Search Results (249)

Rapid pavement repair demands materials that combine accelerated strength gains, dimensional stability, long-term durability, and sustainability. However, finding materials or formulations that offer these balances remains a critical challenge. This study systematically evaluates two polymer-modified belitic calcium sulfoaluminate (CSA) concretes—CSAP (powdered polymer) and CSA-LLP (liquid polymer admixture)—against a traditional Type III Portland cement (OPC) control under both laboratory and realistic outdoor conditions. Laboratory specimens were tested for fresh properties, early-age and later-age compressive, flexural, and splitting tensile strengths, as well as drying shrinkage according to ASTM standards. Outdoor 5 × 4 × 12-inch slabs mimicking typical jointed plain concrete panels (JPCPs), instrumented with vibrating wire strain gauges and thermocouples, recorded the strain and temperature at 5 min intervals over 16 weeks, with 24 h wet-burlap curing to replicate field practices. Laboratory findings show that CSA mixes exceeded 3200 psi of compressive strength at 4 h, but cold outdoor casting (~48 °F) delayed the early-age strength development. The CSA-LLP exhibited the lowest drying shrinkage (0.036% at 16 weeks), and outdoor CSA slabs captured the initial ettringite-driven expansion, resulting in a net expansion (+200 µε) rather than contraction. Approximately 80% of the total strain evolved within the first 48 h, driven by autogenous and plastic effects. CSA mixes generated lower peak internal temperatures and reduced thermal strain amplitudes compared to the OPC, improving dimensional stability and mitigating restraint-induced cracking. These results underscore the necessity of field validation for shrinkage compensation mechanisms and highlight the critical roles of the polymer type and curing protocol in optimizing CSA-based repairs for durable, low-carbon pavement rehabilitation. Full article

This study proposes a vibration-based approach for detecting and quantifying sub-slab corner voids in airport cement concrete pavement. Scaled down slab models were constructed and subjected to controlled moving load simulations. Acceleration signals were collected and analyzed to extract time–frequency domain features, including power spectral density (PSD), skewness, and frequency center. A finite element model incorporating contact and nonlinear constitutive relationships was established to simulate structural response under different void conditions. Based on the simulated dataset, a random forest (RF) model was developed to estimate void size using selected spectral energy indicators and geometric parameters. The results revealed that the RF model achieved strong predictive performance, with a high correlation between key features and void characteristics. This work demonstrates the feasibility of integrating simulation analysis, signal feature extraction, and machine learning to support intelligent diagnostics of concrete pavement health. Full article

Quality requirements for mineral aggregate for concrete used to construct pavement for busy highways are high because of the fatigue traffic loads and environmental exposure. The use of local aggregate for infrastructure projects could result in important sustainability improvements, provided that the concrete’s durability is assured. The objective of this study was to identify the potential alkaline reactivity of local greywacke aggregate and select appropriate mitigation measures against the alkali–silica reaction. Experimental tests on concrete specimens were performed using the miniature concrete prism test at 60 °C. Mixtures of coarse greywacke aggregate up to 12.5 mm with natural fine aggregate of different potential reactivity were evaluated in respect to the expansion, compressive strength, and elastic modulus of the concrete. Two preventive measures were studied—the use of metakaolin and slag-blended cement. A moderate reactivity potential of the greywacke aggregate was found, and the influence of reactive quartz sand on the expansion and instability of the mechanical properties of concrete was evaluated. Both crystalline and amorphous alkali–silica reaction products were detected in the cracks of the greywacke aggregate. Efficient expansion mitigation was obtained for the replacement of 15% of Portland cement by metakaolin or the use of CEM III/A cement with the slag content of 52%, even if greywacke aggregate was blended with moderately reactive quartz sand. It resulted in a relative reduction in expansion by 85–96%. The elastic modulus deterioration was less than 10%, confirming an increased stability of the elastic properties of concrete. Full article

In this study, the behavior of a three-hinged buried precast arch structure under the impact of the design truck was studied and evaluated based on the finite element method. A three-dimensional finite element analysis model of the buried precast arch structure has been meticulously established, considering arch segments’ joining and surface contact and interaction between surrounding soil and concrete structures. The behavior of the arch structure was examined and compared with the influence of pavement types, number of lanes, and axle spacings. The crucial findings indicate that arch structure behavior differs depending on design truck layouts and pavement stiffness and less on multi-lane vehicle loading effects. Furthermore, the extent of pressure propagation under the wheel depends not only on the magnitude of the axle load but also on the stiffness of the pavement structures. Cement concrete pavement (CCP) allows better dispersion of wheel track pressure on the embankment than asphalt concrete pavement (ACP). Therefore, the degree of increase in arch displacement with ACP is higher than that of CCP. To enhance the coverage of the vehicle influence zone, an extension of the backfill material width should be considered from the bottom of the arch and with the prism plane created at a 45-degree transverse angle. Full article

The construction of concrete pavements has increased due to their better durability, lifespan, and lower maintenance costs. However, this has resulted in the increased consumption of Portland cement, which is one of the major contributors to carbon emissions. Consequently, the research on alternative binders such as geopolymer concrete has increased in recent times. There are several research studies that investigate the feasibility of geopolymer concrete as a construction material, with limited studies exploring its application in concrete pavements. Therefore, this review study explores the material properties of geopolymer concrete pertinent to the performance of concrete pavements. It also discusses the potential of various industrial and agricultural waste as precursor material in geopolymer concrete. The findings of this paper show that most of the studies used fly ash and ground granulated blast furnace slag (GGBFS) as precursor material in geopolymer pavement-quality concrete, and there is a vast scope in the exploration of other industrial and agricultural waste as precursor material. The mechanical and durability properties of geopolymer pavement-quality concrete are superior to conventional pavement concrete. It is also observed that the drying shrinkage and coefficient of thermal expansion of geopolymer pavement-quality concrete are lower than those of conventional pavement concrete, and this will positively benefit the long-term performance of concrete pavements. The results of fatigue analysis and mechanical load test on the geopolymer pavement-quality concrete indicate its improved performance when compared to the conventional pavement concrete. Full article

In this study, the thermal effectiveness of thermally conductive concrete pavements (TCPs) using silicon carbide (SiC) as a fine aggregate replacement was investigated, compared with that of ordinary Portland cement pavements (OPCPs). The most important purpose of this study is to improve the thermal performance of concrete pavement. Additionally, this study utilized improved thermal properties to enhance the efficiency of pavement heating to prevent icing and snow stacking. Both mixtures met the Korean standards for air content (4.5–6%) and slump (80–150 mm), demonstrating adequate workability. TCP exhibited a higher mechanical performance, with average compressive and flexural strengths of 42.88 MPa and 7.35 MPa, respectively, exceeding the required targets of a 30 MPa compressive strength and a 4.5 MPa flexural strength. The improved strength was mainly attributed to the filler effect and partly due to the van der Waals interactions of the SiC particles. Thermal conductivity tests showed a significant improvement in the TCP (3.20 W/mK), which was approximately twice that of OPCP (1.59 W/mK), indicating an enhanced heat transfer efficiency. In winter field tests, TCP effectively maintained high surface temperatures, overcoming heat loss and outperforming the OPCP. In the site experiment, thermal efficiency was clearly shown in the temperature at the center of the TCP, which was 3.5 °C higher than at the center of the OPCP at the coldest time. These improvements suggest that SiC-reinforced concrete pavements can be practically utilized for effective snow removal and ice mitigation in road systems. Full article

The inherent limitations of ordinary cement mortar—characterized by its high brittleness and low flexibility—result in a diminished load-bearing capacity, predisposing concrete pavements to cracking. A novel approach has been proposed to enhance material performance by incorporating emulsified asphalt and latex into ordinary cement mortar, aiming to improve the flexibility and durability of concrete pavements effectively. To further validate the feasibility of this proposed approach, a series of comprehensive experimental investigations were conducted, with corresponding conclusions detailed herein. As outlined below, the flexibility properties of the modified cement mortar were systematically evaluated at curing durations of 3, 7, and 28 days. The ratio of flexural to compressive strength can be increased by up to 38.9% at 8% emulsified asphalt content at the age of 28 days, and by up to 50% at 8% latex content. The mechanism of emulsified asphalt and latex-modified cement mortar was systematically investigated using a suite of analytical techniques: X-ray diffraction (XRD), Fourier transform infrared (FTIR) spectroscopy, thermogravimetric analysis (TG-DTG), X-ray photoelectron spectroscopy (XPS), and scanning electron microscopy (SEM). Through comprehensive analyses of microscopic morphology, hydration products, and elemental distribution, the enhancement in cement mortar toughness can be attributed to two primary mechanisms. First, Ca²⁺ ions combine with the carbonyl groups of emulsified asphalt to form a flexible film structure during cement hydration, thereby reducing the formation of brittle hydrates. Second, active functional groups in latex form a three-dimensional network, regulating internal expansion-contraction tension in the modified mortar and extending its service life. Full article

The design of asphalt mixture has, for a long time, been an empirical and proof process, causing the mismatch between material design and pavement structure design. To enhance the rationality of asphalt pavement design, this study seeks a path to bridge the gap between asphalt mixture modulus and structural behavior. Firstly, pavement models with different base rigidities, including cement concrete base, cement-treated granular base, and granular base, were constructed to calculate the pavement responses under different dynamic modulus master curve parameters. The influence of master curve parameters on critical pavement responses was identified by the response surface method (RSM). Furthermore, a Whale Optimization Algorithm–Back Propagation (WOA-BP) artificial-neural-network-based pavement response prediction model was established. Then, a database mapping over 100 thousand pavement responses and dynamic modulus master curve parameters was built for determining the dynamic modulus master curve parameters by optimizing the pavement responses. The results show that the impacts of dynamic modulus master curve parameters on critical pavement responses depend on pavement structures. In general, parameter δ has the greatest impact, followed by α, while the effects of β and γ are relatively small. The Artificial Neural Network (ANN) performance prediction model, optimized by the WOA algorithm, has a high accuracy. The methodology for determining the dynamic modulus master curve parameter based on the critical response of pavement was successfully implemented. The findings can bridge the gap between material design and structure design of asphalt pavement and provide a basis for more accurate and reasonable asphalt pavement design. Full article

The rapid expansion of urban areas has increased the prevalence of impermeable surfaces, intensifying flooding risks by disrupting natural water infiltration. Permeable pavements have emerged as a sustainable alternative, capable of reducing stormwater runoff, improving surface friction, and mitigating urban heat island effects. Nevertheless, their broader implementation is often hindered by issues such as clogging and limited mechanical strength resulting from high porosity. This study examines the design of interlocking permeable blocks utilizing ultra-high-performance concrete (UHPC) to strike a balance between enhanced drainage capacity and high structural performance. A topology optimization (TO) strategy was applied to numerically model the ideal block geometry, incorporating 105 drainage channels with a diameter of 6 mm—chosen to ensure manufacturability and structural integrity. The UHPC formulation was developed using particle packing optimization with ordinary Portland cement (OPC), silica fume, and limestone filler to reduce binder content while achieving superior strength and workability, guided by rheological assessments. Experimental tests revealed that the perforated UHPC blocks reached compressive strengths of 87.8 MPa at 7 days and 101.0 MPa at 28 days, whereas the solid UHPC blocks achieved compressive strengths of 125.8 MPa and 146.2 MPa, respectively. In contrast, commercial permeable concrete blocks reached only 28.9 MPa at 28 days. Despite a reduction of approximately 30.9% in strength due to perforations, the UHPC-105holes blocks still far exceed the 41 MPa threshold required for certain structural applications. These results highlight the mechanical superiority of the UHPC blocks and confirm their viability for structural use even with enhanced permeability features. The present research emphasizes mechanical and structural performance, while future work will address hydraulic conductivity and anticlogging behavior. Overall, the findings support the use of topology-optimized UHPC permeable blocks as a resilient solution for sustainable urban drainage systems, combining durability, strength, and environmental performance. Full article

The structural integrity of cement concrete pavements, paramount for ensuring traffic safety and operational efficiency, faces mounting challenges from the escalating burden of heavy-duty vehicular traffic. Precise characterisation of pavement dynamic responses under such conditions proves indispensable for implementing effective structural health monitoring and early warning system deployment. This investigation examines the triaxial dynamic response characteristics of cement concrete pavement subjected to low-speed, heavy-duty vehicular excitations, employing data acquired through in situ field measurements. A monitoring system incorporating embedded triaxial MEMS accelerometers was developed to capture vibration signals directly within the pavement structure. Raw data underwent preprocessing utilising a smoothing wavelet transform technique to attenuate noise, followed by empirical mode decomposition (EMD) and short-time energy (STE) analysis to scrutinise the time–frequency and energetic properties of triaxial vibration signals. The findings demonstrate that heavy, slow-moving vehicles generate substantial triaxial vibrations, with the vertical (Z-axis) response exhibiting the greatest amplitude and encompassing higher dominant frequency components compared to the horizontal (X and Y) axes. EMD successfully decomposed the complex signals into discrete intrinsic mode functions (IMFs), identifying high-frequency components (IMF1–IMF3) associated with transient vehicular impacts, mid-frequency components (IMF4–IMF6) presumably linked to structural and vehicle dynamics, and low-frequency components (IMF7–IMF9) representing system trends or ambient noise. The STE analysis of the selected IMFs elucidated the transient nature of axle loading, revealing pronounced, localised energy peaks. These findings furnish a comprehensive understanding of the dynamic behaviour of cement concrete pavements under heavy vehicle loads and establish a robust methodological framework for pavement performance assessment and refined axle load identification. Full article

Cracking in semi-rigid cement-stabilized macadam bases constitutes a prevalent distress in asphalt pavements. While extensive research exists on grouting materials for crack rehabilitation, quantitative assessment methodologies for treatment efficacy remain underdeveloped. This study proposes a novel evaluation framework integrating fiber Bragg grating (FBG) technology to monitor pavement mechanical responses under traffic loads. Conducted on the South China Expressway project, the methodology encompassed (1) a method for back-calculating the modulus of the asphalt layer based on Hooke’s Law; (2) a sensor layout plan with FBG sensors buried at the top of the pavement base in seven sections; (3) statistical analysis of the asphalt modulus based on the mechanical response when a large number of vehicles passed; and (4) comparative analysis of modulus variations to establish quantitative performance metrics. The results demonstrate that high-strength geopolymer materials significantly enhanced the elastic modulus of the asphalt concrete layer, achieving 34% improvement without a waterproofing agent versus 19% with a waterproofing agent. Polymer-treated sections exhibited a mean elastic modulus of 676.15 MPa, substantially exceeding untreated pavement performance. Low-strength geopolymers showed marginal improvements. The modulus hierarchy was as follows: high-strength geopolymer (without waterproofing agent) > polymer > high-strength geopolymer (with waterproofing agent) > low-strength geopolymer (without waterproofing agent) > low-strength geopolymer (with waterproofing agent) > intact pavement > untreated pavement. These findings demonstrate that a high-strength geopolymer without a waterproofing agent and high-polymer materials constitute optimal grouting materials for this project. The developed methodology provides critical insights for grout material selection, construction process optimization, and post-treatment maintenance strategies, advancing quality control protocols in pavement rehabilitation engineering. Full article

With the continuous expansion of highway networks and rapid advancements in the transportation industry, the need for highway maintenance and reconstruction has become increasingly urgent. Resonant rubblization technology generates an interlocking structure within the pavement layer by producing diagonal cracks at angles of 35–40°, thereby significantly enhancing load-bearing capacity and structural stability. As a result, this technique offers substantial benefits, including a marked reduction in reflective cracking, efficient reuse of existing concrete slabs (with a utilization rate exceeding 85%), reduced construction costs (by 15–30% compared to conventional methods), and faster construction speeds—up to 7000 square yards per day. Consequently, resonant rubblization has emerged as a key method for rehabilitating aging cement concrete pavements. Building on this foundation, this paper reviews the fundamental principles of resonant rubblization technology by synthesizing global research findings and engineering case studies. It provides a comprehensive analysis of the historical development, equipment design, construction principles, and practical application outcomes of resonant rubblization, with particular attention to its effects on pavement structure, load-bearing capacity, and long-term stability. Future research should focus on developing more realistic subgrade models, improving evaluation methods for post-rubblization pavement performance, and advancing the intelligentization of resonant equipment. The ultimate goal is to enhance the quality of road maintenance and repair, ensure road safety, and promote the development of long-life, sustainable road infrastructure through the continued advancement and application of resonant rubblization technology. Full article

This study investigates the combined use of waste glass cullet (WGC) and snail shell powder (SSP) as a sustainable binary cementitious system to enhance the mechanical performance and durability of concrete, particularly for rigid pavement applications. Nine concrete mixes were formulated: a control mix, four mixes with 5%, 10%, 15%, and 20% WGC as partial cement replacement, and four corresponding mixes with 1% SSP addition. Slump, compressive strength, and flexural strength were evaluated at various curing ages. Results showed that while WGC reduced workability due to its angular morphology (slump decreased from 30 mm to 20 mm at 20% WGC), the inclusion of SSP slightly mitigated this reduction (21 mm at 20% WGC + 1% SSP). At 28 days, compressive strength increased from 40.0 MPa (control) to 45.0 MPa with 20% WGC and further to 48.0 MPa with the addition of SSP. Flexural strength also improved from 7.0 MPa (control) to 7.8 MPa with both WGC and SSP. These improvements were statistically significant (p < 0.05) and supported by correlation analysis, which revealed a strong inverse relationship between WGC content and slump (r = −0.97) and strong positive correlations between early and later-age strength. Microstructural analyses (SEM/EDX) confirmed enhanced matrix densification and pozzolanic activity. The findings demonstrate that up to 20% WGC with 1% SSP not only enhances strength development but also provides a viable, low-cost, and eco-friendly alternative for producing durable, load-bearing, and sustainable concrete for rigid pavements and infrastructure applications. This approach supports circular economic principles by valorizing industrial and biogenic waste streams in civil construction. Full article

Cemented paste backfill (CPB) plays an important role in sustainable mining by providing structural support and reducing surface subsidence. While traditional destructive testing methods such as unconfined compressive strength (UCS) tests offer valuable understanding of material strength, they require a lot of resources, are time-consuming, and environmentally unfriendly. However, non-destructive testing (NDT) techniques such as ultrasonic pulse velocity (UPV), electrical resistivity (ER), and acoustic emission (AE) provide sustainable alternatives by preserving sample integrity, minimizing waste, and enabling real-time monitoring. This study systematically reviews and quantitatively compares the effectiveness of UPV, ER, and AE in predicting the strength of CPB. Meta-analysis of 30 peer-reviewed studies reveals that UPV and AE provide the most consistent and reliable correlations with UCS, with R² values of 0.895 and 0.896, respectively, while ER shows more variability due to its sensitivity to environmental factors. Additionally, a synthetic model combining UPV, AE and ER demonstrates improved accuracy in predicting strength. This hybrid approach enhances predictions of material performance while supporting sustainability in mining and construction. Our research advocates for better testing practices and presents a promising direction for future infrastructure projects, where real-time, non-invasive monitoring can enhance material performance evaluation and optimize resource use. Full article

Steel fiber reinforced concrete (SFRC) exhibits excellent material enhancement and toughening properties. It is widely used in applications such as airport runways, highway pavements, and bridge deck overlays. In order to predict the compressive strength of SFRC efficiently and accurately, this study proposes a deep learning-based prediction model, trained and tested on a large set of experimental data. Additionally, the SHapley Additive exPlanations (SHAP) interpretability method is employed to analyze and interpret the prediction outcomes. SHAP facilitates the identification and visualization of both positive and negative correlations among input features, along with their magnitudes and overall importance from local and global perspectives. This analysis sheds light on the decision-making logic of the “black-box” model and addresses the transparency challenges typically associated with conventional machine learning (ML) approaches. Fourteen physical parameters, including steel fiber content, length, diameter, cement dosage, coarse aggregate content, and fly ash content, are selected as input features. The SHAP values of these parameters are visualized to assess their importance, impact, and influencing patterns on compressive strength prediction. The results show that the optimized deep learning model has higher prediction accuracy and generalization ability compared to other traditional ML models. The SHAP analysis results are consistent with the experimental results, and the predictive model well reflects the complex nonlinear relationship between various characteristic parameters, which can provide a basis and reference for the engineering design of SFRC materials. Full article