Advanced reinforced concrete pavement: Concept and design

Kim, Seong-Min; Cho, Young Kyo; Lee, Jun Ho

doi:10.1016/j.conbuildmat.2019.117130

Cited by 19 publications

(5 citation statements)

References 30 publications

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“…Ongoing works on improving the technology of rigid pavements, carried out at least since the development of the first cement concrete pavement in 1892 (Ballefontaine, the US [ 5 ]), have led to the development of the standards currently in use. These standards make it possible to increase the dimensions of the slabs (driving down construction and maintenance costs, while providing better driving comfort due to a lower number of expansion joints) and to reduce their thickness (diminishing construction costs) by using different types of reinforcement and/or additives to the concrete mixes to improve their strength parameters [ 6 , 7 ]. Owing to, i.a., the results obtained in [ 8 , 9 , 10 ], the developed technology may provide an attractive alternative for slab reinforcement.…”

Section: Introductionmentioning

confidence: 99%

Thermal Diffusivity of Concrete Samples Assessment Using a Solar Simulator

et al. 2023

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The thermal properties of pavement layers made of concrete with varying bulk densities are a particularly interesting topic in the context of development road technologies. If a hybrid layer system is used as a starting point, with thin asphalt layers (from 1 cm to 4 cm) laid on top of a foam concrete layer, thermal properties begin to play a crucial role. The main research problem was to create a test method enabling the assessment of the influence of solar heating on the thermal parameters of the building material, especially cement concrete. For this reason, this paper is concerned specifically with the assessment of a new methodology for testing and calculating the value of the thermal diffusivity coefficient of samples made of concrete varying bulk densities. In this case, using the proprietary concept the authors built a solar simulator using a multi-source lighting system. The analysis of the results of laboratory tests and numerical analyses allowed the authors to observe that there is a strong correlation between the bulk density of samples heated and the thermal diffusivity parameter, which appears in the unidirectional heat transfer equation. The strength of this relationship has been expressed with the coefficient of determination and amounts to 99%. The calculated values of the coefficient of thermal diffusivity for samples made of foam concrete range from 0.16×10−6m2s to 0.52×10−6m2s and are lower (from 2.5 to 8 times) than the value determined for samples made of typical cement concrete.

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Section: Introductionmentioning

confidence: 99%

Thermal Diffusivity of Concrete Samples Assessment Using a Solar Simulator

et al. 2023

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“…As CRCP is constructed without any transverse joints, no repair and maintenance of joints are required which causes a significantly lower life cycle cost compared with jointed plain concrete pavement (JPCP) [ 8 ]. The performance of CRCP is mainly related to material, construction factors, and crack patterns such as crack spacing (CS), crack width (CW), and steel stress (SS) [ 5 , 9 , 10 ]. Figure 1 provides the structure of CRCP and the main influencing factors on the behavior of CRCP.…”

Section: Introductionmentioning

confidence: 99%

Evaluation of Design Procedure and Performance of Continuously Reinforced Concrete Pavement According to AASHTO Design Methods

et al. 2022

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The Guide for Design of Pavement Structures (AASHTO 86/93) and Mechanistic Empirical Pavement Design Guide (MEPDG) are two common methods to design continuously reinforced concrete pavement (CRCP) published by the American Association of State Highway and Transportation Officials (AASHTO) in the USA. The AASHTO 86/93 is based on empirical equations to assess the performance of highway pavements under moving loads with known magnitude and frequency derived from experiments on AASHTO road tests. The MEPDG is a pavement design method based on engineering mechanics and numerical models for analysis. It functions by incorporating additional attributes such as environment, material properties, and vehicle axle load to predict pavement performance and degradation at the selected reliability level over the intended performance period. In order to evaluate the CRCP design procedure and performance, crack width (CW) and crack spacing (CS) from five examined test tracks in Europe with different climate condition, base layer, geometry, and materials were collected in this paper and compared with predicted distresses as well as CW and CS from AASHTO 86/93 and MEPDG design methods. The results show that the interactions between geometrics, material properties, traffic, and environmental conditions in the MEPDG method are more pronounced than in the AASHTO 86/93 and the prediction of CS and CW based on MEPDG matched closely with the recorded data from sections.

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“…Thus, the use of seawater, sea-sand or coral sand can be considered instead of freshwater and river sand for concrete preparation applied in port works, dams, and road pavements on these coastal or island areas. Meanwhile, to improve the shrinkage and cracking resistance of these pavements, a new kind of pavement structure, continuously reinforced concrete pavement, emerged in marine engineering construction (Kim et al, 2020; Zhang et al, 2017).…”

Section: Introductionmentioning

confidence: 99%

Utilizing alkali-activated materials as ordinary Portland cement replacement to study the bond performance of fiber-reinforced polymer bars in seawater sea-sand concrete

Cao

Bai

Wang

et al. 2022

Advances in Structural Engineering

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Alkali-activated materials (AAMs) are considered an eco-friendly alternative to ordinary Portland cement (OPC) for mitigating greenhouse-gas emissions and enabling efficient waste recycling. In this paper, an innovative seawater sea-sand concrete (SWSSC), that is, seawater sea-sand alkali-activated concrete (SWSSAAC), was developed using AAMs instead of OPC to explore the application of marine resources and to improve the durability of conventional SWSSC structures. Then, three types of fiber-reinforced polymer (FRP) bars, that is, basalt-FRP, glass-FRP, and carbon-FRP bars, were selected to investigate their bond behavior with SWSSAAC at different alkaline dosages (3%, 4%, and 6% Na2O contents). The experimental results manifested that the utilization of the alkali-activated binders can increase the splitting tensile strength ( ft) of the concrete due to the denser microstructures of AAMs than OPC pastes. This improved characteristic was helpful in enhancing the bond performance of FRP bars, especially the slope of bond-slip curves in the ascending section (i.e., bond stiffness). Approximately three times enhancement in terms of the initial bond rigidity was achieved with SWSSAAC compared to SWSSC at the same concrete strength. Furthermore, compared with the BFRP and GFRP bars, the specimens reinforced with the CFRP bars experienced higher bond strength and bond rigidity due to their relatively high tensile strength and elastic modulus. Additionally, significant improvements in initial bond stiffness and bond strength were also observed as the alkaline contents (i.e., concrete strength) of the SWSSAAC were aggrandized, demonstrating the integration of the FRP bars and SWSSAAC is achievable, which contributes to an innovative channel for the development of SWSSC pavements or structures.

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Advanced reinforced concrete pavement: Concept and design

Cited by 19 publications

References 30 publications

Thermal Diffusivity of Concrete Samples Assessment Using a Solar Simulator

Thermal Diffusivity of Concrete Samples Assessment Using a Solar Simulator

Evaluation of Design Procedure and Performance of Continuously Reinforced Concrete Pavement According to AASHTO Design Methods

Utilizing alkali-activated materials as ordinary Portland cement replacement to study the bond performance of fiber-reinforced polymer bars in seawater sea-sand concrete

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