Studies by Hao and Ling indicated that semi-flexible pavement have good low temperature cracking resistance and excellent rutting resistance. to convert laboratory fatigue testing results of SFCM to field fatigue life.
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A shift factor was also suggested by Oliveira et al. It was found that the fatigue performance was improved by using SFCM. evaluated the fatigue performance of the laboratory prepared SFCM with rest periods considered. The thermal coefficients of a SFCM mix was in the same general range as PCC, and about two to three times lower than that of hot mix asphalt (HMA) mixture. Its flexural strength and compressive strength were approximately 40–60% and 10–25% of a typical PCC mix, respectively. Using the specific design reported by Anderton, the SFCM was found to have about the same indirect tensile strength as AC (one type of asphalt mixture) at low testing temperatures, whereas two to three times higher strength than AC at moderate to high testing temperatures (i.e., 50 ☌ or higher). Limited research on SFCM has been carried out in both laboratory and fields.
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The initial cost of a full depth of SFCM design using hot mix asphalt is about 50 to 80 percent higher than a dense-graded asphalt concrete while 30 to 60 percent less than a comparable PCC pavement design, whereas its cost can be dramatically reduced by using cold mix to substitute hot mix asphalt as core asphalt structure. The SFCM can be precast as slab and transported to the site to save construction time. Given the advantages of the SFCM, it has the potential of being used at heavy duty roads such as airport pavements and bridge deck surfaces. The advantages of the SFCM have been found which included but not limited to: (a) in contrast to Portland cement concrete (PCC), the SFCM does not require joints that are used to accommodate thermally induced movements (b) it has strong resistance to moisture damage due to the very impermeable structure (c) it provides a tough and durable pavement surface that can better resist rutting caused by heavy channelized traffic loads and traffic abrasion, and surface deterioration due to fuel spillage, rutting resistance is also good at early curing stage and (d) it can be quickly open to traffic, usually within 24 h after pouring cementious material. It has traditionally been used as a special pavement surfacing due to its excellent rutting resistance and fuel spillage. High-performance cement pastes and pure cement paste (s) are respectively grouted into matrix asphalt mixtures to service as semi-flexible pavement materials, The resultant composite structure is referred as “resin modified pavement (RMP)”, combines the flexibility of asphalt pavement and the stiffness close to concrete pavement.
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Based on fracture work, SFCM showed better resistance to thermal cracking while lower resistance to fatigue cracking. It had good resistance to rutting and moisture damage. SFCM had higher dynamic modulus than the control HMA. Based on the testing results, it was found that the designed SFCM showed good filling capability of cement mortar.
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A control hot mix asphalt (HMA) mixture was used to compare with the results of SFCM. They were used in this study to evaluate the thermal cracking, fatigue, rutting, as well as moisture resistance of SFCM. Performance testing was carried out by indirect tensile (IDT) test because it was found to be able to correlate with the field performance of asphalt mixtures at low, intermediate, and high temperatures. A slab SFCM sample was fabricated in the laboratory to simulate the filling of cement mortar in the field. The main objective of this paper was to evaluate the engineering properties of SFCM and assess the constructability of the SFCM. It combines the flexibility of asphalt concrete and the stiffness of Portland cement concrete and has many advantages comparing to conventional roadway paving materials.
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Semi-flexible composite mixture (SFCM) is developed based on a unique material design concept of pouring cement mortar into the voids formed by open graded asphalt mixture.