The use of recycled demolition aggregate in precast concrete products – Phase III: Concrete pavement flags

A study undertaken at the University of Liverpool has investigated the potential for using construction and demolition waste (C&DW) derived aggregate in the manufacture of a range of precast concrete products, i.e. building and paving blocks and pavement flags. Phase III, which is reported here, investigated
concrete pavement flags. This was subsequent to studies on building and paving blocks. Recycled demolition aggregate can be used to replace newly quarried limestone aggregate, usually used in coarse (6 mm) and fine (4 mm-to-dust) gradings. The first objective was, as was the case with concrete building
and paving blocks, to replicate the process used by industry in fabricating concrete pavement flags in the laboratory. The ‘‘wet’’ casting technique used by industry for making concrete flags requires a very workable mix so that the concrete flows into the mould before it is compressed. Compression squeezes out water from the top as well as the bottom of the mould. This industrial casting procedure was successfully replicated in the laboratory by using an appropriately modified cube crushing machine and a special mould typical of what is used by industry. The mould could be filled outside of the cube crushing machine and then rolled onto a steel frame and into the machine for it to be compressed. The texture and mechanical properties of the laboratory concrete flags were found to be similar to the factory ones. The experimental work involved two main series of tests, i.e. concrete flags made with concrete- and
masonry-derived aggregate. Investigation of flexural strength was required for concrete paving flags. This is different from building blocks and paving blocks which required compressive and tensile splitting strength respectively. Upper levels of replacement with recycled demolition aggregate were determined
that produced similar flexural strength to paving flags made with newly quarried aggregates, without requiring an increase in the cement content. With up to 60% of the coarse or 40% of the fine fractions replaced with concrete-derived aggregates, the target mean flexural strength of 5.0 N/mm2 was still
achieved at the age of 28 days. There was similar detrimental effect by incorporating the fine masonry-derived aggregate. A replacement level of 70% for coarse was found to be satisfactory and also conservative. However, the fine fraction replacement could only be up to 30% and even reduced to 15% when used for mixes where 60% of the coarse fraction was also masonry-derived aggregate.

Characterisation of pavement profile heights using accelerometer readings and a combinatorial optimisation technique

Pavement surface profiles induce dynamic ride responses in vehicles which can potentially be used to classify road surface roughness. A novel method is proposed for the characterisation of pavement roughness through an analysis of vehicle accelerations. A combinatorial optimisation technique is applied to the determination of pavement profile heights based on measured accelerations at and above the vehicle axle. Such an approach, using low-cost inertial sensors, would provide an inexpensive alternative to the costly laser-based profile measurement vehicles. The concept is numerically validated using a half-car roll dynamic model to infer measurements of road profiles in both the left and right wheel paths.

The Coronation mantle and the Westminster sanctuary pavement

The Great Sanctuary pavement at Westminster Abbey, on which the kings of England were crowned, features a design of rotated squares, around a central roundel of unusual Egyptian alabaster, set within a circle of bright blue glass. The roundel’s visual resemblance to the world and the firmament is underlined by a surrounding inscription, identifying it as the world, the macrocosm. This paper proposes that the design and meaning of the Great Sanctuary pavement reflect the square macrocosmic mantle in which the English king was wrapped during the coronation ceremony. This paper underlines the special nature of the English coronation mantle within the context of other royal and imperial cosmic mantles. Its square form was unique, and it featured in the English coronation liturgies in a way that European mantles did not. The English liturgies stressed its role as a representation of the world or macrocosm

Neopaleozoic striated surfaces in the granitic basement and clast pavement remains of Salto, SP

Near Guarau Ceramic, localized southwest of Salto city in the State of Sao Paulo, two granite outcrops, distant some tens of meters from each other, display Neopaleozoic striated surfaces. These surfaces are in contact with diamictites from the Itarare Subgroup. The striae correspond to sub parallel grooves with millimetric spacing and depth, oriented about N48E and dipping 12 degrees to 42 degrees towards SE. Observed features and association with diamictites indicate an origin by glacial abrasion due to ice movement from southeast towards northwest. About 1.8 km east of Salto, unconsolidated material containing flat-iron-shaped and striated clasts was found on top of granite outcrops, interpreted as clasts pavement remains.

Measurement and analysis of pavement marking retroreflectivity

Retroreflective pavement markings enhance road safety by increasing visibility of roadway delineation for road users. In most countries, authorities responsible for road safety do not have performance intervention criteria and standards, and rely on fixed-time interval maintenance programs. This practice is undergoing change via the introduction of mobile retroreflectivity recording units. The focus of this study is to investigate the use of standard mobile retroreflectivity recording units and to analyse the observed retroreflectivity data to evaluate the state of pavement markings under investigation. The centreline pavement marking retrorefl/ectivity data collected by Queensland Department of Main Roads using the ECODYN mobile retroreflectivity recording unit are analysed to determine how the factors such as pavement surface type and traffic environment relate to retroreflectivity performance. It has been found that the mobile retroreflectivity recording unit with in-built processing capabilities can be implemented for identifying the requirements of maintenance programs, as well as to relate the observed retroreflectivity with other factors such as pavement surface type and traffic environment. The observed data indicated that there is a disparity between urban and rural roads of southeast Queensland in terms of centreline pavement marking retroreflectivity qualities. Asphalt surfaces, common in urban environments, were found to have average retroreflectivity over 200 mcd/m2/lux, whereas sprayed seal surfaces, common in rural environments, averaged below 170 mcd/m2/lux. About one-third of the roads used in the analysis fell below the generally accepted minimum threshold of 150 mcd/m2/lux at the time of observation.

An assessment of existing bicycle advisory pavement marking on urban roads

Bicycle advisory treatments are used to advise road users of the potential presence of cyclists and of the location where cyclists may be expected to ride on a road. They include pavement markings, warning signs, guide signs, and as such have no regulatory function. The most common type of bicycle advisory pavement markings is the shared lane marking. Other forms of bicycle advisory pavement marking have also been trialled and used in several local jurisdictions. The bicycle awareness zone is an example of such facility which has been trialled and used in southeast Queensland, Australia since the late 1990s. A bicycle awareness zone is similar to shared lane marking in principle but differs in the type of logo and, in some cases, location of its placement on the road. This study assesses the operational and safety issues at three bicycle awareness zone sites by analysing video-assisted observation data collected in 2011 by Queensland Department of Transport and Main Roads, Australia. Of the several applications of bicycle awareness zones, this study only covers a particular application where the centre of the bicycle symbol is placed exactly over the parking edge line. Unlike previous studies, which mostly covered before-and-after evaluations of bicycle advisory pavement markings, the focus of this study is to assess whether the placement of bicycle awareness zone symbols has been successful. The aggregated results from video-assisted observational data show that the cyclists did not always track themselves over the centre of the symbols. Rather, both the cyclists' lateral tracking positions and road user interactions varied with the widths of kerbside parallel parking space. Since the bicycle awareness zone symbols are not positioned on the cyclists' desired line of ride on some roads, their operational effectiveness and safety value are questioned.

An intelligent system for pavement management

This paper describes a method for the evaluation of pavement condition through artificial neural networks using the MLP backpropagation technique. Two of the most used procedures for detecting the pavement conditions were applied: the overall severity index and the irregularity index. Tests with the model demonstrated that the simulation with the neural network gives better results than the procedures recommended by the highway officials. This network may also be applied for the construction of a graphic computer environment.

Pavement and alignment design of a new rural road in the province of Bologna

This thesis aims to give a general view of pavement types all over the world, by showing the different characteristics of each one and its different life steps starting from construction, passing by maintenance and arriving until recycling phase. The flexible pavement took the main part of this work because it has been used in the last part of this thesis to design a project of a rural road. This project is located in the province of Bologna-Italy (‘Comune di Argelato’, 26 km in the north of Bologna), and has 5677, 81 m of length. A pavement design was made using the program BISAR 3.0 and a fatigue life study was made, also, in order to estimate the number of loads (in terms of heavy vehicles axle) to cause road’s failure . An alignment design was made for this project and a safety study was established in order to check if the available sight distance at curves respects the safety norms or not, by comparing it to the stopping sight distance. Different technical sheets are demonstrated and several cases are discussed in order to clarify the main design principles and underline the main hazardous cases to be avoided especially at intersection. This latter, its type’s choice depends on several factors in order to make the suitable design according to the environmental data. At this part of the road, the safety is a primordial point due to the high accident rate in this zone. For this reason, different safety aspects are discussed especially at roundabouts, signalized intersections, and also some other common intersection types. The design and the safety norms are taken with reference to AASHTO (American Association of State Highway and Transportation Officials), ACT (Transportation Association of Canada), and also according to Italian norms (Decreto Ministeriale delle Starde).

Context-sensitive design in transportation infrastructure: relating tire/pavement noise with wearing course characteristics

A design can be defined as context-sensitive when it achieves effective technical and functional transportation solutions, while preserving and enhancing natural environments and minimizing impacts on local communities. Traffic noise is one of the most critical environmental impacts of transportation infrastructure and it affects both humans and ecosystems. Tire/pavement noise is caused by a set of interactions at the contact patch and it is the predominant source of road noise at the regular traffic speeds. Wearing course characteristics affect tire/pavement noise through various mechanisms. Furthermore, acoustic performance of road pavements varies over time and it is influenced by both aging and temperature. Three experimentations have been carried out to evaluate wearing course characteristics effects on tire/pavement noise. The first study involves the evaluation of skid resistance, surface texture and tire/pavement noise of an innovative application of multipurpose cold-laid microsurfacing. The second one involves the evaluation of the surface and acoustic characteristics of the different pavement sections of the test track of the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo. In the third study, a set of highway sections have been selected in Southern Ontario with various types of pavements. Noise measurements were carried out by means of the Statistical Pass-by (SPB) method in the first case study, whereas in the second and in the third one, Close-proximity (CPX) and the On-Board Sound Intensity (OBSI) methods have been performed in parallel. Test results have contributed to understand the effects of pavement materials, temperature and aging on tire/pavement noise. Negligible correlation was found between surface texture and roughness with noise. As a general trend, aged and stiffer materials have shown to provide higher noise levels than newer and less stiff ones. Noise levels were also observed to be higher with temperature increase.