Motivado pela alteração do sistema construtivo de pavimentos de concreto de cimento Portland, na qual foi abolida a utilização da manta plástica entre placas e bases cimentadas, com conseqüente emprego de imprimação da base com emulsão asfáltica, este trabalho buscou responder algumas indagações surgidas durante este processo. Em laboratório, através de uma metodologia de ensaio especialmente adaptada para o estudo da resistência ao cisalhamento entre concreto de cimento Portland (CCP) e concreto compactado com rolo (CCR), inferiu-se, para diferentes tratamentos de interface, elevados níveis de resistência ao cisalhamento em interfaces sem emulsão asfáltica que potencializam o emprego de estruturas monolíticas de pavimentos. Quanto àquelas que continham material asfáltico, foram obtidos resultados muito inferiores aos anteriores, com caracterização de ruptura dúctil, por efeito de fluência do material betuminoso. Duas pistas experimentais instrumentadas, uma em whitetopping ultradelgado e outra em pavimento simples de concreto executado segundo a nova prática construtiva, capazes de mensurar as deformações específicas do CCP durante a execução de provas de carga dinâmica, associadas às modelagens por elementos finitos (MEF), realizadas com auxílio do programa ISLAB2000, propiciaram importantes inferências sobre o comportamento mecânico destes dois tipos de pavimentos de concreto. Verificou-se o trabalho mecânico composto (monolítico) das estruturas de whitetopping ultradelgado, com boas correlações entre as tensões medidas e numericamente calculadas; e entre os rebaixamentos da linha neutra (LN) determinados analítica, numérica e experimentalmente. No tocante ao pavimento simples de concreto sobreposto à base cimentada imprimada, apesar das ótimas correlações entre tensões medidas e determinadas numericamente, não se pode obter conclusões definitivas a despeito do trabalho mecânico desta estrutura, apesar da existência de indícios de comportamento não-monolítico. / This thesis intended to answer some inquiries, which arose during the alteration of the concrete pavement constructive process. This process substituted the plastic blanket by the asphalt emulsion, between the concrete slabs and the cemented bases. A laboratorial test methodology, specially adapted for the study of shear strength between the Portland cement concrete and the rolled concrete, inferred, for different types of interlayer treatments, high levels of shear strength, at the interfaces without asphalt emulsion. These shear strength levels enable the monolithic behavior of the pavement structure. When the asphalt emulsion was presented at the interlayer, the shear strength was much smaller than the former, with ductile rupture due to creep of the bituminous material. Two instrumented road tests, the first section in ultra-thin whitetopping pavement and de second one, in jointed plain concrete pavement (built according to new constructive process), and the finite element analyses led to important conclusions about the mechanical behavior of these pavement structures. This was possible because the strain-gages measured the specific concrete deformations during the dynamic load tests. The monolithic behavior of the ultra-thin whitetopping pavement was verified. There were good correlations between the measured stresses and theoretical stresses, which were calculated by the finite element method; and between the neutral axle displacements, estimated by analytical, numerical and experimental methods. With regard to the jointed plain concrete pavement, which was built over the cemented base (covered by the asphalt emulsion), great correlations between measured and simulated stresses were found, as well as it was found for ultra-thin whitetopping. However, it was not possible to conclude, definitively, concerning the mechanical behavior of this pavement structure, although there are clues that ndicated a non-monolithic behavior, that is, concrete slabs are unbounded up with the cemented base.

A Rolling Dynamic Deflectometer (RDD) is a nondestructive testing device for determining continuous deflection profiles of pavements. Theses deflection profiles can be used more effectively when combined with other data such as pavement thickness, variability in moisture and other subsurface conditions, void detection and pavement right-of-way conditions. Therefore, a new, multi-function pavement testing device has been developed by a joint effort between the Texas Department of Transportation (TxDOT), the Center for Transportation Research (CTR) at the University of Texas at Austin (UT) and the Texas A&M Transportation Institute (TTI) at Texas A&M University. This new device is called the Total Pavement Acceptance Device (TPAD). The objective of TPAD testing is to nondestructively and nonintrusively investigate the structural adequacy of the total pavement system. The multiple functions of the TPAD presently include the following measurement capabilities: (1) rolling dynamic deflectometer (RDD), (2) ground penetrating radar (GPR), (3) global positioning (GPS), (4) pavement surface temperature, (5) digital video imaging of pavement and right-of-way conditions and (6) longitudinal survey offsets from known points through distance measurement (DMI). The TPAD is currently designed to perform continuous measurements at speeds around 2 to 3 mph. The effort in this dissertation is directed at: (1) developing the fourth-generation rolling sensors for faster testing speeds with the TPAD, (2) developing the Jointed Concrete Pavement (JCP) testbed with known and well-documented conditions (3) developing and evaluating the TPAD mobile platform, (4) evaluating the performance of the fourth-generation rolling sensors and refining a field calibration procedure and (5) studying the influence of the longitudinal and transverse joints in Jointed Concrete Pavement on TPAD deflection profile measurements. The first part involved the study of previous research and preliminary testing using the second-generation rolling sensor. Key benefits of the fourth-generation rolling sensor are: (1) reduced rolling noise during the testing, (2) higher signal-to-noise ratio (SNR), and (3) better tracking of the sensor. The second part of this work involved the development of the JCP testbed at the Texas Department of Transportation (TxDOT), Flight Services Facility (FSF) adjacent to the Austin-Bergstrom International Airport (ABIA). The JCP testbed was developed to establish a pavement facility with known and well-documented conditions for use in future research dealing with rigid pavement testing. The third part of this work involved the acceptance testing of the TPAD mobile platform for the RDD deflection measurements. The mobile platform was the one of the key components to develop the new moving pavement testing device. The TPAD mobile platform was developed by modifying a small, off-road vibroseies built by Industrial Vehicle International, Inc. (IVI). Acceptance testing of each of the following components was performed: (1) automated speed control, (2) static loading system and (3) dynamic loading system. The fourth part of this work involved the TPAD deflection measurements at the testbed at the TxDOT FSF. The deflection profiles using the fourth-generation rolling sensors and TPAD were performed at the established testbed. During the performance evaluation testing, the new sensor positioning, towing and raising/lowering system was developed and installed in the TPAD. The fifth part of this study involved the deflection measurement using the TPAD-RDD system on the jointed concrete pavement. This study includes the repeatability of the TPAD deflection measurements, the influence of the proximity to the longitudinal and transverse joints in JCP on TPAD deflection measurements, deflection measurements under different pavement surface temperature, the characteristic of the TPAD-RDD deflections and the comparison between the Falling Weight Deflectometer and TPAD deflection measurement testing. / text

Partial-infiltration permeable pavement (PP) systems provide environmental benefits by increasing infiltration, attenuating storm flows and improving stormwater quality. This thesis focuses on the performance and operation of partial-infiltration PP systems over low permeability soil in Ontario. Three PP, AquaPave®, Eco-Optiloc® and Hydromedia® Pervious Concrete were monitored over two years and their performance was evaluated relative to an impermeable Asphalt control. Field data was collected from the Kortright PP pilot parking lot in Vaughan, Ontario. Through the use of restrictor valves on underdrains the PP systems were shown to provide substantial hydrologic benefits by eliminating stormwater outflow for rain events less than 7mm, reducing peak flows by 91% and reducing total stormwater volume by 43%. Stormwater quality was analyzed for winter and non-winter seasons. The PP were shown to greatly reduce the concentration and total loading of suspended solids, nutrients, hydrocarbons and most heavy metals. Some water quality data, such as pH, K, or Sr levels, indicate that the quality of PP effluent will change as the system ages. Study of PP sample boxes at the University of Guelph highlighted the role that construction materials have on effluent quality and showed that pollutants introduced by the pavement and aggregate are almost entirely in a dissolved form and decline very rapidly after a season of exposure to rainfall. Benefits to water quality were sustained during winter months. The partial-infiltration PP systems were shown to provide buffering of Na and Cl concentrations. Small and large-scale maintenance practices for PP systems were investigated. Small-sized equipment testing found that vacuum cleaning and pressure-washing have good potential to improve infiltration capacity. Testing of full-sized streetsweeping trucks demonstrated that permeability can be partially restored on PICP by suction-based sweeping. Vacuum-sweeping was beneficial on a PC pavement which had experienced large permeability losses. Results of this study indicate that partial-infiltration PP systems can be effective measures for maintaining or restoring infiltration functions on parking lots and other low volume traffic areas, even in areas with low permeability soils.

Motivado pela alteração do sistema construtivo de pavimentos de concreto de cimento Portland, na qual foi abolida a utilização da manta plástica entre placas e bases cimentadas, com conseqüente emprego de imprimação da base com emulsão asfáltica, este trabalho buscou responder algumas indagações surgidas durante este processo. Em laboratório, através de uma metodologia de ensaio especialmente adaptada para o estudo da resistência ao cisalhamento entre concreto de cimento Portland (CCP) e concreto compactado com rolo (CCR), inferiu-se, para diferentes tratamentos de interface, elevados níveis de resistência ao cisalhamento em interfaces sem emulsão asfáltica que potencializam o emprego de estruturas monolíticas de pavimentos. Quanto àquelas que continham material asfáltico, foram obtidos resultados muito inferiores aos anteriores, com caracterização de ruptura dúctil, por efeito de fluência do material betuminoso. Duas pistas experimentais instrumentadas, uma em whitetopping ultradelgado e outra em pavimento simples de concreto executado segundo a nova prática construtiva, capazes de mensurar as deformações específicas do CCP durante a execução de provas de carga dinâmica, associadas às modelagens por elementos finitos (MEF), realizadas com auxílio do programa ISLAB2000, propiciaram importantes inferências sobre o comportamento mecânico destes dois tipos de pavimentos de concreto. Verificou-se o trabalho mecânico composto (monolítico) das estruturas de whitetopping ultradelgado, com boas correlações entre as tensões medidas e numericamente calculadas; e entre os rebaixamentos da linha neutra (LN) determinados analítica, numérica e experimentalmente. No tocante ao pavimento simples de concreto sobreposto à base cimentada imprimada, apesar das ótimas correlações entre tensões medidas e determinadas numericamente, não se pode obter conclusões definitivas a despeito do trabalho mecânico desta estrutura, apesar da existência de indícios de comportamento não-monolítico. / This thesis intended to answer some inquiries, which arose during the alteration of the concrete pavement constructive process. This process substituted the plastic blanket by the asphalt emulsion, between the concrete slabs and the cemented bases. A laboratorial test methodology, specially adapted for the study of shear strength between the Portland cement concrete and the rolled concrete, inferred, for different types of interlayer treatments, high levels of shear strength, at the interfaces without asphalt emulsion. These shear strength levels enable the monolithic behavior of the pavement structure. When the asphalt emulsion was presented at the interlayer, the shear strength was much smaller than the former, with ductile rupture due to creep of the bituminous material. Two instrumented road tests, the first section in ultra-thin whitetopping pavement and de second one, in jointed plain concrete pavement (built according to new constructive process), and the finite element analyses led to important conclusions about the mechanical behavior of these pavement structures. This was possible because the strain-gages measured the specific concrete deformations during the dynamic load tests. The monolithic behavior of the ultra-thin whitetopping pavement was verified. There were good correlations between the measured stresses and theoretical stresses, which were calculated by the finite element method; and between the neutral axle displacements, estimated by analytical, numerical and experimental methods. With regard to the jointed plain concrete pavement, which was built over the cemented base (covered by the asphalt emulsion), great correlations between measured and simulated stresses were found, as well as it was found for ultra-thin whitetopping. However, it was not possible to conclude, definitively, concerning the mechanical behavior of this pavement structure, although there are clues that ndicated a non-monolithic behavior, that is, concrete slabs are unbounded up with the cemented base.

Apresenta-se um trabalho numérico e experimental, com o objetivo de estudar o comportamento dos pavimentos de concreto estruturalmente armados, quando submetidos a forças verticais estáticas e repetidas. Avalia-se a contribuição da armadura de flexão, na resistência de placas de concreto apoiadas sobre meio elástico. Verifica-se experimentalmente o modo de ruína de placas submetidas a carregamento monotônico e a carregamento repetido, com e sem armadura, e acompanha-se o desenvolvimento das fissuras no concreto e das deformações no aço. Comparam-se os resultados obtidos, com as recomendações da NBR 6118:2003, para o dimensionamento de estruturas submetidas à fadiga. É desenvolvido modelo numérico capaz de representar a interface do solo com a placa do pavimento, a fissuração do concreto, a contribuição da armadura e o comportamento pós-fissuração. Com auxílio do modelo numérico, validado a partir dos resultados experimentais, estuda-se a influência de alguns parâmetros importantes para o dimensionamento dos pavimentos, tais como: capacidade de suporte da fundação, espessura das placas, área de aço, dimensões das placas em planta, posição de aplicação da força e presença de juntas de transferência de deslocamento. Os resultados experimentais mostram uma significativa contribuição da armadura positiva na resistência de placas isoladas sob forças verticais centradas. Verificou-se que as forças repetidas provocam fadiga do aço e que o número de ciclos depende da deformação provocada na armadura. A partir dos resultados são traçadas diretrizes para o dimensionamento, no qual devem ser considerados os momentos positivos e os negativos, e deve ser feita a verificação da fadiga do concreto e da armadura / A numerical and experimental study on the behavior of structurally reinforced concrete pavement under vertical static and repeated load is presented. The contribution of bending reinforcement to the strength of concrete slab is assessed. It is experimentally verified the fracture of reinforced and plain concrete slabs under monotonic loads and under cyclic loads. The concrete cracking and the strain on steel are monitored. The results are compared to the brazilian code recommendations to the design of structures under fatigue. A numerical model that represents the soil-slab interface, the concrete cracking, the reinforcement contribution and the tension stiffening behavior is developed. Some important parameters to the pavement design are analyzed using this finite element model, whose reliability was verified to experimental results. These parameters are: the soil capacity; the slab thickness; reinforcement ratio; slab dimensions; load positions; and joints conditions. The tests data show an important contribution of the positive reinforcement on the strength of an isolated slab with centered load. It has been verified the fatigue of the steel. The number of cycles depends on the reinforcement strain. The results are used to propose some directions to the design. The positive and negative bending moments have to be considered and the fatigue on the concrete and on the reinforcement has to be verified

O gerenciamento de uma malha rodoviária engloba avaliações constantes das condições estruturais e, principalmente, funcionais. Assim sendo, uma forma de coleta automatizada, realizada em velocidades de tráfego, em que a influência humana possa ser desconsiderada, está em desenvolvimento na engenharia rodoviária brasileira, assim como é visto internacionalmente. O presente trabalho tem como objetivo a contribuição para o processo de avaliação funcional de pavimentos através do estudo sobre a aplicabilidade do processo de inventário funcional de pavimentos rígidos com o emprego do equipamento Pavement Scanner. Para tanto, após a revisão bibliográfica sobre a sistemática de inventário de pavimentos rígidos e também sobre o equipamento Pavement Scanner, seções testes foram definidas e avaliadas de acordo com o método tradicional de levantamento da superfície do pavimento (ICP - DNIT 062/PRO, DNIT 060/PRO), o método volumétrico tradicional de mancha de areia para avaliação de macrotextura (ASTM E 965/96), através de imageamento com análise de imagens obtidas no trecho e sob a utilização do equipamento Pavement Scanner. Com os resultados foi realizada uma análise estatística destas técnicas utilizadas, demonstrando a viabilidade de utilização do equipamento e do procedimento de análise adotado. / The management of a road network encompasses constant assessments of structural conditions and, above all, functional conditions. Thus, a form of automated survey, carried out at traffic speeds, in which human influence can be unconsidered, is under development in Brazilian road engineering, as it is seen internationally. This present work aims to contribute to the process of functional assessment of pavements through the study of applicability of the functional inventory process of rigid pavements with the use of Pavement Scanner equipment. In order to do so, after the literature review of rigid pavement inventory and Pavement Scanner equipment, test sections were defined and evaluated according to the traditional method of surface survey (ICP - DNIT 062 / PRO, DNIT 060 / PRO), the traditional sand patch volumetric method for the evaluation of macrotexture (ASTM E 965/96), through imaging analysis from the test sections and under the use of Pavement Scanner equipment. With the results, a statistical analysis of these techniques were performed, demonstrating the feasibility of using the equipment and the analysis procedure adopted.

O concreto seco, também chamado de concreto sem abatimento (no-slump) é utilizado na produção de artefatos de cimento, como por exemplo em peças de concreto para pavimentação, blocos para alvenaria e tubos de concreto e ainda como camada de subbase de pavimentos com a técnica de concreto compactado a rolo. A técnica de conformar concretos com reduzido teor de umidade através de equipamentos que aplicam simultaneamente compressão e vibração é amplamente utilizada na produção de artefatos de concreto, como as peças de concreto para pavimentação intertravada. Para as peças de concreto o desafio é ainda maior, pois as especificações de resistência característica à compressão podem chegar a 50 MPa. A principal característica do concreto seco é o baixo teor de água e elevada coesão, necessitando de energia de compactação e vibração para a eliminação de vazios e o concreto assumir a forma desejada. Esta técnica permite a desfôrma imediata, que garante elevada produtividade e consequente diminuição dos custos de produção. Já a compactação permite obter componentes de concreto com menor consumo de cimento se comparados ao concreto plástico. Diferentemente de toda literatura e metodologias de dosagem encontradas para o concreto plástico, o concreto seco encontra barreiras técnicas para a aplicação de metodologias que otimizem sua dosagem, em formulações empíricas que não levam em conta de forma adequada as características dos agregados, características estas diretamente ligadas à compacidade das peças, que por sua vez tem grande influência nas características do produto final. Além disto, há poucos estudos do comportamento reológico do concreto seco, que influenciam a fluidez e coesão da do concreto e que irão determinar a produtividade e qualidade da produção. Dessa forma, neste trabalho é apresentado uma metodologia para caracterização do concreto seco nos estados fresco e endurecido que permite o desenvolvimento sistemático de formulações com maior facilidade de compactação e que também resulte na melhoria do desempenho das peças e diminuindo a necessidade de testes em escala real. O método se baseia em produzir em laboratório um corpo de prova que reproduz as condições de moldagem de uma vibroprensa, eliminando-se a variável da vibração e padronizando as condições de compressão. Nos corpos-de-prova são avaliadas características nos estados fresco e endurecido, além de aspectos do comportamento reológico do concreto, através de técnicas de reologia compressiva. Para aferir a metodologia foram utilizadas amostras de referência produzidas em uma fábrica de peças de concreto. Com a metodologia proposta, foi possível atingir 90% da resistência mecânica das peças produzidas em uma vibroprensa de alta compactação. Sendo assim esta metodologia poderá ser utilizada em estudos de dosagem de concreto seco, portanto o trabalho desenvolvido é indicado na utilização de dosagens de concreto seco, obtendo-se maior ecoeficiência, a medida que otimiza o consumo de cimento da mistura e facilita o estudo de dosagem de materiais alternativos em substituição aos agregados convencionais. / The dry concrete, also known as earth moist concrete or no-slump concrete, is most used to manufacture precast concrete products, as paving blocks, masonry blocks and concrete tubes, and also in rolled compacted concrete pavement. Its most important property is the low water content, and it requires mechanical equipment for its compactation. Paving blocks are normally manufactured using vibrocompression equipment, which at the same time applies both compaction and vibration resulting in paving blocks with high durability and mechanical resistance. Even though this technique is highly used it still lacks studies on some important steps of the manufacturing process. The mix design techniques are mostly empirical and dont deeply consider the aggregate characteristics, that are connected with its compacity and, by that, the characteristics of the paving block. Also, there are only a few studies of the rheology characteristics of dry concrete, which relates with de manufacturing process and the easiness that the mix is compacted. So, the object of this study is to develop a dry concrete characterization methodology that allows the systematic development of mix designs that are easily compacted and also improves the performance of the paving blocks.

Orientador: Rita Moura Fortes / Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil, Arquitetura e Urbanismo / Made available in DSpace on 2018-08-12T06:54:45Z (GMT). No. of bitstreams: 1 BarbosaJunior_AlvaroSergio_M.pdf: 1121830 bytes, checksum: e02fb4a353bc75b1933fd3e74153b6ea (MD5) Previous issue date: 2008 / Resumo: O objetivo da presente pesquisa e apresentar uma contribuição ao estudo da utilização de agregados reciclados em misturas de concreto de cimento Portland (CCP) para pavimentação. São comparados os desempenhos de misturas utilizando-se agregados oriundos do gnaisse e também do entulho de laboratórios de controle tecnológico, para avaliar o potencial de sua utilização, minimizando a sua problemática deposição em aterros sanitários, contribuindo dessa maneira para a preservação do meio ambiente. Os agregados originados pela moagem desses entulhos serão estudados separadamente, ou seja, os provenientes de corpos de prova de concreto, de blocos de concreto e blocos de materiais cerâmicos. Pretende-se conhecer o potencial de utilização desse material reciclado como agregado contribuindo para a preservação do meio ambiente. E importante enfatizar que este material e de boa qualidade e tem sido usualmente descartado, ou melhor, desperdiçado. Este trabalho avalia os resultados levando em conta a sua seleção, dosagem e mistura, de maneira a atender as propriedades necessárias para a pavimentação / Abstract: The objective of this research is to contribute to the study of the recycled aggregate use in concrete Portland. It is compared the performance of these mixtures presented with the deriving aggregates and the rubbish of technological control laboratories, which the use minimizes the problematic deposition in sanitary earthworks, contributing in this way to the environment's preservation. The aggregates originated for the milling of these tested specimens will be studied separately, in other words, the preceding from specimens of concrete test, of concrete blocks and ceramic materials. In this research is studied the potential use of these recycled materials as aggregate contributing for the environment preservation. It is important to emphasize that this material presents good quality and is usually discarded or wasted. This paper evaluates the results taking into account the selection and mixing for the adequate pavement properties. / Mestrado / Transportes / Mestre em Engenharia Civil

Ma thèse de doctorat doit contribuer à la diminution du gaspillage des ressources naturelles (en particuliers les sables naturels) en étendant leur acceptabilité dans les enrobés bitumineux. La compréhension de l’effet des particules nocives, notamment la fraction argileuse contenue dans les sables, sur le comportement des mélanges bitumineux est visé. Pour évaluer le niveau de nocivité des particules fines, le test d'adsorption du bleu de méthylène noté MB (EN13043, NF EN 933-9) est appliqué, mais un tel test a été modifié à quatre reprises au cours des 22 dernières années tandis que la valeur de bleu limite, utilisée pour déterminer la conformité ou non du sable, n’a pas été modifiée. Le projet de thèse vise à modifier cette valeur limite pour étendre la gamme de sable utilisable. Cet objectif sera atteint grâce à l’identification de la composition minéralogique des sables, une recherche sur la meilleure manière de quantifier les phases qui composent les sables et une meilleure compréhension du rôle de la fraction fine sur la durabilité et les pathologies des mélanges bitumineux. Le travail de thèse est organisé en différentes tâches : 1. Tester le protocole de mesure de la valeur de bleu. Nous voulons comprendre l'effet de différents facteurs (tels que l'échantillonnage, la cinétique des additions de bleu, la température de séchage du sable avant l’essai ...) sur la mesure de la valeur de bleu. Le développement d'un appareil automatique ou d'une nouvelle méthode (qui sera validée par comparaison avec les résultats obtenus à partir de la méthode standardisée) est prévu.2. Établir une corrélation entre la valeur de bleu (ou d'autres paramètres à trouver) et la quantité de phases minérales présentes dans les sables. Un jeu de données a d’ores et déjà été établi au cours de mon stage de master. Pour atteindre cet objectif, les différentes méthodes de quantification (utilisant en particuliers la diffraction de rayons X) doivent être testées et comparées.3. Corréler la valeur de bleu couplée à la nature minéralogique des particules fines avec le comportement mécanique des mélanges sable/bitume. Nous allons étudier la dégradation en présence d’eau des propriétés du matériau bitumineux (par exemple l'adhésion du liant bitumineux sur granulat) et le rôle de la couche de particules fines qui entourent les grains de sable sur les propriétés mécaniques de ce matériau. Nous espérons comprendre en particulier l'effet de la présence d’argile gonflante dans les matériaux constitutifs de la chaussée bitumineuse.4. Améliorer le comportement des granulats non conformes par l’application d’un traitement. Après l'identification de l'origine des pathologies (nous faisons l'hypothèse que les argiles gonflantes jouent un rôle majeur), nous proposons d'appliquer un traitement en ajoutant de la chaux (ou de traiter en ajoutant des déchets qui contiendraient des substances actives comme la chaux), et de tester également l’utilisation de polymères ou du greffage avec des composés organiques des argiles comme traitement / Siliceous fines (clays) in fine aggregates used for AC pavement stimulate the moisture entering the bitumen-aggregates interface in AC mixture and create channels for water penetration. MB adsorption for qualifying fine aggregates is in accordance with the layer charge and the accessibility of consisted mineralogy in fine aggregates. However, the correlation between MB qualification for fine aggregates and fine aggregates triggering moisture susceptibility of AC mixture has not ever been addressed; moreover, the questions from MB adsorption still remain to be solved. In order to evaluate the stripping and to clarify MB adsorption on fine aggregates from a mineralogical perspective, the most common clays in natural aggregates, kaolinite, illite and montmorillonite, were extracted from their clay rocks, and used to prepare thin clay film, artificial fine aggregates and asphalt concrete mixtures consist of artificial fine aggregates. Moreover, the 5 blinded fine aggregates received from quarries without any given information were applied as the blinded experiments to confirm the practicability with mineralogical diversity. The mineralogical analysis was identifying and quantifying the mineral phases in extracted clay and fine aggregates by using X-Ray diffraction, and the quantitative results were judged by complementary test. MB adsorption was studied using drop method, UV-Photometer method and cation exchange capacity from clays and aggregates. Water-bitumen-clay interaction was studied using the sessile drop and the Oliensis spot tests on those thin clay films. The water intrusion routes in AC mixture was investigated immersing AC mixture in solution with chemical probe, whereas Duriez tests allowed measuring the moisture susceptibility of AC mixtures containing varied clay mineralogy in fine aggregates. The results show that clay mineralogy is in relation to water-bitumen-clay interaction, and it is agreed by moisture susceptibility of AC mixture indicated by Duriez test. With the dispersive nature bitumen used in this study, cohesive failure is in the light of kaolinite-AC mixture in the presence of water, whereas swelling property is responsible for the stripping in illite- and montmorillonite- AC mixture. In order to exclude the physical interferences on MB adsorption, the vale of 100% of MB adsorption on fine aggregates referred to CEC value is necessary to apply, and MB value measured from drop method efficiently excludes the significant impacts from layer charge, pH value and exchangeable cations. Although MB adsorption is in relation to clay mineralogy, this test does not sufficiently indicate the stripping of AC mixture occurred by clay in fine aggregates. There are still rooms to use the non-qualified fine aggregates for the use of AC pavement. As Rietveld method from X-Ray diffraction derives the most reasonable quantitative results, the X-Ray powder diffraction and the X-Ray orientated EG treated K-saturated clay diffraction are proposed for analyzing clay mineralogy and its swelling property for judging the use of non-qualified fine aggregates for AC mixture.MB2 and Duriez0.8 surfaces can be established on clay mineralogical map since we discovered MB adsorption and moisture susceptibility are related to clay mineralogy in fine aggregates. The fine aggregates which is not qualified by MB adsorption is going to confirm the possibility for the use of AC pavement by the mineralogical analysis through X-Ray diffraction. By adopting the quantitative results of clay on mineralogical map with Duriez0.8 surface and the swelling property of clays in fine aggregates, the use of fine aggregates for AC pavement can be properly judged according to water-bitumen-aggregates interaction and stripping which has been proved in this study

This thesis deals with deterioration observed in cement-concrete cover (CBK) for three selected road sections of highways in the Czech Republic. The main objective was to determine whether concrete failure arose due to alkali-silica reaction, or other mechanism. The deterioration of concrete failure was observed in the macroscopic and microscopic scale. The mostly macroscopically observed deterioration of the concrete were cracks breaking the surface and inner parts of concrete. In micro- scale the microcracks and alcali-silica gels were observed. The CBK deterioration was quantitatively determined by three main parameters: specific length of microcracks on the CBK surface, specific length of microcracks in the drill cores and volume of alcali-silica gels and microcracks in thin sections. According to these indicators it was possible to distinguish two different types of CBK deteriorations. (1) Degradation mainly associated by alkali-silica reaction (observed on highways D11 - Vrbová Lhota and D1) and (2) degradation connected with another mechanism (cycles of freezing and thawing, mechanical degradation) was observed on the highway D5.