Fatigue behaviour of recycled tyre rubber-filled concrete and its implications in the design of rigid pavements

Olivares, Francisco Hernández; Barluenga, Gonzalo; Parga-Landa, B.; Bollati, M; Witoszek, B.

doi:10.1016/j.conbuildmat.2006.06.030

Cited by 96 publications

(40 citation statements)

References 7 publications

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“…In the past two decades, significant research work has been carried out to incorporate rubber powder produced by grinding used tires into cement-based materials like concrete (Topcu 1995;Garrick 2005;Sukontasukkul and Chaikaew 2006;Hernández-Olivares et al 2007;Khatib and Bayomy1999;Donaldson 2010). After the addition of tire rubber powder, the overall research results indicated a remarkable reduction in strength and stiffness properties of the concrete.…”

Section: Introductionmentioning

confidence: 99%

Investigation on Properties of ECC Incorporating Crumb Rubber of Different Sizes

Zhang

Qian

2015

ACT

107

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In the past decades, incorporating crumb rubber into concrete has attracted attention in the field of building materials due to the properties improvement it brought. In this study, crumb rubber of two particle sizes (40CR and 80CR, which have a sieve size of 400 μm and 220μm, respectively) is incorporated into engineering cementitious composite (ECC) material to replace silica sand. Furthermore, three different replacement percentages (0, 15%, 25% by volume) for each crumb rubber size are conducted in this study. The influence of crumb rubber on the ECC is revealed via density, compressive strength, flexural performance, drying shrinkage, restrained shrinkage and environment footprint. The experimental results show that the incorporation of crumb rubber into ECC increases bending deformation capacity, decrease density and compressive strength. While the free drying shrinkage of ECC increases with the addition of crumb rubber, lesser crack number, crack width and cracking tendency were found in the restrained ring test when compared to ECC without crumb rubber. In terms of crumb rubber size, ECC with smaller crumb rubber appear to have lower density and higher bending defamation capacity and shrinkage than those with larger crumb rubber. In addition, incorporating crumb rubber into ECC reduces CO 2 emission, thus improve the greenness of ECC to a certain degree.

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Section: Introductionmentioning

confidence: 99%

Investigation on Properties of ECC Incorporating Crumb Rubber of Different Sizes

Zhang

Qian

2015

ACT

107

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“…Siendo: P d = Peso desecado (g) (en estufa a 100 ºC hasta obtener peso constante, Figura 2) P s = Peso saturado (g) P ss = Peso sumergido (g) γ = Peso especifi co del líquido empleado (g/cm 3 ) d ap = Densidad aparente (g/cm 3 ) V ap = Volumen aparente (cm 3 ) Abs = Coefi ciente de absorción en porcentaje POR ABIERTA = Porosidad abierta en porcentaje Con este ensayo se pone de manifi esto la relación que existe entre la velocidad ultrasónica de un determinado mortero monocapa y la relación agua/mortero con la que ha sido fabricado. El ensayo se realizó en el Laboratorio de Materiales de EUAT.…”

Section: Ensayos De Densidad Porosidad Y Coefi Ciente Absorciónunclassified

Physical and mechanical assesment of water proportion in one-coat renders. Its influence on the pathology of the finished coatings

Lobo¹,

Olivares²

2007

Inf. constr.

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“…The analytical expression for s I (stress at the bottom of the pavement) adopted in this work, was first presented by Westergaard (1926) and subsequently validated through the years and is still used to this day (Bull & Singh, 1990; Hernández-Olivares, Barluenga, Parga-Landa, Bollati, & Witoszek, 2007;Timoshenko, Woinowsky-Krieger, & Woinowsky, 1959;Young & Budynas, 2001). The estimation of s I considers the static equilibrium between a (semi-infinite) homogeneous, isotropic and elastic concrete pavement (slab) and an elastic foundation (subgrade), assuming that there is no friction between the slab and the subgrade.…”

Section: Analytical Solution Of S I At the Bottom Of An Elastic Pavemmentioning

confidence: 99%

Removing Obstacles for Pavement Cost Reduction by Examining Early Age Opening Requirements: Material Properties

Antico¹,

Esmaeeli²,

Varga³

et al. 2015

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JOINT TRANSPORTATION RESEARCH PROGRAMThe Joint Transportation Research Program serves as a vehicle for INDOT collaboration with higher education institutions and industry in Indiana to facilitate innovation that results in continuous improvement in the planning, design, construction, operation, management and economic efficiency of the Indiana transportation infrastructure. https://engineering.purdue.edu/JTRP/index_html Published reports of the Joint Transportation Research Program are available at: http://docs.lib.purdue.edu/jtrp/ NOTICEThe contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official views and policies of the Indiana Department of Transportation or the Federal Highway Administration. The report does not constitute a standard, specification, or regulation. COPYRIGHT AbstractThe risk of cracking in a concrete pavement that is opened to traffic at early ages is related to the maximum tensile stress, I , that develops in the pavement and its relationship to the measured, age dependent, flexural strength of a beam, r f . The stress that develops in the pavement is due to several factors including traffic loading and restrained volume change caused by thermal or hygral variations. The stress that develops is also dependent on the time-dependent mechanical properties, pavement thickness, and subgrade stiffness. There is a strong incentive to open many pavements to traffic as early as possible to allow construction traffic or traffic from the traveling public to use the pavement. However, if the pavement is opened to traffic too early, cracking may occur that may compromise the service life of the pavement. The purpose of this report is two-fold: 1) to examine the current opening strength requirements for concrete pavements (typically a flexural strength from beams, r f ) and 2) to propose a criterion based on the timedependent changes of r I f  which accounts for pavement thickness and subgrade stiffness without adding unnecessary risk for premature cracking. An Accelerated Pavement Testing, APT, facility was used to test concrete pavements that are opened to traffic at an early age to provide data that can be compared with an analytical model to determine the effective r I f  based on the relevant features of the concrete pavement, the subgrade, and the traffic load. It is anticipated that this type of opening criteria can help the decision makers in two ways: 1) it can open pavement sections earlier thereby reducing construction time and 2) it may help to minimize the use of materials with overly accelerated strength gain that are suspected to be more susceptible to develop damage at early ages than materials that gain strength more slowly. Key Wordsaccelerated pavement testing, concrete pavement, cracking, early age concrete, opening criteria Distribution StatementNo restrictions. This document is available to the public through the National Technical Information Se...

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Fatigue behaviour of recycled tyre rubber-filled concrete and its implications in the design of rigid pavements

Cited by 96 publications

References 7 publications

Investigation on Properties of ECC Incorporating Crumb Rubber of Different Sizes

Investigation on Properties of ECC Incorporating Crumb Rubber of Different Sizes

Physical and mechanical assesment of water proportion in one-coat renders. Its influence on the pathology of the finished coatings

Removing Obstacles for Pavement Cost Reduction by Examining Early Age Opening Requirements: Material Properties

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