Texturing and evaluation of concrete pavement surface:A state-of-the-art review

Concrete pavement is accompanied by two major functional properties,namely noise emission and friction,which are closely related to pavement surface texture.While several technologies have been developed to mitigate tirepavement noise and improve driving friction by surface texturization,limited information is available to compare the advantages and disadvantages of different surface textures.In this study,a state-of-the-art and state-of-thepractice review is conducted to investigate the noise reduction and friction improvement technologies for concrete pavement surfaces.The commonly used tests for characterizing the surface texture,skid resistance,and noise emission of concrete pavement were first summarized.Then,the texturing methods for both fresh and hardened concrete pavement surfaces were discussed,and the friction,noise emission and durability performances of various surface textures were compared.It is found that the next generation concrete surface(NGCS)texture generally provides the best noise emission performance and excellent friction properties.The exposed aggregate concrete(EAC)and optimized diamond grinding textures are also promising alternatives.Lastly,the technical parameters for the application of both diamond grinding and diamond grinding&grooving textures were recommended based on the authors'research and practical experience in Germany and the US.This study offers a convenient reference to the pavement researchers and engineers who seek to quickly understand relevant knowledge and choose the most appropriate surface textures for concrete pavements.

In-site health monitoring of cement concrete pavements based on optical fiber sensing technology

Premature stress of cement concrete pavements i the coupled action of construction technique,structural ma-terial and environmental action.It is quite diffiault to accurately get the actual stress distribution merely based on the theoretical or simulation analysis.Ther efore,in-situ health monitoring is particularly si gnificant to obtain the stress or strain information for the assessment on structural perfor mance of cement concrete pavements.To contribute this topic,different kinds of FBG based sensors have been specially designed to measure the tem-perature,pressure and deformation in cement concrete pavements.A relatively long-term monitoring has been aonducted to collect the effective data after the solidification of the pavement lasts for about 15 d.Data analysis indicates that the temperature variation inside the pavement was very stable,with maximum ampltude smaller than 2.25°C in Sep.2020.The longitudinal,transverse and ver tical deformations of the pavement behaved in non-umniform distribution,and partial me asuring points suffered from large tensile force.The concrete course had better deformation resi stance than that of the soil base,and local interfacial micro void defects existed in the soil base.The preliminary results can help to understand the actual structural performance of cement concrete pavements based on the optical fiber sensing sys tem.

Cracking and Mechanical Properties of Airport Concrete Pavement with Fiber and Expansive Agent

Polypropylene fiber and expansive agent are used in airport concrete to improve its shrinkage cracking resistance and mechanical properties.The concrete specimens with amount content of polypropylene fiber or expansive agent or both of them are prepared.The morphology of specimens is observed by scanning electron microscope,the time when the first crack occurred is recorded through slap test,and the mechanical properties such as compressive strength and impact energies of concrete are measured.The results show that polypropylene fiber in concrete can reduce the shrinkage and delay the first crack,improve the impact resistance obviously,and improve the compressive strength slightly.Expansive agent can compensate the shrinkage and reduce cracks of concrete pavement markedly,and improve the mechanical properties of concrete pavement slightly.The study provides recommendations for cracking control of airport concrete pavement in the future.

Usability of Waste Steel Grits in Concrete Pavement

The usability of waste steel grits and limestone sand in the construction of concrete pavement was investigated.Four different types of pavement concretes were produced,including coarse limestone concrete not containing waste steel grit,coarse limestone concrete containing waste steel grit,limestone sand concrete not containing waste steel grit,and limestone sand concrete containing waste steel grit.In this study,water/binder ratio in concrete production was taken as 0.44.In the production of limestone sand concrete containing waste steel grit,limestone sand with a grain diameter of 0.1-1.0 mm was used as aggregate.Waste steel grits with a grain diameter of 0.2-0.7 mm were added to the concrete mixture.Standard water curing and combined curing were applied to concrete samples.After standard water curing and combined curing,compression and bending tests of the same types of cube and beam concrete samples were carried out.As a result of the study,the maximum compressive and bending strengths were found to be 50.21 MPa and 5.07 MPa for limestone sand concrete containing waste steel grit.The study results show that waste steel grits increase the compressive and bending strength of concrete pavement.

Multi-gene genetic programming extension of AASHTO M-E for design oflow-volume concrete pavements

The American Association of State Highway and Transportation Officials Mechanistic-Empirical Pavement DesignGuide (AASHTO M-E) offers an opportunity to design more economical and sustainable high-volume rigid pavementscompared to conventional design guidelines. It is achieved through optimizing pavement structural andthickness design under specified climate and traffic conditions using advanced M-E principles, thereby minimizingeconomic costs and environmental impact. However, the implementation of AASHTO M-E design for low-volumeconcrete pavements using AASHTOWare Pavement ME Design (Pavement ME) software is often overly conservative.This is because Pavement ME specifies the minimum design thickness of concrete slab as 152.4 mm (6 in.). Thispaper introduces a novel extension of the AASHTO M-E framework for the design of low-volume joint plain concretepavements (JPCPs) without modification of Pavement ME. It utilizes multi-gene genetic programming (MGGP)-based computational models to obtain rapid solutions for JPCP damage accumulation and long-term performanceanalyses. The developed MGGP models simulate the fatigue damage and differential energy accumulations. Thispermits the prediction of transverse cracking and joint faulting for a wide range of design input parameters and axlespectrum. The developed MGGP-based models match Pavement ME-predicted cracking and faulting for rigidpavements with conventional concrete slab thicknesses and enable rational extrapolation of performance predictionfor thinner JPCPs. This paper demonstrates how the developed computational model enables sustainable lowvolumepavement design using optimized ME solutions for Pittsburgh, PA, conditions.

Rubblization: A Practical, Cost Effective and Sustainable Option for Repairing Deteriorated Airfield Pavement in the Empty Quarter Desert of Saudi Arabia

Rubblization technique has been extensively used to repair the damaged concrete pavement and has proven successful in developed countries like the US and Europe. It has not been fully adopted in developing region like the Middle East and this paper presents the design and construction challenges posed while assessing damaged concrete runway in empty quarter of Saudi Arabia. A number of design options for repairs for runway pavement were considered and rubblization was chosen as a preferred option for repair. This paper includes the consideration for the assessment and adoption of the concrete rubblized modulus value using the falling weight deflectometer, optimization of the tests for the whole runway using the Heavy Weight Deflectometer HWD testing to replace pits, safely working around the utilities, reasonable assumption of drop height of the pavement and installation of utility conduits in the rubblized layer. Findings of the paper demonstrates resolving technical issues which are not very well covered in the Federal Aviation Authority (FAA) EB-66 such as the additional test strips, minimum areas of rubblization for assessment using test pits, drop in the height of concrete surface and fixing of utilities in rubblized pavement. The case study demonstrates that the rubblization can be successfully carried out in remote locations like empty quarter of Saudi Arabia with carefully carried out detailed site investigations, adopting correct assumed design rubblization modulus, quality control using HWD, protection of utilities while rubblizing and use of polymer modified asphalt for successful project deployment.

Theoretical Development and Engineering Practice of Pavements in China

This paper presents a comprehensive review of historical theory development and current construction practice of pavement engineering in China. Mechanical models, design guides, construction techniques, evaluation methods and maintenance standards are elaborated for Portland cement concrete （PCC） pavements methodology among pavements of rural highways, urban roads and asphalt concrete （AC） pavements. Differences in design and airport fields are discussed based on service requirements. Lessons and experiences based on the past 20 years＇ construction practice and pavement performance are summarized. Current research areas in pavement engineering associated with unconventional geological and/or landscaping in China＇s highway construction and national strategic plan for pavement engineering are also covered.

Semi-flowable self-consolidating concrete using industrial wastes for construction of rigid pavements in India:An overview

The construction of rigid pavements using conventionally vibrated concrete consumes a significant amount of energy as it requires rigorous vibrations.This also requires a high number of laborers and creates noise during construction.Thus,a new kind of concrete called semi-flowable self-consolidating concrete(SFSCC)for pavement construction using slip-form paving technology is reviewed in this article.The SFSCC requires no energy for compaction as it gets compacted under its self weight.It also renders shape stability in the fresh state which is critical to expedite the construction in slip form concreting.The review focuses on the need,evolution,and requirement of the ingredient materials,mix design,and methods for testing the properties of SFSCC.Further,the utilization of industrial wastes in the construction industry and the production of self-consolidating concrete are discussed.The literature on the effect of different materials on the properties of such concrete and field studies in this context are discussed.Lastly,its suitability as pavement construction material either in normal rural roads or in low-volume village roads is discussed in the Indian context.The review reveals that relatively less amount of study on SFSCC in general and as a pavement material in particular is available in the literature and pursuant to this,creates a wide scope of research.

Onsite strength determination for early-opening decision making of high early strength concrete pavement

High early strength(HES)concrete pavements are commonly opened to traffic within the first 24 h after construction,making early-opening decisions critical for pavement quality and traffic operations.Currently,most state departments of transportation rely on compressive strength testing for early-opening decision making.However,there laboratory tests are labor intensive,costly and not always representative of field strength development.In this study,non-destructive testing(maturity and ultrasonic tomography)was explored for faster and reliable in-situ strength estimations.An experimental section constructed using HES concrete was routinely monitored using compressive testing,maturity,and ultrasonic tomography in the first 24 h after construction.The shear wave velocity,measured using ultrasonic tomography,was able to capture the strength-gain variability within a single slab and between different slabs due to the ability to monitor several locations in a short period of time.Maturity results were consistently conservative in the first 24 h of monitoring.Results show that both maturity testing and ultrasonic tomography are able to replace or add to conventional strength testing for HES concrete pavements to facilitate making the opening decision within the first 24 h.Ultrasonic tomography proved more beneficial as a result of the device's portability,increased speed of testing,and accurate estimations of HES concrete strength for the entire pavement length.

Assessment of the Mechanical Properties of Carbon-Fiber Heating Cables in Snow and Ice Melting Applications

The use of carbon-fiber heating cables(CFHC)to achieve effective melting of snow and ice deposited on roads is a method used worldwide.In this study,tensile and compressive tests have been conducted to analyze the mechan-ical properties of the CFHC and assess whether the maximum tensile and compressive strengths can meet the pavement design specifications.In order to study the aging produced by multiple cycles of heating and cooling,in particular,the CFHC was repeatedly heated in a cold chamber with an ambient temperature ranging between-20℃ and+40℃.Moreover,to evaluate how the strength of the pavement is affected by its presence,the CFHC was embedded at different depths and concrete blocks with different curing ages were subjected to relevant com-pression and splitting tensile tests.Numerical simulations based on the ANSYS software have also been performed and compared with the outcomes of the static loading tests.The results show that the CFHC embedded in the concrete does not affect the compressive splitting tensile strengths of the pavement.Overall,the CFHC meets the conditions required for continued use in road ice melting applications.

Dynamic response of concrete pavement structure with asphalt isolating layer under moving loads

A three-dimensional finite element model （3D FEM） is built using ABAQUS to analyze the dynamic response of a concrete pavement structure with an asphalt isolating layer under moving loads. The 3D model is prepared and validated in the state of no asphalt isolating layer. Stress and deflection at the critical load position are calculated by changing thickness, modulus of isolating layer and the combination between the isolating layer and concrete slab. Analysis result shows that the stress and deflection of the concrete slab increase with the increase of thickness. The stress and deflection of the concrete slab decrease with the increase of combination between the isolating layer and concrete slab. The influence of changing the isolating layer modulus to the stress and deflection of the concrete slab is not significant. From the results, asphalt isolating layer design is suggested in concrete pavement.

Noise emission of concrete pavement surfaces produced by diamond grinding

In Germany, diamond grinding is frequently used to improve the evenness and skid resistance of concrete pavement surfaces. Since diamond grinding has been observed to affect tyre/pavement noise emission favourably, the relationship among surface texture, concrete composition and noise emission of concrete pavement surfaces has been sys- tematically investigated. The simulation program SPERoN was used in a parameter study to investigate the main factors which affect noise emission. Based on the results of the simulations, textured concrete surfaces were produced by using a laboratory grinding machine. As well as the composition of the concrete, the thickness and spacing of the diamond blades were varied. The ability of the textured surfaces to reduce noise emission was assessed from the texture characteristics and air flow resistance of textured surfaces measured in the laboratory. It was found that concrete composition and, in particular, the spacing of the blades affected the reduction in noise emission considerably. The noise emission behaviour of numerous road sections was also considered in field investigations. The pavement surfaces had been textured by diamond grinding during the last years or decades. The results show that diamond grinding is able to provide good, durable noise- reducing properties. Several new pavement sections were investigated using thicknesses and spacings of the blades similar to those used in the laboratory to optimize noise emission reduction. It is concluded that diamond grinding is a good alternative to exposed aggregate concrete for the production of low-noise pavement surfaces.

Test Study on the Recycled Aggregate and Concrete Regenerated from Worn Cement Concrete Pavement

Regenerate utilization of worn cement concrete is the key technical problem to be solved in traffic field while the cement concrete pavement built long ago durative disrepair. The study aimed at the worn cement concrete which can not be reused in site,get recycled aggregate according to the practically technics of regenerate,and then carry out test study on the aggregate and recycle aggregate cement concrete. Test results show recycled fine aggregate is about 26% of recycled aggregate,and substantive sand pulps are adhere on the surface of recycled while the distinct crackle appears on this sand pulp surface. relative to the natural aggregate,one of the remarkable characters of the recycled aggregate is that the inartificial water ratio is relatively low and the water-absorbing ratio can reach 4%～12%,and the water-absorbing ratio increased while the grain getting fine. the second remarkable characters of recycled coarse aggregate is that the weared stone value and crushed stone value of recycled coarse aggregate are both bigger,the Los-angeles weared stone value is 32.7,the crushed stone value is 26.5. So,the recycled aggregate can not meet the criterion,but after mixed into 40% natural aggregate,it can meet. The mixture ratio test results proved that based on the dosage of cement we can through reduce water cement ratio and augment water quantity to improve the working performance of recycled concrete. The destroy form of recycled concrete goes all the way with natural concrete,the recycled aggregate can absolutely used in cement concrete under C50.

Evaluation of early-age strains and stresses in roller-compacted concrete pavement

In the structural design of a roller-compacted concrete pavement(RCCP), it is crucial to estimate strain and stress developments in the RCCP slab realistically. Since the RCCP mix uses less cement and lower amount of water, shrinkage strain and concrete temperature during the hardening stage are expected to be reduced as compared to those of conventional concrete mixture, resulting in a reduction of the concrete early-age deformation and stress developments in the RCCP slab. In this paper, early-age concrete strain and stress developments in RCCP slab subjected to environmental loads were evaluated. A full-scale test section of RCCP under real climatic conditions was monitored. The early-age total strains,stress-independent strains, shrinkage strains, and coefficient of thermal expansion(CTE) of the RCCP were measured and analyzed. Using the results of measured strains, in-situ CTE and shrinkage strain, and temperature, the early-age concrete stress development is computed by incorporating a viscoelastic property of the early-age concrete. The results revealed that the shrinkage strain of the RCCP is quite low as compared to that of conventional concrete. The early-age stress developments in the RCCP slab are strongly governed by the thermal-induced stresses. Shrinkage-induced stresses were quite small and might be negligible in a preliminary estimation of early-age stress developments in the RCCP slab.

Surface texture and friction characteristics of diamond-ground concrete and asphalt pavements

Recently, diamond grinding has gained increasing attention as pavement preservation treatment to restore desired surface characteristics, particularly friction. Compared to other pavement preservation treatments such as surface overlays and high friction surface treat- ments, diamond grinding may cost less, save construction time, or require minimum maintenance. Diamond grinding produces longitudinal, continuous, and line-type texture that contains corrugations with evenly spaced ridges. The improved surface texture will immediately enhance pavement surface friction and reduce the possibility of hydroplaning in rainy weather. However, little information has been documented on the texture charac- teristics and long-term friction performance of diamond-ground pavements. A field evalu- ation was conducted to examine the surface texture and friction characteristics in diamond- ground concrete and asphalt pavements by the authors. Five pavement test sections, including two diamond-ground concrete pavements, one diamond-ground concrete bridge deck, one diamond-ground asphalt pavement, and one transversely tined concrete pave- ment, were selected for evaluation. Laser scanner testing was performed to capture both macro and microtexture profiles. Locked wheel testing was performed to measure the fric- tion numbers. The test results were examined and compared so as to evaluate two performances, after construction and long-term friction performance of diamond-ground pavements. It was found that longitudinal diamond grinding can provide durable, satisfactory surface friction performance for both concrete and asphalt pavements.

Engineering Application and Development of Anti-skid Sand

In view of the increasing cement concrete pavement in China,the proportion of road non-slip surface layer is large,the winter slippery performance is insufficient and the later non-slip treatment is difficult. Through the concrete construction and post-application and development of the anti-skid sand in the road and bridge,the feasible anti-skid optimization measures are put forward.

Finite element modeling of environmental effects on rigid pavement deformation

In this study, finite element （FE）-based primary pavement response models are employed for investigating the early-age deformation characteristics of jointed plain concrete pavements （JPCP） under environmental effects. The FE-based ISLAB （two-and-one-half-dimensional） and EverFE （three-dimensional） software were used to conduct the response analysis. Sensitivity analyses of input parameters used in ISLAB and EverFE were conducted based on field and laboratory test data collected from instrumented pavements on highway US-34 near Burlington, Iowa. Based on the combination of input parameters and equivalent temperatures established from preliminary studies, FE analyses were performed and compared with the field measurements. Comparisons between field measured and computed deformations showed that both FE programs could produce reasonably accurate estimates of actual slab deformations due to environmental effects using the equivalent temperature difference concept.

Study on the cohesion and adhesion of hot-poured crack sealants

Filling crack sealant is a main method to repair cracking of pavement. The cohesion and adhesion of crack sealant directly determine its service performance and durability. However, the competitive mechanism of cohesion and adhesion failure modes is not clear currently. This research proposed two methods to evaluate cohesion and adhesion of crack sealant, and analyzed the influence of temperature on cohesion and adhesion. The effect of moisture on low- temperature performance of crack sealant was also be evaluated by conducting a soaking test. Results show that with the decrease of temperature, the cohesion force of crack sealant increases significantly, while the adhesion force changes little. There is a critical temperature at which the cohesion force equals the adhesion force. When the temperature is higher, the adhesion force will be greater than cohesion force, and the cohesion failure will happen more easily. In contrast, the adhesion failure will happen more easily when the temperature is lower than the critical value. Soaking in 25 ℃ water for 24-48 hours will slightly improve the low-temperature tension performance of crack sealant. However, soaking in 60 ℃ water for 24 hours will decrease the failure energy of low-temperature tension and damage the durability of crack sealant.