Resumen: Se investigó la factibilidad de utilizar el ensayo de flexión de vigas Semicirculares (SCB, del inglés Semi Circular Bending Test) para monitorear y controlar la calidad del hormigón para su aplicación en pavimentos. Se fabricaron dos mezclas de hormigón con resistencias a la compresión especificadas de 30 MPa y 40 MPa incorporando cemento de alta resistencia. Los resultados del ensayo SCB se correlacionaron con la resistencia a la flexión de vigas estandarizadas y la resistencia a la compresión de cilindros. Se realizó un análisis estadístico de bondad de ajuste de todos los modelos empíricos obtenidos para estudiar el grado de asociación entre las variables. El modelo de correlación potencial resultó ser el más apropiado para relacionar las propiedades mecánicas estudiadas, con coeficientes de correlación de Pearson superiores a 0,93. Estas ecuaciones pueden ser utilizadas para alimentar la base de datos de los niveles 1 y 2 del método de diseño Mecanicista-Empirico (ME) para pavimentos de concreto. También se hallaron modelos con valores únicos que permiten cálculos rápidos con buena precisión. Los resultados muestran que el ensayo SCB es una opción promisoria a la hora de estimar la resistencia a flexión del hormigón para uso en pavimento, así como para realizar su control y aseguramiento de calidad.

Abstract: The feasibility of using the Semicircular Bending (SCB) test to control the quality of concrete for application in pavements was investigated. Two concrete mixtures incorporating high-strength cement with specified compressive strengths of 30 MPa and 40 MPa were manufactured. The results of the SCB test were correlated with those of the flexural strength of standardized beams and the compressive strength of cylinders. A statistical analysis of the goodness of fit of all the empirical models obtained was conducted to study the degree of association between the variables. Power models were the most appropriate to relate the mechanical properties studied, with Pearson's correlation coefficients higher than 0.93. These equations can feed the database of levels 1 and 2 of the Mechanistic-Empirical (ME) design method for concrete pavements. Models with unique values that allow quick calculations with good precision were also found. The results show that the SCB test is a promising option when estimating the flexural strength of concrete for use in pavement, as well as carrying out its control and quality assurance.

Abstract: Rigid pavements are subject to vehicular load transmissions that produce fissures and cracks due to poor design. This affects vehicular traffic and the environment. The objective of the study is to know the influence of carob stem ash (CTA) for the design concrete f'c 210 Kg/cm2. In which, a series of dosages of 0 % (standard concrete), 5 %, 8 % and 12 % of CTA was incorporated. The study presents a quantitative technique and quasi-experimental design. A total of 60 concrete samples was made, divided into 36 cylindrical specimens of 15 x 30 cm for compression, 12 joists of 15 x 15 x 50 cm for bending and 12 concrete discs of 5 x 10 cm for abrasion. The results, after 28 days, were as follows: (0 %) 243 Kg/cm2, 5 % 247 Kg/cm2, 8 % 224 Kg/cm2 and 12 % 216 Kg/cm2; for compressive strengths. Standard concrete (0 %) of 26 Kg/cm2, 5 % of 29 Kg/cm2, 8 % of 30 Kg/cm2 and 12 % of 31 Kg/cm2; for flexural strengths, and pattern concrete (0 %) with a wear of 0.63 %, 5 % with a wear of 0.66 %, 8 % with a wear of 0.74 % and 12 % with a wear of 0.77 % for abrasion resistance. It is concluded that the optimal and ideal percentage is the partial addition of CTA at 5 %, where it improves the mechanical characteristics of concrete in the design of rigid pavement.

Resumen: Los pavimentos rígidos están sujetos a transmisiones de cargas vehiculares que producen fisuras y grietas, debido a un mal diseño. Esto afecta al tránsito vehicular y al medio ambiente. El objetivo del estudio es conocer la influencia de la ceniza del tallo de algarrobo (CTA) para el concreto de diseño f’c 210 Kg/cm2. En el cual, se incorporó una serie de dosificaciones del 0 % (concreto patrón), 5 %, 8 % y 12 % de CTA. El estudio presenta una técnica cuantitativa y diseño cuasiexperimental. Se realizó un total de 60 muestras de concreto: divididas en 36 probetas cilíndricas de 15 x 30 cm para compresión, 12 viguetas de 15 x 15 x 50 cm para flexión y 12 discos de concreto de 5 x 10 cm para abrasión. Los resultados, a los 28 días, fueron los siguientes: al (0 %) de 243 Kg/cm2, 5 % de 247 Kg/cm2, 8 % de 224 Kg/cm2 y 12 % de 216 Kg/cm2; para las resistencias a compresión. Concreto patrón (0 %) de 26 Kg/cm2, 5 % de 29 Kg/cm2, 8 % de 30 Kg/cm2 y 12 % de 31 Kg/cm2 para las resistencias a flexión. Concreto patrón (0 %) con un desgaste de 0.63 %, 5 % con un desgaste de 0.66 %, 8 % con un desgaste de 0.74 % y 12 % con un desgaste de 0.77 % para las resistencias a abrasión. Se concluye que el porcentaje óptimo e ideal es la adición parcial de CTA al 5 %; donde mejoran las características mecánicas del concreto en el diseño de pavimento rígido.

Abstract: The pavement sub-base requires suitable materials for the necessary support. Traditionally, borrow material has been used, this generates environmental impact. This study analyzed the potential for reusing industrial waste ashes deposited in landfills. Laboratory tests were conducted by mixing the soil with different proportions of ashes. The relationship between soil moisture and dry weight was determined, and the C.B.R. (California Bearing Ratio) test was performed. The pavement thickness was calculated, keeping the same sub-base thickness. As the percentage of ashes increased, the soil quality decreased, but it still met the requirements for use as a sub-base. It is recommended to consider industrial waste ashes as a viable recycling material in pavement construction, which would reduce the environmental impact associated with their disposal in landfills.

Resumen: La sub-base del pavimento requiere materiales adecuados para el soporte necesario. Tradicionalmente, se ha utilizado material de préstamo, lo que genera un impacto ambiental. Este estudio analizó el potencial de reutilizar cenizas de desecho industrial depositadas en vertederos. Se realizaron ensayos de laboratorio mezclando el suelo con diferentes proporciones de cenizas. Se determinó la relación entre humedad y peso seco del suelo, se realizó el ensayo C.B.R. (California Bearing Ratio) y se calculó el espesor de pavimentos, con un mismo espesor de sub-base. A medida que aumenta el porcentaje de cenizas, la calidad del suelo disminuye, pero sigue cumpliendo los requisitos para ser utilizado como sub-base. Se recomienda considerar las cenizas de desecho industrial como un material de reciclaje viable en la construcción de pavimentos, lo que reduciría el impacto ambiental asociado a su disposición en vertederos.

This research explored the denitrification potential of a submerged zone incorporated into the present permeable interlocking concrete pavement (PICP) design. The following three main factors controlling denitrification were investigated through a laboratory study: (i) detention time, (ii) inclusion of a carbon source (newspaper), and (iii) submerged zone depth. The study used 10 columns, each fully packed with 50-63 mm washed aggregate and including a 1.5 m deep submerged zone. Columns were paired according to detention time (1, 2, 5, 10 and 'varied' days) with one set including newspaper, the other set not. All columns were loaded with synthetic stormwater over a 4-month period. Samples were taken from different submerged depths (0, 300, 600, 900, 1200 and 1 500 mm) and analysed for concentrations of ammonia (NH3), nitrate (NO3-) and phosphate (PO4(3-)) every 10 days. This study found that 10 - or more - days detention and the provision of a carbon source had the most significant impact on denitrification - providing an overall mean NO3- and nitrogen removal above 41% and 59%, respectively. Moreover, a submerged depth of 300 mm was sufficient to achieve a minimum NO3- removal of 41% in columns which included a carbon source and had 10 days detention. Generally, an increase in detention time resulted in an increase in NH3 and PO4(3-) removal with overall mean values of 86% and 30%, respectively, achieved with 10-day detention periods.

The increased frequency of extreme weather events associated with climate change is a growing concern for road authorities, consultants, contractors and end users. Climate change adaptation is not yet incorporated into South Africa's transport design and planning. Current design methods for asphalt pavements include recently introduced performance-graded (PG) specifications for bitumen. Although the need exists to use future-projected temperature maps in the road industry, the hindrance to this adoption has been extracting the appropriate rising air temperatures from climate model projections. This study focuses on the integration of bias-adjusted historical and projected climate model temperature outputs between 1980 and 2060 to estimate changes in pavement temperatures throughout South Africa to inform a strategy for adaptive material selection. Differences in bitumen selection are observed for the PG 58 and PG 52 maximum temperature grade, and an introduction of PG 70 regions, as derived from climate model data in comparison with the SATS 3208 technical standard. The general trend is a gradual increase in maximum pavement design temperatures, mostly affecting the country's northern and central regions and corresponding road networks. This paper concludes that adjustments are required regarding climate projections for use in bituminous binder selection based on the current specification.

Abstract: The aging of asphalt binders has a great impact on the behavior of pavement. The specifications for performance grade include tests on short-term (RTFOT) and long-term (PAV) aged residues. However, aging is greater at the top of wearing course than deeper zones, long-term tests do not correlate accurately with field aging and in the latter, the incidence of local temperature is not considered accurately. The objective is to relate the aging of Ecuadorian asphalt at the laboratory level, applying different conditioning times in the PAV, with the field aging from asphalts recovered from the top of pavements surface in selected roads of the Andean and Coastal regions, with different construction times and cumulated degree-days (CDD), using certain rheological parameters. As a result, in the Ecuadorian asphalt, the RTFOT residue is equivalent to field aging of 1.1 years in the Coastal region and 1.7 years in the Andean region. On the other hand, the usual PAV of 20 hours corresponds to field aging of 5.8 years for the Coastal region and 9.3 years for the Andean region. The progressive evolution of damage to our roads, without considering traffic, corresponds to conditioning times in the PAV between 13.0 and 26.6 hours.

Resumen: El envejecimiento del asfalto impacta el comportamiento de los pavimentos. Las especificaciones por grado de desempeño incluyen ensayos a residuos envejecidos a corto plazo (RTFOT) y a largo plazo (PAV). Sin embargo, el envejecimiento es mayor en la parte superficial de la capa de rodadura, las pruebas a largo plazo no se correlacionan con precisión con el envejecimiento en el campo y la incidencia de la temperatura local tampoco se considera adecuadamente. El objetivo es relacionar el envejecimiento del asfalto ecuatoriano a largo plazo a nivel de laboratorio, aplicando en el PAV diferentes tiempos de prueba, con el envejecimiento en obra a partir de asfaltos recuperados de capas asfálticas en las regiones andina y costera del Ecuador, con diferentes tiempos de colocación y grados-día acumulados, empleando ciertos parámetros reológicos. Como resultados, el residuo del RTFOT equivale a un envejecimiento en obra de 1.1 años en la región costera y de 1.7 años en la andina. Por otra parte, al PAV de 20 horas le corresponden tiempos de envejecimiento de 5.8 años en la costera y 9.3 años en la andina. La evolución de los deterioros en nuestras vías, corresponden a tiempos en el PAV entre 13,0 y 26,6 horas respectivamente.

Abstract: Decision-making for interventions in urban road networks is often carried out reactively, addressing roads in the worst condition first, which reduces the length of intervention in the entire urban road network under an assigned budget. The objective of this work was to establish a methodology to prioritize the intervention of asphalt pavements on urban roads through a multi-criteria matrix that allows optimizing the management of pavements in the network. The criteria were previously adjusted and validated by road infrastructure experts using the Likert scale. Subsequently a large group of experts completed the multi-criteria matrix to qualify and weigh each of the criteria and intervention alternatives considered to address each of the established problems; the goal is to preserve the urban road network in good condition. With the support of Geographic Information Systems (GIS) tools, each criterion was represented by a vector shapefile format, each of them was transformed into raster format and reclassified to assign a specific score. The attributes of the raster format used information from the road network of the city of Itagüí (Colombia). The final result was the weighted overlay of maps that allowed establishing the prioritization of the roads to intervene according to the score obtained in each road segment, which allows the administrator to make efficient decisions in an urban network.

Resumen: La toma de decisiones para las intervenciones de las redes viales urbanas se realiza a menudo de forma reactiva, atendiendo primero las vías en peores condiciones, situación que reduce la longitud de intervención en la totalidad de la red vial urbana bajo un presupuesto asignado. El objetivo de este trabajo consistió en establecer una metodología para realizar la priorización de intervención de pavimentos asfalticos en vías urbanas por medio de una matriz multicriterio que permita optimizar la gestión de pavimentos de la red. Los criterios fueron previamente ajustados y validados por un grupo de expertos en infraestructura vial empleando la escala de Likert; posteriormente un grupo amplio de expertos diligenciaron la matriz multicriterio que permitió ponderar y calificar cada uno de los criterios y Alternatives de intervención que se consideran para atender cada uno de los problemas establecidos, con el objetivo de conservar la red vial urbana en buenas condiciones. Con el apoyo de herramientas de Sistemas de Información Geográfica SIG, cada criterio se representó por un archivo vectorial formato shapefile, cada uno de ellos fue transformado en formato ráster y reclasificado para asignar un puntaje determinado. Los atributos del formato ráster utilizaron la información de la red vial de la ciudad de Itagüí (Colombia). El resultado final fue la superposición ponderada de mapas que permitió establecer la priorización de las vías a intervenir de acuerdo con el puntaje obtenido en cada segmento vial, lo que permite al administrador la toma eficiente de decisiones en una red urbana.

Abstract From the late 1960’s airport engineers developed special paving material for arresting aircraft gears in event of overrun as a partial extension of a runway end safety area. Such pavement surface material, inverting a general concept, should be crushed over the first pass of gear wheels resulting the aircraft to sink and being promptly arrested resulting in abrupt loss of velocity, preferability avoiding loss of lives and injuries as well as with minimum risks for the airplane structural integrity. Herein is analyzed and discussed the possible application of pervious concrete for such a task by simulating an actual situation (Congonhas airport) and understanding the structural effects on the crushable concrete surface layer, pointing out stresses, deflections and required strengths for the material. Simulations regarded the critical aircraft A 320-200 as well as fire-fighters cars over the pavements. Analysis complied to Federal Aviation Administration requirements for non-standard pavement structures as well simulation of stresses trough the finite element method for medium-thickened plates. Compressive stresses along with flexural excessive stresses, besides predictable punching shear stresses allowed to conclude by the feasibility of using low strength pervious concrete as alternative for engineered material to be built as arresting system. 1960s s 1960 area concept velocity integrity Congonhas layer 320200 320 200 320-20 firefighters fire fighters pavements nonstandard non standard mediumthickened medium thickened plates system 196 32020 32 20 320-2 19 3202 3 2 320- 1

Resumo Em finais da década de 1960 engenheiros aeroportuários desenvolveram materiais de pavimentação especiais para reter trens de pouso de aeronaves em caso de avanço sobre a extensão final da área de segurança da pista. Tal material da superfície do pavimento, invertendo um conceito geral, deve ser esmagado na primeira passagem das rodas resultando no afundamento da aeronave que é prontamente retida, resultando em perda brusca de velocidade, de preferência evitando perdas de vidas e ferimentos, bem como riscos mínimos para a integridade estrutural do avião. Nesse estudo é analisada e discutida a possível aplicação do concreto permeável para tal tarefa, simulando uma situação real (aeroporto de Congonhas) e compreendendo os efeitos estruturais na camada superficial do concreto permeável, indicando tensões, deflexões e resistências requeridas para o material. As simulações consideraram a aeronave crítica A 320-200 bem como veículos de combate a incêndios sobre o pavimento. A análise atendeu aos requisitos da Federal Aviation Administration para estruturas de pavimento não padronizadas, bem como a simulação de tensões pelo método dos elementos finitos para placas medianamente espessas. Tensões de compressão juntamente com tensões excessivas de tração na flexão, além das tensões de cisalhantes (punção) previsíveis, permitiram concluir pela viabilidade do uso de concreto permeável de baixa resistência como alternativa para material de engenharia a ser construído como sistema de retenção de aeronaves. 196 pista geral retida velocidade ferimentos avião tarefa aeroporto Congonhas 320200 320 200 320-20 padronizadas espessas flexão punção (punção previsíveis 19 32020 32 20 320-2 1 3202 3 2 320-

Abstract Laterite gravels have been successfully adopted as pavement materials in the field. Despite that, they are often rejected in material selection processes because of its base on traditional gradation and consistency limits requirements. To allow a deeper evaluation of such material found abundantly in tropical countries, along to characterizing traditional parameters, repeated load triaxial tests were performed in a Laterite Gravel from Acre/Brazil to evaluate its elastic and plastic behavior through Resilient Modulus (RM) and Permanent Deformation (PD), respectively. In addition, a simulation was conducted in the MeDiNa software, based on the test results considering stress states that are usually applied in pavement layers. The material showed RM values higher than 500 MPa, which was considered high compared to materials such as Quartz and Granite. It was also observed low permanent deformation (below 1 mm for higher tensions applied) and accommodation of displacement (shakedown) for most specimens. The simulation results showed low rutting prediction for the Laterite Gravel applied in highway pavement layers. Thus, the results indicated that the lateritic gravel can be adopted in the composition of base or subbase layers of flexible pavements, even though some limits of the parameters specified by traditional specifications were violated, as expected. In addition, we also highlight the need for adoption of new material selection strategies that are based on key mechanical characteristics to avoid discarding potentially well performing materials. field requirements countries AcreBrazil Acre Brazil (RM PD, PD , (PD) respectively addition software 50 MPa Granite below shakedown (shakedown specimens Thus pavements violated expected (PD 5

ABSTRACT Brazil stands out as one of the largest mineral producers in the world. However, this economically important activity also causes significant damage to the environment. The disposal of mining waste in dams gained great repercussions after the disasters in Mariana, in 2015, and Brumadinho, in 2019, that the need to find a new use for these materials arose. The main objective of the research was to evaluate the addition of iron ore waste to materials used in the base and sub-base layers of road pavements. The results of the mechanical tests demonstrated that it is technically feasible to introduce iron ore waste into the soil-cement mixtures used in the base and sub-base layers. It was found that a minimum of 6% cement in soil-cement mixtures for the base layer, and 5% and 4% for the sub-base layer, are sufficient for the addition of waste. This indicates that waste can be an excellent alternative to reduce cement consumption. This incorporation could reduce the consumption of natural resources, offer an alternative destination for mining waste and even reduce the costs of paving works. With this research, we seek an intelligent and sustainable solution to the impacts caused by mining tailings in Brazil. world However environment Mariana 2015 Brumadinho 2019 arose subbase sub pavements soilcement soil 6 layer 5 4 resources works 201 20 2

RESUMO O Brasil se destaca como um dos maiores produtores de minérios do mundo. No entanto, essa atividade tão importante economicamente também acarreta danos significativos ao meio ambiente. O problema da disposição dos rejeitos de mineração em barragens ganhou grande repercussão após os desastres em Mariana, em 2015, e Brumadinho, em 2019, que evidenciou a necessidade de encontrar um novo uso para esses materiais. A pesquisa teve como principal objetivo avaliar a adição de rejeitos de minério de ferro em materiais utilizados nas camadas de pavimentos rodoviários, na produção de solo-cimento. Os resultados dos ensaios mecânicos mostraram que é tecnicamente viável adicionar rejeito de minério de ferro nas misturas de solo-cimento, sendo que, para camada de base, foi encontrado o teor mínimo de 6% de cimento, e de 5% e 4% para a camada de sub-base. Isso indica que o rejeito pode ser uma excelente alternativa para reduzir o consumo de cimento. Além disso, essa incorporação poderia reduzir o consumo de recursos naturais, oferecer um destino alternativo para os rejeitos de mineração e até mesmo diminuir os custos das obras de pavimentação. Com essa pesquisa, busca-se uma solução inteligente e sustentável para os impactos causados pelos rejeitos de mineração no Brasil. mundo entanto ambiente Mariana 2015 Brumadinho 2019 rodoviários solocimento. solocimento solo cimento solo-cimento solocimento, base 6 5 4 subbase. subbase sub base. sub-base disso naturais pavimentação buscase busca 201 20 2

Abstract Clogging of porous concrete pavements is understood as a performance pathology within this peculiar concrete component. Albeit the clogging performance of porous concrete pavements is a sensitive topic in technical literature, most studies refer to laboratory investigations on concrete samples using different kinds of apparatus for the simulation of loss of permeability due to debris insertion on porous interstices. However, infiltration rate measurements are the basis for defining maintenance needs in actual pavements and shall be carried out periodically to measure and endorse infiltration rate adequacy as the kern of a clogging management protocol. This study dealt with a field experiment in a pervious concrete sidewalk surrounded by a wooded garden with tropical native and a variety of exotic trees. Over four years, eleven monitoring measurements were carried out using the ASTM C1701 infiltration ring test. The main contribution of this paper is a proposition of a mixed linear prediction model considering conditioned exponential distribution and a random normal intercept for the infiltration rate. From residual analysis and diagnosis plots, it can be seen that the proposed model presents a goodness of fit, allowing anticipation of infiltration rates reduction due to clogging by dense organic matter. Minimum infiltration rate is taken as 0.1 cm/s and such condition was achieved in a couple of months, awakening consciously to consider three to four intensive cleaning maintenance per year in dense wooded areas like public parks. component literature interstices However protocol trees years C C170 test plots fit matter 01 0 1 0. cms cm s months parks C17 C1

Resumo Embora o desempenho em termos de colmatação de pavimentos de concreto porosos seja um tópico sensível na literatura técnica, a maioria dos estudos se refere a pesquisas laboratoriais em corpos de prova utilizando diferentes equipamentos para a simulação da perda de permeabilidade devido à inserção de detritos nos poros. Entretanto, medidas de taxa de infiltração são a base para a definição da necessidade de manutenção em pavimentos reais e devem ser realizados periodicamente para medir e endossar que a adequação da taxa de infiltração é o cerne do protocolo de gerenciamento da colmatação. Este estudo trata sobre um experimento em campo em uma calçada de concreto permeável circundada por um jardim arborizado com árvores nativas tropicais exóticas. Ao longo de quatro anos, onze medidas de monitoramento foram realizadas utilizando o teste do anel de infiltração recomendado pela norma ASTM C1701. A principal contribuição deste artigo é a proposição de um modelo linear misto considerando a distribuição exponencial condicionada para a taxa de infiltração e uma interceptação normal aleatória. Pela análise de resíduos e parcelas de diagnóstico, é possível observar que o modelo proposto apresenta uma boa adequação, permitindo prever a queda da taxa de infiltração devido à colmatação por matéria orgânica densa. técnica poros Entretanto exóticas anos C1701 C aleatória diagnóstico densa C170 C17 C1

Abstract One of the methods to minimize the negative impact caused by inadequate disposal of Water Treatment Plant Sludge (WTPS) is to mix it with the soil, applying the material in engineering works. In this research, the objective was the use of WTPS for soil stabilization purposes, verifying the improvement of the characteristics and properties with 0%, 15%, 30% and 50% of sludge, for application in the base and sub-base layers of road pavements. Characterization, compaction, permeability, Resistance to Simple Compression (RCS), and California Bearing Ratio (CBR) tests were carried out. However, none of the mixes met all the necessary requirements for use in the pavement layers, but it is concluded that there was an increase in the RCS, CBR and impermeability of the mixtures compared to the reference mixture (100% soil). The RCS increased 142.75% of the soil for a blend with 30% sludge, CBR increased 76.52% of the soil for mixture with 50% WTPS, and the permeability of blends with 15%, 30% and 50% sludge was lower than then with only the soil. These results show that these mixtures can be useful for other types of applications in Geotechnics, being able to contribute to the sustainable destination of WTPS. (WTPS works research purposes 0 0% 15 15% 30 50 subbase sub pavements Characterization compaction , (RCS) (CBR out However 100% 100 (100 . soil) 14275 142 75 142.75 7652 76 52 76.52 Geotechnics 1 3 5 (RCS 10 (10 1427 14 7 142.7 765 76.5 (1 142. 76. (

ABSTRACT Repeated and multiple traffic loads, along with climatic conditions, influence the mechanical behavior of linear pavements, leading to the formation of cracks that propagate significantly across the wearing surface and result in a loss of load-bearing capacity of the pavement body. To remedy this problem, various reinforcement and repair methods (traditional and modern) are applied to address this issue. The use of geogrids, involving the insertion of sheets at the interfaces of the sub-base layers, has proven effective as an alternative solution due to their mechanical and aesthetic performance. However, these geogrids, primarily serving as a separation layer, are sometimes limited in the gains they make in reducing stresses and strains, since these gains do not exceed 5 to 10%. Consequently, researchers have sought other techniques that provide both separation (to prevent crack propagation) and strengthening (to increase the bearing capacity of the pavement). In this article, we propose to study the reinforcement of rigid cement concrete pavements through an experimental approach, using two laboratory batches, each comprising a number of twenty-two (22) small-scale slabs, with dimensions of 400 × 400 × 50 (mm). The first batch was produced at an ambient temperature of 20°C while the second batch was produced at an elevated temperature of 50°C (arid climate). These slabs will be tested in 4-point bending, after reinforcement with different combinations of geogrids and carbon fibers composites. To compare the experimental results obtained, a numerical simulation based on the finite element method, using appropriate software, was conducted. The results regarding stresses and strains, as well as dissipation energy, showed that the combination adopted is very effective, yielding gains of up to 20 to 35%, additionally the integration of geogrids, with the addition of the composite, enhances the reinforced pavement’s longevity, ensuring long-term savings on its upkeep and maintenance. loads conditions loadbearing load body problem traditional modern issue subbase sub base layers performance However layer strains 10 10% Consequently propagation pavement. . pavement) article approach batches twentytwo twenty 22 (22 smallscale small scale 40 mm. mm (mm) 20C C 50C arid climate. climate climate) 4point point 4 bending composites obtained method software conducted energy 2 35 35% composite s longevity longterm long term maintenance 1 (2 (mm 3 (

ABSTRACT The early appearance of pathologies in sidewalks and failure to meet the design horizon not only cause discomfort for users due to poor road conditions and lack of safety during traffic, but also demand a greater amount of raw materials and capital for restoration, recovery or reconstruction of damaged structures. Empirical-mechanistic flexible sidewalk design methods, such as the new Brazilian design method (MeDiNa), take into account the mechanical behavior of the layers and the sidewalk as a whole and more appropriately represent the relationship between the traffic loads and the sidewalk’s response. MeDiNa uses stiffness parameters such as the modulus of resilience (MR) to carry out an elastic-plastic analysis of the structure. This parameter, in turn, suffers some limitations in use, since it is obtained in the laboratory through dynamic triaxial tests that require the use of complex, expensive equipment, specialized labor, in addition to demanding a significant amount of material and being difficult to implement in practical situations, making the test restricted outside universities and academic institutions. In view of this problem, this article proposes a neural regression model for predicting the resilience modulus obtained from basic and usual geotechnical parameters. In addition, to prove the viability of the model generated, simulations were carried out considering different types of roads, as well as linear and non-linear elastic soil constitutive models. This demonstrates that it is a satisfactory model for predicting the modulus of resilience that can be used on roads with moderate to heavy traffic volumes, when it is not possible to carry out the test. restoration structures Empiricalmechanistic Empirical mechanistic methods MeDiNa, , (MeDiNa) s response MR (MR elasticplastic plastic structure parameter turn complex equipment labor situations institutions problem generated nonlinear non models volumes (MeDiNa

RESUMO O aparecimento precoce de problemas na estrutura dos pavimentos e o não cumprimento do horizonte de projeto não só provocam desconforto aos usuários devido às más condições de rolamento e a falta de segurança durante o tráfego, como também demandam uma maior quantidade de matéria-prima e capital para restauração, recuperação ou reconstrução das estruturas danificadas. Os métodos de dimensionamento de pavimentos flexíveis empíricos-mecanísticos, como o novo método brasileiro de dimensionamento (MeDiNa), consideram o comportamento mecânico das camadas e do pavimento como um todo e representam de maneira mais apropriada a relação existente entre as cargas solicitantes do tráfego e a resposta apresentada pelo pavimento. O MeDiNa faz uso dos parâmetros de rigidez, como o módulo de resiliência (MR), para realizar uma análise elástico-plástica da estrutura. Este parâmetro, por sua vez, sofre algumas limitações de uso, visto que é obtido em laboratório por meio de ensaios triaxiais dinâmicos que exigem a utilização de equipamentos complexos, mão de obra especializada, além de demandar uma quantidade significativa de material e apresentar uma difícil implementação em situações práticas, tornando a execução do ensaio restrita fora das universidades e instituições acadêmicas. Tendo em vista esta problemática, este artigo propõe um modelo neural de regressão para previsão do módulo de resiliência obtido através dos parâmetros geotécnicos básicos e usuais. Ademais, para comprovar a viabilidade do modelo gerado, foram realizadas simulações considerando os diversos tipos de vias, bem como os modelos constitutivos elásticos do solo linear e não-linear. Demonstrando, assim, que se trata de um modelo satisfatório para previsão do módulo de resiliência, que poderá ser empregado tanto em rodovias com volumes de tráfego moderado quanto emvolumes elevados, quando não for possível a realização do ensaio. matériaprima matéria prima restauração danificadas empíricosmecanísticos, empíricosmecanísticos empíricos mecanísticos, mecanísticos empíricos-mecanísticos MeDiNa, , (MeDiNa) rigidez MR, MR (MR) elásticoplástica elástico plástica parâmetro vez complexos especializada práticas acadêmicas problemática usuais Ademais gerado vias nãolinear. nãolinear linear. não-linear Demonstrando assim elevados (MeDiNa (MR

Resumen La rehabilitación de pavimentos deteriorados requiere de diversos recursos tanto naturales como económicos. Ante tal problemática esta investigación tuvo como objetivo elaborar un diseño de mezcla para la estabilización de un suelo reciclado con emulsión asfáltica tipo CSS-1h, utilizando el método de diseño Marshall modificado. El estudio analizó la influencia del porcentaje de emulsión asfáltica (3,0 % a 6,0 %) respecto a las propiedades físicas y mecánicas del suelo estabilizado según los parámetros que exige el manual peruano de carreteras EG-2013. Los resultados muestran que, con una dosificación de 4,8 % de emulsión asfáltica y 2,88 % de residuo asfáltico se logra el mejor comportamiento en comparación a los demás porcentajes planteados, obteniendo una máxima estabilidad de 980 kg superando el mínimo valor de 227 kg establecido por la norma. Se concluyó que con dicha dosificación se obtiene una mezcla asfáltica estable con la que se puede estabilizar el pavimento deteriorado para soportar un tránsito vehicular mediano.

Abstract The rehabilitation of deteriorated pavements requires various natural and economic resources. Given this problem, this research aimed to elaborate a mix design to stabilize recycled soil with asphalt emulsion type CSS-1h, using the modified Marshall design method. This study analyzed the influence of the percentage of asphalt emulsion (3,0 % to 6,0 %) regarding the physical and mechanical properties of the stabilized soil according to the parameters required by the Peruvian road manual EG-2013. The results show that with a dosage of 4,8 % of asphalt emulsion and 2,88 % of asphalt residue, the best performance is achieved compared to the other percentages proposed, obtaining a maximum stability of 980 kg, exceeding the minimum value of 227 kg established by the regulations. It was concluded that with the aforementioned dosage a stable asphalt mixture is obtained with which the deteriorated pavement can be stabilized to withstand medium vehicular traffic.