Search Results (898)

This study evaluates the rheological behavior and mechanical performance of Ultra-High-Performance Fiber-Reinforced Concrete (UHPFRC) mixes with varying superplasticizer dosages, aiming to optimize their use in pavement rehabilitation overlays on sloped surfaces. A reference self-compacting UHPFRC mix was modified by reducing the superplasticizer-to-binder ratio in incremental steps, and the resulting mixes were assessed through rheometry, mini-Slump, and Abrams cone tests. Key rheological parameters—static and dynamic yield stress, plastic viscosity, and thixotropy—were determined using the modified Bingham model. The results showed that reducing superplasticizer content increased yield stress and viscosity, enhancing thixotropic behavior while maintaining ultra-high compressive (≥130 MPa) and flexural strength (≥20 MPa) at 28 days. A predictive model was validated to estimate the critical yield stress needed for overlays on slopes. Among the evaluated formulations, the SP-2 mix met the stability and performance criteria and was successfully tested in a prototype overlay, demonstrating its viability for field application. This research confirms the potential of rheology-tailored UHPFRC as a high-performance solution for durable and stable pavement overlays in demanding geometric conditions. Full article

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 research aimed to evaluate the impact of using brick waste powder (BWP) and varying lengths of polyester fibers (PFs) on the performance properties of asphalt concrete (AC) mixtures. BWP was utilized as a replacement for traditional limestone powder (LS) filler, while PFs of three lengths (3 mm, 8 mm, and 15 mm) were introduced. The study employed the response surface methodology (RSM) for experimental design and analysis of variance (ANOVA) to identify the influence of BWP and PF on the selected performance indicators. These indicators included bulk density, air voids, voids in the mineral aggregate, voids filled with asphalt, Marshall stability, Marshall flow, Marshall quotient, indirect tensile strength, wet tensile strength, and the tensile strength ratio. The findings demonstrated that BWP improved moisture resistance and the mechanical performance of AC mixes. Moreover, incorporating PF alongside BWP further enhanced these properties, resulting in superior overall performance. Using multi-objective optimization through RSM-based empirical models, the study identified the optimal PF length of 5 mm in combination with BWP for achieving the best AC properties. Validation experiments confirmed the accuracy of the predicted results, with an error margin of less than 8%. The study emphasizes the intriguing prospect of BWP and PF as sustainable alternatives for improving the durability, mechanical characteristics, and cost-efficiency of asphalt pavements. Full article

Effective management and handling of construction and demolition waste (CDW) can yield significant technical and environmental benefits for road pavement construction. This article aims to provide a comprehensive and up-to-date chronological review of studies on the mechanical performance of asphalt mixtures—primarily hot mix asphalt (HMA)—incorporating recycled concrete aggregate (RCA). Since the main limitation of RCA is the presence of residual adhered mortar, the review also includes studies that applied various surface treatments (mechanical, chemical, and thermal, among others) to enhance mixture performance. The article summarizes the experimental procedures used and highlights the key findings and conclusions of the reviewed research. Although the results are varied and sometimes contradictory—mainly due to the source variability and heterogeneity of RCA—the use of these materials is technically viable. Moreover, their application can provide environmental, social, and economic advantages, particularly in the construction of low-traffic roadways. Finally, the article identifies research gaps and offers recommendations for future researches. Full article

Pavement skid resistance is of vital importance for road safety. The objective of this study is to propose and validate a texture-based image indicator to predict pavement friction. This index enables pavement friction to be predicted easily and inexpensively using digital images, with predictions correlated to Dynamic Friction Tester (DFT) measurements. Three different types of asphalt surfaces (Dense-Grade Asphalt Concrete, Open-Grade Friction Course, and Chip Seal) were evaluated subject to various tire polishing cycles. Images were taken with corresponding friction coefficients obtained using DFT in the laboratory. The aggregate protrusion area is proposed as the indicator. Statistical models are established for each asphalt surface type to correlate the proposed indicator with friction coefficients. The results show that the adjusted R-squared values of all relationships are above 0.90. Compared to other image-based indicators in the literature, the proposed image indicator more accurately reflects the changes in pavement friction with the number of polishing cycles, proving its cost-effective use for considering pavement friction in the mix design stage. Full article

The aviation industry is under increasing pressure to reduce its environmental impact while maintaining safety and performance standards. One promising area for improvement lies in the use of sustainable materials in airport infrastructure. One of the issues preventing uptake of emerging sustainable technologies is the lack of guidance relating to the opportunities, potential benefits, associated risks and an implementation plan specific to airport pavements. This research reviewed opportunities to incorporate waste materials into rigid airport pavements, focusing on concrete base slabs. Commonly used supplementary cementitious materials (SCMs), such as fly ash and ground granulated blast furnace slag (GGBFS) were considered, as well as recycled aggregates, including recycled concrete aggregate (RCA), recycled crushed glass (RCG), and blast furnace slag (BFS). Environmental Product Declarations (EPDs) were also used to quantify the potential for environmental benefit associated with various concrete mixtures, with findings showing 23% to 50% reductions in embodied carbon are possible for selected theoretical concrete mixtures that incorporate waste materials. With considered evaluation and structured implementation, the integration of waste materials into rigid airport pavements offers a practical and effective route to improve environmental outcomes in aviation infrastructure. It was concluded that a Triple Bottom Line (TBL) framework—assessing financial, environmental, and social factors—guides material selection and can support sustainable decision-making, as does performance-based specifications that enable sustainable technologies to be incorporated into airport pavement. The study also proposed a consequence-based implementation hierarchy to facilitate responsible adoption of waste materials in airside pavements. The outcomes of this review will assist airport managers and pavement designers to implement practical changes to achieve more sustainable rigid airport pavements in the future. 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

Compared to traditional dense asphalt concrete mixtures, stone mastic asphalt (SMA) generally offers superior performance in terms of its mechanical resistance and extended pavement lifespan. Focusing on the Norwegian scenario, this laboratory-based study investigated the durability of SMA considering the influence of the aggregate shape and petrography. The rock aggregates were classified according to three different-shaped refinement stages involving vertical shaft impact crushing. Further, the aggregates were sourced from three distinct locations (Jelsa, Tau and Dirdal) characterized by different petrographic origins: granodiorite, quartz diorite and granite, respectively. Two mixtures with maximum aggregate sizes of 16 mm (SMA 16) and 11 mm (SMA 11) were designed according to Norwegian standards and investigated in terms of their durability performance. In this regard, two main functional tests were performed for the asphalt mixture, namely resistance against permanent deformation and abrasion by studded tyres, and one for the asphalt mortar, namely water sensitivity. Overall, the best test results were related to the aggregates sourced from Jelsa and Tau, thus highlighting that the geological origin exerts a major impact on SMA’s durability performance. On the other hand, the different aggregate shapes related to the crushing refinement treatments seem to play an effective but secondary role. 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

Permeable pavement is an alternative to conventional impermeable pavement for various applications. However, a common issue with permeable pavement is clogging over time. Permeability is a parameter that reflects the capacity of the pavement to reduce surface runoff; a decline in permeability implies the occurrence of clogging. In this study, permeability data collected on pervious concrete (PC) and JW Eco-Technology (JW) revealed that JW maintained consistent permeability over time. However, PC displayed reduced values, and several locations along the edges had zero permeability, despite no regular vehicular and pedestrian use. Therefore, a portable pressure washer was used to clean the pavements. The cleaning procedure was able to recover the permeability of the areas that showed signs of clogging (0 to 2.69 cm/s) and restore the permeability of PC up to 4.60–5.58 cm/s for corner and center areas, respectively. Moreover, visual inspection using a borescope further revealed the full function of the JW pores (aqueducts), regardless of cleaning. Regardless, it is recommended that periodic cleaning maintenance be performed for both PC and JW using a pressure washer due to its convenience and efficacy, which will be discussed. Full article

This article presents a review on the applications of basalt fibers and their composites in infrastructures. The characteristics and advantages of high-performance basalt fibers and their composites are firstly introduced. Then, the article discusses strengthening using basalt fiber sheets and BFRP bars or grids, followed by concrete structures reinforced with BFRP bars, asphalt pavements, and cementitious composites reinforced with chopped basalt fibers in terms of mechanical behaviors and application examples. The load-bearing capacity of the strengthened structures can be increased by up to 60%, compared with those without strengthening. The lifespan of the concrete structures reinforced with BFRP can be extended by up to 50 years at least in harsh environments, which is much longer than that of ordinary reinforced concrete structures. In addition, the fatigue cracking resistance of asphalt can be increased by up to 600% with basalt fiber. The newly developed technologies including anchor bolts using BFRPs, self-sensing BFRPs, and BFRP–concrete composite structures are introduced in detail. Furthermore, suggestions are proposed for the forward-looking technologies, such as long-span bridges with BFRP cables, BFRP truss structures, BFRP with thermoplastic resin matrix, and BFRP composite piles. 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