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Article

Enhancing Pavement Performance Through Organosilane Nanotechnology: Improved Roughness Index and Load-Bearing Capacity

by
Gerber Zavala Ascaño
1,
Ricardo Santos Rodriguez
1 and
Victor Andre Ariza Flores
2,*
1
Escuela de Ingeniería Civil, Universidad Nacional Mayor de San Marcos, Lima 15081, Peru
2
Escuela de Posgrado, Pontificia Universidad Catolica de Chile, Santiago 7820436, Chile
*
Author to whom correspondence should be addressed.
Eng 2025, 6(4), 71; https://doi.org/10.3390/eng6040071
Submission received: 7 February 2025 / Revised: 16 March 2025 / Accepted: 27 March 2025 / Published: 2 April 2025
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Abstract

:
The increasing demand for sustainable road infrastructure necessitates alternative materials that enhance soil stabilization while reducing environmental impact. This study investigated the application of organosilane-based nanotechnology to improve the structural performance and durability of road corridors in Peru, offering a viable alternative to conventional stabilization methods. A comparative experimental approach was employed, where modified soil and asphalt mixtures were evaluated against control samples without nanotechnology. Laboratory tests showed that organosilane-treated soil achieved up to a 100% increase in the California Bearing Ratio (CBR), while maintaining expansion below 0.5%, significantly reducing moisture susceptibility compared to untreated soil. Asphalt mixtures incorporating nanotechnology-based adhesion enhancers exhibited a Tensile Strength Ratio (TSR) exceeding 80%, ensuring a superior resistance to moisture-induced damage relative to conventional mixtures. Non-destructive evaluations, including Dynamic Cone Penetrometer (DCP) and Pavement Condition Index (PCI) tests, confirmed the improved long-term durability and load-bearing capacity. Furthermore, statistical analysis of the International Roughness Index (IRI) revealed a mean value of 2.449 m/km, which is well below the Peruvian regulatory threshold of 3.5 m/km, demonstrating a significant improvement over untreated pavements. Furthermore, a comparative reference to IRI standards from other countries contextualized these results. This research underscores the potential of nanotechnology to enhance pavement resilience, optimize resource utilization, and advance sustainable construction practices.

1. Introduction

The design and construction of cost-effective pavements are critical for infrastructure development, particularly in low- and middle-income countries like Peru, where economic constraints and varied geographical conditions present significant challenges. Traditional methods of pavement construction, which rely heavily on specific soil characteristics and conventional materials, often lead to high costs and limited material availability [1]. Consequently, there is an urgent need for alternative approaches that can utilize locally available materials while maintaining or enhancing pavement performance [2,3]. Even though effective pavements can be constructed with current materials and methods, the strategic use of nanotechnology can enhance the durability and performance of pavements over their service life [4].
Nanotechnology offers a promising solution to these challenges [5,6]. By incorporating nanomaterials, such as organosilanes, into pavement construction, the properties of both soil and asphalt can be significantly improved. This technology enhances the chemical bonding within the soil and between the soil and the asphalt, leading to improved stabilization and durability [7]. The use of nanotechnology in pavements has the potential to revolutionize road construction, making it more sustainable and cost-effective [8].
In Peru, the construction and maintenance of road corridors spanning over 150 km are essential for regional connectivity and economic development. However, the country’s diverse soil types and climatic conditions pose significant challenges to traditional pavement methods. Coastal regions are characterized by sandy and highly erodible soils, while the Andean highlands present rocky and clayey soils with a high susceptibility to frost heave. In contrast, the Amazon region features expansive clays with high moisture retention, leading to severe swelling and shrinkage cycles. These variations in soil composition require extensive stabilization measures, often relying on cement or lime, which increase costs and environmental impact.
Additionally, extreme climatic conditions, including heavy rainfall, temperature fluctuations, and freeze–thaw cycles, accelerate pavement deterioration. Conventional materials, such as unmodified asphalt and untreated granular bases, are highly susceptible to moisture damage, cracking, and deformation under such conditions. The limitations of these traditional approaches, coupled with the high costs of material importation, necessitate the exploration of alternative technologies.
Nanotechnology, through the use of organosilane-based compounds, offers a unique approach to soil stabilization and asphalt performance enhancement. These compounds create chemical bonds that enhance the strength, flexibility, and moisture resistance of pavement materials [9]. The integration of nanotechnology into road construction practices can lead to longer-lasting pavements with reduced maintenance needs and lower overall costs [10,11]. Additionally, nanotechnology has been shown to improve durability and sustainability, as evidenced in certain U.S. road infrastructure projects [12].
Some previous studies showed that the use of nano-fly ash in flexible pavement mixes increased the rutting factor by up to 61% at a 10% content, while in rigid concrete pavement, it enhanced compressive strength by 14.8% and reduced absorption by 20.1% at the same 10% content [13,14]. Other studies demonstrated that an asphalt binder modification with High-Density Polyethylene and Nano Clay can greatly improve the creep resistance of asphalt mixture. Under axial loading, asphalt mixtures of 8% HDPE and 3% NC had permanent strains two times lower than the mixture of the virgin binder [15].
While these studies demonstrate the potential benefits of nanomaterials in pavement engineering, existing research still presents certain limitations. Many studies focus on short-term performance improvements, with limited data on long-term durability and field applications. Moreover, the interaction mechanisms between nanomaterials and asphalt or concrete components are not yet fully understood, requiring further investigation through microscopic and spectroscopic analyses.
This paper focuses on the application of nanotechnology for stabilizing bases and bituminous layers in road corridors in Peru, specifically targeting both low and high traffic volumes. The primary objectives are to evaluate the effectiveness of nanotechnology in enhancing pavement performance and to provide a comprehensive comparison with conventional methods. By leveraging the latest advancements in nanotechnology, this study aims to propose a viable alternative that addresses the economic and material constraints in the Peruvian context.
The primary objectives of this study are to evaluate the use of nanotechnology for stabilizing soil bases and enhancing bituminous layers in road construction, particularly in Peruvian road corridors. The research investigates the application of organosilane compounds to improve soil stabilization and adhesion enhancers to enhance the performance of asphalt mixtures. The study compares the mechanical performance, moisture resistance, and durability of nanotechnology-enhanced pavements with conventional methods. Additionally, it assesses the impact of these technologies on pavement lifespan, maintenance needs, and cost-effectiveness. A comprehensive statistical analysis, including both descriptive and inferential methods, is conducted on International Roughness Index (IRI) data to evaluate road smoothness and performance improvements. The results aim to provide insights into the potential of nanotechnology to offer sustainable and economically viable solutions for road construction in diverse environmental conditions.
This study poses several key research questions. First, how does the incorporation of organosilane compounds into soil stabilization affect the load-bearing capacity and moisture resistance of pavement materials? Second, to what extent do asphalt mixtures enhanced with nanotechnology-based adhesion compounds outperform conventional mixes in terms of moisture-induced damage resistance and overall durability? Finally, what impact does the application of nanotechnology have on the International Roughness Index (IRI) values of pavements, and how do these values compare with accepted quality standards? These questions guide the research toward evaluating the effectiveness of nanotechnology in enhancing road construction materials, providing a foundation for advancing more sustainable and efficient road construction practices.
By addressing the outlined objectives, this study aims to contribute to the advancement of sustainable and cost-effective road construction practices in Peru and other regions facing similar challenges.

2. Background

In the field of civil engineering, soil stabilization is primarily used to optimize mechanical properties, increase load-bearing capacity, and enhance structural stability. Additionally, this process regulates permeability, reduces plasticity, and extends soil durability. Moreover, the application of stabilizers involves chemical modification, significantly improving the physical and functional characteristics of soils [16].
Various studies have shown that the chemical stabilization of soils, especially expansive clays, significantly improves their properties, making them suitable as structural layers in pavements [17]. However, traditional stabilizers such as lime and cement have environmental and long-term performance limitations, which has driven research toward alternative stabilizers such as organosilane-based nanotechnology, the focus of this study.
Among the many stabilization techniques, the addition of lime and Portland cement has been the most commonly used [18,19,20]. However, their production contributes significantly to carbon emissions, limiting their sustainability. This concern, combined with the construction sector’s increasing focus on environmentally friendly materials, has intensified the search for more sustainable alternatives [21].
Several studies have explored fly ash [22], biomass bottom ash [23,24,25], and phosphogypsum [26,27] as alternatives to traditional stabilizers. Similarly, various investigations have examined the use of slag, particularly steel industry by-products [28]. These materials have shown promising results in reducing plasticity and improving mechanical performance; however, their long-term durability and large-scale application still require further validation.
In recent years, nanomaterials have gained increasing interest in soil stabilization due to their ability to effectively interact with expansive clay particles, primarily attributed to their high specific surface area [29,30]. This property plays a key role in the enhanced performance of organosilane compounds, allowing for stronger chemical interactions with soil particles, leading to improved mechanical stability and moisture resistance—key objectives of this research. Among the most commonly used nanomaterials in cementitious compounds are silicon dioxide (SiO2), titanium dioxide (TiO2), aluminum oxide (Al2O3), and carbon nanotubes [31].
In soil stabilization, there are several common chemical agents. In addition to lime and cement, numerous previous studies have examined the application of sodium silicate, considering this stabilization method as non-traditional. Soil stabilized with sodium silicate exhibits an improved soil strength [32]. However, when applied in powder form, it struggles to penetrate the soil pores and is even more challenging to apply in situ [33]. For this reason, the use of nanomaterials is more effective. Among all nanomaterials, nano-SiO2 has a high pozzolanic capacity due to its pure amorphous SiO2 composition, which characterizes it as a high-potential material for soil stabilization [16]. The use of nano-SiO2 particles in combination with a reduced percentage of lime or cement leads to the modification of the soil’s expansive properties, as these particles result from a chemical reaction between SiO2 and Ca(OH)2 during the hydration of cement or lime [34]. The use of nano-SiO2 for soil stabilization has a significant influence on the microstructure and physical and chemical properties of soils [35], in addition to improving their compaction density [36,37]. When combined with cement, it significantly enhances the geotechnical properties of soils. According to various studies [38], the use of nano-SiO2 shows an increase in the unconfined compressive strength of soil compared to other traditional stabilizers, such as lime or cement. The use of a commercial nanomaterial, such as the Sodium-Silicate-Based Admixture (SSBA), mixed with lime and soil calcium, was proposed in [39], and works as a soil stabilizer. When applied to clayey soils, it increases the CBR index by 50% and allows for a reduction of 0.30 m in pavement layer thickness.

3. Materials and Methods

3.1. Methodological Framework

The research methodology is illustrated in the flowchart presented in Figure 1. Initially, the problem identification sets the research scope, followed by the selection of suitable soils and additives, specifically organosilane stabilizers and adhesion promoters. Subsequently, an experimental program is designed, including control and treated pavement sections. Laboratory tests are then conducted to assess the properties of the prepared samples. Next, the construction of experimental road sections, with and without stabilizers, is performed. Finally, field evaluation and monitoring activities are conducted, including International Roughness Index (IRI) measurements and structural capacity tests, culminating in data analysis and conclusions regarding the effectiveness of nanotechnology-based stabilizers in enhancing pavement performance.

3.2. Materials

The soils used for stabilization were sourced from Loreto and Madre de Dios, regions known for their diverse soil types. Detailed characteristics of these soils, including the grain size distribution, liquid limit, and plasticity index for Loreto in Peru, are documented in Table 1. These soils include fine sands, silts, and clays, often considered unsuitable for conventional pavement structures.
Table 2 further explores the soil properties found in the region of Madre de Dios. This table presents detailed information on the soil’s physical properties, including the grain size distribution, liquid limit, and plasticity index. The data help in determining the specific requirements for stabilization using nanotechnology and provide a basis for comparison with conventional methods. This comparison is essential for analyzing the effectiveness of nanotechnology-based solutions in improving soil stability and enhancing the overall durability of pavements in diverse environmental conditions.
The stabilizing agent employed was an organosilane-based nanotechnology compound. This compound enhanced the chemical bonding within the soil matrix and between the soil and the asphalt, significantly improving the soil’s physical properties.
For the bituminous coatings, conventional asphalt was used in conjunction with a nanotechnology-based adhesion enhancer. This additive was applied at 0.075% by weight of the asphalt, following the manufacturer’s recommendations to improve the bonding between the asphalt and aggregate, enhancing durability and moisture resistance.

3.3. Methods

3.3.1. Soil Stabilization

The preparation of soil samples began with air-drying at ambient temperature for 48 h, followed by sieving through a set of standardized sieves to remove debris and large particles. A 4.75 mm (No. 4) sieve was used to eliminate coarse materials, while a 0.075 mm (No. 200) sieve was employed to separate fine particles. This process ensured that the soil samples had a consistent grain size distribution, eliminating oversized aggregates that could affect the subsequent testing.
Following the initial preparation, the organosilane compound was added to the soil samples in varying dosages to determine the optimal concentration needed for effective stabilization. The addition of this compound required careful mixing to ensure a homogeneous distribution throughout the soil. This uniformity was vital to ensure that the additive would effectively interact with the soil particles and enhance their properties consistently across all samples.
The soil samples were compacted using the Marshall method, applying 75 blows per side to achieve the required density and structural integrity. While the Proctor method is traditionally used for soil compaction, the Marshall method was selected in this study to ensure a uniform distribution of the organosilane stabilizer and replicate the compaction conditions of stabilized layers in pavement structures. This approach allowed for a controlled evaluation of the material’s mechanical response under dynamic loads, ensuring compatibility with real-world applications.
Although the Marshall method is primarily used for asphalt mixtures, it was adapted for soil stabilization by controlling the moisture content, implementing a standardized curing period, and using a reinforced compaction mold to accommodate the different material properties of the stabilized soil. These adjustments ensured that the method was suitable for evaluating the mechanical performance of the treated soil under conditions similar to those found in pavement structures.
After compaction, the samples were cured for seven days under controlled ambient conditions at a temperature of 25 ± 2 °C and relative humidity of 60 ± 5%. These conditions were maintained to simulate real environmental exposure while ensuring consistency in the stabilization process. The curing period allowed the chemical reactions of the organosilane stabilizer to develop fully, ensuring an adequate strength gain and moisture resistance before further mechanical evaluation.
The stabilized soil samples then underwent a series of tests to evaluate their performance. These included testing for the California Bearing Ratio (CBR), expansion, and moisture sensitivity. The CBR tests were conducted following standard procedures, after a four-day soaking period, to evaluate the load-bearing capacity and swelling characteristics of the stabilized soils. A cylindrical plunger with a diameter of 50 mm was used, applying a penetration load at a rate of 1.27 mm/min. The corresponding applied load was recorded at 2.54 mm and 5.08 mm of penetration, ensuring consistency with established CBR testing standards.
These tests provided crucial data on how well the soil would perform under real-world conditions and the effectiveness of the nanotechnology-based stabilization. In Figure 2, the B-1 sample represents a clay unsuitable for stabilization, while the B-2 sample corresponds to a clay that is favorable for stabilization. This classification was based on the plasticity index (PI), grain size distribution, and swelling potential. Soils classified as B-1 exhibited a high PI (>30), excessive fine particle content (>50% passing No. 200 sieve), and high volumetric expansion, making them less responsive to stabilization. In contrast, B-2 soils had a moderate PI (10–25), a more balanced grain size distribution, and lower expansion potential (<2%), indicating a better suitability for stabilization with organosilane-based nanotechnology.

3.3.2. Bituminous Coating Enhancement

The preparation of the asphalt mixture began with the incorporation of a nanotechnology-based adhesion enhancer into conventional asphalt. The additive was applied at a concentration of 0.075% by weight. To ensure that the additive was evenly distributed throughout the asphalt, the mixture was heated and thoroughly mixed. This process was essential to achieve a uniform consistency and optimize the interaction between the asphalt and the nanotechnology additive.
Once the asphalt mixture was prepared, it underwent compaction and curing for 24 h at 25 ± 2 °C, following standard procedures to allow the adhesion enhancer to properly integrate within the bituminous matrix. This step involved forming the mixture into test specimens by compacting it to the desired density, which is critical for ensuring the mechanical properties needed for performance evaluation. The specimens were then cured to allow the mixture to stabilize and set properly, providing a reliable basis for further testing.
The performance of the enhanced asphalt mixture was assessed using several tests to determine its resistance to moisture-induced damage. The primary test used was the AASHTO T-283 method [40], commonly known as the Lottman test. This test evaluates asphalt’s ability to resist damage caused by moisture, which is crucial for maintaining pavement’s structural integrity over time. In addition to the Lottman test, other performance tests were conducted, including measuring the Tensile Strength Ratio (TSR) and performing visual inspections for signs of aggregate fracture and moisture damage. These evaluations provided comprehensive insights into the durability and effectiveness of the nanotechnology-enhanced asphalt mixture in real-world conditions.

3.3.3. Non-Destructive Evaluations

Eight days after the construction of the stabilized base, a Dynamic Cone Penetrometer (DCP) test was conducted to measure the in situ resistance of the pavement. This test provided crucial data regarding the strength and stiffness of the stabilized layer. By penetrating the pavement with a cone-tipped instrument, the DCP test assessed the structural integrity of the base, offering insights into its ability to withstand loads and its overall durability.
Over a three-year period, the pavement’s condition was systematically evaluated using the Pavement Condition Index (PCI) in accordance with ASTM D 6433 standards [41]. This evaluation involved a detailed assessment of the pavement surface, examining parameters such as surface roughness, cracking, and other forms of deterioration. The PCI assessments provided a comprehensive overview of the pavement’s health and performance, allowing for the identification of any degradation that may have occurred over time.
To further assess the pavement’s performance, measurements of the International Roughness Index (IRI) were conducted to evaluate ride quality and comfort. These measurements were taken after three years of service to determine the long-term impact of nanotechnology on the pavement’s smoothness. The IRI data offered valuable information on the road’s ability to provide a comfortable driving experience and maintain its surface quality, reflecting the effectiveness of the nanotechnology in preserving pavement conditions [42].

4. Results

The results of this study demonstrate the significant impact of nanotechnology on the stabilization of bases and enhancement of bituminous layers in road corridors in Peru. This section presents the findings from the laboratory tests and field evaluations, highlighting improvements in the soil and asphalt properties, as well as the long-term performance of nanotechnology-enhanced pavements.

4.1. Soil Stabilization Results

4.1.1. California Bearing Ratio (CBR) and Expansion

The application of the organosilane-based stabilizer significantly improved the CBR values, exceeding 100% in laboratory conditions, compared to the untreated soil, which exhibited a significantly lower load-bearing capacity. In laboratory settings, CBR values above 100% indicate that the stabilized soil exhibits a higher resistance to penetration than the reference crushed stone base material used in standard CBR tests. While these results confirm a significant improvement in soil strength, actual field performance depends on factors such as in situ compaction, moisture variations, and traffic loads. Therefore, additional field testing and long-term monitoring are recommended to validate the full-scale performance of the stabilized soil.
Additionally, expansion remained below 0.5% in the stabilized samples, whereas the control samples showed a greater susceptibility to moisture-induced swelling. For example, the mixture of 65% clay and 35% fine sand with additive F showed a CBR value of 167.7% and zero expansion, highlighting the effectiveness of the nanotechnology compound in enhancing soil stability.
The additives A, B, and F presented in Table 3 correspond to commercial product codes used for soil stabilization. While their exact formulations are proprietary, their application and performance evaluation were systematically assessed in this study to determine their impacts on CBR and expansion characteristics.

4.1.2. Flexibility and Rigidity

The Marshall compaction method revealed notable differences in the flexibility and rigidity of the stabilized soil samples. Figure 3 illustrates the results of the CBR test, showing that sample M-1 (flexible) recovered its shape post-penetration, while sample M-2 (rigid) exhibited deformation and cracks. These findings confirm that nanotechnology-stabilized soils can achieve the desired balance between flexibility and rigidity, essential for durable pavement bases.

4.2. Bituminous Coating Enhancement Results

4.2.1. Moisture-Induced Damage Resistance

The enhanced asphalt mixtures were evaluated for their resistance to moisture-induced damage using the AASHTO T-283 method. Table 4 presents the results of Tensile Strength Ratio (TSR) tests. The TSR values for the nanotechnology-enhanced mixtures were above the specified minimum of 80%, indicating a superior resistance to moisture damage. For instance, the mixture with the adhesion enhancer exhibited a TSR value of 86.3%, confirming its enhanced durability.

4.2.2. Adhesion and Cohesion

The adhesion of the bituminous layers was further assessed using the Riedel Weber method and the ASTM D 3625 [43] boiling water test. Table 5 and Table 6 present the results of these tests, showing improved adhesion between the asphalt and aggregates. The nanotechnology-enhanced asphalt demonstrated nearly complete coating of the aggregates, with adhesion values reaching up to 99% in some cases. These results indicate that the nanotechnology additive significantly enhanced the bonding and overall performance of the asphalt mixture.

4.3. Non-Destructive Evaluation Results

4.3.1. Dynamic Cone Penetrometer (DCP)

The DCP tests conducted eight days post-construction revealed high in situ resistance values for the stabilized bases. The data indicated that the nanotechnology-stabilized layers maintained their strength and stiffness over time, contributing to the overall durability of the pavement structure.

4.3.2. Pavement Condition Index (PCI)

The PCI assessments conducted over a three-year period demonstrated that pavements with nanotechnology-enhanced bases and bituminous layers maintained a “Very Good” condition rating, as shown in Figure 4. This evaluation included measurements of surface roughness, cracking, and other forms of deterioration. The sustained high PCI ratings suggest that the application of nanotechnology can significantly extend the lifespan of pavements.

4.3.3. International Roughness Index (IRI)

The IRI measurements taken after three years of service showed that the pavement surfaces remained smooth, with IRI values below the project specification of 3.5 m/km. This finding showed that the nanotechnology-enhanced pavements provided a superior ride quality and comfort throughout their service life, as shown in Figure 5.
Statistical analysis of the International Roughness Index (IRI) data provides insights into the road surface quality across various sections. The mean IRI value of 2.45 indicates that, on average, the road sections maintain a satisfactory level of smoothness, falling below the specified threshold. The median value of 2.5 suggests a balanced distribution of roughness, with the majority of sections offering a consistent ride quality. The standard deviation of 0.42 reflects moderate variability, indicating some differences in surface conditions, likely due to varying construction or environmental factors. Control limits are established with an Upper Control Limit (UCL) of 3.71 and a Lower Control Limit (LCL) of 1.19 as shown in Table 7. All measured IRI values fall within these limits, indicating that the road sections meet acceptable standards of roughness.
To conduct an inferential analysis of the International Roughness Index (IRI) data, hypothesis testing and confidence interval estimation were performed to assess the overall road surface quality beyond the sample data. The primary objective of the hypothesis test was to determine whether the mean IRI of the evaluated road sections significantly deviated from a specified benchmark. In this case, an IRI of 2.5 m/km was selected as the reference threshold, as it is established in the Peruvian standard for Asphalt Mortar (IRI < 2.5 m/km, Section 420—EG 2013 [44]), as detailed in Appendix A.
Null Hypothesis (H0). 
The mean IRI is equal to 2.5 (H0: μ = 2.5).
Alternative Hypothesis (H1). 
The mean IRI is not equal to 2.5 (H1: μ ≠ 2.5).
To perform a hypothesis test using a t-test, we first calculate the test statistic because the sample size is small and the population standard deviation is unknown. Typically, a 5% significance level (α = 0.05) is used. Next, we calculate the p-value by comparing the test statistic to a t-distribution. Finally, according to the decision rule, if the p-value is less than α, it is possible to reject the null hypothesis. The formula for the t-test statistic is given by the following:
t = x ¯ − u 0 s ∕ n ≈ − 0.898
where x ¯ = 2.449 is the mean IRI, u0 = 2.5 is the hypothesized mean IRI, s = 0.421 is the standard deviation, and n = 55 is the sample size. Substituting the values into the formula, we obtain t = −0.898. Next, we calculate the p-value. With 54 degrees of freedom (n − 1), we look up the critical t-value. The p-value associated with t = −0.898 is greater than 0.05, indicating that we fail to reject the null hypothesis. This suggests that there is no significant difference between the mean IRI and the hypothesized value of 2.5.
To construct a 95% Confidence Interval for the mean IRI, we use the following formula:
C o n f i d e n c e   I n t e r v a l = x ¯ ± t S n = ( 2.335 ; 2.563 )  
In terms of interpretation, the hypothesis testing shows that since the p-value is greater than 0.05, we fail to reject the null hypothesis. This indicates that there is no significant difference between the mean IRI and the hypothesized value of 2.5. The 95% confidence interval for the mean IRI is (2.335, 2.563). This interval includes the standard value of 2.5, indicating that the mean IRI likely aligns with the expected smoothness standard. Based on the statistical analysis, the International Roughness Index (IRI) data suggest that the road surface is generally within acceptable smoothness standards. The mean IRI is 2.449 m/km, and the confidence interval (2.335, 2.563) indicates that the true mean IRI is likely close to these values. All the statistical data are shown in the Figure 6.
These numbers are well below the specified maximum threshold of 3.5, suggesting that the road surface is smoother than the upper limit typically considered to be acceptable for ride quality.
To complement the statistical analysis and provide a clearer understanding of the pavement surface performance, Figure 7 presents a comparative graphical representation of the International Roughness Index (IRI) measured across different progressive sections. This comparison includes both the control sections, constructed without the application of nanotechnology-based stabilizers, and the treated sections, which incorporated organosilane compounds into their stabilization process.
The untreated pavement sections exhibited IRI values that frequently exceeded the regulatory threshold of 3.5 m/km, with measurements ranging from 2.9 m/km to 3.9 m/km after three years of service. In contrast, the nanotechnology-enhanced sections maintained significantly lower IRI values, consistently below 3.2 m/km, with an average of 2.45 m/km. This graphical comparison underscores the effectiveness of organosilane-based stabilization in improving ride quality and reducing pavement roughness over time.

5. Discussion

This study demonstrates the impact of organosilane-based nanotechnology compounds in increasing the California Bearing Ratio (CBR) and reducing moisture-induced expansion in stabilized soils. The results show enhanced CBR values, exceeding 100%, which suggest an improved load-bearing capacity, making these stabilized soils suitable for both low and high traffic volumes. Another study with a calcium-silicate-based admixture (SSBA) showed an increase of only 50% [39], while a 54% increase was reported with the addition of lime [45].
The reduction in expansion values, generally below 0.5%, indicates a decreased susceptibility to swelling and shrinkage caused by moisture variations. This characteristic is particularly relevant for regions experiencing high rainfall, where conventional stabilization methods often struggle to maintain pavement integrity. The ability to provide both strength and flexibility contributes to long-term pavement stability and durability.
The inclusion of nanotechnology-based adhesion enhancers in conventional asphalt mixtures improves resistance to moisture-induced damage, as demonstrated by Tensile Strength Ratio (TSR) values consistently above the specified minimum of 80%. The Riedel Weber and ASTM D 3625 tests confirm enhanced adhesion and cohesion between asphalt and aggregates, suggesting a reduction in issues such as stripping and aggregate loss, which are common in conventional asphalt pavements. These findings indicate a potential for reduced maintenance requirements and extended pavement life.
Non-destructive evaluations, including Dynamic Cone Penetrometer (DCP) tests, Pavement Condition Index (PCI) assessments, and International Roughness Index (IRI) measurements, provide insights into the long-term performance of nanotechnology-enhanced pavements. The high in situ resistance values observed in the DCP tests confirm the strength and stiffness of the stabilized bases, critical for supporting traffic loads over time.
PCI assessments over three years indicate that pavements incorporating nanotechnology maintain a “Very Good” condition rating, with minimal deterioration observed. Low IRI values further indicate that these pavements offer a superior ride quality and comfort, which are important factors for user satisfaction.
However, it is important to mention that there is limited regulation on this aspect in Latin American countries. The average IRI value of 2.449 m/km is below the Peruvian standard threshold of 3.0 m/km, which coincides with the Chilean standard; however, there are limited regulatory frameworks in other countries. In Spain, the IRI is measured in decimeters per hectometer (dm/hm), the values of which numerically align with m/km. Technical Document 17.2 PG4 establishes that the IRI must meet the following thresholds: ≤1.5 m/km in at least 50% of the project segments, ≤2.0 m/km in at least 80%, and ≤2.5 m/km across 100% of the segments [46]. Other IRI thresholds and normative limits in other countries are presented in Appendix A.
Considering the limited investment in low- and middle-income countries, there is a knowledge gap regarding the outcomes that can be achieved in terms of the IRI in road corridors, especially when the evaluation is conducted by pavement segments. Additionally, the extended lifespan and reduced maintenance needs of these pavements could contribute to economic and environmental benefits [47], such as fewer disruptions for road users and lower carbon emissions associated with construction activities. A comprehensive analysis of existing studies highlights the advantages of nanotechnology in pavement construction. However, incorporating nanomaterials into asphalt mixtures presents challenges due to their limited practical application and the insufficient understanding of their use [48].
Future research should focus on optimizing formulations for different soil types and climatic conditions to enhance the applicability of organosilane-based stabilization. However, the large-scale implementation of this technology presents certain challenges. The cost of organosilane stabilizers may vary depending on regional availability, which could limit their adoption in low-budget infrastructure projects. Moreover, variations in soil mineralogy and climatic conditions may affect stabilizer performance, requiring site-specific formulations and extensive field validation. Addressing these challenges will be crucial for ensuring the long-term viability and widespread application of this technology in pavement engineering.
Although this study focuses on the experimental evaluation of pavement performance using organosilane nanotechnology, a deeper understanding of the underlying physicochemical mechanisms remains an open research topic. Future studies could employ advanced characterization techniques such as spectroscopy, electron microscopy, and molecular modeling to analyze the interactions between nanomaterials, soil matrices, and asphalt components. These insights could further optimize nanotechnology applications in road construction, enhancing both durability and performance.
Integrating nanotechnology with emerging technologies, such as smart sensors for real-time pavement monitoring, could further enhance the durability and efficiency of road infrastructure. Collaboration among academia, industry, and government agencies is crucial for advancing these research directions and implementing alternative solutions in road construction practices. This is particularly important in low- and middle-income countries like Peru, where previous studies have highlighted the need for strong policies on innovation and technology development to conduct research on nanotechnology [49].

6. Conclusions

The application of the organosilane-based stabilizer significantly improved the CBR values, exceeding 100%, compared to the untreated soil, which exhibited a significantly lower load-bearing capacity. Additionally, expansion remained below 0.5% in the stabilized samples, whereas the control samples showed a greater susceptibility to moisture-induced swelling. Similarly, asphalt mixtures incorporating nanotechnology-based adhesion enhancers achieved a Tensile Strength Ratio (TSR) exceeding 80%, ensuring a superior resistance to moisture-induced damage compared to conventional mixtures.
In the asphalt mixtures, nanotechnology-based adhesion enhancers improved resistance to moisture-induced damage, with Tensile Strength Ratios consistently above 80%. This enhancement suggested a reduction in issues such as stripping and aggregate loss. The evaluation of adhesion and cohesion, using methods like the Riedel Weber and ASTM D 3625 boiling water test, showed adhesion values reaching up to 99%, indicating superior bonding between asphalt and aggregates.
Non-destructive evaluations, including Dynamic Cone Penetrometer (DCP) tests and Pavement Condition Index (PCI) assessments, confirmed the long-term durability and strength of nanotechnology-enhanced pavements. The PCI assessments over three years demonstrated that pavements with nanotechnology enhancements maintained a “Very Good” condition rating, indicating minimal deterioration.
Statistical analysis of the International Roughness Index (IRI) further supported the benefits of nanotechnology in pavement performance. The mean IRI of the treated sections was 2.449, with a 95% confidence interval of (2.335, 2.563), indicating that the road surface quality consistently met acceptable standards. In contrast, the untreated pavement sections exhibited a higher mean IRI of 3.7 m/km after three years of service, exceeding the regulatory threshold of 3.5 m/km. Hypothesis testing indicated no significant difference between the treated sections and the standard IRI value of 2.5, confirming that the nanotechnology-enhanced pavements provided a superior ride quality and long-term performance compared to those treated conventionally.
These findings suggest that nanotechnology offers a viable alternative to traditional pavement methods by utilizing local materials and potentially reducing reliance on imported resources. Additional studies are recommended to optimize formulations of organosilane compounds and adhesion additives to adapt to different soil types and climatic conditions. Customizing formulations can maximize the effectiveness and efficiency of nanotechnology solutions.

Author Contributions

Conceptualization, G.Z.A. and V.A.A.F.; methodology, G.Z.A.; software, G.Z.A.; validation, G.Z.A. and V.A.A.F.; formal analysis, G.Z.A.; investigation, G.Z.A.; resources, G.Z.A.; data curation, G.Z.A.; writing—original draft preparation, R.S.R. and V.A.A.F.; writing—review and editing, R.S.R. and V.A.A.F.; visualization, G.Z.A. and V.A.A.F.; supervision, R.S.R. and V.A.A.F.; project administration, G.Z.A.; funding acquisition, R.S.R. and V.A.A.F. All authors have read and agreed to the published version of the manuscript.

Funding

The APC was funded by Ariza Ingenieros Consulting Firm.

Data Availability Statement

The original contribution presented in the study are included in the article, further inquiries can be directed to the corresponding author.

Acknowledgments

The authors would like to thank the Universidad Nacional Mayor de San Marcos for providing technical support throughout the research process.

Conflicts of Interest

The authors declare no conflicts of interest.

Appendix A

The table provides a comparative overview of International Roughness Index (IRI) standards across various countries and institutions. It highlights specific procedures for measuring the IRI and the established thresholds for different pavement types. The data include limits for asphalt, hydraulic surfaces, and surface treatments, with regional variations in methodology and acceptable values. This comparison underscores the global diversity in pavement evaluation criteria.
Table A1. International Standards for IRI Thresholds According to Pavement Type and Public Institution.
Table A1. International Standards for IRI Thresholds According to Pavement Type and Public Institution.
Public InstitutionGeneral ProcedureAsphaltHydraulicSurface Treatments
Ministerio de Transportes y Comunicaciones (Peru) [44,50]IRI obtained in segments of 100 mAsphalt Concrete Pavement IRI < 2.0 m/km (Section 425—EG 2013 [44])IRI ≤ 3.0 m/km (Section 438—EG 2013 [44])Gravel Paved Surface IRI < 5 m/km (Section 301—EG 2013 [44])
Micro surfacing IRI < 2.0 m/km (Section 425—EG 2013 [44])Chemically stabilized soils or with sodium chloride/magnesium chloride < 6 m/km (Section 301C—EG 2013 [44])
Asphalt Mortar IRI < 2.5 m/km (Section 420—EG 2013 [44])
Ministerio de Obras Públicas de Chile [51]IRI obtained in 5 segments of 20 m in homogeneous sectionsAverage of 5 segments ≤ 2.0 m/kmAverage of 5 segments ≤ 3.0 m/km
Individual Average ≤ 2.5 m/kmIndividual Average ≤ 4.0 m/km
Ministerio de Fomento de España [46]IRI obtained in segments of 100 mIRI ≤ 1.5 m/km in 50% of project segments
IRI ≤ 2.0 m/km in 80% of project segments
IRI ≤ 2.5 m/km in 100% of project segments
United States (Wisconsin Department of Transportation, WisDOT) *IRI obtained in segments of 1.609 m (1 mile)IRI m/kmTime--
<1.1Nev Pavement
<1.171 Year
<1.292 Year
<1.333 Year
<1.374 Year
<1.455 Year
Canada (Québec)IRI obtained in segments of 100 mIRI ≤ 1.2 m/km, in 70% data-
IRI ≤ 1.4 m/km, in 100% data
Sweden *IRI in 20 m segments≤1.4 m/km
IRI in 200 m segments≤2.4 m/km-
Note: (*) The values for the United States, Canada, and Sweden are referential and may vary depending on local specifications.

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Figure 1. Research methodology flowchart for the evaluation of nanotechnology-based stabilizers in pavement performance.
Figure 1. Research methodology flowchart for the evaluation of nanotechnology-based stabilizers in pavement performance.
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Figure 2. Stabilization suitability of clay samples. (a) Comparison of clay samples B-1 and B-2 after immersion in water, highlighting differences in stabilization suitability. Sample B-1, labeled in red, shows characteristics unsuitable for stabilization. (b) Detailed view of the clay samples post-immersion, with sample B-2, labeled in white, demonstrating favorable characteristics for stabilization.
Figure 2. Stabilization suitability of clay samples. (a) Comparison of clay samples B-1 and B-2 after immersion in water, highlighting differences in stabilization suitability. Sample B-1, labeled in red, shows characteristics unsuitable for stabilization. (b) Detailed view of the clay samples post-immersion, with sample B-2, labeled in white, demonstrating favorable characteristics for stabilization.
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Figure 3. Sample verification of the flexibility or rigidity of the stabilized base. The M-1 sample, after penetration, recovers its initial shape, leaving a mark due to the flexibility of the stabilized material. The M-2 sample shows deformation and cracks, which are due to the rigidity of the material.
Figure 3. Sample verification of the flexibility or rigidity of the stabilized base. The M-1 sample, after penetration, recovers its initial shape, leaving a mark due to the flexibility of the stabilized material. The M-2 sample shows deformation and cracks, which are due to the rigidity of the material.
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Figure 4. Surface condition of pavement applying nanotechnology. This image shows a section of road that has been improved using nanotechnology in the bituminous layers and stabilized bases. The results of the Pavement Condition Index (PCI) assessments over a three-year period demonstrate that these improvements maintain a “Very Good” condition.
Figure 4. Surface condition of pavement applying nanotechnology. This image shows a section of road that has been improved using nanotechnology in the bituminous layers and stabilized bases. The results of the Pavement Condition Index (PCI) assessments over a three-year period demonstrate that these improvements maintain a “Very Good” condition.
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Figure 5. Roughness graph scale—profile. This graph illustrates the variation in the International Roughness Index (IRI) along the road section.
Figure 5. Roughness graph scale—profile. This graph illustrates the variation in the International Roughness Index (IRI) along the road section.
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Figure 6. Enhanced roughness graph scale—profile. This graph illustrates the variation in the International Roughness Index (IRI) along the road section included.
Figure 6. Enhanced roughness graph scale—profile. This graph illustrates the variation in the International Roughness Index (IRI) along the road section included.
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Figure 7. Comparative graph of International Roughness Index (IRI) for treated and untreated pavement sections along the project alignment.
Figure 7. Comparative graph of International Roughness Index (IRI) for treated and untreated pavement sections along the project alignment.
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Table 1. Soil classification and properties for selected road and quarry locations in Loreto, Peru.
Table 1. Soil classification and properties for selected road and quarry locations in Loreto, Peru.
Identification(% Passing) No. 40(% Passing) No. 200Liquid Limit (%)Plasticity Index (%)SUCS
Classification 		AASHTO Classification
Road: Zungarococha, Km 02 + 000100934821CLA-7-6 (23)
Road: Zungarococha, Km 09 + 500100835021MHA-7-6 (19)
Road: El Paujil, Km 00 + 300100875324CHA-7-6 (31)
Road: Palo Seco, Km 00 + 100942315N.P.SMA-2-4 (0)
Road: Santa Clara, Km 04 + 500100966733MHA-7-5 (39)
Quarry: El Varillal, Km 14 + 0507810-N.P.SP-SMA-3 (0)
Table 2. Soil classification and properties for selected road and quarry locations in Madre de Dios, Peru.
Table 2. Soil classification and properties for selected road and quarry locations in Madre de Dios, Peru.
Identification(% Passing) No. 40(% Passing) No. 200Liquid Limit (%)Plasticity Index (%)SUCS
Classification 		AASHTO Classification
Road: La Joya—Infierno, Km 15 + 800100894020CLA-6 (18)
Carretera Interoceánica Sur, Km 423 + 750, Cantera Río Madre de Dios161N.P.N.P.GPA-1-a (0)
Carretera Interoceánica Sur, Km 598 + 000, Savoy Quarry1002N.P.N.P.SPA-3 (0)
Road: Dv 166—Tropezón, Km
06 + 800		100673215CLA-6 (8)
Road: Dv 166—Tropezón, Km 08 + 80097694518MLA-7-6 (12)
Road: Iñapari—Belgica, Km 00 + 8001005-N.P.SP-SMA-3 (0)
Road: Iñapari—Belgica, Km
01 + 500		98733012CLA-6 (7)
Table 3. Effect of additives on the CBR and expansion of various soil mixtures.
Table 3. Effect of additives on the CBR and expansion of various soil mixtures.
Mixture TypeAdditiveCBR (0.1″, 100% MDS) (%)Expansion (%)
Mix II: Clay (65%)–Fine Sand (35%)A156.20.53
B102.20.80
Mix III: Clay (65%)–Fine Sand (35%)F149.90.28
B141.40.54
Mix II: Clay (65%)–Gravel (35%)F167.70.00
B90.40.11
Mix I: Clay (70%)–Fine Sand (30%)C90.90.00
F193.60.00
B136.20.00
Mix II: Clay (65%)–Fine Sand (35%)C82.90.00
F162.80.00
B103.50.00
Table 4. Resistance of compacted asphalt mixtures to moisture-induced damage.
Table 4. Resistance of compacted asphalt mixtures to moisture-induced damage.
Sample ConditioningDryWet
Average Air Voids (%)7.07.2
Degree of Saturation (%)-73.6
Tensile Strength (psi)70.3460.68
Moisture Damage (visual)12
Fractured Aggregates (visual)Not presentNot present
Tensile Stress Ratio—TSR86.3
Table 5. Adhesion performance of asphalt mixtures evaluated with the Riedel-Weber method.
Table 5. Adhesion performance of asphalt mixtures evaluated with the Riedel-Weber method.
Sample IdentificationAdditive
(% by Weight of Asphalt)		Result (Degree)
Partial–Total Detachment
25% Crushed Sand
35% Natural Sand		0.0666–10
Table 6. Adhesion of bituminous binders to fine aggregates.
Table 6. Adhesion of bituminous binders to fine aggregates.
DescriptionCoating (%)Observation
Natural sample50
Additive (nanotechnology) at 0.1% dose99
Additive (nanotechnology) at 0.1% dose98Seawater was used
Additive (nanotechnology) at 0.05% dose85The liquid asphalt used for the test was MC-30
Additive (nanotechnology) at 0.1% dose96
Table 7. Statistical analysis of the International Roughness Index (IRI).
Table 7. Statistical analysis of the International Roughness Index (IRI).
StatisticValue
Mean IRI2.449
Median IRI2.5
Standard Deviation0.421
Range1.6
Upper Control Limit (UCL)3.711
Lower Control Limit (LCL)1.187
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Zavala Ascaño, G.; Santos Rodriguez, R.; Ariza Flores, V.A. Enhancing Pavement Performance Through Organosilane Nanotechnology: Improved Roughness Index and Load-Bearing Capacity. Eng 2025, 6, 71. https://doi.org/10.3390/eng6040071

AMA Style

Zavala Ascaño G, Santos Rodriguez R, Ariza Flores VA. Enhancing Pavement Performance Through Organosilane Nanotechnology: Improved Roughness Index and Load-Bearing Capacity. Eng. 2025; 6(4):71. https://doi.org/10.3390/eng6040071

Chicago/Turabian Style

Zavala Ascaño, Gerber, Ricardo Santos Rodriguez, and Victor Andre Ariza Flores. 2025. "Enhancing Pavement Performance Through Organosilane Nanotechnology: Improved Roughness Index and Load-Bearing Capacity" Eng 6, no. 4: 71. https://doi.org/10.3390/eng6040071

APA Style

Zavala Ascaño, G., Santos Rodriguez, R., & Ariza Flores, V. A. (2025). Enhancing Pavement Performance Through Organosilane Nanotechnology: Improved Roughness Index and Load-Bearing Capacity. Eng, 6(4), 71. https://doi.org/10.3390/eng6040071

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