scholarly journals Concrete modular pavement type selection based on application area

2019 ◽  
Author(s):  
Judita Gražulytė ◽  
Audrius Vaitkus ◽  
Alfredas Laurinavičius ◽  
Donatas Čygas
Keyword(s):  
Traffic Congestion ◽  
Precast Concrete ◽  
Concrete Strength ◽  
Asphalt Mixture ◽  
Concrete Pavements ◽  
Curing Conditions ◽  
Arterial Streets ◽  
Type Selection ◽  
Low Volume Roads ◽  
Pavement Construction

Roads and other trafficked areas infrastructure starts to deteriorate as far as it is opened to traffic. Thus, it has to be timely repaired and reconstructed. However, any interruption to traffic by implementing repair and rehabilitation works leads to user’s discomfort and traffic congestion. Modular pavements also known as precast concrete pavements can be constructed at night, consequently they eliminate or reduce traffic flow limitation related to repair works. They consist of prefabricated concrete slabs that are transported to the construction site only after the curing period when the desirable concrete strength is achieved and installed on a prepared foundation. Slabs prefabrication in a plant results in better concrete quality, controlled concrete curing conditions, wider period for pavement construction, reduced time before opening to traffic, elimination of early-age failures and material segregation which may occur during concrete or asphalt mixture transportation to the project site and laying. Despite these advantageous, modular pavements are barely used in Europe. In order to enhance the usage of modular pavements in Europe, paper focuses on the identification of the most promising modular pavements application areas and their type selection. The most promising application areas such as motorways and arterial streets were identified on the basis of the conducted survey among high qualified researchers. Low volume roads, private roads, bicycle and pedestrian paths could be included as modular pavements special application areas with slightly different approach.

scholarly journals Concrete Modular Pavements – Types, Issues And Challenges

2019 ◽  
Vol 14 (1) ◽  
pp. 80-103 ◽  
Author(s):  
Audrius Vaitkus ◽  
Judita Gražulytė ◽  
Rita Kleizienė ◽  
Viktoras Vorobjovas ◽  
Ovidijus Šernas
Keyword(s):  
Traffic Congestion ◽  
Road Network ◽  
Load Transfer ◽  
Precast Concrete ◽  
Concrete Slabs ◽  
Time Saving ◽  
Urban Streets ◽  
The Road ◽  
Different Types ◽  
Pavement Construction

According to the European Asphalt Pavement Association, more than 90 per cent of the European road network is paved with asphalt. Constantly increasing traffic volume and climate change accelerate deterioration of current pavements. As a result, there arises a need to rehabilitate them prematurely. Repair and rehabilitation work lead to traffic congestion, which is one of the most significant concerns in highly trafficked roads and urban streets. Concrete modular pavements consisting of precast concrete slabs are a reasonable solution to deal with the road works since their construction, as well as repair, is time-saving. Repair works typically are implemented during a low traffic period (usually at night). A primary purpose of concrete modular pavements is heavily trafficked roads and other transport areas. This paper focuses on concrete modular pavements, their types, issues and challenges related to their design, slab fabrication and pavement construction. The conducted analysis revealed 15 different types of concrete modular pavements that differ from the techniques of slab joints and load transfer between the adjacent slabs. More than 20 issues and challenges related to the design of modular elements, slab fabrication and pavement construction were identified. Finally, the existing practice of concrete modular pavements was summarised and the gaps of scientific knowledge, as well as a need for comprehensive research, were defined.

Compatible Approach to Concrete Strength Characterization in the Design and Construction of Concrete Pavements

1997 ◽  
Vol 1568 (1) ◽  
pp. 89-95 ◽  
Author(s):  
Jorge B. Soares ◽  
Dan G. Zollinger
Keyword(s):  
Concrete Strength ◽  
Test Method ◽  
Concrete Pavements ◽  
Small Test ◽  
Geometry Effects ◽  
Construction Specification ◽  
Strength Characterization ◽  
Pavement Construction ◽  
Size And Geometry Effects ◽  
Actual Configuration

The effectiveness of a concrete pavement construction specification depends on the degree of correlation the criteria in the specification have to the material properties and behavior characteristics that govern the performance of pavements. Since concrete strength is determined on the basis of small test specimens, it is important that the strength measured in these specimens be representative of the strength within the actual configuration of a pavement system. A primary deficiency in this regard is that strengths obtained from different test specimens can be quite different from each other and from the strength of the concrete in the pavement. This fact raises the question of which specimen should serve as a representative concrete strength standard that would allow a reliable measure of concrete quality and yet provide a parameter that is compatible with design stress calculations. This deficiency is encompassed within size and geometry effects that are present when estimating strength from small test specimens. Since most distresses in concrete pavements are due to tension-induced cracking, it is only logical that tension-type tests be used to represent concrete resistance to failure. A simplified tension test method, based on the fracture mechanics theory, provides a solution to the deficiency by taking into account size and geometry effects. The method considers the geometry of the specimen from which the strength is being measured (e.g., cylinder) and the geometry of the structure to which the measured strength is being applied (e.g., pavement slab). This method makes it possible to circumvent the problem of obtaining a representative strength value from a small laboratory specimen.

Precast Prestressed Concrete Pavement Pilot Project near Georgetown, Texas

2003 ◽  
Vol 1823 (1) ◽  
pp. 11-17 ◽  
Author(s):  
David K. Merritt ◽  
B. Frank McCullough ◽  
Ned H. Burns
Keyword(s):  
Prestressed Concrete ◽  
Precast Concrete ◽  
Pilot Project ◽  
The United States ◽  
Concrete Pavements ◽  
Portland Cement Concrete ◽  
Pavement Construction ◽  
Under Construction ◽  
Transportation Research ◽  
Precast Prestressed Concrete

The use of precast concrete is rapidly becoming a viable method for repair and rehabilitation of portland cement concrete pavements, with several projects under construction or in development throughout the United States. Construction with precast concrete offers numerous benefits over conventional cast-in-place pavement construction. Most notable is how quickly a precast pavement can be opened to traffic. Precast panels can be placed during overnight or weekend operations and opened to traffic almost immediately. In addition, because precast panels are cast in a controlled environment, the durability of a precast pavement is also improved. In March 2002, the Texas Department of Transportation completed construction of a precast pavement pilot project aimed at testing and further developing a precast pavement concept developed by the Center for Transportation Research at The University of Texas at Austin. This project was constructed on a section of frontage road along Interstate 35 near Georgetown, Texas. The project incorporated the use of posttensioned precast concrete panels. The panels were posttensioned in place not only to tie all the panels together but also to reduce the pavement thickness required and improve durability. The finished pavement demonstrated not only the viability of precast pavement construction but also the benefits of incorporation of posttensioning. Although the project was constructed without the time constraints and complexities that will eventually need to be considered for precast pavement construction, it ultimately helped to develop viable construction procedures for future precast prestressed concrete pavements.

Experimental investigation of zeolite and limestone powder on self-compacting concrete strength after early loading

2019 ◽  
Vol 10 (4) ◽  
pp. 515-533
Author(s):  
Faeze Nejati ◽  
Samira Ahmadi ◽  
S.A. Edalatpanah
Keyword(s):  
Compressive Strength ◽  
High Efficiency ◽  
Precast Concrete ◽  
Concrete Strength ◽  
Construction Materials ◽  
Limestone Powder ◽  
Self Compacting Concrete ◽  
Construction Time ◽  
Content Type ◽  
Curing Conditions

Purpose Modern construction methods have been developed with the goal of reducing construction time as much as possible, which results in some situations during construction and within the first few days after it, when concrete is subjected to exceptionally high loads. The precast concrete, which is the concrete in very early ages, may result in severe cracks or damages. In conventional construction projects, sometimes working with concrete, which had not reached its ultimate strength, is an unavoidable matter of fact. This paper aims to discuss these issues. Design/methodology/approach Researchers in the field of construction materials have done their best to make some changes in the different parts of the concrete in order to bring about reforms, based on the existing needs, and achieve new quality and primacy from concrete. One kind of concrete, the emergence of which dates back to many years ago, is self-compacting concrete. Thanks to its high efficiency for the parts with complex forms of high-density steel, this kind of concrete suggests new prospects. Findings This study aims at evaluating the effect of early loads on the 28-day compressive strength of concretes with zeolite and limestone powder under different curing conditions (wet or dry). In this regard, two self-compacting concrete mix designs with the same ratio of water to cementations materials and 0.4 percent and 10 percent zeolite have been considered; therefore, concrete cube samples with zeolite and limestone powder in different curing conditions at ages of three, one and seven days under preloading with 80–90 percent of compressive strength are damaged, and after curing in different conditions, their 28-day compressive strength is measured. According to the results, the recovery of the 28-day compressive strength of damaged samples, compared to that of intact samples, is possible in all curing conditions. The experiments that have been performed on concrete samples under dry and wet curing conditions show that the full recovery of compressive strength of damaged samples compared to that of intact ones happened only in preloaded samples at the age of one days, and in other ages (three and seven days) the 28-day strength reduction has occurred in damaged samples compared to the that in intact samples. The results of concrete samples with zeolite and without limestone powder at the age of one day indicate the greatest impact on other samples on the 28-day compressive strength of damaged samples compared to that of intact ones, occurring under dry condition. Originality/value This research analyzed and studied the influence under wet and dry curing conditions and the presence of limestone powder and zeolite fillers in recovering of the 28-day compressive strength of preloaded concrete samples at early stages (one, three and seven days) after the construction of the concrete.

scholarly journals Evaluation of Rapid Repair of Concrete Pavements Using Precast Concrete Technology: A Sustainable and Cost-Effective Solution

2021 ◽  
Vol 65 (2) ◽  
pp. 107-128
Author(s):  
Saima Yaqoob ◽  
Johan Silfwerbrand ◽  
Larissa Strömberg
Keyword(s):  
Precast Concrete ◽  
Rolling Resistance ◽  
Cost Effective ◽  
Concrete Pavement ◽  
Concrete Pavements ◽  
Structural Factors ◽  
Concrete Technology ◽  
Rapid Repair ◽  
Pavement Construction ◽  
High Traffic Volume

Abstract Concrete and asphalt are the two competitive materials for a highway. In Sweden, the predominant material for the highway system is asphalt. But under certain conditions, concrete pavements are competitive alternatives. For example, concrete pavements are suitable for high-traffic volume roads, roads in tunnels, concentrated loads (e.g., bus stops and industrial pavement). Besides the load-carrying capacity, the concrete pavement has many advantages such as durability (wear resistance), resistance against frost heave, environment (pollution, recycling, and low rolling resistance leading to fuel savings), fire resistance, noise limitations, brightness, evenness and aesthetics. Concrete pavements are long-lasting but need final repair. Single slabs may crack in the jointed concrete pavement due to various structural and non-structural factors. Repair and maintenance operations are, therefore, necessary to increase the service life of the structures. To avoid extended lane closures, prevent traffic congestions, and expedite the pavement construction process, precast concrete technology is a recent innovative construction method that can meet the requirement of rapid construction and rehabilitation of the pavement. This paper evaluates rapid repair techniques of concrete pavement using precast concrete technology by analysing three case studies on jointed precast concrete pavements. The study showed that the required amount of time to re-open the pavement to traffic is dramatically reduced with jointed precast concrete panels.

scholarly journals Influence of Rapid Heat Treatment on the Shrinkage and Strength of High-Performance Concrete

Materials ◽  
2021 ◽  
Vol 14 (15) ◽  
pp. 4102
Author(s):  
Jan Stindt ◽  
Patrick Forman ◽  
Peter Mark
Keyword(s):  
Heat Treatment ◽  
High Performance ◽  
High Performance Concrete ◽  
Treatment Time ◽  
Precast Concrete ◽  
Concrete Strength ◽  
Shrinkage Strain ◽  
Temperature Treatment ◽  
Production Flow ◽  
Steel Fibres

Resource-efficient precast concrete elements can be produced using high-performance concrete (HPC). A heat treatment accelerates hardening and thus enables early stripping. To minimise damages to the concrete structure, treatment time and temperature are regulated. This leads to temperature treatment times of more than 24 h, what seems too long for quick serial production (flow production) of HPC. To overcome this shortcoming and to accelerate production speed, the heat treatment is started here immediately after concreting. This in turn influences the shrinkage behaviour and the concrete strength. Therefore, shrinkage is investigated on prisms made from HPC with and without steel fibres, as well as on short beams with reinforcement ratios of 1.8% and 3.1%. Furthermore, the flexural and compressive strengths of the prisms are measured directly after heating and later on after 28 d. The specimens are heat-treated between 1 and 24 h at 80 °C and a relative humidity of 60%. Specimens without heating serve for reference. The results show that the shrinkage strain is pronouncedly reduced with increasing temperature duration and rebar ratio. Moreover, the compressive and flexural strength decrease with decreasing temperature duration, whereby the loss of strength can be compensated by adding steel fibres.

Coir fiber as a sustainable material in pavement construction.

2021 ◽  
Vol 10 (1) ◽  
Author(s):  
Anjaly M.
Keyword(s):  
Natural Fibers ◽  
Asphalt Mixture ◽  
Fatigue Cracking ◽  
Performance Characteristics ◽  
Traffic Density ◽  
Coir Fiber ◽  
Sustainable Material ◽  
Stone Matrix Asphalt ◽  
Pavement Construction ◽  
Stone Matrix

ABSTRACT Traffic is increasing day by day due to increased vehicle ownership and infrastructure development. As the modern highway transportation has high speed, high traffic density, heavy load and channelized traffic, bituminous concrete is subjected to various types of distress such as rutting, fatigue cracking and raveling. Fatigue cracking occurs because bituminous layers are weak in tension. Therefore reinforcement of the bituminous mixes is one approach to improve tensile strength. Natural fibers can be used for reinforcing as a substitute for synthetic fibers due to their lower cost, ecological recycling and low specific gravity. Among natural fibers growing attention is being paid to coir fiber due to its easy availability, good wearing resistance and more durable property. Also rutting along wheel path causes vehicle hydroplaning during rainy seasons due to loss of skid resistance. As well as water accumulated over the longitudinal depressions damages bond between binder and aggregates. Therefore there is a need for a durable mix which can increase the service life of pavement thus reduces life cycle cost. This study is about use of coir fiber in pavement construction to improve the performance characteristics of the asphalt mixture being used. Stone matrix asphalt mixture is a rut resistant and durable mix which is reinforced with coir fiber and tested for various performance characteristics. Coir fiber is a sustainable material which can be used for rutting resistant mixture.   Keywords: Stone matrix asphalt, Coir fiber, rutting

Determining Optimum Carbon Nanotubes Content for Asphalt Mixture in Road Pavements

2021 ◽  
Vol 1023 ◽  
pp. 121-126
Author(s):  
Van Bach Le ◽  
Van Phuc Le
Keyword(s):  
Carbon Nanotubes ◽  
Asphalt Pavement ◽  
Asphalt Binder ◽  
Asphalt Mixture ◽  
Construction Cost ◽  
Asphalt Mixtures ◽  
Static Modulus ◽  
Pavement Construction ◽  
Modified Binder ◽  
Marshall Stability

Although small amount of binder in asphalt concrete mixture may commonly range from 3.5 to 5.5% of total mixture as per many international specifications, it has a significant impact on the total cost of pavement construction. Therefore, this paper investigated the effects of five carbon nanotubes contents of 0.05%, 0.1%, 0.15%, 0.2%, 0.25% by asphalt weight as an additive material for binder on performance characteristics of asphalt mixtures. Performance properties of CNTs modified asphalt mixtures were investigated through the Marshall stability (MS) test, indirect tensile (IDT) test, static modulus (SM) test, wheel tracking (WT) test. The results indicated that asphalt mixtures with CNT modified binder can improve both the rutting performance, IDT strength and marshall stability of tested asphalt mixtures significantly at higher percentages of carbon nanotubes. However, the issue that should be considered is the construction cost of asphalt pavement. Based on the asphalt pavement structural analysis and construction cost, it can be concluded that an optimum CNT content of 0.1% by asphalt weight may be used as additive for asphalt binder in asphalt mixtures.

scholarly journals Experimental Study of a New Precast Prestressed Concrete Joint

2018 ◽  
Vol 8 (10) ◽  
pp. 1871 ◽  
Author(s):  
Xueyuan Yan ◽  
Suguo Wang ◽  
Canling Huang ◽  
Ai Qi ◽  
Chao Hong
Keyword(s):  
Energy Dissipation ◽  
Seismic Performance ◽  
Prestressed Concrete ◽  
Precast Concrete ◽  
Concrete Strength ◽  
Frame Structure ◽  
Loading Test ◽  
Concrete Frame ◽  
Concrete Joints ◽  
Precast Prestressed Concrete

Precast monolithic structures are increasingly applied in construction. Such a structure has a performance somewhere between that of a pure precast structure and that of a cast-in-place structure. A precast concrete frame structure is one of the most common prefabricated structural systems. The post-pouring joint is important for controlling the seismic performance of the entire precast monolithic frame structure. This paper investigated the joints of a precast prestressed concrete frame structure. A reversed cyclic loading test was carried out on two precast prestressed concrete beam–column joints that were fabricated with two different concrete strengths in the keyway area. This testing was also performed on a cast-in-place reinforced concrete joint for comparison. The phenomena such as joint crack development, yielding, and ultimate damage were observed, and the seismic performance of the proposed precast prestressed concrete joint was determined. The results showed that the precast prestressed concrete joint and the cast-in-place joint had a similar failure mode. The stiffness, bearing capacity, ductility, and energy dissipation were comparable. The hysteresis curves were full and showed that the joints had good energy dissipation. The presence of prestressing tendons limited the development of cracks in the precast beams. The concrete strength of the keyway area had little effect on the seismic performance of the precast prestressed concrete joints. The precast prestressed concrete joints had a seismic performance that was comparable to the equivalent monolithic system.

scholarly journals Long-Term Behaviour of Precast Concrete Deck Using Longitudinal Prestressed Tendons in Composite I-Girder Bridges

2018 ◽  
Vol 8 (12) ◽  
pp. 2598 ◽  
Author(s):  
Haiying Ma ◽  
Xuefei Shi ◽  
Yin Zhang
Keyword(s):  
Tensile Stress ◽  
Compressive Stress ◽  
Precast Concrete ◽  
Concrete Strength ◽  
Steel Girders ◽  
Concrete Creep ◽  
Compressive Stresses ◽  
Girder Bridge ◽  
Concrete Deck

Twin-I girder bridge systems composite with precast concrete deck have advantages including construction simplification and improved concrete strength compared with traditional multi-I girder bridge systems with cast-in-place concrete deck. But the cracking is still a big issue at interior support for continuous span bridges using twin-I girders. To reduce cracks occurrence in the hogging regions subject to negative moments and to guarantee the durability of bridges, the most essential way is to reduce the tensile stress of concrete deck within the hogging regions. In this paper, the prestressed tendons are arranged to prestress the precast concrete deck before it is connected with the steel girders. In this way, the initial compressive stress induced by the prestressed tendons in the concrete deck within the hogging region is much higher than that in regular concrete deck without prestressed tendons. A finite element analysis is developed to study the long-term behaviour of prestressed concrete deck for a twin-I girder bridge. The results show that the prestressed tendons induce large compressive stresses in the concrete deck but the compressive stresses are reduced due to concrete creep. The final compressive stresses in the concrete deck are about half of the initial compressive stresses. Additionally, parametric study is conducted to find the effect to the long-term behaviour of concrete deck including girder depth, deck size, prestressing stress and additional imposed load. The results show that the prestressing compressive stress in precast concrete deck is transferred to steel girders due to concrete creep. The prestressed forces transfer between the concrete deck and steel girder cause the loss of compressive stresses in precast concrete deck. The prestressed tendons can introduce some compressive stress in the concrete deck to overcome the tensile stress induced by the live load but the force transfer due to concrete creep needs be considered. The concrete creep makes the compressive stress loss and the force redistribution in the hogging regions, which should be considered in the design the twin-I girder bridge composite with prestressed precast concrete deck.

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