Most pavement PCC has a compressive strength between 20.68 and 34.47 MPa (3000 and 5000 psi) (ACPA, 2001). High-strength PCC (usually defined as PCC with a compressive strength of at least 41.37 MPa (6000 psi)) has been designed for compressive strengths of over 137.90 MPa (20,000 psi) for use in building applications. Test Procedures
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Most pavement PCC has a compressive strength between 20.68 and 34.47 MPa (3000 and 5000 psi) (ACPA, 2001). High-strength PCC (usually defined as PCC with a compressive strength of at least 41.37 MPa (6000 psi)) has been designed for compressive strengths of over 137.90 MPa (20,000 psi) for use in building applications.
Concrete compressive strength shall be a minimum of 4,500psi and have a minimum tensile strength of 450psi as per ASTM C 496.
Estimate the density of the hotmix to be used. Standard density for asphalt is 145 lb/ft3 (2322 kg/m3).
01 Asphalt pavement milling and texturing surface tolerance. Finished surfaced after final cut does not deviate more than ± 1/8 inch from a 10-foot straight edge and that the cross slope does not deviate more than 3/8 inch in 10 feet.
Usually, if the concrete's compressive strength was 55Mpa and more, the concrete is considered high-performance concrete.
Why do we test concrete compressive strength after 28 days?AgeStrength per cent3 days40%7 days65%14 days90%28 days99%1 more row•Aug 14, 2014
Remember, the compaction rate, as a general rule, is about 6 mm (1/4") per 25 mm (1") of screed laid thickness when a vibratory screed is used and about 5 mm (1/5") per 25 mm (1") when a tamping and vibrating screed is used. Always verify the compaction rate of the fresh layer when building a longitudinal joint.
What is the recommended air void content for compaction of asphalt pavements? Efforts should be made to control compacted air voids between 7% and 3%. At 8% or higher, interconnected voids which allow air and moisture to permeate the pavement, reducing its durability.
Asphalt density ranges from 2,200 to 2,400 kg/m³ (or approximately 138 to 150 pcf). The higher the density of the asphalt, the more durable it is. In our asphalt calculator, we used 2,400 kg/m³ as the default density to give a conservative estimation.
Paved areas adjacent to buildings will have a minimum 2 percent slope away from the structure to a curb line, inlet or drainage way to provide positive drainage of surface water.
For asphalt mixtures, compaction locks the asphalt-coated aggregate particles together to achieve stability and provide resistance to deformation (or rutting) while simultaneously reducing the permeability of the mixture and improving its durability.
Specified tolerance in subgrade – (±)20 mm. One measurement per 3000 sqm of compacted area of embankment and minimum ten in a section. Specified compaction for OGL/Embankment - 95 % of MDD (MDD by IS 2720 Part – 8). One measurement for each 2000 sqm of compacted area of subgrade and minimum 10 in a section.
Concrete footings and slabs on grade typically require a concrete of 3,500 to 4,000 psi. Suspended slabs, beams, and girders (as often found in bridges) require 3,500 to 5,000 psi. Traditional concrete walls and columns tend to range from 3,000 to 5,000 psi, while 4,000 to 5,000 psi is needed for pavement.
Concrete compressive strength for general construction varies from 15 MPa (2200 psi) to 30 MPa (4400 psi) and higher in commercial and industrial structures.
IBC Chapter 19, Section 1904.2 Non-Structural Concrete shall have a minimum specified compressive strength of 2,500 psi for Class FO, 3,000 psi for Class F1 and 3,500 psi for Classes F2 and F3 concrete.
Compressive strength can be defined as the capacity of concrete to withstand loads before failure. Of the many tests applied to the concrete, the compressive strength test is the most important, as it gives an idea about the characteristics of the concrete.
Although the rutting resistance, fatigue cracking, and the resistance to water and frost are important for the asphalt pavement, the strength of asphalt mixture is also an important factor for the asphalt mixture design. The strength of asphalt mixture is directly associated with the overall performance of asphalt mixture. As a top layer material of asphalt pavement, the strength of asphalt mixture plays an indispensable role in the top structural bearing layer. In the present design system, the strength of asphalt pavement is usually achieved via the laboratory tests. The stress states are usually different for the different laboratory approaches. Even at the same stress level, the laboratory strengths of asphalt mixture obtained are significantly different, which leads to misunderstanding of the asphalt mixtures used in asphalt pavement structure design. The arbitrariness of strength determinations affects the effectiveness of the asphalt pavement structure design in civil engineering. Therefore, in order to overcome the design deviation caused by the randomness of the laboratory strength of asphalt mixtures, in this study, the direct tension, indirect tension, and unconfined compression tests were implemented on the specimens under different loading rates. The strength model of asphalt mixture under different loading modes was established. The relationship between the strength ratio and loading rate of direct tension, indirect tension, and unconfined compression tests was adopted separately. Then, one unified strength model of asphalt mixture with different loading modes was established. The preliminary results show that the proposed unified strength model could be applied to improve the accurate degree of laboratory strength. The effectiveness of laboratory-based asphalt pavement structure design can therefore be promoted.
Aggregate is the main thing in asphalt mixtures with a percentage of about 70% to 80%. The aggregate used should meet the Indonesian National Standard (SNI) before being used in the asphalt mixture. East Kalimantan Province is one of the provinces in Indonesia which always brings in aggregates from outside the region for road construction. This study aims to analyze the modulus of stiffness of the AC-WC mixture using local aggregate of East Kalimantan Province and petroleum bitumen grade 60/70 as a binder due to water immersion. This research is experimental in the laboratory. The variation of the petroleum bitumen content used was 4.5, 5.0, 5.5, 6.0 and 6.5%. Water immersion was carried out at the age of 3, 5 and 7 days. The results showed that at 3 days of immersion, the resilient modulus values obtained at petroleum bitumen content of 4.5, 5.0, 5.5, 6.0 and 6.5% were 421.0, 506.0, 872.5, 747.0 and 648.5 MPa, respectively. At 5 days immersion, the resilient modulus values obtained were 383.5, 386.0, 915.5, 561.0 and 555.5 MPa, respectively. Whereas for the 7 days immersion, the resilient modulus were 290.5, 425.5, 1369.0, 547.5 and 525.0 MPa, respectively. It can be seen that water immersion greatly affects the stiffness modulus of the asphalt mixture. This stiffness will cause the asphalt mixture to be easily damaged or cracked. This can be caused by the influence of the sub-standard aggregates used, namely Senoni stone and Mahakam sand. Doi: 10.28991/cej-2021-03091652 Full Text: PDF
The asphalt emulsion mixture is a mixture that can be used in areas that do not have Asphalt Mixing Plant (AMP). Indonesia has natural asphalt found in Buton Island, Southeast Sulawesi, known as Buton asphalt. Modification of asphalt emulsion with Buton Granular Asphalt (BGA) is expected to be used in regions do not have AMP and utilize local materials so it can reduce the import of oil asphalt. Modification of asphalt emulsion and BGA is needed for research to determine the performance of the mixture so that this mixture is suitable for use. The performance degradation of the asphalt mixture on flexible pavement is due to aging on the asphalt. The aging performance of asphalt mixture can be known by testing Marshall and ITS. The purpose of the test was to determine the stiffness due to the aging process. Based on the Marshall and ITS results that asphalt emulsions mixture containing 10% of Buton granular asphalt can improve mixed performance. The performance of the asphalt emulsion mixture containing Buton granular asphalt has a service life of up to 10 years.
This study aims to evaluate the compressive stress-strain relationship of asphalt concrete mixtures using Buton granular asphalt (BGA) as partial replacement for petroleum asphalt in asphalt concrete bearing course (AC-BC) mixture production. The experimental tests show that the stress-vertical strains curve and stress-horizontal strains curve pattern were similar for all mixtures. The application of BGA as partially replaced petroleum asphalt in the AC-BC mixture improved the compressive strength and elastic modulus in comparison to AC-BC mixture without BGA. No significant difference in the Poisson ratio for all mixtures was observed.
In civil engineering, alternative materials showed rapid progress. Asphalt derived from Buton Island in Indonesia, also known as Asbuton , was located in the limestone bedrock. A large deposit of Asbuton could guarantee the supply of alternative construction materials. In that regard, Asbuton performance as an alternative material to several subjects needs to be analyzed. Therefore, this study was conducted to analyze Asbuton ’s behavior as a filler in a floating column model as a soft soil improvement concept. Asbuton added to sand and gravel mixture as filler and waterglass as a binder. CBR samples were tested to acquire the optimum composition with varied curing days namely 0, 3, and 7 days, following ASTM D-1883, followed by a compressive column model test which was based on ASTM D-2166. Finally, the column applied to the soft soil layer to be tested in a loading test, and the results are then compared for each composition. The results showed that the granular material's composition including Asbuton , the waterglass content, and the curing period significantly affect the engineering properties of the artificial column. The results revealed that the granular column with Asbuton with the addition of waterglass could increase soil’s load capacity and reduce the settlement of soft soils. Doi: 10.28991/cej-2020-03091623 Full Text: PDF
Asphalt concrete mixture s i n Indonesia generally use petroleum bitumen grad e 60/70. Standard pro perties of the
The vertical and h orizontal strains were measured up to th e peak stress. T he stress strain relations hip of specimens
Usually a light grade of medium curing cutback such as an MC-30 will work well. However, in a lot of areas air quality is of concern and the EPA has restricted or eliminated the use of cutbacks. In such areas the use of an emulsified asphalt is necessary.
Coat the surface with a material that penetrates the voids and bonds well to asphalt pavement, such as an epoxy-fortified acrylic emulsion. Many colors are available. Care should be taken to ensure that surface friction is not compromised, especially if the pavement is used for vehicular traffic.
Lift thickness governs aggregate size. Minimum lift thickness should be at least 3 times the nominal max. aggregate size to ensure aggregate can align themselves during compaction to achieve required density and also to ensure mix is impermeable. The maximum lift thickness is dependent also upon the type of compaction equipment that is being used. When static steel-wheeled rollers are used, the maximum lift thickness that can be properly compacted is three (3) inches. When pneumatic or vibratory rollers are used, the maximum thickness of lift that can be compacted is almost unlimited. Generally, lift thicknesses are limited to 6 or 8 inches. Proper placement becomes a problem in lifts thicker than 8 or 8 inches. For open-graded mixes, compaction is not an issue since it is intended that these types of mixes remain very open. Therefore, the maximum size aggregate can be as much as 80 percent of the lift thickness.
Use an additive in the asphalt binder. Various iron compounds can impart a red, green, yellow or orange tint to a pavement, while other colors can be achieved using different metal additives.
Asphalt pavements are designed to last for many years, so don’t let a sense of urgency to get the job done quickly allow you to make decisions which could strip years away from the pavement life.
You can also visit a web page on the University of Kentucky website where you can download papers, PowerPoints and also the computer program called KENTRACK, which is computer program for hot mix asphalt and conventional ballast railway trackbeds.
There are several ways to accomplish a prime when using an emulsion: Most emulsion manufacturers make proprietary products, one of which is an emulsion specifically designed for use in prime coats.
The structural number of this combination is 4 inches of rock times a SN of 1.0, plus 1 inch of asphalt times a SN of 3.0, for a total SN of 7. This is about one-half of the design strength of the 4-inch concrete option.
To determine the relative concrete thickness, divide the total SN of 7 by the SN per inch of 3.0 for a slab thickness of 2.3 inches. It is obvious a 2.3-inch concrete slab would be very fragile.
The sidewalk comparison is used because it is easy to visualize the relative impact of the designs, since they are both inherently weak. If a loaded dump truck drives across a 4-inch-thick concrete sidewalk, what is the chance of the sidewalk breaking? The chances are rather high; because a rigid pavement fails when the load applied exceeds the pavement's total strength.
The chances are rather high; because a rigid pavement fails when the load applied exceeds the pavement's total strength. A flexible pavement of full depth asphalt or rock and asphalt will often flex and rebound rather than break under a single heavy load.
To establish a standard with which to compare the structural numbers, the strength of a graded aggregate base is assigned a value of 1.0 for each inch of thickness. On this scale a 6-inch thick base would have a Structural Number of 6.0 and a 10-inch thick base would have a SN of 10.
The Structural Number (SN) is an empirical strength value assigned to a particular material. The SN has no units. It is a relative number that is used to compare different materials.
Most people have a general idea of the concrete thickness necessary to make an acceptable pavement: a sidewalk, 4 inches; a driveway, 6 inches; a residential street, 8 inches and expressways up to 12 inches thick depending on the amount of heavy traffic.
If this is for building design, the lateral wind loading forces tend to be much larger than the gravity loads. You'll get quite an uplift load on the windward size (and slack cables on the leeward side).
Asphalt is subject to creep, especially in warmer climates.