scholarly journals Developing a Higher Performance and Less Thickness Concrete Pavement: Using a Nonconventional Concrete Mixture

2020 ◽  
Vol 2020 ◽  
pp. 1-8
Author(s):  
Fady M. A. Hassouna ◽  
Yeon Woo Jung
Keyword(s):  
Flexural Strength ◽  
Asphalt Pavement ◽  
Steel Slag ◽  
Concrete Pavement ◽  
Steel Fibers ◽  
Concrete Mixture ◽  
Rigid Pavement ◽  
The Cost ◽  
Pavement Thickness ◽  
Cementing Material

During the last three decades, concrete pavement or rigid pavement became a widely used alternative of flexible pavement (asphalt pavement) at freeways and highways with high traffic of heavy vehicles, due to its durability, long life, and less need of maintenance; however, the cost of construction for rigid pavement is very high compared to asphalt pavement. Developing a new concrete mixture to increase the performance and reducing the required thickness of concrete pavement became an important issue in rigid pavement design in order to reduce the high construction cost. In this study, a new concrete mixture was developed using specific amounts of steel fibers and steel slag (as a supplementary cementing material to replace a part of the cement). Several mixtures with different concentrations of fibers were prepared, and samples were tested for workability, early flexural strength, and ultimate flexural strength. The results showed that the new concrete mixture could achieve an increase in flexural strength between 48.9% and 50.5% compared to normal concrete mixture without steel fibers and steel slag, with minimum acceptable workability, and therefore, the required pavement thickness could be decreased by more than 24%.

Eco-Friendly and Cost-Effective Design of Concrete Pavement Using Used Foundry Sand and Tiles Dust

2018 ◽  
Vol 23 ◽  
pp. 46-54 ◽  
Author(s):  
B. Ahmed ◽  
S.M.Z. Islam ◽  
Md.T. Hossen ◽  
H. Ahmed ◽  
M.R. Islam
Keyword(s):  
Flexural Strength ◽  
Concrete Pavement ◽  
River Sand ◽  
Natural Sand ◽  
Conventional Concrete ◽  
Foundry Sand ◽  
Alternative Materials ◽  
River Erosion ◽  
The Cost ◽  
Pavement Thickness

Concrete is the most undisputable material being used in infrastructure development throughout the world. Natural sand is a prime material used for the preparation of concrete. Nowadays river erosion and other environmental issues have led to the scarcity of river sand. The reduction in the sources of natural sand and in the cost of concrete production has resulted in the increased need to find new alternative materials to replace river sand, so that excess river erosion is prevented and high strength concrete is obtained at lower cost. The aim of the study is to minimizes the cost and achieve sustainable development of concrete pavement. Cement, sand and aggregate are basic needs but the new alternative materials that is used foundry sand which is generated by metal casting industry and in the tiles industry, about 15%-30% production goes as waste, these are partially replaced by river sand. The fine aggregate has been replaced by used foundry sand accordingly in the range of 10%, 20%, 30%, 40% & 50% by weight and also same for tiles dust for M-20 grade concrete. Concrete mixtures are produced to make (6 in × 6 in × 6 in) cube for compressive strength test at 7, 14, 28 days and (4 in × 4 in × 20 in) beam for flexural strength test at 28 days curing period, tested and compared in terms of compressive and flexural strength with the conventional concrete. Maximum compressive and flexural strength are found for 20% replacement of used foundry sand (FA2) and for 10% replacement of tiles dust (TA1) with respect to the conventional concrete (A0). By using alternative materials, the strength of concrete was increased significantly and for showing cost effectiveness a concrete pavement from Talaimari MOR to Kalpona Cinema Hall was designed for 4500 commercial vehicles per day. The pavement thickness required for conventional concrete is 28 cm whereas the pavement thickness required for concrete FA2 and TA1 are 22 cm and 24 cm respectively. Since the thickness of pavement slab is reduced, the cost of pavement construction is reduced almost 22% and 15% for concrete FA2 and concrete TA1 respectively.

Laboratory Investigation on the Fresh, Mechanical, and Durability Properties of Roller Compacted Concrete Pavement Containing Reclaimed Asphalt Pavement Aggregates

2019 ◽  
Vol 2673 (10) ◽  
pp. 652-662 ◽  
Author(s):  
Solomon Debbarma ◽  
Surender Singh ◽  
G. D. Ransinchung R.N.
Keyword(s):  
Compressive Strength ◽  
Flexural Strength ◽  
Abrasion Resistance ◽  
Asphalt Pavement ◽  
Strength Criterion ◽  
Concrete Pavement ◽  
Reclaimed Asphalt Pavement ◽  
Split Tensile Strength ◽  
Reclaimed Asphalt ◽  
Roller Compacted Concrete

The present study evaluates the potential and suitability of different fractions of reclaimed asphalt pavement (RAP) for roller compacted concrete pavement (RCCP) mixes. Natural coarse and fine aggregates were replaced, partially and in combination, by coarse RAP, fine RAP, and combined RAP for preparation of RCCP mixes. The considered properties to determine the optimum RAP fraction and its proportion for RCCP were fresh density and water demand, compressive strength, flexural strength, split tensile strength, porosity, water absorption, abrasion resistance, and performance in aggressive environments of chloride- and sulfate-rich ions. It was observed that inclusions of all the fractions of RAP considered could reduce the strength related properties of RCCP mixes significantly at all curing ages. However, fine RAP mixes were found to exhibit better strength properties than coarse RAP and combined RAP mixes. It was also observed that none of the RAP mixes could achieve the recommended compressive strength criterion of 27.6 MPa, however, they exhibited enough flexural strength to replace a fraction of conventional aggregates, individually or in combination, for construction using RCCP. In fact, 50% coarse and 50% fine RAP mixes had higher flexural strength than the target laboratory mean strength of 4.3 MPa. Similarly, these mixes were found to have sufficient abrasion resistance and could be included in RCCP (surface course) to be constructed in areas having high concentrations of chloride and sulfate ions. Additionally, the results also indicated that higher proportions of fine RAP may be suggested for RCCP mixes to be laid in sulfatic environments.

scholarly journals TINJAUAN HUBUNGAN KUAT TEKAN DAN LENTUR BETON DENGAN BAHAN TAMBAH SERAT BAJA UNTUK PERKERASAN PAKU

2019 ◽  
Vol 3 (1) ◽  
pp. 1-5
Author(s):  
Hermansyah Hermansyah ◽  
Muhammad Fauzie Siswanto ◽  
Ashar Saputra
Keyword(s):  
Compressive Strength ◽  
Flexural Strength ◽  
Steel Fiber ◽  
Concrete Mixture ◽  
Director General ◽  
Normal Concrete ◽  
Rigid Pavement ◽  
Concrete Quality ◽  
Relationship Of ◽  
The Relationship

The Director General of Highways issued the 2010 revision 3 specification concerning minimum flexural strength for rigid pavement of 45 kg/cm2 or approximately 4.5 MPa, but the reality of obtaining such flexural strength should be using  high enough concrete quality and it will incur considerably high cost also. In this study was using a normal concrete method with the purpose of research to know  the relationship of compressive strength and flexural of concrete with the addition of variation of fiber 0%, 0,5%, 0,65% and 0,8% from weight of the concrete mixture. The results from this research showed that the compressive strength and flexure had increased successively in the fiber variation 0%, 0.5% and 0.65% amount 31.23 MPa, 33.06 MPa, 35.23 MPa and 4.58 MPa, 4.75 MPa, 5.04 MPa. It is because the fiber contained in the concrete has a fairly even distribution of fiber and does not have clumping. When variations of fiber above 0.65% such as 0.8% variation in the direction of fiber are difficult to control and at the time of mixing occurs clumping, So the value of compressive strength and flexural of concrete are decreases. The relation of compressive strength and flexural of concrete using a variation of steel fiber to obtain equation fs = 0,1226.fc '+ 0,7173 with value R2 = 0,9915 and α 0,82. The results obtained from the test is a rather good when compared with ACI and SNI T- 15-1991-03 method.

scholarly journals ENSURING THE DURABILITY OF THE ASPHALT CONCRETE COATING ON THE HARD BASIS OF ROADS

2021 ◽  
Vol 1 (48) ◽  
pp. 242-256
Author(s):  
Onyschenko A ◽  
◽  
Fedorenko O ◽  
Ianchuk L ◽  
◽  
...  
Keyword(s):  
Asphalt Concrete ◽  
Asphalt Pavement ◽  
Tensile Load ◽  
Theory Of Elasticity ◽  
Concrete Pavement ◽  
Concrete Mixture ◽  
Grain Composition ◽  
Scientific Publications ◽  
Track Formation ◽  
Asphalt Concrete Pavement

The article is devoted to the development of practical methods to ensure the durability of asphalt pavement on a rigid basis of roads. The goal of the work. Practical methods of ensuring the durability of asphalt pavement on a rigid basis of roads are proposed. The object of research is asphalt-concrete pavement on a hard base of highways. Research method: analytical-experimental using the provisions of the theory of elasticity and thermo-viscoelasticity and experimental methods of research of track formation in asphalt concrete pavement on a rigid basis; mathematical statistics; statistical analysis of scientific publications, technical and normative literature. The article presents the features of the design of grain warehouses of asphalt mixtures, namely: The proposed features of the design of grain warehouses of asphalt concrete, taking into account the rate of resistance to track formation; Requirements for designing the grain composition of asphalt concrete of high resistance to track formation with optimization in terms of estimated service life are proposed. The conducted researches allowed to develop a method of estimating the homogeneity from the time of transportation of the asphalt concrete mixture in the car body to the object according to the resistance of asphalt concrete to the formation of the track. Requirements for checking the flow rate in the crushed-mastic asphalt-concrete mixture due to the terms of its storage and transportation have been developed, which avoids segregation of the coating. The criterion of strength of asphalt concrete pavement on a rigid basis of the highway is improved due to the consideration of different time of action of tensile load at bending that will allow to design more precisely a covering of the increased durability. The technique of the minimum admissible temperature of consolidation of asphalt concrete mix at the device of a covering on a rigid basis of highways that will allow to provide durability of a covering is offered for practical application. KEY WORDS: ASPHALT CONCRETE, TRACK RESISTANCE, GRAIN COMPOSITION DESIGN, TEMPERATURE, TRANSPORTATION, SEALING

Performance of Steel Fiber Concrete as Rigid Pavement

2013 ◽  
Vol 723 ◽  
pp. 452-458
Author(s):  
Eva Azhra Latifa ◽  
Robby Aguswari ◽  
Puspito Hadi Wardoyo
Keyword(s):  
Steel Fiber ◽  
Asphalt Pavement ◽  
Steel Fibers ◽  
Hardened Concrete ◽  
Trial And Error ◽  
Rigid Pavement ◽  
Rigid Pavements ◽  
Vehicle Load ◽  
Fiber Concrete ◽  
Steel Fiber Concrete

The concrete as surface pavement is more durable than asphalt pavement, while requiring less maintenance and having longer life. This paper discusses about the benefits of rigid pavements utilizing steel fiber upon receiving vehicle load. The study aims to improve the performance of concrete used as rigid pavement with 0.5 water/cement ratio by adding hook-shaped steel fibers. In this study, the amount of steel fiber varied, ranging from 0 to 15% based on trial and error. The hook-shaped fibers used were manufactured from steel in factory. Performance of samples were conducted in laboratory on fresh and hardened concrete behavior, including flexural strength and flexural toughness. Results showed that all of the assessed concrete performance increased as fiber was added, and the greatest value was obtained with nine percent of fibers.

scholarly journals PERBANDINGAN KEKUATAN BETON DENGAN CAMPURAN DRAMIX STEEL FIBER DAN TULANGAN WIREMESH PADA RIGID PAVEMENT (Comparison of the Strength of Concrete with a mixture of Dramix Steel Fiber and Wiremesh Reinforcement on Rigid Pavement)

2018 ◽  
Vol 1 (2) ◽  
Author(s):  
Two Puji Guntur A ◽  
Yosef Cahyo ◽  
Sigit Winarto
Keyword(s):  
Compressive Strength ◽  
Flexural Strength ◽  
Bending Strength ◽  
Steel Fiber ◽  
Strength Test ◽  
Concrete Mixture ◽  
Rigid Pavement ◽  
Beam Sample ◽  
Compressive Loads ◽  
Average Compressive Strength

ABSTRACTConcrete has a weakness that is having a low tensile strength and brittle so that the concrete is given steel reinforcement to anticipate it. In this study, the concrete mixture was added with dramix steel fiber. This addition was carried out to study and determine the effect of dramix steel fiber on compressive strength, flexural strength on normal quality concrete with the addition of 0%, 10%, 20% and 30% in compressive loads. Compressive strength specimens in the form of cylinders with a diameter of 15 cm and a height of 30 cm and bending strength test specimens in the form of blocks with a length of 60 cm, width of 15 cm and height of 15 cm. Testing is done after 28 days. Concrete with the addition of dramix steel fiber is 30% more capable of producing a higher compressive strength than the others. The addition of dramix steel fiber resulted in an average compressive strength of 0%, 29.07 MPa, 10%, 29.33 MPa, 20%, 29.40 MPa, 30%, 29.58 MPa. For the highest flexural strength of concrete in the 15/15/60 beam sample, that is in the concrete mixture and the addition of dramix steel fiber of 5.44 MPa, it is higher than the addition of reinforcement iron m8, which is 4.96 MPa.Keywords:Dramix Steel Fiber, compressive strength, concrete flexural strength, m8 wiremesh

scholarly journals STUDI PERENCANAAN PENINGKATAN JALAN PADA RUAS JALAN JALUR LINTAS SELATAN GIRIWOYO – DUWET STA. 10+000 – STA. 15+000

2019 ◽  
Vol 2 (1) ◽  
pp. 39
Author(s):  
Agung Kurniawan ◽  
Sigit Winarto ◽  
Yosef Cahyo
Keyword(s):  
Cost Estimation ◽  
Flexible Pavement ◽  
California Bearing Ratio ◽  
Rigid Pavement ◽  
The Road ◽  
Road Project ◽  
Pavement Overlay ◽  
The Cost ◽  
Aashto 1993 ◽  
Pavement Thickness

The design improvement of the road, and cost estimate of the south path project, segment Giriwoyo-Duwet Sta.10+000 – Sta.15+00 aims to calculate the geometric, widening, thickness of the rigid pavement, thickness of the flexible pavement overlay, and cost estimates of the improvement road project. 2017 Traffic data and California Bearing Ratio data to calculate the thickness of the rigid pavement. The method used to design the geometric is “Tata Cara Perencanaan Geometrik Jalan Antar Kota Bina Marga 1997”. The thickness of the rigid paving is calculated by means of a 20-year design plan; life uses “AASHTO 1993”. The thickness of flexible pavement overlay with 20 years design life uses “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” and “Panduan Analisa Harga Satuan Bina Marga 1995” to calculate the cost estimation. From the calculation of the road known that thickness of rigid pavement for improvement is 15 cm with 10 cm lean mix concrete for subbase, and 5 cm with 2 meters roadside, flexible pavement for the surface. And the calculation of the flexible pavement overlay results is 6 cm. From the calculation, the cost estimation of the improvement road is IDR. 5,015,899,000Perencanaan Peningkatan Jalan Serta Rencana Anggaran Biaya Proyek Jalan Jalur Lintas Selatan Pada Ruas Giriwoyo – Duwet STA. 10+000 – STA. 15+00 bertujuan untuk menghitung pelebaran jalan, tebal perkerasan kaku jalan, tebal lapis tambahan (overlay) perkerasan lentur dan rencana anggaran biaya (RAB) proyek. Data lalu lintas tahun 2017 dan data California Bearing Ratio (CBR) untuk merencanakan tebal perkerasan kaku jalan. Metode yang digunakan untuk perhitungan tebal perkerasan kaku dengan umur rencana 20 tahun menggunakan panduan “AASHTO 1993”. Untuk perhitungan lapis tambahan perkerasan lentur dengan umur rencana 20 tahun menggunakan panduan “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” dan untuk rencana anggaran biaya menggunakan “Panduan Analisa Harga Satuan Bina Marga 1995”. Dari analisa perhitungan tebal perkerasan komposit untuk pelebaran jalan didapatkan  tebal pelat beton 15 cm, lapis pondasi bawah dengan campuran beton kurus (lean mix-concrete) setebal 10 cm dan lapis permukaan dari perkerasan lentur 5 cm dengan bahu jalan sepanjang 2 meter pada setiap sisi jalan. Untuk lapis tambahan (overlay) perkerasan lentur didapatkan penambahan setebal 6 cm. Untuk perencanaan peningkatan jalan seperti terdapat pada uraian diperlukan biaya sebesar Rp 5.015.899.000,-

scholarly journals Influence of Hybrid Fibers on Toughness Behavior of High Strength Flowing Concrete

2011 ◽  
Vol 57 (3) ◽  
pp. 249-260 ◽  
Author(s):  
Eethar Thanon Dawood ◽  
Mahyuddin Ramli
Keyword(s):  
Compressive Strength ◽  
Flexural Strength ◽  
Modulus Of Elasticity ◽  
Hybrid Composite ◽  
High Strength ◽  
Steel Fibers ◽  
Hybrid Fibers ◽  
Static Modulus ◽  
Static Modulus Of Elasticity ◽  
Strength And Toughness

Abstract This study investigates the use of steel fibers and hybrid composite with a total fibers content of 2% on the high strength flowing concrete and determines the density, compressive strength, static modulus of elasticity, flexural strength and toughness indices for the mixes. The results show that the inclusion of more than 0.5% of palm fibers in hybrid fibers mixes reduces the compressive strength. The hybrid fibers can be considered as a promising concept and the replacement of a portion of steel fibers with palm fibers can significantly reduce the density, enhance the flexural strength and toughness. The results also indicates that the use of hybrid fibers (1.5 steel fibers + 0.5% palm fibers) in specimens increases significantly the toughness indices and thus the use of hybrid fibers combinations in reinforced concrete would enhance their flexural toughness & rigidity and enhance their overall performances

scholarly journals Effect of Fly Ash on the Properties of Ceramics Prepared from Steel Slag

2018 ◽  
Vol 8 (7) ◽  
pp. 1187 ◽  
Author(s):  
Yanbing Zong ◽  
Xuedong Zhang ◽  
Emile Mukiza ◽  
Xiaoxiong Xu ◽  
Fei Li
Keyword(s):  
Fly Ash ◽  
Flexural Strength ◽  
Water Absorption ◽  
Sintering Temperature ◽  
Steel Slag ◽  
Diffraction Peak ◽  
National Standard ◽  
Sintered Ceramic ◽  
Base Steel ◽  
Sintering Shrinkage

In this study, SiO2–Al2O3–CaO–MgO steel slag ceramics containing 5 wt % MgO were used for the preparation of ceramic bodies, with the replacement of 5–20 wt % quartz and feldspar by fly ash. The effect of the addition of fly ash on the sintering shrinkage, water absorption, sintering range, and flexural strength of the steel slag ceramic was studied. Furthermore, the crystalline phase transitions and microstructures of the sintered samples were investigated by XRD, Fourier transform infrared (FTIR), and SEM. The results showed that the addition of fly ash affected the crystalline phases of the sintered ceramic samples. The main crystal phases of the base steel slag ceramic sample without fly ash were quartz, diopside, and augite. With increasing fly ash content, the quartz diffraction peak decreased gradually, while the diffraction peak intensity of anorthite became stronger. The mechanical properties of the samples decreased with the increasing amount of fly ash. The addition of fly ash (0–20 wt %) affected the optimum sintering temperature (1130–1160 °C) and widened the sintering range. The maximum addition amount of fly ash should be 15 wt %, for which the optimum sintering temperature was 1145 °C, water absorption was 0.03%, and flexural strength was 43.37 MPa higher than the Chinese national standard GBT 4100-2015 requirements.

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