Search

Freeze–thaw (F-T) is one of the principal perils afflicting concrete pavements. A remedial strategy used during construction encompasses the integration of hybrid fibers into the concrete matrix. An extant research gap persists in elucidating the damage mechanism inherent in hybrid steel fiber (SF)- and basalt fiber (BF)-reinforced concrete subjected to F-T conditions. This paper empirically investigated the durability performance of hybrid fiber-reinforced concrete (HFRC) subjected to F-T cycles. The impact of SF/BF hybridization on mass loss, abrasion resistance, compressive strength, flexural strength, damaged layer thickness, and the relative dynamic modulus of elasticity (RDME) was examined. The damage mechanism was explored using micro-hardness and SEM analysis. The results indicate that incorporating hybrid SF/BF effectively enhances the F-T resistance of concrete and prolongs the service life of concrete pavement. The mechanisms underlying these trends can be traced back to robust bonding at the fiber/matrix interface. Randomly dispersed SFs and BFs contribute to forming a three-dimensional spatial structure within the concrete matrix, suppressing the expansion of internal cracks caused by accumulated hydrostatic pressure during the F-T cycle. This research outcome establishes a theoretical foundation for the application of HFRC to concrete pavements in cold regions. [ABSTRACT FROM AUTHOR]

Accurate estimation of the thermal stresses in rigid pavements is essential for the assessment of its service life. Thermal stress (an outcome of temperature differential) within the slab is significantly dependent on local weather conditions. This article presents a methodology for prediction of temperature profiles in rigid pavement. In this work, partial differential equations governing heat transfer through concrete pavement are numerically solved. The boundary conditions of the heat transfer model were formulated based on the real-time weather data. The temperature profiles predicted by solving the model were used to calculate the temperature difference between the top and bottom of the rigid pavement slab. The proposed methodology was implemented using 30 years of gridded weather data for whole of India. From the predicted temperature profiles, the annual ${\rm MPTD}$ M P T D and ${\rm MNTD}$ M N T D of the pavement slab were calculated. The mean values for each grid point observed over 30 years were used to develop temperature differential maps. The predicted values of maximum positive and negative temperature differentials had significantly higher values compared to the current codal recommendations of India. Developed maps can be used for estimating the design temperature differentials in places having similar climatic conditions presented in this study. Abbreviations: DLC: dry lean concrete; GSB: granular subbase; IRC: Indian Road Congress; MMMT: mean monthly maximum temperature; MMRH: mean monthly relative humidity; MTD: maximum temperature differential; MPTD: maximum positive temperature differential; MNTD: maximum negative temperature differential; PDE: partial differential equation; PQC: pavement quality concrete; SG: subgrade; TD: temperature differential [ABSTRACT FROM AUTHOR]

Pervious concrete, a unique type of concrete utilised in pavement construction, plays a crucial role in addressing environmental concerns like groundwater recharge and stormwater runoff. This concrete variant eliminates most or all fines in the mix, creating interconnected void spaces that facilitate the percolation of water at higher rates. The goal is to strike a balance between porosity, strength and permeability, ensuring the pavement to withstand loads while effectively managing water flow. In this study, it is attempted to develop aggregate gradation for the desired percolation rates of concrete matrix using two Particle Packing Models (PPM), viz. Compressible Packing Model (CPM) and Modified Taufer Model (MTM). The results of PPM are compared with IRC 15:2017 aggregate grading specifications. This study is also extended to determine compressive and flexural strengths for different porosities of aggregate system and w/c ratios using the relations established from the literature. For a pervious concretes with a constant water-to-cement (w/c) ratio of 0.50 and an aggregate packing density of 0.7 for Pavement Quality Concrete (PQC), it was observed that with increase in porosity from 15% to 25%, the compressive strength decreased by 40.66% and the flexural strength decreased by 22.96%. A Graphical User interface (GUI) is developed for the gradation of aggregates to simply the process of proportioning through experimentation. [ABSTRACT FROM AUTHOR]

The unavoidable transverse non-uniformity of settlement and moduli for part-fill and part-cut subgrade may have some critical impact on concrete pavement structures, hence, some structural optimisations of pavement based on the working conditions of subgrade are essential. In this study, on account of the practical working conditions of part-fill and part-cut subgrade, a finite element model of concrete pavement structure on part-fill and part-cut subgrade developed previously was conducted to analyse the effects of slab thickness, slab concrete modulus of rupture, tie bar diameter and tie bar spacing. Furthermore, improvement methods and strategies were analysed and proposed for the four parameters respectively with fatigue cracking design life under loading as the target and maximum stress at the bottom of slab as the criterion. The results verified the feasibility of incorporating non-uniformity of modulus and settlement into the design phase of concrete pavements on part-fill and part-cut subgrade. Additionally, concrete pavement parameter optimisation priority should be given to concrete modulus of rupture, slab thickness, followed by tie bar diameter and spacing. It can provide a useful reference for designing concrete pavement structures on part-fill and part-cut subgrade. [ABSTRACT FROM AUTHOR]

Temperature gradients in concrete pavements significantly affect fatigue damage accumulation, with high gradients having the potential to reduce performance under vehicle loads. While temperature profiles are non-linear throughout the depth, an equivalent linear temperature gradient (ELTG) accounts for the effect of temperature in pavement design. Critical ELTG values are difficult to predict because ELTG is affected by design parameters as well as climate conditions and varies diurnally and seasonally. To identify critical parameters which affect ELTG, a database of hourly temperature profiles was generated for a series of jointed plain concrete pavements (JPCP) throughout Pennsylvania. A stepwise regression model was developed with an R2 of 0.81 to determine maximum daily ELTG as a function of the design parameters and climate. This equation can assist engineers in making decisions on when superloads can be transported without significant damage or performing falling weight deflectometer testing will be most informative. Slab thickness, concrete albedo, and daily temperature range (DTR) were the most significant parameters that affected ELTG. A higher albedo showed an equivalent effect in reducing maximum ELTG as increasing the thickness of the slab. This finding can be used to reduce maximum gradients, which will increase the predicted service life of JPCPs. [ABSTRACT FROM AUTHOR]

This study focuses on evaluating the response of concrete block pavement (CBP) reinforced with rubberised oil palm shell (ROPS) layers when subjected to vehicular loads using laboratory experiments and finite element (FE) simulations. The key parameters considered in this study are the sand bed thickness, oil palm content in ROPS layers, embedment depth of ROPS layers, and vehicle velocity. The dynamic loads due to the vehicular movement were generated using a real-time road unevenness signal. Outcomes from the lab-scale 1g experiments and FE simulations were expressed as displacement and acceleration responses in the frequency domain. CBP sections with sand bed thicknesses of 10mm and 70mm were found to yield high surface deflection and acceleration values, both with and without ROPS reinforcements. CBPs reinforced with the ROPS layer having 20% OPS content demonstrate the best performance compared to ROPS layers made with 5% and 10% OPS contents. Further simulations show that the ROPS layers at an optimum embedment depth of 180mm from the surface in the CBP profile can significantly reduce the unacceptable levels of vibration. To this end, this preliminary research attempts the possible reengineering of oil palm shells and ascertains the suitability of ROPS reinforcements in stabilising CBP−soil systems. [ABSTRACT FROM AUTHOR]

The disparity in the compaction mechanism associated with optimum moisture content determination & specimen fabrication process in the laboratory and actual pavement construction leads to either underestimation or overestimation of Roller Compacted Concrete Pavements (RCCP) performance. Hence, in this investigation, different techniques to design RCCP, such as modified Proctor (MP), vibratory hammer (VH), vibratory table (VT), and gyratory compactor (GC), are studied and compared with the field specimens (FS); the considered fresh, mechanical, and functional properties are dry density, compressive strength, flexural and indirect-tensile strength, elastic modulus, water absorption, porosity, and abrasion & skid resistance. The laboratory results indicated that the compaction mechanism greatly affects the fresh and mechanical characteristics of RCCP. Further, it was observed that the strength properties are sensitive to the cohesion between the particles, which in turn, depends on the compaction type used to compact the RCCP. Compared with the field slab, only MP could produce comparable properties; other techniques manifested either higher or lower fresh and mechanical properties, except flexural strength. Although GC could simulate the field compaction mechanisms, it cannot mimic field properties, which necessitates further optimisation of gyratory compaction parameters (angle, pressure, and gyrations) to represent the actual pavement properties. Moreover, to achieve the field properties, the considered compaction methods shall impart a degree of compaction near to theoretical maximum constituent density. [ABSTRACT FROM AUTHOR]

Lamb and Rayleigh waves-based dispersion analysis has been carried out for non-destructive surface wave testing of different slab-like structures involving a concrete roof slab, a concrete floor, a concrete pavement, and an asphaltic pavement. An impact was generated by gently striking the slab's free surface with a hammer. A method has also been given to generate the governing (predominant) dispersion mode in the case of Rayleigh wave propagation considering the complex nature of the dispersion function $\vert {{ D}\lpar {c\comma \; \kappa } \rpar } \vert$ | D (c , κ) | ; $c$ c and $\kappa$ κ refer to phase velocity and wavenumber, respectively. The theoretical dispersion plots generated from the inversion analysis by varying the values of different input parameters were subsequently closely matched with the corresponding obtained field dispersion images for different cases in order to back compute the elastic profile of the slab/pavement. For developing the dispersion images, the Park's wavefield transformation method was employed. For checking the thicknesses of the different layers, cylindrical cores were also extracted. The study is expected to be useful for evaluating different slab-like structures, including pavements, by using surface wave-based non-destructive tests. [ABSTRACT FROM AUTHOR]

Partial-depth repairs performed on jointed concrete pavements have not always achieved their expected service life. High stresses generated due to incompatibility between the repair material and the in-situ concrete can contribute to reduced life. A coupled laboratory and computational investigation were performed to quantify the contribution of different incompatibilities to additional stresses generated in a partial depth repair, and to identify the critical incompatibility criteria. Then, a guideline to design a performance-engineered repair mixture (PERM) for a material-compatible repair (MCR) was developed. Based on the results, thermal expansion compatibility between the repair material and the in-situ concrete and controlled drying shrinkage of the repair material are the two main compatibility criteria. The thermal expansion compatibility criteria can be achieved by a mindful selection of coarse aggregate type for the repair material. In addition, controlled drying shrinkage criteria can be achieved through internal curing. The results also indicate that using an MCR can reduce stresses induced at the bond interface by up to 50% when compared to that of conventional repair materials. [ABSTRACT FROM AUTHOR]

The use of Lightweight Cellular Concrete (LCC) as a subbase alternative to typical flexible pavement subbase material in cold regions is gaining attention. Since a setback of using LCC is its high cement content, which is a significant source of carbon dioxide (CO2) emissions, it becomes imperative to consider this aspect when proposing LCC for pavement applications. This study evaluated the environmental impact of three densities (400, 475, and 600 kg/m³) of LCC produced with two methods (wet and dry mix) and compared to two types of unbound granular material (granular A and B) as flexible pavement subbase. The pavement performance was predicted using MEPDG and WESLEA software and compared with measured field responses as a basis for maintenance strategy. The Life Cycle Assessment (LCA) results showed that lower-density LCC pavements decreased environmental costs by reducing total life CO2 emissions by up to 16% and reducing environmental impact for Carbon monoxide, Sulphur dioxide, Nitrogen oxide, Particulate Matter (PM)2.5, PM10 and total PM compared to granular A and B pavements. As LCC density increased, more emissions occurred, showing the importance of density to emissions output. This research demonstrates the potential benefits of using LCC as an alternative subbase pavement material. [ABSTRACT FROM AUTHOR]

The study presented in the paper evaluated the properties of pavement quality concrete (PQC) containing coarse aggregates made from aged and unaged basic oxygen furnace (BOF) slag. Workability, air content, strength, drying shrinkage, expansion, abrasion resistance and expansive potential of PQC were evaluated. Air content and workability of fresh slag concrete increased marginally. Compressive and flexural strength of the concrete containing aggregates of aged and unaged slag was observed to be less than the strength of normal concrete. The reduction in strength of concrete containing aged slag aggregates was more as compared to the concrete containing unaged slag aggregates due to the presence of a dusty coating around the aged aggregates. The drying shrinkage of the concrete increased with the content of steel slag aggregates. The abrasion resistance of the slag concrete was found to be better than the abrasion resistance of conventional concrete. Deterioration of slag concrete was not observed due to normal water curing up to 90 days. However, accelerated aging of concrete in water at 70°C resulted in the localised cracking and eruptions due to expansion. The study showed that, aged as well as unaged slag aggregates may be used for the preparation of concrete mixtures of required properties for road construction. [ABSTRACT FROM AUTHOR]

The cross-tensioned concrete pavement (CTCP) has good bearing capacity, anti-crack ability and convenient construction characteristics due to the cross-tenioned prestressed strands placed inside the concrete. In order to study the mechanical response of pavement in construction process, an assembled monolithic structure for CTCP has been proposed and its mechanical response was analyzed through full-scale experiments and finite element model. The results of full-scale experiments show that the longitudinal and transverse compressive strain of concrete respectively exceeds 40μϵ and 20μϵ in the area of laying cross-tensioned prestressed strands with increase of the number of cross-tensioned strands. The end of CTCP is one of the weak areas, which may produce certainly transverse tensile stress. The results of finite element model show that the transverse tensile stress in ending region is mainly affected by the angle of cross-tensioned prestressed strands and its ratio. There is transverse tensile stress at the end of the pavement when the angle of cross-tensioned prestressed strands is small and its ratio is large, which can be offset by arranging transverse prestressed strands. Furthermore, an empirical formula to calculate transverse prestressed strands ratio at the end of pavement is given based on the results of finite element simulation. [ABSTRACT FROM AUTHOR]

The surface layer of military airfield pavements is prone to damage, including cracking, abrasion, and spalling. It is proposed to strengthen the pavement mortar layer by laying fiber mesh to solve these issues. In this study, three meshes of carbon fiber, aramid fiber, and basalt fiber were selected for surface reinforcement across six pavement slabs of 1.5m (length) × 1.5m (width) × 0.25m (height). The drop hammer impact test was carried out on the six pavement slabs. The test data were analyzed using impact times, crack development characteristics, and development models on the surface deflection as evaluation indices. The results show that the fiber mesh can effectively improve the impact resistance of concrete pavement slabs. Aramid fiber mesh best strengthened the pavement surface, whereas the basalt fiber mesh had the least strengthening effect. However, the mesh size has a negligible influence on the impact resistance of concrete pavement slabs. The effect of fiber mesh on improving the impact resistance of the concrete pavement slab corner was greater than that of the concrete pavement slab edge midpoint. Considering the performance and cost indicators, within the scope of the study, aramid fiber mesh is the most suitable for surface strengthening of airfield concrete pavement. [ABSTRACT FROM AUTHOR]

Superabsorbent polymer (SAP) has been accepted as a novel internal curing component in pavement concrete because of its superior water absorption and retention capabilities. The effect of the characteristics of SAP on the hydration of pavement concrete and the understanding of the internal curing mechanism are crucial. In this paper, modified cement-based materials were prepared by incorporating non-ionic and ionic SAPs (SAP-AM and SAP-SA) with different size distributions. The influences of SAP type and particle size on the hydration kinetics, strength and internal relative humidity of pavement concrete were investigated. The results show that SAP-AM and SAP-SA improved the mechanical strength of specimens at 28 d by about 9.7% and 0.3%, respectively. SAP-AM lengthened the acceleration duration, and the delay effect of SAP-AM with the particle size of 80–100 mesh was greater. SAP-AM200 decreased the conversion rate of capillary water to chemical bonding water, thereby reducing the hydration reaction at 1 d. Non-ionic SAP with a smaller particle size is an ideal internal agent for the effective curing of pavement concrete. These new findings may help to understand the hydration mechanism and provide suggestions for the selection of SAP type and particle size in internally cured concrete. [ABSTRACT FROM AUTHOR]

The study is aimed to mathematically model the relationship between the amount of whole-body vibration exposed in a passenger car type vehicle and the ride speed of the vehicle in the same section and the International Roughness Index (IRI), which is used as a pavement performance indicator. Vibration measurements were analysed according to the evaluation method determined in the ISO 2631 standard, and frequency-weighted root-mean-square acceleration (aw) values were obtained in the vertical direction. Mathematical relationships between real measurement data performed in 1114 road sections were investigated using regression analysis, artificial neural networks (ANN) and Adaptive Neural Fuzzy Inference System (ANFIS) modelling techniques. The models' performance levels were determined using comparison metrics, and it was determined that ANFIS was the model with the best goodness of fit, with the regression coefficient 0.955, mean absolute error (MAE) 0.013, and root mean squared error (RMSE) 0.020. The threshold values affecting the ride comfort of IRI and the ride comfort values corresponding to the IRI limit values recommended by the Federal Highway Administration (FHWA) were determined through the ANFIS mathematical model. Then, a sensitivity analysis was conducted to determine the effects of a certain increase in the IRI value on discomfort. [ABSTRACT FROM AUTHOR]

Most conventional roadway pavements are not constructed at grades greater than 15% due to construction limitations and/or motor vehicle operator safety concerns; however, there are conditions, especially in the developing world, where roadways must be built at extremely steep longitudinal slopes. Currently, there are limited published design procedures for extremely steep concrete roadways, and little guidance on either the type, shape, or spacing of sliding restraint devices for these pavements. This paper presents an original design methodology for concrete roadways at slopes of 15–60% with integral concrete lug anchors to resist sliding where the design computes a sliding factor of safety of the earth pressure resistance developed by the lug anchors as compared to the downhill forces acting on the concrete pavement from gravity, vehicle loading and vehicle braking. A case study of a concrete roadway construction project, which uses the lug anchor design methodology with slopes of 23–58% and with limited right of way, is also presented. Many valuable lessons were learned during the construction of a roadway at such steep grades, including novel ways to transport and place fresh concrete and the fabrication of specialised equipment to screed and smooth concrete on a steep slope. [ABSTRACT FROM AUTHOR]

The ever-increasing use of fibres in roller-compacted concrete pavement (RCCP) necessitates fully identifying the mechanical and permeability properties of RCCPs. Incorporating fibres in RCCP with different properties leads to a better comparative investigation that helps discover the unique effects of each fibre on the RCC characteristics. This aim was achieved via analyzing the test results of compressive and flexural strengths, flexural toughness, drying shrinkage, porosity, and water sorptivity. The reinforced RCCs were prepared by incorporating 0.5% and 1% of steel, Barchip, Kortta, and polypropylene fibres in a plain mixture. The plain mixture was chosen between nine mixtures, the differences of which were defined in w/c ratio, volume of cement content, and type of aggregate grading curve. The results indicated that increase in the volume of fibres from 0.5% to 1% could reduce the drying shrinkage rate and enhances the flexural toughness of FR-RCC. Furthermore, the water sorptivity and porosity were found to increase with the substitution of fibres in the RCC mixtures. Here, the water sorptivity of the specimens was highly dependent on the type and surface geometry of fibres. However, apart from other characteristics of fibres, the porosity was significantly increased, using fibres with a high aspect ratio. [ABSTRACT FROM AUTHOR]

The development of new functional pavement materials and the application of sustainable concepts in road construction have led to a dramatic change in functional roads. Pouring semiflexible pavement (SFP) has superior advantages over traditional concrete and asphalt pavements in terms of road performance and convenient construction. The purpose of this research is to investigate the feasibility of SFP in terms of healing capacity, noise reduction, and electrical conductivity. First, the self-healing properties of the cement-asphalt-aggregate (C-AS-A) interface are analyzed by pull-out test, and the cracking characteristics and crack-healing capacity of SFP are investigated by semicircular bending (SCB) test and X-ray computed tomography (CT), respectively. Subsequently, the noise reduction performance of SFP, asphalt mixture, and cement concrete are compared by tire vertical drop test. Finally, different conductive SFP materials including graphite powder, carbon fiber, and steel fiber are prepared and their resistivity and road performance are analyzed. The results show that the C-AS-A interface has a significant self-healing ability; the cracks in SFP mainly occur at the C-AS-A interface (accounting for 53.12%) at −10°C. Moreover, when heated with microwave radiation, the heating-healing ratio of the SFP specimen increases by 63.33% with the addition of steel fiber. Besides, the noise reduction capability of SFP material is between that of asphalt mixture and cement concrete. By combining graphite powder and carbon fiber, the electrical conductivity and road performances of SFP are significantly improved. The results provide references for further design and development of SFP with heating healing capacity, noise reduction ability, and electrical conductivity. [ABSTRACT FROM AUTHOR]

The performance of a joint in airport rigid pavements can be evaluated using load transfer efficiency (LTE). Various existing methods to calculate LTE using different parameters were reviewed in this paper, illustrating how the performance of a joint that performs well is underestimated. To address this concern, a new parameter obtained from the deflection time history output of HWD (Heavy Weight Deflectometer) is being proposed to calculate LTE. Field measurements and FEM (Finite Element Method) modeling were employed to validate the proposed calculation in comparison with the conventional calculations of LTE. Based on the statistical analysis, the proposed method shows low variance and error compared to the conventional calculation of LTE in airport pavements. Moreover, core samples were collected along the tested joints to verify if the calculated values manifest the internal condition of the joints. The calculated results from the proposed LTE show a good agreement not only with the surface condition of the joints, but also with the collected core samples. [ABSTRACT FROM AUTHOR]

Safe operation is crucial for civil aviation, and reducing the risk of aircraft tire hydroplaning is essential for civil aviation safety. Here, a new 3D aircraft tire-grooved (smooth) wet pavement model based on the coupled Eulerian-Lagrangian (CEL) algorithm for the A320 aircraft was developed, and the effect of the ground contact area of an aircraft tire on the hydrodynamic pressure and support force of the tire under smooth and grooved wet pavement conditions was investigated. The results indicate that at the same taxiing speed, the ground contact area of the aircraft tire under the grooved wet-pavement condition is reduced by 19.8% compared to the smoothed wet-pavement condition, which is reduced by 6.2%. Similar patterns are observed for the hydrodynamic pressure and the critical hydrodynamic speed during landing and taking-off procedures, with upper and lower limited values obtained through the simulation results. Additionally, the predicted correction factor of the hydroplaning speed at different water film thicknesses is compared with those values obtained via the NASA formula. A comparison shows that the NASA formula underestimates the critical hydroplaning speed during the landing procedure. The corresponding correction factor will be less than 1.0 when the water film thickness reaches a critical value of 7.66 mm. [ABSTRACT FROM AUTHOR]

Polyurethane (PU) composite is increasingly used as a repair material for civil engineering infrastructure, including runway, road pavement, and buildings. Evaluation of polyurethane grouting (PUG) material is critical to achieve a desirable maintenance effect. This study aims to evaluate the flexural behavior of normal concrete repaired with polyurethane grout (NC-PUG) under a three-point bending test. A finite element (FE) model was developed to simulate the flexural response of the NC-PUG specimens. The equivalent principle response of the NC-PUG was analyzed through a three-dimensional finite element model (3D FEM). The NC and PUG properties were simulated using stress–strain relations acquired from compressive and tensile tests. The overlaid PUG material was prepared by mixing PU and quartz sand and overlayed on the either top or bottom surface of the concrete beam. Two different overlaid thicknesses were adopted, including 5 mm and 10 mm. The composite NC-PUG specimens were formed by casting a PUG material using different overlaid thicknesses and configurations. The reference specimen showed the highest average ultimate flexural stress of 5.56 MPa ± 2.57% at a 95% confidence interval with a corresponding midspan deflection of 0.49 mm ± 13.60%. However, due to the strengthened effect of the PUG layer, the deflection of the composite specimen was significantly improved. The concrete specimens retrofitted at the top surface demonstrated a typical linear pattern from the initial loading stage until the complete failure of the specimen. Moreover, the concrete specimens retrofitted at the bottom surface exhibit two deformation regions before the complete failure. The FE analysis showed good agreement between the numerical model and the experimental test result. The numerical model accurately predicted the flexural strength of the NC-PUG beam, slightly underestimating Ke by 4% and overestimating the ultimate flexural stress by 3%. [ABSTRACT FROM AUTHOR]

The absence of specifications for the granulometry a quarry must produce causes a serious problem, making it difficult for quarries to adjust their processes to produce within the range required by clients, and for costumers, making it a difficult process to design asphalt mixes and concretes that conform to the granulometric curves established in regulations. It is essential to develop limit granulometric curves for quarries, adapted to customer requirements. In this paper, a methodology for granulometric control in the quarry is proposed, which includes the collection of process information, the preparation of control charts and the process capability analysis according to the established specifications. Moreover, an example of the development of limit granulometric curves is proposed for the quarry under study located in Argentina, in the province of Buenos Aires, which would allow to produce aggregates whose granulometry can be used in asphalt mixes CAC D19 and concrete pavements. [ABSTRACT FROM AUTHOR]

In full-joint concrete roads, as a result of hydropumping under the pavement caused by rain water or drainage water filtered from the joints, cavities are formed after softening in the foundation layer and then the emergence of fine grains to the surface. As a result of the discharges in the foundation layer, cracks that occur in the joint areas during the repeated passage of vehicles can shorten the service life of the concrete pavement. Within the scope of this study, the performance of fiber-added concrete, which has been in demand in the concrete sector in recent years, has been investigated as a solution to these deteriorations in concrete roads. For this purpose, the behavior of plates prepared with fiber-reinforced and plain concrete under cyclic loading was investigated experimentally with dynamic loading, based on the discharge occurring under the pavement. Parameters such as the effect of fibers on cracking in concrete, the amount of load carried in the collapse zone, and displacement performance were investigated. In the light of the results obtained, it has been determined that fiber reinforced concrete is more resistant to cracks in the joint area than plain concrete. [ABSTRACT FROM AUTHOR]

Among the construction processes of Portland cement concrete pavement (PCCP), the curing compound spraying process is one of the most important processes. If the curing compound spraying amount does not meet the standard or if the curing compound is not applied evenly, distresses occur at the early age of construction, ultimately causing deterioration in concrete pavement performance. The purpose of this study is to develop a real-time monitoring system for a curing compound spraying process based on the Internet of Things (IoT) and sensing technologies to improve the construction quality of concrete pavement. To achieve the goal of this research, we conducted various laboratory and field experiments. The curing compound spraying amount and sprayed status were measured and analyzed using flowmeters, image acquisition sensors, and an image processing program, and the data were provided to workers in real time and simultaneously transmitted to the IoT cloud to form a database. From this study, it is confirmed that the IoT-technology-based curing compound spraying amount and sprayed status monitoring systems can be successfully established to manage construction quality related to the curing of concrete pavement. [ABSTRACT FROM AUTHOR]

A magnetite mortar microwave-absorbing layer that could be applied to concrete pavement was studied to improve the deicing efficiency of roads in low-temperature conditions. The magnetite cement mortar (MCM) was prepared by using magnetite as the main absorbing material. The microwave absorption ability and heating characteristics of MCM with different magnetite contents were investigated. In addition, the mechanical and durability properties of MCM were studied. Furthermore, a microwave-absorbing layer was prepared and tested for outdoor field deicing. The result showed that adding magnetite effectively improved the mechanical strength and frost resistance of MCM, which could improve its load resistance and service life. Meanwhile, the microwave absorption ability of MCM was also improved with the increase of magnetite content. At the microwave frequency of 2.45 GHz, the average heating rate of MCM with 80% magnetite content was 2.27 times than that of ordinary cement mortar. In addition, the content of magnetite was positively correlated with the heat transfer ability of MCM. Magnetite conversion of microwave energy into heat energy could quickly transfer heat to the whole mortar system. The field deicing test verified the feasibility of efficiently deicing a magnetite mortar microwave-absorbing layer in low temperature conditions. [ABSTRACT FROM AUTHOR]

This study mainly examines the slump, mass loss (ML), abrasion loss (AL), residual compressive strength (RCS), and residual splitting tensile strength (RSTS) of concrete reinforced with micro- and macro-polypropylene (PP) fibers after the F–T process. In the blends, micro- and macro-PP fibers were added to the blends at 0.3%, 0.6%, and 1% by volume. In total, 25, 50, 100, and 150 F–T cycles were applied to all samples. The study's results show that micro- and macro-PP fibers negatively affect the blends' slump values. Besides, PP fibers did not contribute to reducing the ML values of the samples after the F–T process. Moreover, the contribution of the PP fibers in prohibiting the decrease in RCS capacities of specimens after the F–T process is valid up to 0.3% volumetric fiber content. Additionally, PP fibers were more efficient in hindering reductions in AL and RSTS capacities after the F–T process of the specimens. Furthermore, using macro-PP fibers in hybrid form with micro-PP fibers reduced AL and improved RCS and RSTS capacities more than single macro-PP fibers. After 150 F–T processes, the reduction in AL of C0 control concrete was 9.41%, while the declines in AL of C1-C6 samples ranged from 7.56% to 8.92%. In addition, after 150 F–T processes, the decrease in RCS and RSTS loss of C0 control concrete is 25.09% and 28.30%. In contrast, the decline in RCS and RSTS loss of C1-C6 samples varies between 22.94–32.97% and 20.10–25.75%, respectively. [ABSTRACT FROM AUTHOR]

The study investigates the hygrothermal behavior of pavements used in sidewalks with pervious concrete paving (PCP) and traditional concrete paving (TCP) slabs tested in an experimental site located in a tropical region. Meteorological variables (incoming and outgoing radiation) were monitored alongside pavement-related variables (solar reflectivity, surface temperatures, stored heat fluxes, and soil moisture under the concrete slabs) during dry, transition, and wet seasons. The lower solar reflectance index of the PCP slabs, due to their medium gray color, was responsible for increased solar energy absorption and higher surface temperatures when compared to the TCP slabs, in light gray color. Voids and pores within the PCP microstructure helped to store less energy during the daytime, releasing less energy to the adjacent thermal environment during nighttime. In turn, because of the high levels of incident solar radiation in the tropics, the cooling effect provided by the evaporation of the water retained inside the cementitious matrix lasted on average 12 h after precipitation. [ABSTRACT FROM AUTHOR]

Many bridge structural components are subjected to repetitive vehicle load and temperature gradient action. The resulting cyclic tensile stresses within the structures could cause premature fatigue failure of concrete, dramatically impairing structural components' durability and sustainability. Although substantial knowledge of fatigue properties on low-strength pavement concrete and high-strength structural concrete has been obtained, research on the most widely used normal-grade ordinary concrete in bridge engineering is still ongoing. Therefore, a four-point bending fatigue test of 97 C50 concrete specimens under a constant amplitude sinusoidal wave was conducted in the laboratory, the flexural fatigue behavior of plain and reinforced concrete specimens was studied, and the cyclic deformation evolution of concrete under fatigue loading was obtained. The empirical fatigue S-N equations of concrete with a failure probability p of 0.1~0.5 were derived through statistical analysis of the test results. The fatigue life of the tested specimens exhibited a two-parameter Weibull distribution. In addition to the maximum stress level Smax, the stress ratio R is also a key factor affecting the flexural fatigue life of concrete N. The semi-logarithmic and logarithmic equations were almost identical at the tested stress levels, the latter predicting longer fatigue life for Smax < 0.70. The restraining effect from steel reinforcement slightly lengthened the concrete's fatigue cracking initiation life. The insight into concrete flexural fatigue properties from this study not only contributes to a better understanding of structural concrete, but also provides a basis for the practical evaluation of concrete or composite bridge decks. [ABSTRACT FROM AUTHOR]

The falling weight deflectometer (FWD) test is a common non-destructive testing method for evaluating the structural capacity of pavements. At present, data processing of the FWD test mainly focuses on the deflection data, while paying less attention to the deflection-time history. Because a FWD is equipped with impulse loads and geophones, which allow for the generation and capture of surface wave signal propagation, it is hypothesized that Rayleigh wave dispersion theory can be applied to calculate the modulus profile along the pavement depth by analysing the dispersive properties of the deflection signal measured during FWD tests. To test this hypothesis, we develop a new methodology for the FWD test and data analysis, referred to as the FWD dispersion curve method. We first introduce the concept of the new method, followed by an illustration of the procedure and the experimental set-up. Case studies on three concrete pavement segments are then presented to evaluate the effectiveness of the FWD dispersion curve method. Modifications to the existing FWD device are further recommended for the impact loading sources and signal collection process so that the modulus of a much shallower layer, such as the concrete slab and upper asphalt layers, can be obtained. This article is part of the theme issue 'Artificial intelligence in failure analysis of transportation infrastructure and materials'. [ABSTRACT FROM AUTHOR]

This paper investigates the influence of hardening accelerator and steel fibre on concrete adhesion strength for the repair of rigid highway and airfield pavements. The concretes were mixed based on CEM II/A-S 42.5 and included MasterGlenium SKY 608 superplasticiser. Experiments with two variable concrete composition factors were carried out. The amount of steel fibre varied from 0 to 100 kg/m3 and the amount of SikaRapid hardening accelerator varied from 0 to 9.6 kg/m3. It was found that modified repair concretes have a sufficiently high adhesion strength to 'old' concrete, from 2.30 MPa when tested by the pull-off method and from 2.05 MPa when tested by the flexural strength test method. Fibre-reinforcement increases the adhesion strength of repaired concrete by 7–15% due to the reduction of shrinkage during hardening. Treating the contact surface of 'old' concrete with a primer additionally increases adhesion strength by 6–10%. The maximum adhesion strength of fibre-reinforced concrete to the base reaches 3 MPa. Due to the high early and design strength, modified steel fibre-reinforced concrete provides the possibility of quick resumption of traffic while ensuring the integrity of the road structure due to the joint work of the repair material with the old concrete repair area. [ABSTRACT FROM AUTHOR]

This paper presents the properties of low-fines self-consolidating concrete (LF-SCC) incorporating industrial by-products such as fly ash and sugarcane bagasse ash as cement replacing materials at 20, 30, 40 and 50%; and 10, 20, 30 and 40%, respectively. The suitability of the LF-SCC so produced as a pavement quality concrete is assessed by testing for its strength and durability. The fresh properties such as slump-flow, V-funnel, T50 and L-box ratio are determined. The mechanical properties such as compressive, splitting tensile and flexural strength are evaluated. The durability of mixes is assessed by water absorption, water penetration, and rapid chloride penetration tests (RCPT). The results show that the workability of the LF-SCC is well satisfying the EFNARC guidelines. The mixes showing compressive and flexural strengths not less than 30 and 3.8 MPa can be used for rural roads and those showing these values above 40 and 4.5 MPa, can be effectively used for the construction of urban roads as per Indian Road Congress specifications. The maximum water absorption among all the mixes is 3.56% and the maximum water penetration is 35 mm. The RCPT values at 90 days curing are found to be in the range of 788–1393 coulombs. [ABSTRACT FROM AUTHOR]

The paper presents the results of laboratory tests and the complete results of the implementation of the Sprint fast-setting concrete technology used during the reinstallation of the concrete pavement of the DK50 road (the Młodzieszyn bypass). The problem of concrete pavement repair is related to economic and social costs and, above all, to long repair time. After an extensive analysis of various technologies, the authors created a dedicated solution, which, based on commonly existing materials, allows for a very quick repair of the existing pavement. The obtained properties of the fast-setting concrete allow the maintenance of rheological parameters for 2 h from its production and to install the mixture of the consistency of class S3/S4, while the obtained compressive strength exceeds 25 MPa within 6 h of installation. The concrete parameters obtained after 24 h show a strength exceeding 40 MPa, and after 28 days—exceeding 60 MPa. The tensile strength at shattering exceeds 5 MPa, while the tensile strength at flexural strength exceeds 7 MPa. In addition, all parameters of the fast-setting concrete meet the highest requirements currently set for newly built concrete pavement loaded by very heavy traffic. The most important parameter is the possibility to shorten the repair time of concrete pavement to one day, significantly reducing the social costs associated with closing a single lane or the entire road. An important element of the presented technology is the possibility of producing the mixture at a stationary concrete batching plant, and in the future—with the use of bags for patching potholes in road pavement. [ABSTRACT FROM AUTHOR]

Incorporating blast furnace slag into the composition of paving concrete can be one of the cost-effective ways to completely eliminate by-products from the pig iron production process (approximately 70% granulated slag and 30% air-cooled slag). The possibility to reintroduce blast furnace slag back into the life cycle will provide significant support to current environmental concerns and the clearance of tailings landfills. Especially in recent years, granulated and ground blast furnace slag (GGBS) as a substitute for cement and air-cooled blast furnace slag (ACBFS) aggregates as a substitute for natural aggregates in the composition of concretes have been studied by many researchers. But concrete compositions with large amounts of incorporated blast furnace slag affect the mechanical and durability properties through the interaction between the slag, cement and water depending on the curing times. This study focuses on identifying the optimal proportions of GGBS as a supplementary cementitious material (SCM) and ACBFS aggregates as a substitute to natural sand such that the performance at 90 days of curing the concrete is similar to that of the control concrete. In addition, to minimize the costs associated with grinding GGBS, the hydration activity index (HAI) of the GGBS, the surface morphology, and the mineral components were analyzed via X-ray diffraction, scanning electron microscopy (SEM), energy dispersive spectrometry (EDX), and nuclear magnetic resonance relaxometry (NMR). The flexural strength, the basic mechanical property of road concretes, increased from 28 to 90 days by 20.72% and 20.26% for the slag concrete but by 18.58% for the reference concrete. The composite with 15% GGBS and 25% ACBFS achieved results similar to the reference concrete at 90 days; therefore, they are considered optimal percentages to replace cement and natural sand in ecological pavement concretes. The HAI of the slag powder with a specific surface area equivalent to that of Portland cement fell into strength class 80 at the age of 28 days, but at the age of 90 days, the strength class was 100. The results of this research present three important benefits: the first is the protection of the environment through the recycling of two steel industry wastes that complies with European circular economy regulations, and the second is linked to the consequent savings in the disposal costs associated with wastefully occupied warehouses and the savings in slag grinding. [ABSTRACT FROM AUTHOR]

The complex effect of the amount of cement, polypropylene fiber (the fiber length was 39 mm, and the diameter was 0.45 mm), and polycarboxylate superplasticizer on concrete properties for rigid pavement was determined using the methods of experiment planning and experimental–statistical modeling. The fluidity of all the mixtures was S1. The W/C of the mixtures depended on the composition of the concrete and variable from 0.32 to 0.46. It was found that, by increasing the amount of superplasticizer from 1% to 1.8–2%, the compressive strength of concrete increased by 4.5–6 MPa after 3 days and by 7–9 MPa after 28 days. The flexural strength in this case increased by 0.6–0.9 MPa. The use of polypropylene fiber in the amount of 1.5–1.8 kg/m3 increased the compressive strength of concrete by an average of 3 MPa, increased the flexural strength by 0.5–0.6 MPa, reduced the abrasion capacity by 9–14%, and increased the frost resistance by up to 50 cycles. When using a rational amount of superplasticizer and fiber, the compressive strength of concrete, even with a minimum cement amount of 350 kg/m3, was at least 65 MPa, its flexural strength was at least 6 MPa, its frost resistance was F200, and its abrasion capacity was not more than 0.30 g/cm2. Concrete with such properties can be used for roadways of any type. Low abrasion capacity and high frost resistance provide the necessary durability of concrete for rigid pavement during operation. [ABSTRACT FROM AUTHOR]

In this study, the performance of pervious concrete in improving runoff quality is investigated. Limestone powder was employed as a substitute for cement to evaluate the replacement of this material to improve the quality of the runoff. COD (chemical oxygen demand), BOD (biological oxygen demand), EC (electrical conductivity), TSS (total suspended solids), and turbidity tests are all part of environmental runoff tests. Runoff from plain pervious concrete (PPC) and pervious concrete containing 15% limestone powder were used to determine the efficacy of removing each of these pollutants (PCL15). In all cases, the results showed that PCL15 was more efficient than PPC at removing pollutants. It was found that the PCL15's highest removal efficiency was 72 percent, which is related to turbidity. The statistical analysis of pollution removal efficiency in PPC and PCL15 runoff showed a significant difference between these averages. [ABSTRACT FROM AUTHOR]

Falling weight deflectometer (FWD) tests are performed worldwide for assessing the health of pavement structures. Interpretation of FWD-measured surface deflections turns out to be challenging because the behavior of pavement structures is temperature-dependent. In order to investigate the influence of temperature on the overall pavement performance and on the stiffness of individual layers, temperature sensors, asphalt strain gauges, and accelerometers were installed into one rigid (concrete) and two flexible (asphalt) pavement structures, mostly at layer interfaces. Three different methods for installation of the strain gauges are compared. From correspondingly gained experience, it is recommended to install a steel dummy as a place-holder into the surface of hot asphalt layers, immediately after their construction and right before their compaction, and to replace the dummy with the actual sensor right before the installation of the next layer. Concerning the first data obtained from dynamic testing at the field-testing sites, FWD tests performed at different temperatures deliver, as expected, different surface deflections. As for the rigid pavement, sledgehammer strokes onto a metal plate, transmitted to the pavement via a rubber pad, yield accelerometer readings that allow for detection of curling (=temperature-gradient-induced partial loss of contact of the concrete slab from lower layers). In the absence of curling, the here-proposed sledgehammer tests yield accelerometer readings that allow for quantification of the runtime of longitudinal waves through asphalt, cement-stabilized, and unbound layers, such that their stiffness can be quantified using the theory of elastic wave propagation through isotropic media. [ABSTRACT FROM AUTHOR]

This paper aims to investigate the dynamic behaviour of continuously reinforced concrete pavement (CRCP) on a multi‐layered transversely isotropic saturated subgrade subjected to a moving load. The stress‐strain relationship of the CRCP is obtained based on classic lamination theory. Then, the differential governing equations of the pavement are established by D'Alembert's principle. Combining the Fourier series expansion and integral transform technique, the displacements of the CRCP in the wavenumber domain are derived. By introducing pavement‐subgrade interface conditions, the solution to the pavement‐subgrade system is acquired with the use of the extended precise integration method (PIM). The solution in the spatial domain is further obtained by the numerical inverse transform. The presented method and the corresponding program are verified. Finally, parametric studies are conducted to determine the effects of the reinforcement ratio and position, the load velocity and the subgrade stiffness. [ABSTRACT FROM AUTHOR]

Airport pavements are prone to early defects during the construction phase, and their early performance during the construction phase is significantly affected by the external temperature field. This article takes the concrete pavement of Xiamen Xiang'an New Airport as an example and uses a three-dimensional (3D) humidity simulation program for cement concrete pavement to study the evolution behavior of the early stage humidity field of the pavement in a humid and hot climate environment. The results indicate that the evolution law of the humidity field of the concrete pavement slab was consistent with the environmental field, presenting a 24 h periodic variation. The environmental field had a significant impact on the humidity of the surface layer of the pavement slab, and the humidity decreased rapidly with time. There was a humidity gradient on both the horizontal plane and the cutting plane of the slab, the horizontal humidity was concentrated from the boundary into the middle of the slab, and the sectional humidity was concentrated from the top to the bottom of the slab. Environmental parameters, construction parameters, and material and structural parameters all influenced humidity through humidity exchange or by changing the saturated vapor pressure inside the slab. The humidity field was most sensitive to environmental humidity and maintenance methods, but less sensitive to material parameters and structural parameters. Through analysis, it is advisable to avoid hot seasons, choose periods of increased environmental humidity, adopt appropriate maintenance methods during construction to reduce humidity stress on the slab, and therefore decrease early stage deterioration and improve service life. [ABSTRACT FROM AUTHOR]

This study investigated the distress conditions of test sections of concrete pavement that have been used for more than the design life of 20 years. The study was performed using data from a highway pavement management system. To determine the effects of distress and environmental factors, weather data were analysed for the test sections. Regression models were developed for five types of distress: longitudinal cracks, asphalt patching, concrete patching, durability cracks and longitudinal spalling. The influence of environmental factors was analysed, such as the days with temperature below zero, number of freeze and thaw cycles, average relative humidity and the amount of de-icing salt consumed. Using these models, the amount of distress was predicted and compared with the actual amount of distress. The predicted amount of distress was similar to the actual amount of distress, indicating that the models were properly developed. Using the results of this study, the distress of aging concrete pavement could be reduced by managing the environmental factors more appropriately. [ABSTRACT FROM AUTHOR]

A thorough petrographic evaluation of aggregates from igneous rocks in terms of their alkali–silica reaction (ASR) potential is crucial in ensuring the durability and long-term performance of concrete structures, especially those where access to additional alkalis is possible, such as from de-icing agents. The aim of the research was to assess the potential reactivity of aggregates from igneous rocks, as only such aggregates are used for concrete airport pavements in Poland. Petrographic analysis was conducted to identify the reactive minerals in the aggregate, and it was extended by quantitative image analysis. The strained, microcrystalline and cryptocrystalline quartz were found to be reactive components but significantly differed in content. It was found that aggregates from igneous rocks were characterized by different susceptibility to ASR and that methods to mitigate the occurrence of ASR should be considered to be used in airfield concrete. A relationship between the content of analyzed reactive minerals and the expansion of mortar bars in AMBT, as well as of the concrete prism in the CPT method, was revealed. [ABSTRACT FROM AUTHOR]

The settlement in permafrost regions has a significant effect on the safety of the aircraft. Therefore, a numerical model of asphalt concrete pavement and subgrade in permafrost regions is proposed and verified by comparing with previous studies. Numerical models under the dynamic load of aircraft are used to analyze the settlement nephogram, time-dependent curve, and settlement curve. Results show that the influences of different parameters on settlements decrease slowly at the depth of 0–1.45m, then decrease quickly at the depth of 1.45-2m, finally tend to be stable. The peaks of settlements increase with the growth of international roughness index, taxiing speed, and aircraft's weight. The settlement increases little when the international roughness index is more than 3. The settlement varies significantly when the taxiing speed is from 30m/s to 70m/s. The study provides a theoretical basis for the construction and maintenance of asphalt concrete pavement and subgrade in permafrost. [ABSTRACT FROM AUTHOR]

Pervious pavements emerge as an alternative for good management of surface runoff, providing the opportunity to quickly and efficiently reduce the potential for flooding and reuse rainwater. However, the mechanical and hydraulic performance of the material have been extensively evaluated at the laboratory level, leaving aside how the material will behave in the field and how its exposure will accelerate the loss of its hydraulic properties (clogging). In this sense, this research evaluated the mechanical and hydraulic performance of permeable concrete pavements in an experimental field that simulates the working conditions of the material, where properties such as compressive strength, tensile strength, porosity, and permeability were evaluated, as well as the loss of hydraulic efficiency due to clogging. This is to increase the knowledge of the material to provide construction and quality control guidelines that guarantee the correct functioning of this type of pavement, considering its great contribution to sustainability. [ABSTRACT FROM AUTHOR]

Despite numerous advantages, there are a few challenges associated with the designing and fabrication of roller compacted concrete pavement (RCCP) specimens—compaction mechanisms employed in the RCCP mix proportioning, specimen fabrication, and actual pavement construction are different in principle, leading to significant disparity between the field and laboratory performance. To reconcile this discrepancy, an effort has been made to study the effect of compaction on the performance of RCCP. Initially, the effect of different compaction types, namely vibrating table, vibrating hammer, modified Proctor, and gyratory compactor (GY) on the optimum moisture content of RCCP was investigated, then the roles of moisture content and compaction type on dry density, mechanical aspects (compressive strength, indirect tensile strength, and flexural strength), rideability, and transport properties (porosity and absorption) of RCCP were elucidated. Also, alternative methods for quantifying the workability and compactability of GY compacted specimens are proposed. The findings from this study suggest employing a particular compaction mechanism both for the mix proportioning as well as specimen fabrication to avoid the under- or overestimation of RCCP performance. [ABSTRACT FROM AUTHOR]

Water has a significant impact on the dielectric constant of materials. As a multiphase composite material, the effect of water content must be taken into account when modeling the composite dielectric of cement concrete. Cement concrete traditionally has been thought of as a three-phase mixed material consisting of mortar, aggregate (limestone), and pores (air). Water was used as a constituent material of cement concrete in this paper, and its content was described in terms of water saturation. By abstracting the components of cement concrete into independent medium units and arranging them according to certain rules, the four-phase mixing model of cement concrete can be established. To investigate the effect of water, the dielectric constant of cement concrete was measured using a network analyzer at various water saturation levels. The experimental results show that water significantly can enhance the dielectric constant of cement concrete, and this effect is related to porosity: the higher the water saturation, the faster the dielectric constant increases. According to the established concrete four-phase mixed model, combined with the parallel plate capacitor theory, a composite dielectric model considering water saturation was developed which can improve the prediction accuracy under different water saturation conditions and provide a foundation for the application of ground-penetrating radar (GPR) in the quality inspection of cement concrete pavement. [ABSTRACT FROM AUTHOR]

This research documents the real-world performance of a new pavement product for use in cold regions—steel fiber-reinforced rubberized concrete (SFRRC). During the previous phase of this research, SFRRC underwent laboratory testing as proof of concept. During the current phase, precast slabs of SFRRC was installed on a public road, Abbott Road, in the Municipality of Anchorage, Alaska and monitored in the field using visual inspection, a continuous collection of strain gauge data, deflection measurements, rut depth, skid resistance, and other measures. The current location of the SFRRC is considered a high-traffic urban arterial, which makes it an effective location to study rutting, freeze-thaw resistance, falling weight deflection, skid resistance, and life-cycle cost. A comparative analysis was conducted using the same measuring techniques on hot mix asphalt (HMA) on an adjacent road section built at the same time. The results show that the SFRRC road sections have significantly better rutting resistance compared to the adjacent HMA road section, and the results of the freeze-thaw resistance and deflection field testing validate the results of the laboratory testing performed as part of an earlier phase. Furthermore, comparative life-cycle cost analyses of SFRRC and HMA justifies the use of SFRRC in roadway construction in cold regions in terms of cost effectiveness, enhanced performance, and extended life. The outcome of this research recommends the use of SFRRC for highway intersections and/or test sections on major arterials as the next phase of introducing this material for roadway construction in cold regions. The newly developed material of steel fiber-reinforced rubberized concrete (SFRRC) can be readily utilized in the construction of pavement structures where issues of short pavement life are a concern in northern climates as a result of the use of studded tires. This new material addresses the shortfalls of the use of Portland cement concrete (PCC) pavement under very low temperatures, such as micro-crack development, as a result of the freeze-thaw cycles by utilizing the added rubber in that it is readily able to expand and contract. In addition, the added steel fiber will enhance the resistance of crack development under low temperatures. Furthermore, this new material can be an alternative to Portland cement concrete pavement, where premature failures like joint cracking or raveling can occur. SFRRC is more cost-effective than traditional hot mix asphalt (HMA) pavements as it can prolong the life of the pavement and lead to less pavement maintenance costs over time. [ABSTRACT FROM AUTHOR]