Analysis of asphalt concrete permeability data using representative pore size

The permeability of asphalt concrete has been the subject of much study by pavement engineers over the last decade. The work undertaken has tended to focus on high air voids as the primary indicator of permeable asphalt concrete. This paper presents a simple approach for understanding the parameters that affect permeability. Principles explained by Taylor in 1956 in channel theory work for soils are used to derive a new parameter-representative pore size. Representative pore size is related to the air voids in the compacted mix and the D75 of the asphalt mix grading curve. Collected Superpave permeability data from published literature and data collected by the writers at the Queensland Department of Transport and Main Roads is shown to be better correlated with representative pore size than air voids, reducing the scatter considerably. Using the database of collected field and laboratory permeability values an equation is proposed that pavement engineers can use to estimate the permeability of in-place pavements. © 2011 ASCE.

The effect of construction pattern and unit interlock on the structural behaviour of block pavements

The maintenance or even replacement of cracked pavements requires considerable financial resources and puts a large burden on the budgets of local councils. In addition to these costs, local councils also face liability claims arising from uneven or cracked pedestrian pavements. These currently cost the Manchester City Council and Preston City Council around £6 million a year each. Design procedures are empirical. A better understanding of the interaction between paving blocks, bedding sand and subbase was necessary in order to determine the mode of failure of pavements under load. Increasing applied stress was found to mobilise ‘‘rotational interlock’’, providing increased pavement stiffness and thus increased load dissipation resulting in lower transmitted stress on the subgrade. The indications from the literature
review were that pavements are designed to fail by excessive deformation and that paving blocks remained uncracked at failure. This was confirmed with experimental data which was obtained from tests on segments of pavements that were laid/constructed in a purpose built test frame in the laboratory.

Analysis of experimental interlocking blocks of concrete with addition of residues of process the tires retreading production

Analysis of experimental interlocking blocks of concrete with addition of residues of process the tires retreading production. With the population growth in recent years, industry in general has adjusted itself to resulting demand. the industry of tire retreading generates residues that have been discarded without any control. this adds to environmental pollution and promotes the proliferation of vectors harmful to health, aiming to find an application for this type of residues, this study presents experimental results to interlocking concrete block pavements, with addition of residues tires, interlocking blocks were built up and we determined, through laboratory tests, the need to set the mark that provide greater return regarding analyzed characteristics, there are four types of dosage of concrete with residues tires. We accomplished tests of compression strength, water absorption and resistance to impact. Through the preliminary results, we verified that are satisfactory, confirming the possibility of applying this type of interlocking block in environments with low demand, which would bring the economy of natural sources of aggregates, beyond ecological benefits through the reuse of residues from retreading of tires.

Estimated lifetimes of road pavements in Sweden using time-to-event analysis

Maintenance planning of road pavement requires reliable estimates of roads’ lifetimes. In determining the lifetime of a road, this study combines maintenance activities and road condition measurements. The scope of the paper is to estimate lifetimes of road pavements in Sweden with time to event analysis. The model used includes effects of pavement type, road type, bearing capacity, road width, speed limit, stone size and climate zone, where the model is stratified according to traffic load. Among the nine analyzed pavement types, stone mastic had the longest expected lifetime, 32 percent longer than asphalt concrete. Among road types, ordinary roads with cable barriers had 30 percent shorter lifetime than ordinary roads. Increased speed lowered the lifetime, while increased stone size (up to 20 mm) and increased road width lengthened the lifetime. The results are of importance for life cycle cost analysis and road management.

Accounting for warping and differential drying shrinkage mechanisms in the design of jointed plain concrete payments

When a concrete slab experiences differential volume change due to temperature, moisture, and shrinkage gradients, it deforms. The stresses induced by these differential volume changes can reduce the pavement’s fatigue life. Differential volume change is quantified by the equivalent temperature difference required to deform a comparable flat slab to the same shape as the actual slab. This thesis presents models to predict the equivalent temperature difference due to moisture warping and differential drying shrinkage. Moisture warping occurs because a portion of drying shrinkage is reversible, while differential drying shrinkage is due to the irreversible portion of drying shrinkage. The amount of reversible shrinkage was investigated for concretes made with different types of aggregate, including lightweight and recycled. Another source of differential volume change is built-in curl, which is caused by temperature gradients at the time of paving. This thesis also presents a comparison of methods used to quantify built-in curl.

Highly Conductive Carbon Fiber Reinforced Concrete for Icing Prevention and Curing

This paper aims to study the feasibility of highly conductive carbon fiber reinforced concrete (CFRC) as a self-heating material for ice formation prevention and curing in pavements. Tests were carried out in lab ambient conditions at different fixed voltages and then introduced in a freezer at −15 °C. The specimens inside the freezer were exposed to different fixed voltages when reaching +5 °C for prevention of icing and when reaching the temperature inside the freezer, i.e., −15 °C, for curing of icing. Results show that this concrete could act as a heating element in pavements with risk of ice formation, consuming a reasonable amount of energy for both anti-icing (prevention) and deicing (curing), which could turn into an environmentally friendly and cost-effective deicing method.

Vehicular crash test of a continuous concrete median barrier without a footing. Final report.

Federal Highway Administration, Washington, D.C.

Scale model study of low-density concrete impact attenuators. Final report.

Ohio Department of Transportation, Columbus

Procedures for controlling the effect of increased tire pressure on asphalt concrete pavement damage. Final report.

Oregon Department of Transportation, Salem

Concrete median barrier research. Volume 1 - executive summary. Final report.

Federal Highway Administration, Office of Research and Development, Washington, D.C.

Concrete median barrier research. Volume 2 - research report. Final report.

Federal Highway Administration, Office of Research and Development, Washington, D.C.

Time-to-corrosion of reinforcing steel in concrete slabs.

Bibliography: p. 15.

Recycling of asphalt concrete airfield pavement : a laboratory study /

Performing organization : Civil Enginnering Laboratory. Naval Construction Battalion Center

The advantages secured by sealing a bituminous concrete pavement with a hot sand mixture /

Paper presented at the Conference of Engineers of the New Jersey State Highway Department, Trenton, N. J., February 15, 1922.

Evaluation of reclaimed rubber in bituminous pavements /

"June 1995."