Frost Index from Aspect of Design of Pavement Construction in Slovakia

Remišová, Eva; Decký, Martin; Podolka, Luboš; Kováč, Matúš; Vondráčková, Terezie; Bartuška, Ladislav

doi:10.1016/j.proeps.2015.08.002

Cited by 17 publications

(10 citation statements)

References 3 publications

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“…Other examples of the diversity of innovative solutions point to their possible use and improvement on the impact Sustainability 2022, 14, 9034 2 of 19 on the living environment and sustainability already present in the pavement design and management phase [15,16]. The authors have long devoted themselves to a holistic concept of design, construction, and pavement management, of which climate adaptability is also an integral part [17,18] along with saving non-renewable resources [19,20] One of the first approaches applied was decreasing the energy consumption during production by using new energy-efficient technologies, using reclaimed materials [21,22], incorporating new types of materials [23], waste recovery [24] as well as by modifying the technology e.g., by decreasing the processing temperature (using additives or foaming technologies [25,26]). Their use has successfully shown a positive impact on non-renewable cumulative energy demand and global warming potential.…”

Section: Introductionmentioning

confidence: 99%

“…Criterium B. for the assessment of mechanical efficiency of asphalt pavements is described in detail in [17,18] and CCP in [57,58]. According to [39], implemented through TP 098, the structural safety design of cement concrete (CC) cover must satisfy the condition that the maximum flexural tensile stress from a single load and repeated loads on the longitudinal or transverse joint of the CC plate must be greater or equal than to the flexural tensile strength of the cement concrete at the specified utilization factor.…”

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confidence: 99%

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Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe

2022

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Climate pavement adaptability is an integral part of a holistic concept of road design, construction, and pavement management. One of the possibilities for fulfilling the mentioned author’s premise in sustainable cycle pavements in the cold region of Central Europe is using composite foam concrete (CFC). To establish the credibility of the design of these pavements, we objectified the correlation dependencies of average annual air temperatures and frost indexes, for altitude regions from 314 to 858 m in the period 1971 to 2020, at its height above sea level. As part of the research on the increase in tensile strength during bending of CFC, extensive laboratory measurements were carried out and validated by isomorphic models of real roads, which enabled an increase in tensile strength during bending from 0.376 to 1.370 N∙mm−2 for basalt reinforcing mesh. The research results, verified through FEM (Finite Element Method) models of cycle pavements, demonstrated a possible reduction of total pavement thickness from 56 to 38 cm for rigid pavements and 48 to 38 cm for flexible pavements.

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Section: Introductionmentioning

confidence: 99%

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confidence: 99%

Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe

2022

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“…Since 2003, the research of the transport departments of the Faculty of Civil Engineering has been concerned with the verification of the influence of non-transport loads on the freezing of the railway track structure [1][2][3] and pavement construction [4,5]. Since 2020, the research activities have also focused on the verification of the influence of traffic load (its static and dynamic components) on the sub-ballast layers depending on the deformation resistance of its individual structural layers.…”

Section: Introductionmentioning

confidence: 99%

Experimental Verification of Modified Sub-Ballast Layers, Application of Foam Glass Boards

Dobeš

Ižvolt

Mečár

2022

Civil and Environmental Engineering

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Glass waste decomposition time in landfills or the countryside can exceed several millennia. Recycling and finding new uses for municipal waste, where glass accounts for approx. 10 % of the volume, is therefore essential to ensure the sustainable development of society. A novel method of reusing glass waste is to produce a thermal insulation material called foam glass in the form of boards. The manufacturer characterises the foam glass boards as having extreme compressive strength and being suitable for highly loaded building structures. The Department of Railway Engineering and Track Management (DRETM) has been long-term researching the possibility of applying various thermal insulation materials (composite foam concrete, Liapor concrete, extruded polystyrene boards) to the sub-ballast layers. For the above reasons, an experimental field was constructed to validation a modified design of the sub-ballast layers with embedded foam glass boards. The paper’s objective was to verify whether the modified composition of the sub-ballast layers affects the increase of its deformation resistance. The assessment of the deformation resistance of the sub-ballast layers of the modified and standard construction was performed by a series of static load tests in the particular structural layers.

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“…The moisture and frost resistance of the mixture is one of the main factors that influence the durability of the asphalt pavement [54]. This factor should be carefully considered when new material solutions are introduced, and limited laboratory or field experience is available.…”

Section: Introductionmentioning

confidence: 99%

Resistance to Moisture-Induced Damage of Half-Warm-Mix Asphalt Concrete with Foamed Bitumen

2020

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Hot-mix asphalt (HMA) remains the predominant material for pavement surfacing. Mixing is performed at about 180 °C, depending on the bitumen used. Environmental concerns in terms of emissions and energy demand are fostering new sustainable technologies in road construction. Warm-mix asphalt (WMA) and half-warm-mix asphalt (HWMA) mixtures meet current expectations in that they are produced at lower temperatures, 100–130 °C, ensured by foaming the bitumen with water. The extent of temperature reduction requires that the mixture has adequate moisture and frost resistance, which is particularly important in countries that have a low-temperature climate. Asphalt concrete AC 8 S with 50/70-grade foamed bitumen modified with 0.6 wt.% surface-active agent (SAA) was used in the tests. To provide the AC mixture with the required resistance to climatic factors (water, temperature below 0), hydrated lime was added at 0, 15, 30, and 45 wt.% as limestone filler replacement. The influence of the hydrated lime addition on the air void content and resistance to moisture and frost damage was investigated according to the WT-2 2014 methodology based on EN 12697-12: 2008 and to the modified AASHTO T283 method. The optimum content of hydrated lime for filler replacement was determined through statistical analysis of the test results. With the optimum hydrated lime replacement of 30%, the required level of moisture and frost resistance of HWMA concrete with foamed bitumen is achieved. The results of this study confirmed the suitability of HWMA concrete with foamed bitumen for application in road construction practice.

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Frost Index from Aspect of Design of Pavement Construction in Slovakia

Cited by 17 publications

References 3 publications

Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe

Sustainable Adaptive Cycle Pavements Using Composite Foam Concrete at High Altitudes in Central Europe

Experimental Verification of Modified Sub-Ballast Layers, Application of Foam Glass Boards

Resistance to Moisture-Induced Damage of Half-Warm-Mix Asphalt Concrete with Foamed Bitumen

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