Статті в журналах: "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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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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2

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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3

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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4

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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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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9

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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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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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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11

Robinson, Cristopher, Muhammad Arif Beg, Terry Dossey, and W. Ronald Hudson. "Distress Prediction Models for Rigid Pavements for Texas Pavement Management Information System." Transportation Research Record: Journal of the Transportation Research Board 1524, no. 1 (January 1996): 145–51. http://dx.doi.org/10.1177/0361198196152400117.

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The development of distress prediction models for nonoverlaid portland cement concrete (rigid) pavements in Texas for the Texas Department of Transportation's pavement management information system is described. The regression models presented quantitatively predict distress level versus pavement age and are based on pavement condition data maintained by the Center for Transportation Research at The University of Texas at Austin. Models are available for the following distress types in continuously reinforced concrete pavement (CRCP): punchouts, portland cement concrete patches, asphalt patches, serviceability loss as measured by loss of ride score, transverse crack spacing, and crack spalling. Preliminary models are available for the following distresses in jointed concrete pavement and jointed reinforced concrete pavement: patches, corner breaks, faulted joints and cracks, spalled joints and cracks, transverse crack spacing, and slabs with longitudinal cracks. A sigmoidal regression equation was used for all distress types. Modifying factors to CRCP models, which are intended to capture the effects of structural, environmental, and traffic loading variables, are included. The models for CRCP represent a significant improvement from preliminary estimates made in 1993. The improvements to the models were made possible primarily by data collection efforts undertaken in the summer of 1994.

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12

Shober, Stephen F. "The Great Unsealing: A Perspective on Portland Cement Concrete Joint Sealing." Transportation Research Record: Journal of the Transportation Research Board 1597, no. 1 (January 1997): 22–33. http://dx.doi.org/10.3141/1597-04.

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The general mission of most transportation agencies is to ensure a customer focus in the development and operation of a safe and efficient transportation system. The customers desire comfort, convenience, safety, and cost-effectiveness in a transportation system. Agency research must have the objectives of addressing customer-related issues and measuring benefits of importance to them. Accordingly, any joint and sealant research must answer the questions, Why do we seal? and Is it cost-effective? Joint and sealant studies of portland cement concrete (PCC) pavements must address whether joint sealing enhances total pavement performance and is cost-effective, and, if so, what sealant system should be used. The Wisconsin Department of Transportation (WisDOT) has been studying the effect of PCC joint/crack sealing on total pavement performance for 50 years. By 1967 there was substantial documentation that filling and refilling of contraction joints had no beneficial effect on pavement performance. By 1984, it was concluded that pavements with unsealed joints had better overall performance (distress, ride, materials integrity) than pavements with sealed joints. In 1990, WisDOT passed a policy eliminating all PCC joint sealing, in new construction and maintenance. This "no-seal" policy has saved Wisconsin $6,000,000 annually with no loss in pavement performance and with increased customer safety and convenience. The entire PCC sealing issue is beginning to be addressed at the national level, ensuring no false assumptions and with the customer’s needs in view.

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13

Hoerner, Todd E., Kurt D. Smith, Roger M. Larson, and Mark E. Swanlund. "Current Practice of Portland Cement Concrete Pavement Texturing." Transportation Research Record: Journal of the Transportation Research Board 1860, no. 1 (January 2003): 178–86. http://dx.doi.org/10.3141/1860-20.

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The importance of surface texture characteristics to roadway safety was first recognized during the late 1940s and early 1950s when increases in traffic volumes and vehicle speeds resulted in increases in wet-weather crashes and fatalities. As a result, agencies conducted extensive research, including experimental projects around the country, to better understand and improve the surface conditions of portland cement concrete pavement in wet-weather conditions. As new surface-texturing methods were tried and evaluated, pavement engineers recognized that a general trade-off existed between friction and noise; that is, surface textures with higher friction tended to produce greater tire-pavement noise. Although considerable information exists on the influence of surface friction characteristics on safety and tire-pavement noise, it is dispersed among numerous sources. An effort is made to identify and summarize key texture-related information and recommendations based on the current state of the practice. Specifically, pavement texture nomenclature is introduced, methods of measuring and quantifying texture are discussed, traditional and innovative texturing methods and techniques are described, respective conclusions pertaining to the influence of texture characteristics on surface friction and tire-pavement noise are summarized, and current state-of-the-art texture-related recommendations are provided.

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14

Smith, K. L., K. D. Smith, T. E. Hoerner, and M. I. Darter. "Effect of Initial Pavement Smoothness on Future Smoothness and Pavement Life." Transportation Research Record: Journal of the Transportation Research Board 1570, no. 1 (January 1997): 60–69. http://dx.doi.org/10.3141/1570-08.

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Initial pavement smoothness has an effect on the future smoothness and life of asphalt concrete (AC) and portland cement concrete (PCC), as well as AC overlays of existing AC and PCC pavements. Initial pavement smoothness has a significant effect in 80 percent of new construction (both AC and PCC pavements) and in 70 percent of AC-overlay construction. Furthermore, using two different analysis techniques, added pavement life can be obtained by achieving higher levels of initial smoothness. Combined results of roughness-model and pavement-failure analyses indicate at least a 9 percent increase in life corresponding to a 25 percent increase in smoothness from target profile index (PI) values of 7 and 5 in./mi (0.11 and 0.08 m/km) for concrete and asphalt pavements, respectively.

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15

Hall, Kathleen T., and Amy Schutzbach. "Implementation Feasibility of Asphalt Concrete–Overlaid Portland Cement Concrete Pavement Rehabilitation Guidelines." Transportation Research Record: Journal of the Transportation Research Board 1568, no. 1 (January 1997): 155–64. http://dx.doi.org/10.3141/1568-19.

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Illinois Highway Research Study IHR-532 was conducted to develop project-level guidelines for evaluation, rehabilitation selection, and rehabilitation design for existing asphalt concrete–overlaid portland cement concrete (AC/PCC) pavements in Illinois. Use of these guidelines depends on data that are not normally available for network-level analysis. A study was conducted to assess the feasibility of implementing these guidelines in network-level decision making and to assess the effects that implementing these guidelines for selection of rehabilitation methods for existing asphalt-overlaid concrete pavements would have on the overall rehabilitation budget requirements for a district network of Interstate pavements, the overall network condition, and pavement network remaining life. These objectives were met by comparing the IHR-532 rehabilitation strategy (which identifies one or more rehabilitation options) with the Illinois Department of Transportation’s current rehabilitation policy, which is an AC overlay thickness of 83 mm (3.25 in.). This feasibility analysis indicated that the selection of the preferred rehabilitation strategy was strongly related to the type and condition of the existing pavement. It also indicated that the IHR-532 rehabilitation strategy and the single rehabilitation strategy yielded similar networkwide results when compared on the basis of average condition at the end of the analysis period. However, the IHR-532 rehabilitation strategy indicated greater benefit than the single rehabilitation strategy, at any budget level, when compared on the basis of network average remaining life at the end of the analysis period.

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16

Wenzel, Thomas H., Fariborz Vazir Abadi, Stephen F. Shober, and Robert Schmiedlin. "Effects of Spot Diamond Grinding on Performance of Portland Cement Concrete Pavements." Transportation Research Record: Journal of the Transportation Research Board 1629, no. 1 (January 1998): 197–207. http://dx.doi.org/10.3141/1629-22.

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A study was initiated by the Wisconsin Department of Transportation to investigate the effects of spot diamond grinding on the performance and material properties of concrete pavement. A field survey was conducted to assess the conditions of selected spot-diamond-ground PCC pavement sites. Pavement distress data were collected on control and spot-ground sections on 22 highways and 34 locations in Wisconsin. In addition, microsurveys were completed for each of the spot-ground sections. Utilizing the pavement distress index, values and results of the microsurvey comparisons are made between sections that were spot-ground and those that were not. Conclusions are drawn concerning the effects of spot grinding on the performance of the concrete pavements; no practical differences were found between the spot-ground and control sections.

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17

Diallo, Amadou Oury, and Muhammet Vefa Akpinar. "Mechanistic Responses of Asphalt Concrete Overlay Over Jointed Plain Concrete Pavement Using Finite Element Method." Baltic Journal of Road and Bridge Engineering 15, no. 5 (December 23, 2020): 80–93. http://dx.doi.org/10.7250/bjrbe.2020-15.508.

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This study focused on the development of a three-dimensional Finite Element Model of an asphalt concrete overlaid on a jointed plain concrete pavement to assess the mechanical behaviour of the pavement under traffic load. The objective of this study was to determine the influence of different asphalt concrete thickness, asphalt concrete modulus, the interface bond between the asphalt concrete and the Portland cement concrete layer, Portland cement concrete modulus, and joint width on the tensile strain at the bottom of the asphalt overlay. The results showed that changes in the pavement parameters result in a large range of variations on the magnitude of pavement responses. The magnitude of the longitudinal tensile strain at the bottom of the overlay varied between 25 με and 460 με. Asphalt concrete thickness, interface contact condition, and asphalt concrete modulus parameters had the most influence on the pavement responses. The interface bonding condition was significant, regardless of the thickness of the surface layer.

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18

Luo, Zhi Gang, Xiao Ping Lei, Zheng Fei Zhou, Yan Liu, and Yong Lai. "Testing Research on Application of Rapid-Hardening Sulphoaluminate Concrete in Rapid Repair Engineering for Airport Pavement." Applied Mechanics and Materials 405-408 (September 2013): 1028–31. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.1028.

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Aiming at rapid-repair engineering of airport cement concrete pavement, this paper chooses rapid-hardening sulphoaluminate cement to prepare rapid-hardening sulphoaluminate concrete (RSC) and evaluate its technology performance referring to test methods of Portland cement concrete. The testing results show that RSC possesses excellent workability, good mechanical properties along with abrasion resistance, little shrinkage, and strong bonding with old pavement, which can well meets the requirements of pavement rapid restoration under the condition of not closing airport.

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19

Chung, Hung-Wen, Thanachart Subgranon, and Mang Tia. "Reducing cementitious paste volume of slipformed pavement concrete by blending aggregates." International Journal of Pavement Research and Technology 13, no. 6 (November 2020): 679–85. http://dx.doi.org/10.1007/s42947-020-6002-9.

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AbstractA high cementitious paste volume (CPV) can increase the early cracking tendency of the concrete and reduce the durability of concrete pavement. This study investigated the effects of minimized CPV in slipformed pavement concrete (SPC) with blended aggregates (BA). Based on the laboratory results, the performance of pavement concrete with different CPV was evaluated. The CPV of standard SPC can be reduced to 25.0% without affecting its properties as evaluated by compressive strength, drying shrinkage and surface resistivity tests However, the CPV of SPC with optimized aggregate gradation (OAG) using BA technique can be further reduced to 22.5% with satisfactory properties. The SPC mixes with OAG was noted to have better potential performance as a pavement concrete. SPC concrete using Portland limestone cement can give similar properties as those of the conventional concrete using ordinary Portland cement.

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20

Jiang, Y., M. I. Darter, and E. Owusu-Antwi. "Analysis of Current State Rigid Pavement Design Practices in the United States." Transportation Research Record: Journal of the Transportation Research Board 1525, no. 1 (January 1996): 72–82. http://dx.doi.org/10.1177/0361198196152500108.

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Current portland cement concrete pavement design practices and the key concrete pavement design features used by state highway agencies in the United States are summarized. This information was obtained from a comprehensive survey conducted in 1994 and 1995 under an NCHRP project. Pavement types, design methodologies, and reliability levels are included, along with many design inputs. Parameters that the states use to characterize pavement site conditions, including climate, subgrade, and traffic conditions, are given. The designed concrete slab thicknesses for different site condition combinations are compared. An analysis of variance was conducted to compare the mean slab thicknesses designed in different climatic regions. This examination and summary of the details of current pavement design practices and design features for concrete pavements in the United States will be of interest to both pavement researchers and practitioners.

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21

Jung, Jong-Suk, Emmanuel B. Owusu-Antwi, and Ji-Hwan An. "Analytical procedures for evaluating factors that affect joint faulting for jointed plain concrete pavements using the Long-Term Pavement Performance database." Canadian Journal of Civil Engineering 33, no. 10 (October 1, 2006): 1279–86. http://dx.doi.org/10.1139/l06-072.

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The objective of this study was to identify and quantify design and construction features most important to joint faulting of joint plain concrete pavements. With data obtained from the Long-Term Pavement Performance (LTPP) database, an analysis approach that combined pavement engineering expertise and modern data analysis techniques was to develop guidelines for improved design and construction of Portland cement concrete (PCC) pavement. The approach included typical preliminary analyses, but emphasis was placed on using a series of multivariate data analysis techniques. Discriminant analysis was used to develop models that classify individual pavement into performance groups developed by cluster analysis, which was used to partition the pavements into three distinct groups representing good, normal, and poor performance. These models can be used to classify and evaluate additional or new pavements performance throughout the pavement's design life. To quantify the levels of the key design and construction features that contribute to performance, the classification and regression tree procedure was used to develop tree-based models for performance measure. The analysis approach described was used to develop the guideline on the key design and construction features that can be used by designers to decrease joint faulting of jointed plain concrete pavements (JPCPs).Key words: faulting, Long-Term Pavement Performance (LTPP), jointed plain concrete pavement (JPCP), cluster analysis, discriminant analysis, classification and regression tree (CART) analysis.

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22

Galal, Khaled A., Brian J. Coree, John E. Haddock, and Thomas D. White. "Structural Adequacy of Rubblized Portland Cement Concrete Pavement." Transportation Research Record: Journal of the Transportation Research Board 1684, no. 1 (January 1999): 172–77. http://dx.doi.org/10.3141/1684-20.

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23

Van Dam, Thomas, and James Bildilli. "Performance Trends for Portland Cement Concrète General Aviation Pavements in Illinois." Transportation Research Record: Journal of the Transportation Research Board 1524, no. 1 (January 1996): 194–202. http://dx.doi.org/10.1177/0361198196152400123.

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The deterioration and performance of portland cement concrete general aviation (GA) airport pavements in Illinois are discussed. Two popular design procedures are reviewed, and typical GA pavement sections are structurally evaluated by using the ILLI-SLAB finite-element model. Subjected to GA pavement loading conditions, 125- and 150-mm-thick slabs would be considered structurally adequate, whereas 100-mm-thick slabs would not be expected to perform well. It was determined that slab size, as determined by the ratio of the slab length over the radius of relative stiffness (L/ l) was strongly correlated to pavement distress and performance. As the slab size was increased higher incidences of distress at higher severity levels were observed. Performance trends were identified by using a deterioration rate approach that accounts for the performance of individual sections. It is believed that this procedure reflects actual performance trends by addressing the issues of long-lived pavement sections, the impact of maintenance, and the influence of inspection variability.

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24

Zhao, Zifeng, Xin Guan, Feipeng Xiao, Zuping Xie, Ping Xia, and Qingyue Zhou. "Applications of asphalt concrete overlay on Portland cement concrete pavement." Construction and Building Materials 264 (December 2020): 120045. http://dx.doi.org/10.1016/j.conbuildmat.2020.120045.

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25

Marks, Vernon J., and Wendell G. Dubberke. "A Different Perspective for Investigation of Portland Cement Concrete Pavement Deterioration." Transportation Research Record: Journal of the Transportation Research Board 1525, no. 1 (January 1996): 91–96. http://dx.doi.org/10.1177/0361198196152500110.

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Many early Iowa portland cement concrete (PCC) pavements provided good performance without deterioration for more than 50 years. In the late 1950s, Iowa was faced with severe PCC pavement deterioration called D-cracking due to crushed limestone containing a bad pore system. Selective quarrying solved the problem. In 1990, cracking deterioration was identified on a 3-year-old US-20 pavement in central Iowa. The coarse aggregate was a crushed limestone with an excellent history of performance in PCC pavement. Examination of cores showed very few cracks through the coarse aggregate particles. The cracks were predominately confined to the matrix. A high-resolution, low-vacuum Hitachi scanning electron microscope with an energy dispersion detector was used to investigate the deterioration. Subsequent evaluation identified a very small concentration of silica gel (silicon) but substantial amounts of sulfur and aluminum (assumed to be ettringite) in the air voids. Some of these voids have cracks radiating from them leading to the conclusion that the ettringite-filled voids were centers of pressure causing the cracks. The ettringite in the voids, after being subjected to sodium chloride brine, initially swelled and then dissolved. The research has indicated that the premature deterioration may be due to ettringite and may have been mistakenly identified as alkali-silica reactivity.

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26

Li, Wei, Xiao Chu Wang, and Hong Tao Liu. "Study of Mechanical Properties and Physical Properties of Rubberized Portland Cement Concrete." Advanced Materials Research 512-515 (May 2012): 2812–16. http://dx.doi.org/10.4028/www.scientific.net/amr.512-515.2812.

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This test summers up the research situation of rubber powder modifier. According to tests of density, flexural strength, compressive strength and cleavage strength, this test analyzes the basic mechanical properties and the variation of rubberized portland cement concrete which is mixing the silica fume modifier. The results show that the flexural strength, compressive strength and cleavage strength of concrete may increase when silica fume concrete admixture modifiers is mixed in cement concrete. The workability, density, flexural strength, compressive strength, ratio of compressive strength and cleavage strength of rubberized portland cement concrete gradually reduced with the increase in dosage of rubber. The rubber particles mixed with concrete which can when the rubber particle size is not more than 30% of the dosage of coarse aggregate, the fine pavement of rubberized portland cement concrete can be got.

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Al-Oraimi, Salim, Hossam F. Hassan, and Abdulwahid Hago. "Recycling of Reclaimed Asphalt Pavement in Portland Cement Concrete." Journal of Engineering Research [TJER] 6, no. 1 (June 1, 2009): 37. http://dx.doi.org/10.24200/tjer.vol6iss1pp37-45.

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Reclaimed Asphalt Pavement (RAP) is the result of removing old asphalt pavement material. RAP consists of high quality well-graded aggregate coated with asphalt cement. The removal of asphalt concrete is done for reconstruction purposes, resurfacing, or to obtain access to buried utilities. The disposal of RAP represents a large loss of valuable source of high quality aggregate. This research investigates the properties of concrete utilizing recycled reclaimed asphalt pavement (RAP). Two control mixes with normal aggregate were designed with water cement ratios of 0.45 and 0.5. The control mixes resulted in compressive strengths of 50 and 33 MPa after 28 days of curing. The coarse fraction of RAP was used to replace the coarse aggregate with 25, 50, 75, and 100% for both mixtures. In addition to the control mix (0%), the mixes containing RAP were evaluated for slump, compressive strength, flexural strength, and modulus of elasticity. Durability was evaluated using surface absorption test.

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28

Burnham, Tom. "Seasonal Load Response Behavior of a Thin Portland Cement Concrete Pavement." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 251–61. http://dx.doi.org/10.3141/1819b-32.

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The mechanistic-empirical pavement design methods currently under development have demonstrated a need for seasonal material and load response behavior characterization. The seasonal dynamic load strain response of a thin [5-in. (127-mm)], low-cost, portland cement concrete pavement at the Minnesota Road Research Project was examined. Environmental and load-related factors to be considered in this type of study are described. For the truck speeds used, analysis found minimal effects on measured dynamic strain. Nonlinear temperature profiles in the slabs prompted the use of the temperature-moment concept in the analysis. For the approach side of the joint in the slabs, during periods with unfrozen base and subgrade layers, there is only a small increase in the dynamic strain response with decreasing temperature-moment. Average dynamic strain responses range from 50 to 80 microstrain, with little difference in magnitude between the 80,000-lb (355-kN) and 102,000-lb (453-kN) loadings. For the leave side of the joints in the slabs, there is a larger increase in dynamic strain response with decreasing temperature-moment. In addition, the 102,000-lb load response is nearly 60% larger than the 80,000-lb load response for large negative temperature-moments. Recommendations for improving dynamic load testing of pavements are given.

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29

Lee, Duk Gyoo. "Construction factors affecting as-built roughness of Portland cement concrete pavement construction." Canadian Journal of Civil Engineering 32, no. 5 (October 1, 2005): 906–12. http://dx.doi.org/10.1139/l05-044.

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This paper investigates the significant construction factors affecting the as-built roughness of Portland cement concrete (PCC) pavement. The panel data analysis uses as-built roughness measurements and related construction factors for reconstructed, replaced, and resurfaced PCC pavement projects in Wisconsin from 1998 to 2002. Construction factors are divided into two categories in this analysis: (1) pavement characteristics and (2) contractor's quality-based performance. The analysis utilizes the fixed effects and random effects modeling techniques to identify the significant variables in the model. The research shows that the fixed effects model, of all proposed models, provides the best estimate on the basis of Akaike's information criterion (AIC). The results indicate that pavement characteristics and contractor's quality-based past performance significantly affect as-built roughness. The findings also show that geographic locations are strongly significant.Key words: panel (longitudinal) data analysis, as-built roughness, international roughness index (IRI), Akaike's information criterion (AIC), construction factor, Portland cement concrete (PCC) pavement, highway construction.

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30

Yuan, Jie, and Michael A. Mooney. "Development of Adaptive Performance Models for Oklahoma Airfield Pavement Management System." Transportation Research Record: Journal of the Transportation Research Board 1853, no. 1 (January 2003): 44–54. http://dx.doi.org/10.3141/1853-06.

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The Oklahoma airfield pavement management system (APMS) is a set of pavement management tools that can assist with pavement condition evaluation, as well as prioritization and scheduling of pavement maintenance and rehabilitation activities. Pavement performance models were developed to support the APMS for more than 70 Oklahoma general aviation airports. The family modeling method based on the pavement condition index was tailored to fit the deterioration characteristics of these airfield pavements. The statistical and engineering significance of seven levels of pavement factors was investigated, and pavement factors that affect pavement deterioration significantly were identified as family variables. Asphalt concrete pavement families were formed by sorting pavement function, distress cause, and pavement thickness, while portland cement concrete pavements were divided into families according to pavement function and climate zone. The family polynomial curves were able to reveal the expected deterioration patterns and are logical in engineering principle. Rooted by an adaptive database, the system accepts expert opinion and automatically integrates effects of major maintenance and rehabilitation activities into modeling. From the up-to-date database, the performance models update forecasts automatically.

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31

Ha, Soojun, Seongcheol Choi, and Moon C. Won. "Behavior of Tied Multiple-Lane Portland Cement Concrete Pavement." Transportation Research Record: Journal of the Transportation Research Board 2154, no. 1 (January 2010): 57–77. http://dx.doi.org/10.3141/2154-06.

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32

Visser, Alex T., and Sally Hall. "Flexible Portland Cement Concrete Pavement for Low-Volume Roads." Transportation Research Record: Journal of the Transportation Research Board 1652, no. 1 (January 1999): 121–27. http://dx.doi.org/10.3141/1652-50.

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33

Biel, Timothy D., and Hosin Lee. "Performance Study of Portland Cement Concrete Pavement Joint Sealants." Journal of Transportation Engineering 123, no. 5 (September 1997): 398–404. http://dx.doi.org/10.1061/(asce)0733-947x(1997)123:5(398).

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34

Siddique, Zahidul Q., and Mustaque Hossain. "Portland cement concrete pavement roughness and dynamic wheel loads." International Journal of Vehicle Design 36, no. 2/3 (2004): 233. http://dx.doi.org/10.1504/ijvd.2004.005358.

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35

Choi, Seongcheol, Jung Heum Yeon, and Moon C. Won. "Improvements of curing operations for Portland cement concrete pavement." Construction and Building Materials 35 (October 2012): 597–604. http://dx.doi.org/10.1016/j.conbuildmat.2012.04.065.

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36

Hossain, S. M. Kamal, Liping Fu, Faranak Hosseini, Matthew Muresan, Thomas Donnelly, and Shahriar Kabir. "Optimum winter road maintenance: effect of pavement types on snow melting performance of road salts." Canadian Journal of Civil Engineering 43, no. 9 (September 2016): 802–11. http://dx.doi.org/10.1139/cjce-2016-0010.

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This paper presents the results of an extensive field study of the comparative performance of road salt on different pavement types for snow and ice control in transportation facilities. Approximately 400 tests were conducted in a real-world environment, covering three different pavement types and 27 snow events. The performance is compared on asphalt concrete (AC), portland cement concrete (PCC), and interlocked concrete (IC) pavements in terms of pavement clearing speed. The study suggests that on average, salt performs better on AC than PCC or ICC pavement, with the latter two having similar performance. The results were confirmed with a paired t-test analysis and then used to develop a performance model, the results of which were used to develop an adjustment factor for each of the different pavement types. The results from this research can be applied by pavement maintenance personnel to optimize salt usage and improve safety in transportation facilities.

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37

Shi, Xijun, Anol Mukhopadhyay, and Dan Zollinger. "Sustainability assessment for portland cement concrete pavement containing reclaimed asphalt pavement aggregates." Journal of Cleaner Production 192 (August 2018): 569–81. http://dx.doi.org/10.1016/j.jclepro.2018.05.004.

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38

Cole, Lawrence W., and Michael J. Hall. "Relative Costs of Various Concrete Pavement Features." Transportation Research Record: Journal of the Transportation Research Board 1574, no. 1 (January 1997): 99–102. http://dx.doi.org/10.3141/1574-13.

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The design and construction of portland cement concrete pavement involves the selection, specification, and construction of a number of concrete pavement features. Concrete pavement features can significantly affect pavement construction costs. In this study, the relative effect on pavement construction cost of several concrete pavement features was investigated, including concrete pavement thickness, foundation, shoulders, cross-section thickness variation (trapezoidal section), joint spacing, transverse joint load transfer, and transverse joint sealant. Careful consideration and study should be given the cost effects of various features when designing and specifying concrete pavement. The ideal pavement design is one that selects the least costly pavement section that will perform to the expected level over the life of the facility. The least costly pavement section is that with the least life-cycle costs.

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39

Cross, Stephen A., and Mohamed Nagib Abou-Zeid. "Thermogravimetric Analysis of Limestone Aggregates for Portland Cement Concrete." Transportation Research Record: Journal of the Transportation Research Board 1619, no. 1 (January 1998): 37–44. http://dx.doi.org/10.3141/1619-05.

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Durability of coarse aggregate has a major impact on the durability of portland cement concrete. Over the past years, there has been an increasing interest in developing and improving test techniques that provide a more accurate durability assessment, which ultimately leads to a better prediction of pavement performance. Thermogravimetric analysis is a relatively rapid technique that has shown good potential for use in the analysis of carbonate aggregates. Thermogravimetric technique (TG) was used to analyze 31 limestone aggregates. The specimens were heated to temperatures above 1000°C using two rates of temperature increase. The weight loss and the change in weight loss as a function of temperature were recorded. Results show a correlation between the slope before calcite transition and some durability aspects of limestone. Moreover, the TG output can be used to calculate the percent acid insoluble (AI) and the pavement vulnerability factor (PVF). Therefore, TG may be considered as a rapid method for AI and PVF determination.

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40

Pancar, Erhan Burak. "Using Recycled Glass and Zeolite in Concrete Pavement to Mitigate Heat Island and Reduce Thermal Cracks." Advances in Materials Science and Engineering 2016 (2016): 1–8. http://dx.doi.org/10.1155/2016/8526354.

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Urban heat island (UHI) effect is built environmental issue related to pavements. It is desired to reduce pavement high surface temperature in summer to mitigate UHI effect. High surface temperature also affects slab temperature difference (the top surface temperature minus the bottom surface temperature of the slab). The increased slab temperature difference induces a high possibility of cracking in concrete roads. The prime aim of this study was to reduce the slab surface temperature by using recycled glass as a fine aggregate and zeolite as cement in concrete. Recycled glass was used to replace fine aggregate in proportions of 10%, 20%, and 30% by total weight of aggregate. Zeolite replaced Portland cement in proportions of 10% and 30% for three different proportions of recycled glass concrete mixtures. Optimum proportions were determined by examining mechanical properties of samples and alkali-silica reactions. It was noticed that using recycled glass and zeolite together in concrete reduces pavement surface temperature and temperature gradient in summer.

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41

Rout, M. K. Diptikanta, Surya Kant Sahdeo, Sabyasachi Biswas, Krishanu Roy, and Abdhesh Kumar Sinha. "Feasibility Study of Reclaimed Asphalt Pavements (RAP) as Recycled Aggregates Used in Rigid Pavement Construction." Materials 16, no. 4 (February 10, 2023): 1504. http://dx.doi.org/10.3390/ma16041504.

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Reclaimed Asphalt Pavement (RAP) as recycled aggregates is a relatively new construction process of rigid pavements due to the scarcity and degradation of natural aggregates. This study aims at the sequential characterization of RAP aggregate to obtain optimized proportions for strength. For this purpose, RAP aggregates were used for the replacement of natural aggregates (NA) in the concrete mix which was achieved by varying from 0–100%. Furthermore, zirconia silica fume (ZSF) was used as a partial replacement of the cement in the concrete mix, replacing Ordinary Portland Cement (OPC). Experimental studies have shown that the incorporation of washed RAP (WRAP) slightly reduces the compressive strength of concrete by 2.7–37.35% as compared to the reference control concrete mix. Although the 7-days, 28-days and 56-day compressive strength of WRAP recycled aggregate-based concrete is slightly better than the 7-days, 28-days and 56-day compressive strength of dirty RAP (DRAP) recycled aggregate-based concrete. A similar trend was observed in the flexural strength and split tensile strength of WRAP recycled aggregate-based. Overall, the results show that 40% WRAP recycled aggregates with 10% ZSF as a replacement for cement outperform DRAP aggregates in concrete mixes. According to the ANOVA results, the combination of ZSF and WRAP aggregates met the cement concrete pavement strength standard, thereby contributing to sustainable development. Reclaimed Asphalt Concrete Pavements (RACP) are now seen as a potential and long-term answer to the present environmental and economic crisis.

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42

Alex, Alexander Gladwin, Prakash Arul Jose, Mohammad Saberian, and Jie Li. "Green Pervious Concrete Containing Diatomaceous Earth as Supplementary Cementitous Materials for Pavement Applications." Materials 16, no. 1 (December 21, 2022): 48. http://dx.doi.org/10.3390/ma16010048.

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Portland cement porous concrete (PCPC) has received immense interest recently due to its environmental aids. Its porous structure helps to reduce the water runoff amount while improving the recharge of groundwater. Earlier studies have concentrated on illustrating and knowing the functional as well as structural properties of PCPC. However, very few studies are available on PCPC in combination with natural silica sources as supplementary cementitious materials (SCMs). Most SCMs are by-products of industrial manufacturing processes and cause some environmental concerns, but with their pozzolanic effect, they could be utilized as partial substitute materials for ordinary Portland cement (OPC) to enhance the strength as well as durability performance. The aim of this study is to evaluate the effects of diatomaceous earth (DE) as a supplementary cementitious material for partial substitution of OPC for Portland cement porous concrete application. Compression strength, split tensile strength, and flexural strength tests were performed to determine the effect of partial replacement. To investigate the impact of test variables, basic tests, including void content and water permeability, were also performed. Compared to the control concrete, the results show that a 15% replacement of cement with DE significantly increased the compressive strength (by 53%) while also providing adequate porosity and better water permeability. Statistical analysis (ANOVA) and regression analysis showed that there is a significant (p < 0.05) growth within the physical characteristics of concrete upon the replacement of cement by 15% DE. Collectively, the replacement of cement with DE could not only improve the concrete strength but also reduce the consumption of cement, thereby lessening the cost of construction as well as indirectly reducing the carbon footprint.

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43

Cuttell, Gregory D., Mark B. Snyder, Julie M. Vandenbossche, and Monty J. Wade. "Performance of Rigid Pavements Containing Recycled Concrete Aggregates." Transportation Research Record: Journal of the Transportation Research Board 1574, no. 1 (January 1997): 89–98. http://dx.doi.org/10.3141/1574-12.

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State highway agencies in Connecticut, Kansas, Minnesota, Wisconsin, and Wyoming have successfully designed and constructed rigid pavements containing recycled concrete aggregate (RCA). Success has been attributed in part to the minimization of old mortar content in the RCA during recycling processes, thereby controlling the total mortar content of the new portland cement concrete (PCC) mixture, or to the achievement of higher-than-expected compressive strengths through adjustments in mix proportions, or both. There was no clear correlation between mortar content and cracking distresses in field investigations, although one project did exhibit significantly more slab cracking in the recycled pavement than in the corresponding control pavement. The increased cracking may have been due to the large differences in total mortar content between the recycled and control sections. In general, the recycled PCC pavements considered in this study have performed comparably with their conventional PCC pavement counterparts, including the recycled pavements that incorporated RCA derived from concrete affected by D-cracking and alkali-silica reactivity (ASR). There is, however, evidence of small amounts of localized recurrent ASR in the recycled Wyoming pavement. Whether this reactivity will eventually develop into widespread distress remains to be seen.

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44

Liu, Ai Ping, Jian Yin, and Wei Min Song. "Study on the Performance and Application of High Performance Pavement Portland Cement Concrete." Advanced Materials Research 639-640 (January 2013): 411–16. http://dx.doi.org/10.4028/www.scientific.net/amr.639-640.411.

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Because of some drawbacks including low strength, poor dimensional stability, low abrasion resistance, easy to crack and other shortcomings, Portland cement concrete was limited to use as a dominant pavement material in highway construction. This paper studied the feasibility of making high performance pavement concrete by adding 20-40% of high-quality composite ultra-fine fly ash (CUFA) technology to achieve high-performance of concrete roads have been studied. The test results indicated that: with cementitious material content of 360~400 kg/m3 and CUFA content of 20% ~ 40%, adding CUFA improved the workability of concrete significantly; in the meantime, the 28d compressive strength was as high as 50 MPa, and the later strength of concrete continued growing. The designed concrete satisfied the requirements of opening to traffic after 3 days after the construction and heavy and extra heavy traffic in 28 days. The durability, especially the abrasion resistance, and the crack-resistance were improved significantly. The designed pavement concrete not only had a good compressive performance for practical engineering but also had good technical, economic, social and environmental benefits.

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45

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.

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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.

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46

Kuemmel, David A., John R. Jaeckel, Alexander Satanovsky, Stephen F. Shober, and Mitzi M. Dobersek. "Noise Characteristics of Pavement Surface Texture in Wisconsin." Transportation Research Record: Journal of the Transportation Research Board 1544, no. 1 (January 1996): 24–35. http://dx.doi.org/10.1177/0361198196154400104.

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Twelve portland cement concrete pavement (PCCP) test sections were constructed to compare with standard PCCP and asphaltic concrete pavement (ACP) to quantify the effects of the pavement surface texture on noise, safety, and winter maintenance. Asphalt pavements studied included a Strategic Highway Research Program asphalt, stone matrix asphalt (SMA), and Wisconsin standard asphalt. A dependency between the pavement textures and their noise characteristics was observed. Noise measurements indicated that uniformly transverse tined PCCP created dominant noise frequencies that were audible adjacent to the road and inside the test vehicles. Careful design and construction of transversely tined PCCP can reduce tire-road noise. No significant acoustical advantages of open-graded asphalts over the standard dense asphalt were found. The results of this research are preliminary and have not yet been approved by the Wisconsin Department of Transportation Council on Research.

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47

Chung, Yoonseok, and Hak-Chul Shin. "Characterization of the coefficient of thermal expansion and its effect on the performance of Portland cement concrete pavements." Canadian Journal of Civil Engineering 38, no. 2 (February 2011): 175–83. http://dx.doi.org/10.1139/l10-122.

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The coefficient of thermal expansion (CTE) of concrete is considered to be an important design parameter to predict Portland cement concrete (PCC) pavement performance in mechanistic-empirical pavement design guide (MEPDG). This study measured CTE values of concrete specimens having various coarse aggregates, and investigated the relationship between the CTE and critical design parameters. It was found that aggregate types, the amount of coarse aggregate, and relative humidity (RH) had a statistically significant impact on the CTE. Expansion CTE had a higher variation compared to contraction CTE, and the maximum value of expansion CTE at 63% RH was 8% higher than the value at 100% RH. Sensitivity analysis showed that inaccurate estimation of concrete CTE can cause serious error in predicting the performance of PCC pavements. A prediction equation of concrete CTE was introduced by modifying Hansen’s model and the predicted CTE value had a good agreement with the measured CTE.

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48

Sahagun, Lauren K., Moses Karakouzian, Alexander Paz, and Hanns de la Fuente-Mella. "An Investigation of Geography and Climate Induced Distresses Patterns on Airfield Pavements at US Air Force Installations." Mathematical Problems in Engineering 2017 (2017): 1–10. http://dx.doi.org/10.1155/2017/8721940.

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This study investigated climate induced distresses patterns on airfield pavements at US Air Force installations. A literature review and surveys of Pavement Condition Index indicated that the predominant factor contributing to the development of pavement distress was climate. Results suggested that, within each type of pavement distress, a geographic pattern exists which is strongly correlated to conventional US climate zones. The US Air Force Roll-Up Database, housing over 50,000 records of pavement distress data, was distilled using a process designed to combine similar distresses while accounting for age and size of samples. The process reduced the data to a format that could be used to perform krig analysis and to develop pavement behavior models for runways built with asphalt cement (AC) and Portland cement concrete (PCC). Regression and krig analyses were conducted for each distress type to understand distress behavior among climate zones. Combined regression and krig analyses provided insight into the overall pavement behavior for AC and PCC runways and illustrated which climate zone was more susceptible to specific pavement distresses. Distress behavior tends to be more severe in the eastern US for AC and in the western US for PCC runway pavements, respectively.

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49

Li, Ping, Yu Yao, Jun Jun Pei, and Zhong Wu. "Anti-Shearing Performance Experiment for Interface between Asphalt Concrete Layer and Old Cement Concrete Pavement." Advanced Materials Research 663 (February 2013): 251–56. http://dx.doi.org/10.4028/www.scientific.net/amr.663.251.

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For old Portland Cement Concrete pavement paved with asphalt concrete surface, the shearing property at the interface is directly related to the service life of pavement. By using the improved shear-strength test machine in laboratory, shear experiments for composite pavement were carried out in cases of different gradations, interface treatments, types of bonding oil and bonding layer thicknesses. The interlaminar anti-shearing strength was also used to determine an optimal interfacial treatment for composite pavement. Experimental results showed that, gradation type of asphalt mixture was less influential to anti-shearing strength of interface; SBS modified bitumen had more excellent anti-shearing performance in several kinds of bonding oil; rougher and exposed-aggregate interface could significantly improve the shear strength of interlayer on composite pavement; the optimal dosages of bonding oil should be determined by contrast test before construction.

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50

Fernandez, Julio Paniagua, Fabian Paniagua Fernandez, John Harvey, and Angel Mateos. "Evaluation of Mix Designs for Rapid Construction of Bonded Concrete Overlays on Asphalt." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 26 (September 7, 2018): 155–64. http://dx.doi.org/10.1177/0361198118791916.

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Road users in California have a low tolerance for delays during pavement rehabilitation. Therefore, the California Department of Transportation (Caltrans) is interested in evaluating bonded concrete overlays on asphalt (BCOA) as a potential rehabilitation alternative for distressed asphalt pavement. The use of high early strength concrete to facilitate rapid construction of BCOA has not been used in other U.S. states. This paper summarizes a complete study for the evaluation of concrete mix designs for rapid construction of BCOA that were placed on a set of full-scale test sections for accelerated pavement testing. Two types of mixes were created according to selected targets for opening times (OT) to traffic. The concrete mixes for use in night closures require an opening time of four hours, and the mixes for use in 55-hour weekend closures require an OT of 10 hours. Type III Portland cement and calcium sulfoaluminate (CSA) cement were used to design the 4H-OT mixes. Two 10H-OT mixes were designed using the same Type II/V portland cement. One of the 10H-OT mixes included light weight aggregate instead of a portion of conventional sand to evaluate the effects of this approach for internal curing to reduce drying shrinkage stresses.

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