Development of a green concrete road barrier prototype in South Africa
dc.contributor.advisor | Sinclair, Marion | en_ZA |
dc.contributor.advisor | Combrinck, Riaan | en_ZA |
dc.contributor.author | Heyns, Migael Gabriel | en_ZA |
dc.contributor.other | Stellenbosch University. Faculty of Engineering. Dept. of Civil Engineering. | en_ZA |
dc.date.accessioned | 2022-11-12T09:53:01Z | en_ZA |
dc.date.accessioned | 2023-01-16T12:42:47Z | en_ZA |
dc.date.available | 2022-11-12T09:53:01Z | en_ZA |
dc.date.available | 2023-01-16T12:42:47Z | en_ZA |
dc.date.issued | 2022-11 | en_ZA |
dc.description | Thesis (MEng) -- Stellenbosch University, 2022. | en_ZA |
dc.description.abstract | ENGLISH ABSTRACT: This study investigated the development of a Green concrete median or roadside barrier prototype. The study focussed on the development and testing of a Green concrete barrier, to determine if the creation and implementation of the barrier are feasible and if it would adhere to all the safety requirements of roadside barriers. The Green concrete alternative cannot be applied if road users’ safety is not ensured. Therefore, the main goal of the study was to identify the most suitable median barrier profile and mix design for a Green concrete barrier. The secondary aim was to determine if there is a demand for this product and if the implementation of this barrier would be feasible from the perspective of South Africa’s Transport sector. Thirdly, to perform impact tests on the Green concrete alternatives to indicate if the barrier would adhere to the standards set in EN 1317. For median barriers, the optimal profile was determined to be the F-shape barrier and for bridge parapets and road restraint systems, the vertical face and single-slope barriers were the best alternatives. The glass aggregate (GA) and limestone calcined clay (LC²) concrete mixes were determined to be the mixes with the best mechanical performances relative to the Reference mix. The cost-benefit analysis of the Green concrete alternatives concluded that the LC² mix was the most cost-effective. The environmental impact assessment considered the Global Warming Potential (GWP) of the LC² mix, with the net saving determined to be 72.24 kg 𝐶𝑂2/m³. The LC² barrier had a 6.8% reduction in cost per barrier, which was determined to be R152.6 for each six-metre barrier. From these results, the most suitable mix was determined to be the LC² mix. The mix performed adequately in the mechanical tests and showed it was environmentally beneficial with a reduction in cost for each barrier. The industry experts believed the implementation of the barrier would be a good alternative to the standard barrier and fully supported the implementation of the barrier if it had a similar price as the standard barrier, with the quality of the barrier not being compromised. However, some experts believed the State-Owned Entity’s regulations and the reluctance of authorities to implement and promote change to a tried and tested practice would hinder the implementation of the barrier. The small-scale impact tests for this study were the high loading rate flexural strength test and the Charpy impact test. Both tests showed that there is no indication that the Green alternatives (excluding the R8 mix), acted differently than the standard concrete mix. The tests show that the Green alternatives have similar or even improved results under high loading rates. The concrete specimens also have similar failure patterns, with no significant splintering or disintegration under the loading conditions. Therefore, these tests indicate that a Green concrete barrier would perform similarly in the EN 1317 crash tests to the standard concrete barrier. However, it is still recommended that the final Green concrete barrier be tested according to EN 1317, before it is implemented on a wide scale. | en_ZA |
dc.description.abstract | AFRIKAANS OPSOMMING: Hierdie studie het die ontwikkeling van 'n Groen beton mediaan of padversperring prototipe ondersoek. Die studie het gefokus op die ontwikkeling en toetsing van 'n Groen betonversperring, om te bepaal of die skepping en implementering van die versperring haalbaar is en of dit aan al die veiligheidsvereistes van padversperrings sal voldoen. Die Groen beton-alternatief kan nie toegepas word as padgebruikers se veiligheid nie verseker word nie. Daarom was die hoof doelwit van die studie om die mees geskikte mediaanversperringprofiel en mengselontwerp vir 'n Groen beton versperring te identifiseer. Die sekondêre doel was om te bepaal of daar 'n vraag na hierdie produk is en of die implementering van hierdie beton versperring haalbaar is, vanuit die perspektief van Suid-Afrika se vervoersektor. Derdens, om impaktoetse op die Groen beton-alternatiewe uit te voer om aan te dui of die versperring aan die standaarde gestel in EN 1317 sal voldoen. Vir mediaan versperrings, is die F-vormige versperring bepaal as die mees geskikte mediaan versperringsprofiel en vir brugversperrings en padversperringstelsels was die vertikale-gesig en die enkelhelling-versperring bepaal as die beste alternatiewe. Die glasaggregaat (GA) - en LC²-betonmengsels is bepaal as die mengsels met die beste meganiese eienskappe relatief tot die verwysingsmengsel. Die koste-voordeel-analise van die Groen beton-alternatiewe het gelei tot die gevolgtrekking dat die LC²-mengsel die mees koste-effektief was. Die omgewingsimpakstudie het die aardverwarmingspotensiaal van die LC²-mengsel in ag geneem, met die netto besparing bepaal as 72.4 𝑘𝑔 𝐶𝑂2/m³. Die LC²-versperring het 'n vermindering van 6.8% in koste per versperring getoon, wat bepaal is as R152.6 vir een ses meter versperring. Uit hierdie resultate is die mees geskikte mengsel bepaal as die LC²-mengsel. Die mengsel het voldoende presteer in die meganiese toetse en het getoon dat dit meer omgewingsvriendelik was met 'n vermindering in koste vir elke versperring. Die bedryfskenners het geglo die implementering van die versperring sou 'n goeie alternatief vir die standaardversperring wees en het die implementering van die versperring ten volle ondersteun as dit 'n soortgelyke prys as die standaardversperring het, met die kwaliteit van die versperring wat nie in die gedrang kom nie. Sommige kenners het egter geglo die regulasies van die staatsbeheerde entiteite en die onwilligheid van owerhede om verandering aan 'n beproefde praktyk te implementeer en te bevorder, sou die implementering van die versperring nadelig beinvloed. Die kleinskaalse impaktoetse vir hierdie studie het bestaan uit die hoëspoed-buigsterktetoets en die Charpy-impaktoets. Albei hierdie toetse het getoon dat daar geen aanduiding is dat die Groen alternatiewe (uitsluitend die R8-mengsel) anders as die standaard betonmengsel opgetree het nie. Die toetse toon dat die Groen alternatiewe soortgelyke of selfs verbeterde resultate onder hoë laaikoerse toon. Die beton monsters het ook soortgelyke falingspatrone getoon, met geen beduidende splintering of disintegrasie onder die laaitoestande nie. Daarom dui hierdie toetse aan dat 'n Groen betonversperring dieselfde in die EN 1317-impakstoetse as die standaard betonversperring sal optree. Dit word egter steeds aanbeveel dat die finale Groen betonversperring volgens EN 1317 getoets word voordat dit op 'n wye skaal geïmplementeer word. | af_ZA |
dc.description.version | Masters | en_ZA |
dc.format.extent | x, 192 pages : illustrations | en_ZA |
dc.identifier.uri | http://hdl.handle.net/10019.1/125952 | en_ZA |
dc.language.iso | en_ZA | en_ZA |
dc.publisher | Stellenbosch : Stellenbosch University | en_ZA |
dc.rights.holder | Stellenbosch University | en_ZA |
dc.subject | Roadside improvement | en_ZA |
dc.subject | Sustainable construction | en_ZA |
dc.subject | Prototypes, Engineering | en_ZA |
dc.subject | Sustainable engineering | en_ZA |
dc.subject | Traffic safety | en_ZA |
dc.subject | UCTD | en_ZA |
dc.title | Development of a green concrete road barrier prototype in South Africa | en_ZA |
dc.type | Thesis | en_ZA |
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