Search results for: pavement blocks

Authors: Malika Ourabia

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A new and efficient method is presented for the analysis of arbitrarily shaped discontinuities. The discontinuities is characterized using a hybrid spectral/numerical technique. This structure presents an arbitrary number of ports, each one with different orientation and dimensions. This article presents a hybrid method based on multimode contour integral and mode matching techniques. The process is based on segmentation and dividing the structure into key building blocks. We use the multimode contour integral method to analyze the blocks including irregular shape discontinuities. Finally, the multimode scattering matrix of the whole structure can be found by cascading the blocks. Therefore, the new method is suitable for analysis of a wide range of waveguide problems. Therefore, the present approach can be applied easily to the analysis of any multiport junctions and cascade blocks. The accuracy of the method is validated comparing with results for several complex problems found in the literature. CPU times are also included to show the efficiency of the new method proposed.

Keywords: segmentation, s parameters, simulation, optimization

Procedia PDF Downloads 528

Authors: T. B. Anil Kumar, Mallikarjun Hiremath, V. Ramachandra

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The present experimental investigation deals with the quality performance analysis of cement concrete with 0, 15 and 25% fly ash and 0, 0.2, 0.4 and 0.6% of polypropylene fibers by weight of cement. The various test parameters like workability, unit weight, compressive strength, flexural strength, split tensile strength and abrasion resistance are detailed in the analysis. The compressive strength of M40 grade concrete attains higher value by the replacement of cement by 15% fly ash and at 0.4% PP after 28 and 56 days of curing. Higher flexural strength of concrete was observed by the replacement of cement by 15% fly ash with 0.2% PP after 28 and 56 days of curing. Similarly, split tensile strength value also increases and attains higher value by the replacement of cement by 15% fly ash with 0.4% PP after 28 and 56 days of curing. The percentage of wear gets reduced to 30 to 33% by the addition of fibers at 0.2%, 0.4% and 0.6% in cement concrete replaced by 15 and 25% fly ash. Hence, it is found that the pavement thickness gets reduced up to 20% when compared with plain concrete slab by the 15% fly ash treated with 0.2% PP fibers and also reduced up to 27% of surface course cost.

Keywords: cement, fly ash, polypropylene fiber, pavement design, cost analysis

Procedia PDF Downloads 398

Authors: L. S. Supian, Mohd Syuhaimi Ab-Rahman, Norhana Arsad

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Experimental study has been done to study the performance on polymer optical fiber splitter characterization when different bending radii are applied on splitters with different fiber cores. The splitters with different cores pair are attached successively to splitter platform of ellipse-shape geometrical blocks of several bending radii. A force is exerted upon the blocks thus the splitter in order to encourage the splitting of energy between the two fibers. The aim of this study is to investigate which fiber core pair gives the optimum performance that goes with each bending radius in order to develop an effective splitter.

Keywords: splitter, macro-bending, cores, geometrical blocks

Procedia PDF Downloads 672

Authors: Panagiotis Lemonakis, Theodoros Αlimonakis, George Kaliabetsos, Nikos Eliou

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It is very well known that certain vertical and longitudinal slopes have to be assured in order to achieve adequate rainwater runoff from the pavement. The selection of longitudinal slopes, between the turning points of the vertical curves that meet the afore-mentioned requirement does not ensure adequate drainage because the same condition must also be applied at the transition curves. In this way none of the pavement edges’ slopes (as well as any other spot that lie on the pavement) will be opposite to the longitudinal slope of the rotation axis. Horizontal and vertical alignment must be properly combined in order to form a road which resultant slope does not take small values and hence, checks must be performed in every cross section and every chainage of the road. The present research investigates the rain water runoff from the road surface in order to identify the conditions under which, areas of inadequate drainage are being created, to analyze the rainwater behavior in such areas, to provide design examples of good and bad drainage zones and to track down certain motorcycle types which might encounter hazardous situations due to the presence of water film between the pavement and both of their tires resulting loss of traction. Moreover, it investigates the combination of longitudinal and cross slope values in critical pavement areas. It should be pointed out that the drainage gradient is analytically calculated for the whole road width and not just for an oblique slope per chainage (combination of longitudinal grade and cross slope). Lastly, various combinations of horizontal and vertical design are presented, indicating the crucial zones of bad pavement drainage. The key conclusion of the study is that any type of motorcycle will travel for some time inside the area of improper runoff for a certain time frame which depends on the speed and the trajectory that the rider chooses along the transition curve. Taking into account that on this section the rider will have to lean his motorcycle and hence reduce the contact area of his tire with the pavement it is apparent that any variations on the friction value due to the presence of a water film may lead to serious problems regarding his safety. The water runoff from the road pavement is improved when between reverse longitudinal slopes, crest instead of sag curve is chosen and particularly when its edges coincide with the edges of the horizontal curve. Lastly, the results of the investigation have shown that the variation of the longitudinal slope involves the vertical shift of the center of the poor water runoff area. The magnitude of this area increases as the length of the transition curve increases.

Keywords: drainage, motorcycle safety, superelevation, transition curves, vertical grade

Procedia PDF Downloads 100

Authors: Sharifullah Ahmed

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Residual settlement of cohesionless or non-plastic soil of different strength underlying highway embankment overlain by stronger soil layer highway embankment is studied. A parametric study is carried out for different height of embankment and for different ESAL factor. The sum of elastic settlements of cohesionless subsoil due to axle induced stress and due to self-weight of pavement layers is termed as the residual settlement. The values of residual settlement (Sr) for different heights of road embankment (He) are obtained and presented as design charts for different SPT Value (N60) and ESAL factor. For rigid pavement and flexible pavement in approach to bridge or culvert, the tolerable residual settlement is 0.100m. This limit is taken as 0.200m for flexible pavement in general sections of highway without approach to bridge or culvert. A simplified guideline is developed for design of highway embankment underlain by very loose to loose cohesionless subsoil overlain by a stronger soil layer for limiting value of the residual settlement. In the current research study range of ESAL factor is 1-10 and range of SPT value (N60) is 1-10. That is found that, ground improvement is not required if the overlying stronger layer is minimum 1.5m and 4.0m for general road section of flexible pavement except bridge or culvert approach and for rigid pavement or flexible pavement in bridge or culvert approach. Tables and charts are included in the prepared guideline to obtain minimum allowable height of highway embankment to limit the residual settlement with in mentioned tolerable limit. Allowable values of the embankment height (He) are obtained corresponding to tolerable or limiting level of the residual settlement of loose subsoil for different SPT value, thickness of stronger layer (d) and ESAL factor. The developed guideline is may be issued to be used in assessment of the necessity of ground improvement in case of cohesionless subsoil underlying highway embankment overlain by stronger subsoil layer for limiting residual settlement. The ground improvement is only to be required if the residual settlement of subsoil is more than tolerable limit.

Keywords: axle pressure, equivalent single axle load, ground improvement, highway embankment, tolerable residual settlement

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Authors: Xu Yingqiang, Wang Zhongde

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In the age of stock development, the contradiction between the protection and development of historical blocks in China has become increasingly prominent, among which how to reconcile the contradiction between tourists and local residents and inherit urban culture is an important proposition. Based on this, this paper introduces the theory of " staged authenticity ", combs its development process and related research progress, constructs an analysis and research model of historical blocks based on the theory of " staged authenticity ", and puts forward the protection and renewal strategy of historical blocks from the perspective of " staged authenticity ", which provides theoretical basis for coordinating the tourism-residence contradiction and protecting urban characteristics in the protection and renewal of historical blocks. The research holds that we should pay attention to the important value of "curtain" space, rationally arrange "curtain" and divide "foreground" and "background"; extract "props" from real history and culture to restore the authenticity of "stage" scenes; clever arrangement of tour streamline, so that all scenes are connected in series rhythmically; make the "actors" perform interactively in the "foreground" space, so as to enhance the "audience" sense of scene substitution.

Keywords: historic block, protection and renewal, staged authenticity, curtain

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Authors: Khlifa El Atrash, Gabriel Assaf

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Libya uses a volumetric analysis in designing asphalt mixtures, which can also be upgraded in hot, arid weather. However, in order to be effective, it should include many important aspects which are materials, environment, and method of construction. However, the quality of some roads was below a satisfactory level. This paper examines the factors that contribute to low quality of road performance in Libya. To evaluate these factors, a questionnaire survey and a laboratory comparative study were performed for a few mixes under-represented of temperature and traffic load. In laboratory, rutting test conducted on two different asphalt mixture, these mixes included, an asphalt concrete mix using local aggregate and asphalt binder B(60/70) at the optimum Marshall asphalt content, another mixes designed using Superpave design procedure with the same materials and performance asphalt binder grade PG (70-10). In the survey, the questionnaire was distributed to 55 engineers and specialists in this field. The interview was conducted to a few others, and the factors that were leading to poor performance of asphalt roads were listed as; 1) Owner Experience and technical staff 2) Asphalt characteristics 3) Updating and development of Asphalt Mix Design methods 4) Lack of data collection by authorization Agency 5) Construction and compaction process 6) Mentoring and controlling mixing procedure. Considering and improving these factors will play an important role to improve the pavement performances, longer service life, and lower maintenance costs. This research summarized some recommendations for making asphalt mixtures used in hot, dry areas. Such asphalt mixtures should use asphalt binder which is less affected by pavement temperature change and traffic load. The properties of the mixture, such as durability, deformation, air voids, and performance, largely depend on the type of materials, environment, and mixing method. These properties, in turn, affect the pavement performance.

Keywords: volumetric analysis, pavement performances, hot climate, traffic load, pavement temperature, asphalt mixture, environment, design and construction

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Authors: Luis Amador Jimenez, Md. Shohel Amin

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Pavement performance models are based on projections of observed traffic loads, which makes uncertain to study funding strategies in the long run if history does not repeat. Neural networks can be used to estimate deterioration rates but the learning rate and momentum have not been properly investigated, in addition, economic evolvement could change traffic flows. This study addresses both issues through a case study for roads of Montreal that simulates traffic for a period of 50 years and deals with the measurement error of the pavement deterioration model. Travel demand models are applied to simulate annual average daily traffic (AADT) every 5 years. Accumulated equivalent single axle loads (ESALs) are calculated from the predicted AADT and locally observed truck distributions combined with truck factors. A back propagation Neural Network (BPN) method with a Generalized Delta Rule (GDR) learning algorithm is applied to estimate pavement deterioration models capable of overcoming measurement errors. Linear programming of lifecycle optimization is applied to identify M&R strategies that ensure good pavement condition while minimizing the budget. It was found that CAD 150 million is the minimum annual budget to good condition for arterial and local roads in Montreal. Montreal drivers prefer the use of public transportation for work and education purposes. Vehicle traffic is expected to double within 50 years, ESALS are expected to double the number of ESALs every 15 years. Roads in the island of Montreal need to undergo a stabilization period for about 25 years, a steady state seems to be reached after.

Keywords: pavement management system, traffic simulation, backpropagation neural network, performance modeling, measurement errors, linear programming, lifecycle optimization

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Authors: C. Chhorn, S. H. Han, S. W. Lee

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Roller-compacted concrete (RCC) has been used for decades in many pavement applications due to its economic cost and high construction speed. However, due to the lack of deep researches and experiences, this material has not been widely employed. An RCC mixture with appropriate consistency can induce high compacted density, while high density can induce good aggregate interlock and high strength. Consistency of RCC is mainly known to define its constructability. However, it was not well specified how this property may affect other properties of a constructed RCC pavement (RCCP). This study suggested the possibility of an ideal range of consistency that may provide adequate quality of RCCP. In this research, five sections of RCCP consisted of both 13 mm and 19 mm aggregate sections were investigated. The effects of consistency on compacted depth, strength, international roughness index (IRI), skid resistance are examined. From this study, a new range of consistency is suggested for RCCP application.

Keywords: compacted depth, consistency, international roughness index (IRI), pavement, roller-compacted concrete (RCC), skid resistance, strength

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Authors: Bicky Agarwal, Ambika Behl, Rajiv Kumar, Ashish Dhamaniya

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India ranks second for having the largest road network in the world after the United States (U.S.). According to the National Asphalt Pavement Association (NAPA), the U.S. produced about 94.6 million tons of Reclaimed Asphalt Pavement (RAP) in 2021. Despite the benefits of RAP usage, it is not widely adopted in many countries, including India. Rising asphalt binder costs and environmental concerns have spurred interest in using RAP material in asphalt mixtures. However, increasing RAP content may have adverse effects on certain characteristics of asphalt mixtures, such as cracking resistance. Cracking is a common pavement issue that affects the lifespan and durability of hot-mix asphalt pavements. Assessing cracking resistance is crucial in pavement design. Various laboratory tests and performance indicators are utilized to evaluate cracking resistance. This study aims to use the Texas Overlay Tester (TOT) to assess the impact of reclaimed asphalt pavement (RAP) on the cracking resistance of Bituminous Concrete (BC-II) mixes. Following the Marshall Mix Design method, asphalt mixes with RAP contents of 0% (Control), 30%, 40%, 50%, and 60% were prepared and tested at their Optimum Binder Content (OBC). The ITS results showed that the control mix had an ITS value of 1.2 MPa, with slight decreases observed in mixes containing up to 60% RAP, although these changes were not statistically significant (p=0.538>0.05). The TSR tests indicated that all mixes exceeded the minimum requirement of 80%. The Texas Overlay Test (TOT) was used to evaluate cracking performance and revealed that higher RAP contents had a negative impact on fatigue resistance. The 50% RAP mix exhibited the highest CFE, indicating that it has the best resistance to crack propagation despite having a lower number of cycles to failure. All mixes were categorized as falling into the Soft-crack-resistant quadrant, indicating their ability to resist crack propagation while being more susceptible to crack initiation.

Keywords: RAP, BC-II, HMA, TOT

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Authors: Ling Xu, Giuseppe Loprencipe, Antonio D'Andrea

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Asphalt pavement with recycled and sustainable materials has become the most commonly adopted strategy for road construction, including reclaimed asphalt pavement (RAP) and crumb rubber (CR) from waste tires. However, the adhesion and cohesion characteristics of rubberized reclaimed asphalt pavement were still ambiguous, resulting in deteriorated adhesion behavior and life performance. This research investigated the effect of bonding characteristics on rutting resistance and moisture susceptibility of rubberized reclaimed asphalt pavement in terms of two RAP sources with different oxidation levels and two tire rubber with different particle sizes. Firstly, the binder bond strength (BBS) test and bonding failure distinguishment were conducted to analyze the surface behaviors of binder-aggregate interaction. Then, the compatibility and penetration grade of rubberized RAP binder were evaluated by rotational viscosity test and penetration test, respectively. Hamburg wheel track (HWT) test with high-temperature viscoelastic deformation analysis was adopted, which illustrated the rutting resistance. Additionally, a water boiling test was employed to evaluate the moisture susceptibility of the mixture and the texture features were characterized with the statistical parameters of image colors. Finally, the colloid structure model of rubberized RAP binder with surface interaction was proposed, and statistical analysis was established to release the correlation among various indexes. This study concluded that the gel-phase colloid structure and molecular diffusion of the free light fraction would affect the surface interpretation with aggregate, determining the bonding characteristic of rubberized RAP asphalt.

Keywords: bonding characteristics, reclaimed asphalt pavement, rubberized asphalt, sustainable material

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Authors: Akinbuluma Ayodeji Theophilus, Adewale Olutaiwo

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When building roads and paved surfaces, a strong foundation is always essential. A durable material that can withstand years of traffic while staying trustworthy must be used to build the foundation. A frequent problem in the construction of roads and pavements is the lack of high-quality, long-lasting materials for the pavement structure (base, subbase, and subgrade). Hence, this study examined the stabilization of lateritic soil samples from Ijoko with cement kiln dust and lime. The study adopted the experimental design. Laboratory tests were conducted on classification, swelling potential, compaction, California bearing ratio (CBR), and unconfined compressive tests, among others, were conducted on the laterite sample treated with cement kiln dust (CKD) and lime in incremental order of 2% up to 10% of dry weight soft soil sample. The results of the test showed that the studied soil could be classified as an A-7-6 and CL soil using the American Association of State Highway and transport officials (AASHTO) and the unified soil classification system (USCS), respectively. The plasticity (PI) of the studied soil reduced from 30.5% to 29.9% at the application of CKD. The maximum dry density on the application of CKD reduced from 1.9.7 mg/m3 to 1.86mg/m3, and lime application yielded a reduction from 1.97mg/m3 to 1.88.mg/m3. The swell potential on CKD application was reduced from 0.05 to 0.039%. The study concluded that soil stabilizations are effective and economic way of improving road pavement for engineering benefit. The degree of effectiveness of stabilization in pavement construction was found to depend on the type of soil to be stabilized. The study therefore recommended that stabilized soil mixtures should be used to subbase material for flexible pavement since is a suitable.

Keywords: lateritic soils, sand, cement, stabilization, road pavement

Procedia PDF Downloads 90

Authors: Nahla H. Alaswadko, Rayya A. Hassan, Bayar N. Mohammed

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Empirical deterministic models have been developed to predict roughness progression of heavy duty spray sealed pavements for a dataset representing rural arterial roads. The dataset provides a good representation of the relevant network and covers a wide range of operating and environmental conditions. A sample with a large size of historical time series data for many pavement sections has been collected and prepared for use in multilevel regression analysis. The modelling parameters include road roughness as performance parameter and traffic loading, time, initial pavement strength, reactivity level of subgrade soil, climate condition, and condition of drainage system as predictor parameters. The purpose of this paper is to report the approaches adopted for models development and validation. The study presents multilevel models that can account for the correlation among time series data of the same section and to capture the effect of unobserved variables. Study results show that the models fit the data very well. The contribution and significance of relevant influencing factors in predicting roughness progression are presented and explained. The paper concludes that the analysis approach used for developing the models confirmed their accuracy and reliability by well-fitting to the validation data.

Keywords: roughness progression, empirical model, pavement performance, heavy duty pavement

Procedia PDF Downloads 168

Authors: Trudon Kabangu Mpinga, Ruth Mutala, Shaloom Mbambu, Yvette Kalubi Kashama, Kabeya Mukeba Yakasham

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A mathematical model is developed to describe the contact dynamics between the landing gear wheels of an aircraft and a wet pavement during landing. The model is based on nonlinear partial differential equations, using the Yakam Matrix to account for the interaction between solid, liquid, and solid phases. This framework incorporates the influence of environmental factors, particularly water or rain on the runway, on braking performance and aircraft stability. Given the absence of exact analytical solutions, our approach enhances the understanding of key physical phenomena, including Coulomb friction forces, hydrodynamic effects, and the deformation of the pavement under the aircraft's load. Additionally, the dynamics of aquaplaning are simulated numerically to estimate the braking performance limits on wet surfaces, thereby contributing to strategies aimed at minimizing risk during landing on wet runways.

Keywords: aircraft, modeling, simulation, yakam matrix, contact, wet runway

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Authors: Duncan Oteki, Andebut Yeneneh, Daba Gedafa, Nabil Suleiman

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Most agencies lack the equipment required to measure the dynamic modulus (|E*|) of asphalt mixtures, necessitating the need to use predictive models. This study compared measured |E*| values for nine North Dakota asphalt mixes using the original Witczak, modified Witczak, and Hirsch models. The influence of temperature on the |E*| models was investigated, and Pavement ME simulations were conducted using measured |E*| and predictions from the most accurate |E*| model. The results revealed that the original Witczak model yielded the lowest Se/Sy and highest R² values, indicating the lowest bias and highest accuracy, while the poorest overall performance was exhibited by the Hirsch model. Using predicted |E*| as inputs in the Pavement ME generated conservative distress predictions compared to using measured |E*|. The original Witczak model was recommended for predicting |E*| for low-reliability pavements in North Dakota.

Keywords: asphalt mixture, binder, dynamic modulus, MEPDG, pavement ME, performance, prediction

Procedia PDF Downloads 48

Authors: Aleš Florian, Lenka Ševelová

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Complex sensitivity analysis of stresses in a concrete slab of the real type of rigid pavement made from recycled materials is performed. The computational model of the pavement is designed as a spatial (3D) model, is based on a nonlinear variant of the finite element method that respects the structural nonlinearity, enables to model different arrangements of joints, and the entire model can be loaded by the thermal load. Interaction of adjacent slabs in joints and contact of the slab and the subsequent layer are modeled with the help of special contact elements. Four concrete slabs separated by transverse and longitudinal joints and the additional structural layers and soil to the depth of about 3m are modeled. The thickness of individual layers, physical and mechanical properties of materials, characteristics of joints, and the temperature of the upper and lower surface of slabs are supposed to be random variables. The modern simulation technique Updated Latin Hypercube Sampling with 20 simulations is used. For sensitivity analysis the sensitivity coefficient based on the Spearman rank correlation coefficient is utilized. As a result, the estimates of influence of random variability of individual input variables on the random variability of principal stresses s1 and s3 in 53 points on the upper and lower surface of the concrete slabs are obtained.

Keywords: concrete, FEM, pavement, sensitivity, simulation

Procedia PDF Downloads 330

Authors: Lajeesh Jabbar, Shibu T. Varghese

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Being under pain is a very distressing factor that it prolongs the healing of any kind of trauma and add to the post traumatic stressful state. Alleviating the pain from acute traumatic conditions like fracture, degloving injury etc will help in faster recovery and also decrease the incidence of post traumatic stress disorder. Most of the emergency departments in INDIA are using IV opioid analgesics to relieve the patient from pain in cases of acute traumatic injuries. None of the Emergency Departments practice regional blocks in the country. In this study, we are comparing the efficacy of Regional Blocks in relieving the pain in lower limb fractures versus the use of IV analgesics for the same in the emergency department. The site of study is Malabar Institute Of Medical Sciences in Calicut in Kerala in India and is a place which receives approximately 10-20 traumatic fracture cases per day. The fracture sites used for the study purpose are femur fracture and phalangeal fractures.

Keywords: regional blocks, IV analgesia, acute traumatic pain, femur fractures, phalanx fractures

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Authors: Sudipta Ghorai, Ossama Salem

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Pavement maintenance, repair, and rehabilitation (MRR) processes may have considerable environmental impacts due to traffic disruptions associated with work zones. The simulation models in use to predict the emission of work zones were mostly static emission factor models (SEFD). SEFD calculates emissions based on average operation conditions e.g. average speed and type of vehicles. Although these models produce accurate results for large-scale planning studies, they are not suitable for analyzing driving conditions at the micro level such as acceleration, deceleration, idling, cruising, and queuing in a work zone. The purpose of this study is to prepare a comprehensive work zone environmental assessment (WEA) framework to calculate the emissions caused due to disrupted traffic; by integrating traffic microsimulation tools with emission models. This will help highway officials to assess the benefits of accelerated construction and opt for the most suitable TMP not only economically but also from an environmental point of view.

Keywords: accelerated construction, pavement MRR, traffic microsimulation, congestion, emissions

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Authors: Song Xinze, Cai Kejian

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To further explore the application of waste plastics in asphalt pavement, this paper begins with the classification and characteristics of waste plastics. It then provides a state-of-the-art review of the preparation methods and processes of waste plastic modifiers, waste plastic-modified asphalt, and waste plastic-modified asphalt mixtures. The paper also analyzes the factors influencing the compatibility between waste plastics and asphalt and summarizes the performance evaluation indicators for waste plastic-modified asphalt and its mixtures. It explores the research approaches and findings of domestic and international scholars and presents examples of waste plastics applications in pavement engineering. The author believes that there is a basic consensus that waste plastics can improve the high-temperature performance of asphalt. The use of cracking processes to solve the storage stability of waste plastic polymer-modified asphalt is the key to promoting its application. Additionally, the author anticipates that future research will concentrate on optimizing the recycling, processing, screening, and preparation of waste plastics, along with developing composite plastic modifiers to improve their compatibility and long-term performance in asphalt pavements.

Keywords: waste plastics, asphalt pavement, asphalt performance, asphalt modification

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Authors: Eman A. Al-Hilo, Hawraa H. Al-Waelly

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In this work, fractal compression (FIC) technique is introduced based on using moment features to block indexing the zero-mean range-domain blocks. The moment features have been used to speed up the IFS-matching stage. Its moments ratio descriptor is used to filter the domain blocks and keep only the blocks that are suitable to be IFS matched with tested range block. The results of tests conducted on Lena picture and Cat picture (256 pixels, resolution 24 bits/pixel) image showed a minimum encoding time (0.89 sec for Lena image and 0.78 of Cat image) with appropriate PSNR (30.01dB for Lena image and 29.8 of Cat image). The reduction in ET is about 12% for Lena and 67% for Cat image.

Keywords: fractal gray level image, fractal compression technique, iterated function system, moments feature, zero-mean range-domain block

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Authors: J. Joel Bright, P. Peer Mohamed, M. Aswin SAangameshwaran

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The increasing usage of concrete produces 80% of carbon dioxide in the atmosphere. Hence, this results in various environmental effects like global warming. The amount of the carbon dioxide released during the manufacture of OPC due to the calcination of limestone and combustion of fossil fuel is in the order of one ton for every ton of OPC produced. Hence, to minimize this Geo Polymer Concrete was introduced. Geo polymer concrete is produced with 0% cement, and hence, it is eco-friendly and it also uses waste product from various industries like thermal power plant, steel manufacturing plant, and paper waste materials. This research is mainly about using Geo polymer concrete for pavement which gives very high strength than conventional concrete and at the same time gives way for sustainable development.

Keywords: activator solution, GGBS, fly ash, metakaolin

Procedia PDF Downloads 468

Authors: Babagana Mohammed, Abdulmuminu Mustapha Ali, Solomon Ibrahim, Buba Ahmad Umdagas

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This research investigated the possibility of replacing coarse and fine aggregates with waste road-asphalt (RWA), when sieved appropriately, in concrete production. Interlock pavement block is used widely in many parts of the world as modern day solution to outdoor flooring applications. The weight-percentage replacements of both coarse and fine aggregates with RWA at 0%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80% and 90% respectively using a concrete mix ratio of 1:2:4 and water-to-cement ratio of 0.45 were carried out. The interlock block samples produced were then cured for 28days. Unconfined compressive strength (UCS) and the water absorption properties of the samples were then tested. Comparison of the results of the RWA-containing samples to those of the respective control samples shows significant benefits of using RWA in interlock block production. UCS results of RWA-containing samples compared well with those of the control samples and the RWA content also influenced the lowering of the water absorption of the samples. Overall, the research shows that it is possible to replace both coarse and fine aggregates with RWA materials when sieved appropriately, hence indicating that RWA could be recycled beneficially.

Keywords: aggregate, block-production, pavement, road-asphalt, use, waste

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Authors: G. Bharath, K. S. Reddy, Vivek Tandon, M. Amaranatha Reddy

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This paper presents the details of a study conducted to evaluate the interaction between recycled binder and fresh binder in Recycled Asphalt Pavement (RAP) mixes. When RAP is mixed with virgin aggregates in the presence of fresh binder there will be partial blending in a hot mix asphalt mixture. A recent approach used by some researchers for studying the degree of blending of RAP binder with virgin binder has been adopted in this study. Dense Bituminous Macadam mix of Ministry of Road Transport of India with a nominal maximum aggregate size of 19 mm was studied. Two proportions of RAP-20% and 35% and two types of virgin binders – viscosity grade VG10 and VG30 were considered. Design binder contents were determined for all the four types of mixes (two RAP contents and two virgin binders) as per Marshall mix design procedure. The degree of blending of RAP and virgin binders was evaluated in terms of the complex modulus of the binder. Laboratory test results showed that with an increase in RAP content, the degree of blending decreases. Better blending was observed for softer grade binder (VG10).

Keywords: blending, complex modulus, recycled asphalt pavement, virgin binder

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Authors: Sagar Ghos, Andrew E. Elaryan, Syed Ashik Ali, Musharraf Zaman, Mohammed Ashiqur Rahman

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Achieving desired density during construction is an important indicator of pavement quality. Insufficient compaction often compromises pavement performance and service life. Intelligent compaction (IC) is an emerging technology for monitoring compaction quality during the construction of asphalt pavements. This paper aims to provide an overview of findings from four case studies in Oklahoma involving the compaction quality of asphalt pavements, namely SE 44th St project (Project 1) and EOC Turnpike project (Project 2), Highway 92 project (Project 3), and 108th Avenue project (Project 4). For this purpose, an IC technology, the intelligent compaction analyzer (ICA), developed at the University of Oklahoma, was used to evaluate compaction quality. Collected data include GPS locations, roller vibrations, roller speed, the direction of movement, and temperature of the asphalt mat. The collected data were analyzed using a widely used software, VETA. The average densities for Projects 1, 2, 3 and 4, were found as 89.8%, 91.50%, 90.7% and 87.5%, respectively. The maximum densities were found as 94.6%, 95.8%, 95.9%, and 89.7% for Projects 1, 2, 3, and 4, respectively. It was observed that the ICA estimated densities correlated well with the field core densities. The ICA results indicated that at least 90% of the asphalt mats were subjected to at least two roller passes. However, the number of passes required to achieve the desired density (94% to 97%) differed from project to project depending on the underlying layer. The results of these case studies show both opportunities and challenges in using IC for monitoring compaction quality during construction in real-time.

Keywords: asphalt pavement construction, density, intelligent compaction, intelligent compaction analyzer, intelligent compaction measure value

Procedia PDF Downloads 157

Authors: Qiuhao Chang, Liangliang Huang, Xingru Wu

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In the United States, over 90% of the roads are paved with asphalt. The aging of asphalt is the most serious problem that causes the deterioration of asphalt pavement. Waste cooking oils (WCOs) have been found they can restore the properties of aged asphalt and promote the reuse of aged asphalt pavement. In our previous study, it was found the optimal WCO concentration to restore the aged asphalt sample should be in the range of 10~15 wt% of the aged asphalt sample. After the WCO concentration exceeds 15 wt%, as the WCO concentration increases, some important properties of the asphalt sample can be weakened by the addition of WCO, such as cohesion energy density, surface free energy density, bulk modulus, shear modulus, etc. However, maximizing the utilization of WCO can create environmental and economic benefits. Therefore, in this study, a new idea about using the waste polymer is another additive to restore the WCO modified asphalt that contains a high concentration of WCO (15-25 wt%) is proposed, which has never been reported before. In this way, both waste polymer and WCO can be utilized. The molecular dynamics simulation is used to study the effect of waste polymer on properties of WCO modified asphalt and understand the corresponding mechanism at the molecular level. The radial distribution function, self-diffusion, cohesion energy density, surface free energy density, bulk modulus, shear modulus, adhesion energy between asphalt and aggregate are analyzed to validate the feasibility of combining the waste polymer and WCO to restore the aged asphalt. Finally, the optimal concentration of waste polymer and WCO are determined.

Keywords: reclaim aged asphalt pavement, waste cooking oil, waste polymer, molecular dynamics simulation

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Authors: Viviana Letelier, Ester Tarela, Bianca Lopez, Pedro Muñoz, Giacomo Moriconi

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The environmental impact has become a global concern during the last decades. Several alternatives have been proposed and studied to minimize this impact in different areas. The reuse of aggregates from old concretes to manufacture new ones not only can reduce this impact but is also a way to optimize the resource management. The effect of the origin of the reused aggregates from two different origin materials in recycled concrete pavement is studied here. Using the dosing applied by a pavement company, coarse aggregates in the 6.3-25 mm fraction are replaced by recycled aggregates with two different origins: old concrete pavements with similar origin strength to the one of the control concrete, and precast concrete pipes with smaller strengths than the one of the control concrete. The replacement percentages tested are 30%, 40% and 50% in both cases. The compressive strength tests are performed after 7, 14, 28 and 90 curing days, the flexural strength tests and the elasticity modulus tests after 28 and 90 curing days. Results show that the influence of the quality of the origin concrete in the mechanical properties of recycled concretes is not despicable. Concretes with up to a 50% of recycled aggregates from the concrete pavement have similar compressive strengths to the ones of the control concrete and slightly smaller flexural strengths that, however, in all cases exceed the minimum of 5MPa after 28 curing days stablished by the Chilean regulation for pavement concretes. On the other hand, concretes with recycled aggregates from precast concrete pipes show significantly lower compressive strengths after 28 curing days. The differences with the compressive strength of the control concrete increase with the percentage of replacement, reaching a 13% reduction when 50% of the aggregates are replaced. The flexural strength also suffers significant reductions that increase with the percentage of replacement, only obeying the Chilean regulation when 30% of the aggregates are recycled after 28 curing days. Nevertheless, after 90 curing days, all series obey the regulation requirements. Results show, not only the importance of the quality of the origin concrete, but also the significance of the curing days, that may allow the use of less quality recycled material without important strength losses.

Keywords: flexural strength of recycled concrete., mechanical properties of recycled concrete, recycled aggregates, recycled concrete pavements

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Authors: Lillian Gungat, Meor Othman Hamzah, Mohd Rosli Mohd Hasan, Jan Valentin

Abstract:

Utilization of a high percentage of reclaimed asphalt pavement (RAP) requires higher production temperatures and consumes more energy. High production temperature expedites the aging of bitumen in RAP, which could affect the mixture performance. Warm mix asphalt (WMA) additive enables reduced production temperatures as a result of viscosity reduction. This paper evaluates the integration of a high percentage of RAP with a WMA additive known as RH-WMA. The optimum dosage of RH-WMA was determined from basic properties tests. A total of 0%, 30% and 50% RAP contents from two roads sources were modified with RH-WMA. The modified RAP bitumen were examined for viscosity, stiffness, rutting resistance and greenhouse gas emissions. The addition of RH-WMA improved the flow of bitumen by reducing the viscosity, and thus, decreased the construction temperature. The stiffness of the RAP modified bitumen reduced with the incorporation of RH-WMA. The positive improvement in rutting resistance was observed on bitumen with the addition of RAP and RH-WMA in comparison with control. It was estimated that the addition of RH-WMA could potentially reduce fuel usage and GHG emissions by 22 %. Hence, the synergy of RAP and WMA technology can be an alternative in green road construction.

Keywords: reclaimed asphalt pavement, WMA additive, viscosity, stiffness, emissions

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Authors: Abdelhak-Djamel Seriai, Selim Kebir, Allaoua Chaoui

Abstract:

During the last decades, object oriented program- ming has been massively used to build large-scale systems. However, evolution and maintenance of such systems become a laborious task because of the lack of object oriented programming to offer a precise view of the functional building blocks of the system. This lack is caused by the fine granularity of classes and objects. In this paper, we use a post object-oriented technology namely software components, to propose an approach based on the identification of the functional building blocks of an object oriented system by analyzing its source code. These functional blocks are specified as software components and the result is a multi-layer component based software architecture.

Keywords: software comprehension, software component, object oriented, software architecture, reverse engineering

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Authors: Richard Draper

Abstract:

A supercomputer can be constructed from identical building blocks which are small parallel processors connected by a network referred to as the local network. The routers have unused ports which are used to interconnect the building blocks. These connections are referred to as the global network. The address space has a global and a local component (g, l). The conventional way to connect the building blocks is to connect (g, l) to (g’,l). If there are K blocks, this requires K global ports in each router. If a block is of size M, the result is a machine with KM routers having diameter two. To increase the size of the machine to 2K blocks, each router connects to only half of the other blocks. The result is a larger machine but also one with greater diameter. This is a crude description of how the network of the CRAY XC® is designed. In this paper, a family of interconnection networks using routers with K global and M local ports is defined. Coordinates are (c,d, p) and the global connections are (c,d,p)↔(c’,p,d) which swaps p and d. The network is denoted D3(K,M) and is called a Swapped Dragonfly. D3(K,M) has KM2 routers and has diameter three, regardless of the size of K. To produce a network of size KM2 conventionally, diameter would be an increasing function of K. The family of Swapped Dragonflies has other desirable properties: 1) D3(K,M) scales linearly in K and quadratically in M. 2) If L < K, D3(K,M) contains many copies of D3(L,M). 3) If L < M, D3(K,M) contains many copies of D3(K,L). 4) D3(K,M) can perform an all-to-all exchange in KM2+KM time which is only slightly more than the time to do a one-to-all. This paper makes several contributions. It is the first time that a swap has been used to define a linearly scalable family of networks. Structural properties of this new family of networks are thoroughly examined. A synchronizing packet header is introduced. It specifies the path to be followed and it makes it possible to define highly parallel communication algorithm on the network. Among these is an all-to-all exchange in time KM2+KM. To demonstrate the effectiveness of the swap properties of the network of the CRAY XC® and D3(K,16) are compared.

Keywords: all-to-all exchange, CRAY XC®, Dragonfly, interconnection network, packet switching, swapped network, topology

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Authors: Abdul Halim Abdullah, Nur Liyana Zainal Abidin, Mahani Mokhtar

Abstract:

Problem-solving is an activity which can encourage students to use Higher Order Thinking Skills (HOTS). Learning fractions can be challenging for students since empirical evidence shows that students experience difficulties in solving the fraction problems. However, visual methods can help students to overcome the difficulties since the methods help students to make meaningful visual representations and link abstract concepts in Mathematics. Therefore, the purpose of this study was to investigate whether there were any changes in students’ HOTS at the four highest levels when learning the fractions by using Thinking Blocks. 54 students participated in a quasi-experiment using pre-tests and post-tests. Students were divided into two groups. The experimental group (n=32) received a treatment to improve the students’ HOTS and the other group acted as the control group (n=22) which used a traditional method. Data were analysed by using Mann-Whitney test. The results indicated that during post-test, students who used Thinking Blocks showed significant improvement in their HOTS level (p=0.000). In addition, the results of post-test also showed that the students’ performance improved significantly at the four highest levels of HOTS; namely, application (p=0.001), analyse (p=0.000), evaluate (p=0.000), and create (p=0.000). Therefore, it can be concluded that Thinking Blocks can effectively encourage students to use the four highest levels of HOTS which consequently enable them to solve fractions problems successfully.

Keywords: Thinking Blocks, Higher Order Thinking Skills (HOTS), fractions, problem solving

Procedia PDF Downloads 270