and Development Center is currently addressing these problems through a program titled ?Joint Rapid Airfield Construction?. This study involves the development of a method using rapid setting grouts and recycled concrete pavement (RCP) to repair portland cement concrete (PCC) pavements. A laboratory study was conducted to evaluate material properties in order to gain an understanding of expected field performance. Eight full scale repairs were constructed using two rapid setting grouts, two types of equipment, and two concrete slabs. The repairs were successfully trafficked with simulated C-17 aircraft wheel loads to verify the structural capacity, and ultimately the procedures.
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Morrison, Jill A. "Effects of slab Shape and load transfer Mechanisms on Portland cement concrete pavement." Ohio University / OhioLINK, 2005. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1177012605.

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10

Ballock, Craig. "CONSTRUCTION SPECIFICATIONS AND ANALYSIS OF REHABILITATION TECHNIQUES OF PERVIOUS CONCRETE PAVEMENT." Master's thesis, University of Central Florida, 2007. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2772.

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The primary objective of this study is to evaluate the clogging potential of installed pervious concrete systems, to analyze rehabilitation techniques and develop construction specifications for the construction of portland cement pervious concrete specific to the state of Florida. Currently, a consistent statewide policy has not been established in reference to credit for storage volume within the voids in pervious concrete and the coarse aggregate base. For this reason a current and updated assessment of pervious pavement is needed to benefit from the advantages of pervious pavement use in low traffic volume areas. Initially by modeling a pervious concrete system in a field laboratory with test cells of typical Florida soil conditions and groundwater elevations and combining these data with field data from multiple sites of long service life, a Florida specific construction methodology has been developed. It is hoped that by developing a more standardized design criteria for pervious pavements in Florida a statewide acceptance of portland cement pervious pavement can be achieved and credit can be earned based on the volume of stored stormwater. This study of field sites was subsequently expanded to include locations in the southeastern United States. Pervious concrete has suffered historically poor support due to a number of factors, including concern about poor long term performance due to clogging of surface pores. Eight existing parking lots were evaluated to determine the infiltration rates of pervious concrete systems that have had relatively no maintenance. Infiltration rates were measured using an embedded single-ring infiltrometer developed specifically for testing pervious concrete in an in-situ state. The average infiltration rates of the pervious concrete that was properly constructed at the investigated sites ranged from 0.4 to 227.2 inches per hour. A total of 30 pervious concrete cores were extracted and evaluated for infiltration rates after various rehabilitation techniques, including pressure washing, vacuum sweeping and a combination of the two methods, have been performed to rehabilitate the infiltration capability of the concrete. By evaluating the effectiveness of these rehabilitation techniques, recommendations have been developed for a maintenance schedule for pervious concrete installations. In most cases it was found that the three methods of maintenance investigated in this study typically resulted in a 200% or greater increase over the original infiltration rates of the pervious concrete cores. It is therefore recommended that as a general rule of thumb one or a combination of these rejuvenation techniques should be performed when the system infiltration rates are below 1.5 inches per hour to maintain the infiltration capability of pervious concrete pavements.
M.S.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MS
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Книги з теми "Portland cement concrete pavement"

1

Wood, Kenneth L. Portland cement concrete pavement restoration, Denver, Colorado. [Washington, D.C.?]: U.S. Dept. of Transportation, Federal Highway Administration, 1985.

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2

I, Darter Michael, American Association of State Highway and Transportation Officials., and United States. Federal Highway Administration., eds. Portland cement Concrete Pavement Evaluation System, COPES. Washington, D.C: Transportation Research Board, National Research Council, 1985.

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3

McGhee, Kenneth H. Portland cement concrete resurfacing. Washington, D.C: National Academy Press, 1994.

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4

Foundation, Innovative Pavement Research. Best practices for airport Portland cement concrete pavement construction (rigid airport pavement). Washington,D.C: American Concrete Pavement Association, 2003.

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5

Kim, Jinho, and Dan G. Zollinger. Portland Cement Concrete Pavement Joint Sealant Practices and Performance. Washington, D.C.: Transportation Research Board, 2021. http://dx.doi.org/10.17226/26205.

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6

Darter, Michael I. Support under portland cement concrete pavements. Washington, D.C: National Academy Press, 1995.

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7

Yrjanson, W. A. Recycling of Portland cement concrete pavements. Washington, D.C: Transportation Research Board, National Research Council, 1989.

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8

1941-, Cable James K., Iowa. Dept. of Transportation., United States. Federal Highway Administration., and Iowa Highway Research Board, eds. Demonstration and field evaluation of alternative Portland cement concrete pavement reinforcement materials. Ames, Iowa: Dept. of Civil, Construction and Environmental Engineering, Iowa State University, 2003.

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9

S, Schlorholtz, ed. Determine initial cause for current premature Portland cement concrete pavement deterioration. Ames, Iowa: Center for Transportation Research and Education, Iowa State University, 2000.

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10

Santos, Carina. Field measurement of water-cement ratio for Portland Cement Concrete. Madison, WI: The Unit, 1999.

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Частини книг з теми "Portland cement concrete pavement"

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Mukhopadhyay, Anol, and Xijun Shi. "Microstructural Characterization of Portland Cement Concrete Containing Reclaimed Asphalt Pavement Aggregates Using Conventional and Advanced Petrographic Techniques." In Advances in Cement Analysis and Concrete Petrography, 187–206. 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959: ASTM International, 2016. http://dx.doi.org/10.1520/stp161320180008.

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Awang, Mariah, Mohamad Luqman Hakkim Idris, Azman Bin Ja’afar, Noraini Marsi, Muhammad Haikal Mohd Fodzi, Kamaruzaman Musa, Faridahanim Ahmad, M. M. Syafiq Syazwan, Fatimah Yusop, and Adibah Aiman Jumali. "Develop Interlocking Concrete Block Pavement from Portland Cement, Polystyrene and Bottom Ash on Pedestrian Road." In Lecture Notes in Mechanical Engineering, 67–81. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-0742-4_5.

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Khang, Pham Huy, and Nguyen Trong Hiep. "Research on Using Polymer Concrete for Portland Cement Concrete Airfield Pavement Repair—An Experimental Application of Noi Bai International Airport of Vietnam." In Lecture Notes in Civil Engineering, 175–81. Singapore: Springer Singapore, 2021. http://dx.doi.org/10.1007/978-981-16-0053-1_22.

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Dodson, Vance H. "Portland Cement." In Concrete Admixtures, 1–22. Boston, MA: Springer US, 1990. http://dx.doi.org/10.1007/978-1-4757-4843-7_1.

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Kurdowski, Wieslaw. "Portland Cement Clinker." In Cement and Concrete Chemistry, 21–127. Dordrecht: Springer Netherlands, 2014. http://dx.doi.org/10.1007/978-94-007-7945-7_2.

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Abuzaid, Riham, Mina Rofael, Salah ElGamal, Hussein Enaya, Mohamed Bahaa, Fady Akhnoukh, Mayer Farag, Reem Abou Ali, and Mohamed Abou-Zeid. "Properties of White Portland Cement Concrete." In Lecture Notes in Civil Engineering, 77–93. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-1004-3_6.

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El-Gamal, Sara, Habiba El Khouly, Shaden Fayek, Merna Mohamed, Gina Roupheil, Nada Aly, Athnasious Ghaly, and Mohamed Abou-Zeid. "Incorporating Carbon Dioxide into Portland Cement Concrete." In Lecture Notes in Civil Engineering, 33–47. Singapore: Springer Nature Singapore, 2022. http://dx.doi.org/10.1007/978-981-19-1004-3_3.

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Webster, R. P., and L. E. Kukacka. "Effects of Acid Deposition on Portland Cement Concrete." In ACS Symposium Series, 239–49. Washington, DC: American Chemical Society, 1986. http://dx.doi.org/10.1021/bk-1986-0318.ch016.

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Mukhametrakhimov, Rustem, and Liliya Lukmanova. "Investigation of Portland Cement in 3D Concrete Printing." In Lecture Notes in Civil Engineering, 1–13. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-80103-8_1.

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Velandia, Diego F., Cyril J. Lynsdale, John L. Provis, Fernando Ramirez, and Ana C. Gomez. "Activated Hybrid Cementitious System Using Portland Cement and Fly Ash with Na2SO4." In Concrete Durability, 139–44. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-55463-1_7.

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Тези доповідей конференцій з теми "Portland cement concrete pavement"

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Won, Moon C., Seong-Min Kim, David Merritt, and B. Frank McCullough. "Horizontal Cracking and Pavement Distress in Portland Cement Concrete Pavement." In 27th International Air Transport Conference. Reston, VA: American Society of Civil Engineers, 2002. http://dx.doi.org/10.1061/40646(2003)9.

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Moss, Justin, and Nicole Liang. "A Contemporary Comparison of Life Cycle Evaluations of Road Pavements in Australia-Asphaltic Concrete vs Portland Cement Concrete." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/qyk86wg1.

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Анотація:
Life cycle cost analyses (LCC/A) have not typically been used for pavement optioneering for nearly 30 years in Australia, nor are they generally required in detailed design. To date, asphalt pavements were assumed to have lower construction costs but acknowledged as requiring regular maintenance (every 5 to 10 years), whereas concrete is well known to require less maintenance (typically at intervals of 10 to 20 years). Concrete is therefore characterised as being lower cost only in terms of its life cycle and consequently overlooked where construction costs are the focus of pavement options evaluation. However, with significant recent changes in road construction materials and processes, preconceptions around life cycle costs of asphalt and concrete pavements around the world should be reviewed. This paper reports on the findings of a study conducted by Arcadis which compared the life cycle costs of highway low- noise high-speed pavements - plain concrete (PCP), full depth asphalt (FDA) and asphalt over heavily bound (ACH). The study compared LCC of these pavements across a range of project- specific scenarios (resource availability, site complexity and traffic constraints) in addition to the impact of adopting international discount rates. With a new generation of pavement renewal now commencing in Australia (45 years after the first), this work also examined the viability of prolonging the service life of pavements in relation to its impact on life cycle costs, closures and environmental impact. This paper ultimately concludes best value of the various pavement scenario combinations by ranking and comparing all pavements options, and makes recommendations for future life cycle assessments.
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Lenngren, Carl, and Maria Hernandez. "Relating Field Energy Attenuation in Portland Cement Concrete Pavements to Fracture Mechanics." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/0xmxe2jw.

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Asset management of infrastructure is fundamental for maintenance planning and preservation of common property. A robust testing program is needed to assess the present-day status and for proper actions in time to minimize the ongoing depreciation of value. As a matter of fact, Portland Cement Concrete pavements show very little deterioration even after many years in service. Thus, it may be difficult to accurately predict the present asset value, other than using linear relations to the presumed design life. The primary reason for failure is cracking in concrete pavements, so assessing the dissipated energy from the load-deformation relation from a given load could be utilized for the purpose. The dissipated energy, i.e. the work data can be assessed by a falling weight deflectometer test, mimicking the passing of a truck or aircraft wheel load. In the present study, dynamic field data are evaluated, and the input data needed for the fracture mechanics model are used to predict the pavement life regarding cracking. To predict fracture energy and assess rolling resistance as well in concrete pavements, we need to consider the energy balance of the pavement system. To assess dissipated energy, falling weight deflectometer time histories are used to evaluate the pavement contribution to rolling resistance. Such analyses include all layers in the structure including the subgrade, so in the present case a way of sorting the dissipation at various depths is investigated. Field data were collected from a site, at mid-life of the predicted design life. The failure was confirmed several years later, and the remaining life was compared with the assumption that the dissipated energy near the edge was enough to initiate the cracks within the actual time to failure. Conversely, the dissipation at the mid-slab position was below the limit. The data from the field test were also used as an input for a finite element model to see if it was viable to further improve the prediction. The method seems to be promising, but more data are needed as the present set only represents the mid-life status.
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"Utilization of Reclaimed Asphalt Pavement Aggregates in Portland Cement Concrete for Concrete Pavement." In SP-334: Sustainable Concrete with Beneficial Byproducts. American Concrete Institute, 2019. http://dx.doi.org/10.14359/51720251.

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"RECLAIMED ASPHALT PAVEMENT AS AGGREGATE IN PORTLAND CEMENT CONCRETE." In SP-314 Eco-Efficient and Sustainable Concrete Incorporating Recycled Post-Consumer and Industrial Byproducts. American Concrete Institute, 2017. http://dx.doi.org/10.14359/51689739.

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Slánský, Bohuslav, Vit Šmilauer, Jiří Hlavatý, and Richard Dvořák. "New Long-Life Concrete Pavements in the Czech Republic." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/61ba0wvu.

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A jointed plain concrete pavement represents a reliable, historically proven technical solution for highly loaded roads, highways, airports and other industrial surfaces. Excellent resistance to permanent deformations (rutting) and also durability and maintenance costs play key roles in assessing the economic benefits, rehabilitation plans, traffic closures, consumption and recycling of materials. In the history of concrete pavement construction, slow-to-normal hardening Portland cement was used in Czechoslovakia during the 1970s-1980s. The pavements are being replaced after 40-50 years of service, mostly due to vertical slab displacements due to missing dowel bars. However, pavements built after 1996 used rapid hardening cements, resulting in long-term surface cracking and decreased durability. In order to build durable concrete pavements, slower hardening slag-blended binders were designed and tested in the restrained ring shrinkage test and in isothermal calorimetry. Corresponding concretes were tested mainly for the compressive/tensile strength evolution and deicing salt-frost scaling to meet current specifications. The pilot project was executed on a 14 km highway, where a unique temperature-strain monitoring system was installed to provide long-term data from the concrete pavement. A thermo-mechanical coupled model served for data validation, showing a beneficial role of slower hydration kinetics. Continuous monitoring interim results at 24 months have revealed small curling induced by drying and the overall small differential shrinkage of the slab.
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Bescher, Eric, John Kim, and Michael McNerney. "On the Differences in Chemistry and Performance Between Types of Rapid Strength Concretes (RSCs)." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/83main8q.

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Rapid-setting cements are used in concrete under a variety of acronyms (HES for High Early Strength concrete, or RSC for Rapid Strength Concrete, etc.). Their use is becoming increasingly important because our ageing highway and airport concrete infrastructure requires fast construction in order to minimize downtime. A simple but broad nomenclature for RSC concretes hides several important differences between materials. In some respects, there is no such thing as single RSC; there are several different types of RSCs with different mineralogies and characteristics. Specifications, appropriately so, focus on performance instead of chemical composition. One key RSC specification is early-age strength, for example 2.76 MPa (400 psi) flexural strength at 4 hours in order to re-open pavement to service. Yet, differences in materials usually result in differences in durability. For example, if only early strength is specified, what is the impact of mineralogical differences on other characteristics like freeze-thaw resistance or shrinkage? Protocols are also important: if pavement enters service at 4 hours, shouldn't a shrinkage measurement also start at 4 hours? Standard shrinkage testing protocols do not. This paper reviews the chemistry and hydration of three commercially available RSC materials (accelerated portland cement, belitic calcium sulfoaluminate cement and calcium sulfoaluminate blended with portland cement and calcium sulfates).
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Tayabji, Shiraz, and Starr Kohn. "Best Practices Manual for Airport Portland Cement Concrete Pavement Construction." In Airfield Pavements Specialty Conference 2003. Reston, VA: American Society of Civil Engineers, 2004. http://dx.doi.org/10.1061/40711(141)34.

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Beltran, Nancy, Abbasali TaghaviGhalesar, Richard Rogers, and Cesar Carrasco. "Comparison of Pavement Layer Responses Between HMA/PCC Pavement Designs with Heavy Vehicle Loads Using RPAS." In 12th International Conference on Concrete Pavements. International Society for Concrete Pavements, 2021. http://dx.doi.org/10.33593/um4og534.

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The rapid energy sector development and the strong increase in vehicle axle loads has resulted in premature failure of asphalt pavements and, as a consequence, concrete pavements are being considered. However, current design methods assume the significantly heavier vehicle loads will have an elastic impact on the pavement layers and has led pavement engineers to thicken the concrete layer to withstand the heavy loads resulting in a more costly option compared to an asphalt pavement design. Moreover, the current design procedure of concrete pavements discretize the supporting layers using the Winkler foundation model, which makes it incapable of properly considering the impact that heavier truck loads have on the foundation layers. For this reason, researchers at the University of Texas at El Paso (UTEP) developed the Rigid Pavement Analysis System (RPAS), a finite element analysis program that has the capabilities of modeling the foundation layers using a 3-D foundation model, which considers the additive impact of adjacent wheel loads in the subgrade. RPAS has linear elastic theory capabilities and can also be used for the analysis of asphalt pavements when considering the appropriate material properties. This paper presents a comparison study conducted for the Texas Department of Transportation (TxDOT), Odessa District, between a hot mix asphalt (HMA) pavement design and a Portland cement concrete (PCC) pavement design to evaluate the effects that heavy loads have on each pavement layer responses (stresses and strains). The results determined that the PCC pavement provided adequate concrete stresses and significantly reduced the subgrade strains.
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Jackson, Hudson, and Nenad Gucunski. "Recycled Portland Cement Concrete Pavement Modulus Evaluation Using Surface Waves." In GeoCongress 2012. Reston, VA: American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412121.378.

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Звіти організацій з теми "Portland cement concrete pavement"

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Castro, Javier, Robert Spragg, and Phil Kompare. Portland Cement Concrete Pavement Permeability Performance. West Lafayette, Indiana: Purdue University, 2010. http://dx.doi.org/10.5703/1288284314244.

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Mann, Travis A., Reed B. Freeman, and Gary L. Anderton. Grout Impregnation of Pre-Placed Recycled Concrete Pavement (RCP) for Rapid Repair of Deteriorated Portland Cement Concrete Airfield Pavement. Fort Belvoir, VA: Defense Technical Information Center, April 2007. http://dx.doi.org/10.21236/ada467797.

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Lomboy, Gilson, Douglas Cleary, Seth Wagner, Yusef Mehta, Danielle Kennedy, Benjamin Watts, Peter Bly, and Jared Oren. Long-term performance of sustainable pavements using ternary blended concrete with recycled aggregates. Engineer Research and Development Center (U.S.), May 2021. http://dx.doi.org/10.21079/11681/40780.

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Dwindling supplies of natural concrete aggregates, the cost of landfilling construction waste, and interest in sustainable design have increased the demand for recycled concrete aggregates (RCA) in new portland cement concrete mixtures. RCA repurposes waste material to provide useful ingredients for new construction applications. However, RCA can reduce the performance of the concrete. This study investigated the effectiveness of ternary blended binders, mixtures containing portland cement and two different supplementary cementitious materials, at mitigating performance losses of concrete mixtures with RCA materials. Concrete mixtures with different ternary binder combinations were batched with four recycled concrete aggregate materials. For the materials used, the study found that a blend of portland cement, Class C fly ash, and blast furnace slag produced the highest strength of ternary binder. At 50% replacement of virgin aggregates and ternary blended binder, some specimens showed comparable mechanical performance to a control mix of only portland cement as a binder and no RCA substitution. This study demonstrates that even at 50% RCA replacement, using the appropriate ternary binder can create a concrete mixture that performs similarly to a plain portland cement concrete without RCA, with the added benefit of being environmentally beneficial.
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Ahlrich, Randy C. User's Guide: Cracking and Seating of Portland Cement Concrete Pavements. Fort Belvoir, VA: Defense Technical Information Center, August 1992. http://dx.doi.org/10.21236/ada264905.

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Harris, Dwayne, Yaghoob Farnam, Robert Spragg, Paul Imbrock, and W. Jason Weiss. Early Detection of Joint Distress in Portland Cement Concrete Pavements. Purdue University, September 2015. http://dx.doi.org/10.5703/1288284315531.

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Chen, Hung-Ming, Yunus Dere, and Elisa Sotelino. Mid-Panel Cracking of Portland Cement Concrete Pavements in Indiana. West Lafayette, IN: Purdue University, 2002. http://dx.doi.org/10.5703/1288284313269.

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Long, Wendy, Jesse Doyle, Edith Martinez-Guerra, and Christopher Griggs. Effects of impure water sources on early-age properties of calcium sulfoaluminate cements for rapid airfield damage recovery. Engineer Research and Development Center (U.S.), July 2022. http://dx.doi.org/10.21079/11681/44780.

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In austere environments with limited access to clean water, it is advantageous to use nonpotable water for construction (i.e., mixing water for concrete.) In rapid-response situations such as rapid airfield damage recovery (RADR), the use of calcium sulfoaluminate (CSA) cements is beneficial for expedient pavement repairs because of their rapid strength gain characteristics. However, the hydration products formed by CSA cements are substantially different from those formed by ordinary portland cement and might react differently to impurities that water sources may contain. A laboratory study component investigated the application of various salts and impure sources of mixing water with commercially available CSA cement-based products. A field component studied the application of naturally occurring impure water sources for RADR. Recommendations are made for implementation of impure mixing water for RADR using commercially available flowable fill and concrete products made with CSA cement.
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Hajj, Ramez, Nishant Garg, Jacob Doehring, Abhilash Vyas, Babak Asadi, and Yujia Lu. Using Microcapsules and Bacteria for Self-Healing in Rigid and Flexible Pavements. Illinois Center for Transportation, January 2023. http://dx.doi.org/10.36501/0197-9191/23-001.

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Cracking is one of the most critical distresses experienced by pavement infrastructure. Both flexible and rigid pavement cracking allow for water intrusion, which can in turn cause freeze–thaw damage and structural issues, causing premature failure. In addition, rigid pavements suffer from corrosion of reinforcing steel, which impedes the ability of the steel to resist deformation of the surface layer. One proposed technology to mitigate such cracking is the engineering of self-healing materials in pavements that can autogenously heal damage at the microscale. However, these technologies are not yet widely implemented, due to various practical issues. The following report provides a comprehensive literature review, preliminary evaluation of self-healing technology in asphalt concrete and Portland cement concrete, and future steps that can be taken to advance these technologies.
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Ley, M., Zane Lloyd, Shinhyu Kang, and Dan Cook. Concrete Pavement Mixtures with High Supplementary Cementitious Materials Content: Volume 3. Illinois Center for Transportation, September 2021. http://dx.doi.org/10.36501/0197-9191/21-032.

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Fly ash is a by-product of coal combustion, made up of particles that are collected through various methods. This by-product has been used successfully as a partial Portland cement replacement in concrete, but the performance predictions of fly ash in concrete have been difficult to predict, especially at high fly ash replacement rates. This study focuses on comparing the performance of concrete with a variety of fly ash mixtures as well as the particle distribution and chemical makeup of fly ash. The slump, unit weight, compressive strength, and isothermal calorimetry tests were used to measure the performance of concrete at 0%, 20%, and 40% fly ash replacement levels. The particle distribution of fly ash was measured with an automated scanning electron microscope. Additionally, the major and minor oxides from the chemical makeup of fly ash were measured for each mixture and inputted into a table. The particle distribution and chemical makeup of fly ash were compared to the performance of slump, unit weight, compressive strength, isothermal calorimetry, and surface electrical resistivity.
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DeSantis, John, and Jeffery Roesler. Performance Evaluation of Stabilized Support Layers for Concrete Pavements. Illinois Center for Transportation, February 2022. http://dx.doi.org/10.36501/0197-9191/22-003.

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