Search Results (40)

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

This study aims to develop an electrically heated sidewalk system to efficiently clear ice and snow from pedestrian walkways, ensuring safety and minimizing environmental impact during winter. While extensive research has been conducted on heated pavement and slab systems for vehicles and aircraft, there is a notable gap in studies focusing on heated sidewalk systems for pedestrians, which are unique due to their disjointed configurations. Concrete mixtures containing 2.2% carbon fibers (CFs) and 0.5% carbon nanotubes (CNTs) by cement weight were used to cast the electrically heated concrete side blocks. No. 3 structural rebars served as electrodes to physically connect the side blocks and distribute electrical power to them. A laboratory-scale prototype, consisting of a 5 × 5 block array (750 mm × 750 mm), was constructed to evaluate heating performance. The surface and internal temperatures were measured using an infrared camera and thermocouples, respectively, while consistently powering the prototype with a power supply. The blocks were connected in a parallel electrical configuration to operate the system at low voltage levels. The results indicated a surface temperature increase of 16–20 °C over two hours with a power density ranging from 620 to 830 W/m², which was sufficient for deicing pedestrian walkways. Full article

This research aimed to investigate the potential of using alkali activation technology to valorize steel slag and bauxite residue for the production of high-performance pavement blocks. By utilizing these industrial by-products, the study seeks to reduce their environmental impact and support the development of sustainable construction materials. Lab-scale testing showed that bauxite pavers showed a decrease in mechanical strength with increasing replacement of ordinary Portland cement. Partial replacement up to 20% still exceeded 30 MPa in compressive strength. Steel slag-based pavers achieved the 30 MPa threshold required for the application with selected mix designs. Pilot-scale production-optimized formulations and standards testing, including freeze–thaw resistance, confirmed the technical viability of these products. Life cycle analysis indicated a 25–27% reduction in CO₂ emissions for slag-based tiles compared to traditional concrete tiles. Moreover, using industrial residue reduced mineral resource depletion. This study examined the properties of the resulting alkali-activated binders, their ecological benefits, and their performance compared to conventional materials. Through a comprehensive analysis of these applications, our research promotes the circular economy and the advancement of sustainable construction products. Full article

Pervious concrete is widely used as a paving material. Pervious pavement is generally constructed by pouring fresh pervious concrete and compacting. However, it has some difficulties such as finishing and curing. In addition, the road has to be closed, until the pervious concrete gains enough strength. Pervious concrete block is a new material that can overcome these difficulties. In this study, the effect of compression force on the strength and infiltration rate of pervious concrete blocks has been investigated. The compaction process was different from traditional methods in this study, and was applied according to predesignated compression forces on fresh pervious concrete mixtures sensitively. Within the scope of the study, 36 different mixtures were produced by applying four different compression forces (25, 50, 75, and 100 kN) in three different sample thicknesses (60, 80, and 100 mm) with three different aggregate sizes (2–4, 4–8, and 8–16 mm). As a result, it was found that while the increase in the compression force increases the splitting tensile strength of pervious concrete blocks with 2–4 and 4–8 mm aggregate, it causes a decrease in the strength due to the aggregate crushing phenomenon in mixtures with 8–16 mm aggregate, 6 cm thick samples. In this study, it was seen that the expectation that the increase in compaction would always cause an increase in strength is not valid, contrary to the literature. The infiltration rate decreased as the compression force increased, as expected. It was determined that the new infiltration rate measurement method has been found effective. Considering the strength requirement in the TS 2824 EN 1338 standard, pervious concrete blocks produced with 4–8 mm aggregate, compressed with 75 kN force and having 80 mm thickness have been determined as the optimum block type. Full article

Waste slag and rubber particles are commonly used to modify concrete, offering benefits such as reduced cement consumption and lower greenhouse gas emissions during cement production. In this study, these two environmentally friendly, sustainable waste materials were proposed for the preparation of mortar intended for snow-melting pavements. A series of experiments were conducted to evaluate the performance of the material and to determine whether its compressive and flexural strengths meet the requirements of pavement specifications. The mortar’s suitability for snow-melting pavements was assessed based on its thermal conductivity, impermeability, and freeze–thaw resistance. The results indicate that slag, when used in different volume fractions, can enhance the compressive and flexural strength of the mortar. Slag also provides excellent thermal conductivity, impermeability, and resistance to freeze–thaw cycles, contributing to the overall performance of snow-melting pavements. When the slag content was 20%, the performance was optimal, with the compressive strength and flexural strength reaching 58.5 MPa and 8.1 MPa, respectively. The strength loss rate under freeze–thaw cycles was 8.03%, the thermal conductivity reached 2.2895 W/(m * K), and the impermeability pressure value reached 0.5 MPa. Conversely, the addition of rubber particles was found to decrease the material’s mechanical and thermal properties. However, when used in small amounts, rubber particles improved the mortar’s impermeability and resistance to freeze–thaw cycles. When the rubber content was 5% by volume, the impermeability pressure value reached 0.5 MPa, which was 166.7% lower than that of ordinary cement mortar. Under freeze–thaw cycles, the strength loss rate of the test block with a rubber content of 25% volume fraction was 9.83% lower than that of ordinary cement mortar. Full article

The incorporation of titanium dioxide nanoparticles into concrete blocks for paving adds photocatalytic functionality to the cementitious matrix, providing self-cleaning and pollutant-degrading properties. However, wear and leaching from these pavements can release potentially toxic compounds into water bodies, affecting aquatic organisms. In this context, this study evaluated the toxicological effects of leachates from photocatalytic concrete containing nano-TiO₂ with an average size of 10 nm and anatase crystallinity on Daphnia magna. Acute and chronic toxicity tests on neonates were conducted with two leachate extracts: one from reference concrete and one from photocatalytic concrete (with 9% nano-TiO₂ added by mass of cement). In terms of acute toxicity, the reference concrete extract had an EC₅₀ of 104.0 mL/L at 48 h, whereas the concrete with TiO₂ had an EC₅₀ of 64.6 mL/L at 48 h. For chronic toxicity, the leachate from reference concrete had a significant effect (p < 0.05) on the size parameter with an LOEC of 4 mL/L, whereas the leachate from concrete with 9% nano-TiO₂ did not have significant toxicological effects on any of the analyzed parameters (longevity, size, reproduction, and age of first posture) (LOEC > 6.5 mL/L). Furthermore, FTIR analysis indicated that TiO₂ nanoparticles were not detected in the leachates, suggesting efficient anchoring within the cementitious matrix. The results indicate that there was no increase in the chronic toxicity of the leachate from the cementitious matrix when nanoparticles were added at a 9% mass ratio of cement. Full article

The concrete block pavement (CBP) system has a surface layer consisting of concrete block pavers and joint sand over a bedding sand layer. The non-homogeneous nature of the surface course of CBP, along with different laying patterns and shapes of block pavers, makes the analysis of CBP cumbersome. In this study, the surface course of CBP was modeled based on the slab action of the block pavers and joint sand, which are connected together in full contact. Four different laying patterns, including herringbone, stretcher, parquet, and square, were modeled using a finite element model. The elastic moduli of the block pavers varied from 2500 MPa to 45,000 MPa, with thicknesses ranging from 60 mm to 120 mm. As a result, modeling of CBP based on slab action can be considered a realistic strategy. In addition, a dataset was created based on quantitative inputs, e.g., elastic modulus and thickness of the block pavers, and qualitative input, i.e., block laying patterns. The approaches of machine learning adopted were support vector regression, Gaussian process regression, single-layer and deep artificial neural networks, and least squares boosting to implement prediction approach based on input and output. The analyses of statistical accuracy of all five machine learning methods showed high accuracy; however, the Gaussian process and deep artificial neural network methods resulted in the most accurate outputs and are recommended for further studies. Based on the machine learning models, digitalization is achieved through the development of simple, user-friendly software for electronic devices in order to perform a preliminary analysis of different laying patterns of CBP. Such a platform may result in less laboratory work and boosts the level of sustainability in concrete block pavement technology. Full article

With a primary focus on sunlight and building shadows, we studied the impact of residential building orientation angles, building heights, and area combinations, as well as the underlying surface materials, on the outdoor thermal environment in Changsha, a city located north of the Tropic of Cancer. On the basis of Changsha’s regulations, the research results indicate that building orientation angles of 15–45° and 315–345° can generate more building-shadow areas and have a better effect on improving the outdoor thermal environment. Based on the study of many common residential block building layouts in Changsha, we believe that, for point-pattern residential blocks, an increase in building lengths can be very effective for increasing building-shadow areas and thermal comfort. For row-pattern residential blocks, an increase in building heights can be regarded as more effective for increasing building-shadow areas and reducing air temperatures. Shadow areas formed on impervious surface material areas, such as concrete pavements, reduce the air temperature more than shadow areas formed on natural surfaces, such as grasslands. For the planning and regeneration of residential areas, urban planners should focus on placing more green spaces in areas which are seldom or never covered by building shadows; they should also focus on installing more impervious surfaces in areas covered by building shadows. These strategies are beneficial for making full use of building shadows to reduce air temperatures in residential areas. Full article

This research focuses on the utilization of recently investigated aluminosilicate industrial wastes as precursors to produce non-structural precast alkali-activated concrete pavement blocks. For this purpose, conventional blocks (200 mm × 100 mm × 80 mm) were produced using electric arc furnace slag and municipal solid waste incineration bottom ashes as the sole binders. Portland cement and fly ash blocks were produced as references. The blocks underwent a curing regimen comprising thermal, dry, and carbonation curing stages. Control uncarbonated specimens were subjected to dry curing instead of CO₂-based curing to evaluate the influence of carbonation on the blocks’ strength development. The specimens were subsequently examined following EN 1338, which is the European standard for assessing and ensuring the conformity of conventional concrete pavement blocks. The carbonated blocks revealed improved mechanical and physical properties in relation to the uncarbonated ones. All blocks met standard dimensions, showed minimal skid potential (most indicating extremely low potential for slip for reporting unpolished slip resistance values exceeding 75), and had enhanced abrasion resistance due to carbonation, showing 30% and 11% less volume loss due to abrasion for fly ash and bottom ash, respectively. Carbonated blocks performed better than non-carbonated ones, displaying lower water absorption (0.58% and 0.23% less water absorption for bottom ash and slag, respectively) and higher thermal conductivity (20%, 13%, and 8% increase in values for fly ash, slag, and bottom ash, respectively). These results confirm the effectiveness of the accelerated carbonation curing technique in improving the block’s performance. Despite the promising outcomes, further optimization of the alkaline solution and carbonation curing conditions is recommended for future research. Full article

In recent years, speed reduction measures have been increasingly used, especially in heavily urbanised areas. If local conditions allow, traffic-calming schemes are implemented, which include a variety of traffic-calming measures (TCM). Some of the most common traffic-calming measures are concrete block paved vertical traffic-calming devices (VTCDs), including speed tables, speed humps, speed bumps and raised pedestrian crossings. Different design and construction recommendations apply to the respective VTCD types. The aim of this article is to examine the effectiveness of VTCDs in speed reduction and the impact of horizontal forces on pavement conditions, both within and beyond VTCDs, after over a dozen years of exposure to traffic. For this purpose, speed surveys were carried out on selected two-way streets running through home zones in Poland. The pavements on selected VTCDs were identified and visually assessed for damage, and subsidence areas were estimated using the terrestrial laser scanning (TSL) technique. The analysis resulted in the development of the Deviation Model 3D (DM3D), showing local deviations from the theoretical surface, obtained by superimposing the two models, the Real Surface Digital Terrain Model (RS DTM) and the Theoretical Surface Digital Terrain Model (TS DTM). A comparative analysis of the pavement surface condition and the magnitudes of horizontal forces allowed us to identify the locations of critical spots in VTCDs. The results were used as the basis for developing recommended pavement structures and deriving engineering recommendations for concrete block paving in VTCDs. Full article

One of the most significant problems affecting a concrete bridge’s safety is cracks. However, detecting concrete bridge cracks is still challenging due to their slender nature, low contrast, and background interference. The existing convolutional methods with square kernels struggle to capture crack features effectively, fail to perceive the long-range dependencies between crack regions, and have weak suppression ability for background noises, leading to low detection precision of bridge cracks. To address this problem, a multi-stage feature aggregation and structure awareness network (MFSA-Net) for pixel-level concrete bridge crack detection is proposed in this paper. Specifically, in the coding stage, a structure-aware convolution block is proposed by combining square convolution with strip convolution to perceive the linear structure of concrete bridge cracks. Square convolution is used to capture detailed local information. In contrast, strip convolution is employed to interact with the local features to establish the long-range dependence relationship between discrete crack regions. Unlike the self-attention mechanism, strip convolution also suppresses background interference near crack regions. Meanwhile, the feature attention fusion block is presented for fusing features from the encoder and decoder at the same stage, which can sharpen the edges of concrete bridge cracks. In order to fully utilize the shallow detail features and deep semantic features, the features from different stages are aggregated to obtain fine-grained segmentation results. The proposed MFSA-Net was trained and evaluated on the publicly available concrete bridge crack dataset and achieved average results of 73.74%, 77.04%, 75.30%, and 60.48% for precision, recall, F1 score, and IoU, respectively, on three typical sub-datasets, thus showing optimal performance in comparison with other existing methods. MFSA-Net also gained optimal performance on two publicly available concrete pavement crack datasets, thereby indicating its adaptability to crack detection across diverse scenarios. Full article

Contemporary street space upgrade or regeneration projects tend to include setting up home zones that are located in large city suburbs, smaller towns or spas. These home zones feature one-way streets, merging of a pavement and carriageway into one level surface and various traffic calming measures (TCM), including speed tables and traffic circles (TC). Concrete paving blocks are the preferred surfacing material. As part of this study, traffic surveys were carried out in a small seaside spa in Poland to determine the accelerations and decelerations of vehicles passing through four traffic circles that have different central island heights and different streetscape characteristics. A visual assessment of the pavement condition was also carried out. The pavement deformation changes were analysed using 3D models derived on the basis of the terrestrial laser scanning data obtained with the Trimble SX10 scanning total station. The existing pavement structure was analysed as part of this study. Next, the areas that require strengthening were identified based on subsidence and horizontal forces analyses, with the latter calculated from the observed decelerations and accelerations of the passing vehicles. Finally, design guidelines are given for concrete block surfacing in high traffic impact locations. Full article

This study aimed to validate that laboratory-scale results could be commercially replicated when manufacturing marketable precast concrete. Construction and demolition waste (CDW) was separated into two (fine and coarse) recycled aggregates (RAs). Precast paver and kerb units were fabricated by partial or total substitution of natural aggregates (NAs) by RAs. The study involved the comprehensive characterisation of raw materials, including particle size distribution, mineral composition, and elemental composition. Paver blocks and kerbs manufactured with up to 50% RAs showed mechanical resistance (T = 3.7 ± 0.2 and B = 5.3 ± 0.6 MPa, respectively), water absorption between 5.3–5.7%, and abrasion resistance (approximately 20.2 mm), which met the standard requirements (UNE-EN 1340:2004 and UNE-EN 1338:2004). Furthermore, industrial-scale precast pavement units demonstrated strength and durability suitable for heavy traffic areas. A reduction of 13% in cement content could maintain the requirements with a partial RA substitution of 25%, offering economic and environmental benefits. Therefore, it is feasible at an industrial level to replace NAs with RAs, promoting durability and technological properties with a positive environmental impact and considerably reducing CO₂ emissions by up to 65%. Overall, pavers with RAs manufactured at the laboratory scale met mechanical standards, and the kerb stones showed improvements in abrasion resistance. On an industrial scale, kerb stones and precast blocks with specific substitutions can meet strength, water absorption, and abrasion requirements, allowing a reduction in cement content. Full article

The world’s plastic bag problem adversely impacts the environment daily. Plastic bags decompose after years, and some may take centuries, leading to pollution. Society relies on plastic bags for every task, which causes many problems for humans and aquatic life. Focusing on Sustainable Development Goal 12 (SDG 12), this research used waste plastic bags melted in a boilery to develop plastocrete to cast plastocrete paving blocks and roofing tiles. Compressive and split tensile strength tests were performed on plastocrete paving blocks, while a thermal insulation test was performed on roofing tiles in the Concrete Lab of our Department. The compressive strength test on plastocrete showed that it can easily replace concrete pavement blocks after giving good compressive strengths compared with concrete blocks. Being very low in tensile strength, plastocrete is not recommended for flexure members. The thermal insulation test results indicate that using plastic bags as roofing tiles decreases thermal conductivity compared with a controlled reinforced slab. Hence, it is concluded that plastocrete will help reduce pollution in the terrestrial and aquatic environment and can be an effective waste disposal solution. The plastocrete-led paving blocks and roofing tiles not only help economically but also help preserve nature and the environment from land pollution. Full article

The results of high-precision asphalt concrete pavement crack identification can provide help for pavement maintenance. Therefore, methods of image feature enhancement and crack identification of asphalt concrete pavement cracks are proposed. First of all, we used an industrial CCD camera mounted on a vehicle to collect an asphalt concrete pavement crack image. Then, after using the NeighShrink algorithm to denoise the acquired image, a fractional differential image enhancement algorithm was designed based on image feature blocks to enhance the image features. On this basis, crack characteristics were segmented and processed by watershed algorithm. Through crack direction identification and crack parameter extraction, crack distribution direction, crack length and width and other parameters of asphalt concrete pavement were obtained in order to achieve accurate identification of asphalt concrete pavement cracks. The experiment found that this method can effectively remove noise information from asphalt concrete crack images; after applying this method, the image entropy value of each image was improved, with a minimum improvement of 0.38 and a maximum improvement of 1.98. The time consumed by this method in identifying cracks in asphalt concrete pavement varied between 1.4 s and 2.4 s. When identifying the length of cracks in asphalt concrete pavement, the maximum deviation value was only 0.47 mm; when identifying the width of cracks in asphalt concrete pavement, the maximum deviation value was only 0.31 mm. The above results indicate that by enhancing the image features of asphalt concrete cracks, this method achieves more accurate identification results for crack distribution direction, length and width values, with high identification efficiency and good application effect. Full article