Search Results (3,359)

Odorous emissions from hot-mix asphalt (HMA) plants are a growing environmental concern, particularly due to airborne aldehydes and ketones, which have low odor thresholds and a strong sensory impact. This study presents a field-ready analytical method for monitoring odor-active volatile compounds. The system uses dynamic solid-phase microextraction (SPME and SPME Arrow) with on-fiber derivatization via O-(2,3,4,5,6-pentafluorobenzyl)hydroxylamine (PFBHA) and is coupled to gas chromatography–mass spectrometry (GC–MS) for direct detection. A flow-cell sampling unit enables the real-time capture of aliphatic aldehydes and ketones under transient emission conditions. Calibration using permeation tubes demonstrated sensitivity (limits of detection (LODs) below 0.13 μg/m³), recovery above 85% and consistent reproducibility. Compound identity was confirmed using retention indices and fragmentation patterns. Uncertainty assessment followed ISO GUM (Guide to the Expression of Uncertainty in Measurement) standards, thereby validating the method’s environmental applicability. Field deployment 200 m from an HMA facility identified measurable concentrations that aligned with CALPUFF model predictions. The method’s dual-isomer resolution and 10 min runtime make it ideal for responding to time-sensitive odor complaints. Overall, this approach supports regulatory efforts by enabling high-throughput on-site chemical monitoring and improving source attribution in cases of odor nuisance. Full article

Rapid expansion of global transportation infrastructure leads to the accumulation of vast quantities of reclaimed asphalt pavement (RAP). Recycling RAP is essential for reducing environmental impacts. However, current recycling practices typically limit RAP content to below 30%. Increasing RAP content in asphalt mixtures—especially beyond 50%—offers a more sustainable approach, but also introduces challenges in performance, design, and implementation. This study presents a case in which the hot central plant recycling asphalt mixture containing 50% RAP, enhanced with an active rejuvenating agent, was used for the lower layer of the Jianghe Expressway. The aggregate gradation was designed using the Marshall method, with the optimal asphalt–aggregate ratio determined to be 3%. The average compaction degree was 98.9%, the infiltration coefficient ranged from 6.43 mL/min to 23.77 mL/min, and the standard deviation of flatness did not exceed 1.0. However, material shoving was observed during paving, suggesting that, with appropriate adjustments, the technique can be optimized for large-scale implementation. The gradation of the RAP material showed minimal deviation from the design gradation, remaining within ±5%. The compaction scheme with eight roller passes and a loose paving coefficient of 1.35 yielded superior compaction performance. Full article

Aging of asphalt is a major cause of pavement distress. While regenerators restore aged asphalt, their mechanisms and efficacy differences remain unclear. This study quantified the repair effects of waste bio-oil (WBO) and mineral oil (MO) rejuvenators on aged asphalt binder using a comprehensive characterization approach. Conventional properties (penetration, softening point, ductility), functional groups (FT-IR), thermal stability (TG), differential scanning calorimetry (DSC), and dynamic shear rheology (DSR) were analyzed. Results reveal distinct mechanisms: WBO acts chemically via polar molecules, selectively reducing oxygen-containing groups and significantly improving ductility, while MO acts physically through light components that dilute viscosity, exhibiting weaker chemical repair. WBO-regenerated asphalt showed a lower thermal-oxidative peak temperature, superior low-temperature ductility, and enhanced high-temperature rheological performance (higher rutting factor, optimized viscoelasticity). These mechanistic differences—chemical restoration (WBO) versus physical replenishment (MO)—determine performance outcomes at the binder level. The findings provide a theoretical basis for regenerator selection in pavement engineering, highlighting WBO’s advantages for functional group restoration and balanced thermal rheological properties, supporting sustainable road development. Full article

Asphalt pavements are widely used in airports due to their excellent skid resistance, vibration damping, and ease of construction. However, traditional fog seal materials often suffer from insufficient adhesion between fine sand and the emulsified asphalt binder, resulting in limited durability of the maintenance effect. This study aims to optimize the design of traditional fog seal materials and systematically evaluate their surface and durability performance. Firstly, a composite modified emulsified asphalt was prepared as the sand suspension slurry for the sand-containing fog seal. Through the dry wheel abrasion test, the optimal fine aggregates content was determined for four different spraying amounts (0.8, 0.9, 1.0, and 1.1 kg/m²). When the proportion of fine aggregates increases, the spraying amount needs to be increased accordingly to ensure the wrapping effect. Subsequently, pavement performance evaluation was conducted based on several indicators, including surface curing time, British Pendulum Number (BPN) friction coefficient, permeability coefficient, and mass loss rate. The results showed that the designed sand-containing fog seal significantly reduced surface curing time and exhibited superior skid resistance and permeability property compared to styrene-butadiene rubber (SBR)-modified emulsified asphalt. After freeze–thaw cycles, the maximum decrease in friction coefficient was 10.2%, and the mass loss rate after abrasion was approximately 67%, which were lower than those of SBR-modified emulsified asphalt (22.2% and 81%, respectively). Finally, considering the comprehensive performance comparison and evaluation, the optimal mix proportion was determined as 1.0 kg/m² spraying amount with 30% fine aggregates content. The findings of this study provide practical support for improving the durability and service life of airport asphalt pavements. Full article

Accurate detection of reinforcing bars (rebars) in concrete structures using ground penetrating radar (GPR) is crucial for effective structural evaluation but remains challenging, particularly when asphalt overlays compromise signal clarity. This study evaluates the performance of deep learning-based rebar detection using the You Only Look Once version 8 (YOLOv8) object detection model across three GPR datasets categorized as clear, interfering, and blurry. Models trained on each category were applied across varying conditions to assess generalization and robustness. A filtering algorithm was introduced to eliminate redundant and overlapping detections, thereby significantly improving the accuracy of YOLOv8-based predictions. The YOLOv8 approach outperforms traditional analytical techniques, especially under noisy or complex scenarios. In blurry GPR images where analytical methods fail, the filtered YOLOv8 model accurately detects rebar with a count that closely matches the ground truth. Across different datasets, the YOLOv8 approach demonstrates improved consistency in both location and quantity estimation, with filtered predictions correcting substantial over-detection seen in raw outputs. The study presents a practical framework for applying deep learning to GPR data, enhancing the reliability of rebar detection under diverse field testing and evaluation conditions. The findings highlight the importance of developing tailored training datasets and post-processing strategies when deploying AI tools for in-service bridge inspections. Full article

This study investigates rapid-setting, phosphate-based, chemically bonded phosphate ceramic (CBPC) composites for emergency pothole repair through a two-phase experimental approach. Phase I involved fundamental mix design experiments that systematically examined the effects of water-to-binder ratio (20–40%), filler content (10–50%), and phosphate powder fineness (570–3640 cm²/g) on setting and mechanical performance. Based on Phase I results, Phase II evaluated field-applicable mixes optimized for concrete and asphalt pavement conditions in terms of rapid strength development: compressive strength exceeding 24 MPa within 30 min, flexural strength surpassing 3.4 MPa within 1 h, and adhesive strength reaching up to 1.62 MPa (concrete) and 0.68 MPa (asphalt) within 4 h. Additional performance evaluations included Marshall stability (49,848 N), water-immersion residual stability (100% under the test protocol), length change (small magnitude over 28 days), and self-filling behavior (complete filling in 17 s in the specified setup). These rapid early-age results met or surpassed relevant domestic specifications used for emergency repair materials. Based on these data, mix designs for field application are proposed, and practical implications and limitations for early-age performance are discussed. Full article

This paper reviews various emerging alternative SCMs derived from minerals and biomass sources, industrial byproducts, and underutilized waste streams. The paper compiles and evaluates physicochemical properties, reaction mechanisms in cementitious systems, resource availability, supply chain dynamics, technology readiness, the impact on concrete performance, and environmental and cost factors for each candidate SCM. Specifically, the review examines wood ash from bioenergy plants, volcanic and sedimentary natural pozzolans, and construction and demolition waste. This includes recycled concrete fines, asphalt plants’ rock dust (baghouse fines), aggregate production fines, and post-consumer waste, particularly municipal solid waste incinerator ash and wastewater sludge ash. Additionally, the paper explores innovative additives such as cellulose and chitin nanomaterials and calcium–silicate–hydrate nanoseeds to address challenges of slower strength development and rheological changes. The key contribution of this review is a multifactor framework for assessing alternative SCMs, emphasizing availability, supply chain, market readiness, and environmental performance, combined with an engineering performance review. Full article

Accurately modelling and simulating the stiffness modulus of asphalt mixtures is essential for reliable pavement design and performance prediction under varying environmental and loading conditions. The preceding is commonly achieved through master curves, which relate stiffness to loading frequency at a reference temperature. However, conventional master curves face two primary limitations. Firstly, temperature is not treated as a state variable; instead, its effect is indirectly considered through shift factors, which can introduce inaccuracies due to their lack of thermodynamic consistency across the entire range of possible temperatures. Secondly, conventional master curves often encounter convergence difficulties when calibrated with experimental data constrained to a narrow frequency spectrum. In order to address these shortcomings, this investigation proposes a novel formulation known as the Thermo-Stiffness Integration (TSI) model, which explicitly incorporates both temperature and frequency as state variables to predict the stiffness modulus directly, without relying on supplementary expressions such as shift factors. The TSI model is built on thermodynamics-based principles (such as Eyring’s rate theory and activation free energy) and leverages the time–temperature superposition principle to create a physically consistent representation of the mechanical behaviour of asphalt mixtures. This manuscript presents the development of the TSI model along with its application in a case study involving eight asphalt mixtures, including four hot-mix asphalts and four warm-mix asphalts. Each type of mixture contains recycled concrete aggregates at replacement levels of 0%, 15%, 30%, and 45% as partial substitutes for coarse natural aggregates. This diverse set of materials enables a robust evaluation of the model’s performance, even under non-traditional mixture designs. For this case study, the TSI model enhances computational stability by approximately 4 to 45 times compared to conventional master curves. Thus, the main contribution of this research lies in establishing a valuable mathematical tool for both scientists and practitioners aiming to improve the design and performance assessment of asphalt mixtures in a more physically realistic and computationally stable approach. Full article

To address the issue of cracking damage under extreme high-temperature rutting, which is not sufficiently considered in the selection of preventive maintenance programs, the objective of this study was to investigate the preventive maintenance-oriented minor internal damage changes in asphalt concrete with a normal maximum aggregate size of 16 mm (AC-16) under extreme high temperature (70 °C) and load (1.4 MPa) conditions. The changes in void structure within the 0–10 mm rutting depth were tracked through the rutting test and Computer Tomography (CT) image analysis. It was observed that there were notable discrepancies in the three-dimensional (3D) space distribution of void, void volume development, and void morphology between the rut impact zones and the rutted part. The impact zone exhibited a greater prevalence of voids and an earlier onset of cracking. At a rutting depth of only 5 mm, multiple top-down developed cracks (TDCs) of over 6 mm length were observed in the impact zone. At a rutting depth of 10 mm, the TDCs in the impact zone were more numerous, larger, and wider, indicating the necessity for a tailored repair program that includes milling. TDC damage caused by high-temperature rutting is predominantly observed in the upper and middle positions of the height direction, with the bottom position data exhibiting greater inconsistency due to the influence of molding. Furthermore, the combination of void morphology indicators with void volume can effectively track the occurrence and development of microcracks. However, the fine-scale assessment of compaction degree and deformation process using the equivalent void diameter indicator is not sufficiently differentiated. Full article

Urbanization is a dominant force reshaping human settlements, driving socio-economic development while also causing significant environmental challenges. With over 56% of the world’s population now residing in urban areas—a figure expected to rise to two-thirds by 2050—land use changes are accelerating rapidly. The conversion of natural landscapes into impervious surfaces such as concrete and asphalt intensifies the Urban Heat Island (UHI) effect, raises urban temperatures, and strains local ecosystems. This study investigates land use and landscape changes in Ceredigion County, UK, utilizing remote sensing and GIS techniques to analyze urbanization impacts over two decades (2003–2023). Results indicate significant urban expansion of approximately 122 km², predominantly at the expense of agricultural and forested areas, leading to vegetation loss and changes in water availability. County-wide mean land surface temperature (LST) increased from 21.4 °C in 2003 to 23.65 °C in 2023, with urban areas recording higher values around 27.1 °C, reflecting a strong UHI effect. Spectral indices (NDVI, NDWI, NDBI, and NDBaI) reveal that urban sprawl adversely affects vegetation health, water resources, and land surfaces. The Urban Thermal Field Variance Index (UTFVI) further highlights areas experiencing thermal discomfort. Additionally, machine learning models, including Linear Regression and Random Forest, were employed to forecast future LST trends, projecting urban LST values to potentially reach approximately 27.4 °C by 2030. These findings underscore the urgent need for sustainable urban planning, reforestation, and climate adaptation strategies to mitigate the environmental impacts of rapid urban growth and ensure the resilience of both human and ecological systems. Full article

The co-continuous microstructure represents an ideal configuration for polymer-modified asphalts. Consequently, determining the optimum polymer content hinges on establishing this critical network between polymer and bitumen. In this study, epoxy asphalt bond coats (EABCs) exhibiting three distinct morphologies (epoxy-dispersed, co-continuous, and bitumen-dispersed) were prepared. Phase structure evolution and the final cured morphology were analyzed using a laser scanning confocal microscope (LSCM). Rotational viscosity–time characteristics, tensile properties, single-lap shear strength, and pull-off adhesion strength were characterized using various techniques. Results indicated that the viscosity of EABCs at the late stage of the curing reaction increased with increasing epoxy resin (ER) concentration, whereas the time required for EABCs to reach a viscosity of 5 Pa·s decreased. LSCM analysis revealed that EABCs exhibited three distinct morphologies dependent on ER concentration: (1) a bitumen-continuous morphology with dispersed epoxy domains (41–42 vol.% ER) formed via a nucleation and growth mechanism; (2) a co-continuous structure (43–45 vol.% ER); and (3) an epoxy-continuous structure with dispersed bitumen domains (46 vol.% ER). Furthermore, the EABC with 42 vol.% exhibited a transitional morphology between bitumen-continuous and co-continuous structures. A significant improvement in mechanical properties occurred during the transition from the bitumen-continuous (41 vol.% ER) to the co-continuous morphology (43 vol.% ER): tensile strength, elongation at break, and toughness increased by 524%, 1298%, and 2732%, respectively. Simultaneously, pull-off adhesion strength and single-lap shear strength rose by 61% and 99%, respectively. In contrast, mechanical properties increased only gradually during the co-continuous phase and the subsequent transition to an epoxy-continuous morphology (45–46 vol.% ER). Considering cost, rotational viscosity–time dependence, and mechanical performance, an ER concentration of 43 vol.% (within the co-continuous region) is optimal for EABC production. Full article

The use of hot mix asphalt (HMA) has several drawbacks, such as the emission of harmful gases into the atmosphere, difficulties in maintaining temperature over long distances, and the requirement for high energy consumption during preparation and installation. In order to solve these issues, this research aimed to produce High-Performance Cold Mix Asphalt (HP-CMA), in which Ordinary Portland Cement (OPC) is used as a filler to replace limestone filler at 0%, 1.5%, 3%, 4.5%, and 6% of the aggregate weight. Indirect Tensile Stiffness Modulus (ITSM), moisture susceptibility, temperature susceptibility, and microstructural analysis tests were carried out. The results showed that the ITSM was considerably enhanced when OPC was utilized. When comparing HP-CMA with 3% OPC to the control HMA (100–150 pen), the ITSM increased by approximately 80% after three days. In contrast, HP-CMA with 4.5% OPC achieved the same ITSM as the control HMA (40–60 pen) after seven days. Moreover, the ITSM of the HMA 40–60 pen decreased by 91.93% when the temperature rose from 20 °C to 45 °C, whereas the ITSM of the HP-CMA with 6% OPC decreased by 42.47% over the same temperature range. This suggests that HP-CMA is more stable than the HMA 40–60 pen at elevated temperatures. The superior performance of the HP-CMA can be attributed to two essential factors: the improved binding effect due to the demulsification of the asphalt emulsion used as a binder, and the formation of hydration products from the added cement. Full article

Recycled asphalt pavement (RAP) can support traffic loads comparable to those of roads constructed with conventional materials. The structural evaluation of RAP is performed through the deflection generated by vehicles via recoverable deflection in the pavement layers. The deflection record is translated into a curve that geometrically interprets the behavior of the layers that make up the pavement. In this study, a falling weight deflectometer (FWD) was used to emulate transit loads and measure deflection in two models. Both contained 30% RAP, and one of them had fiberglass geogrid in the center of the asphalt layer. Through normalized maximum deflection (limit value based on constant stress), the structural index (SI), and the dynamic stiffness modulus (DSM), the structural behavior of the models under different load levels was evaluated. The pavement structure exhibited similarities in strength for both models subjected to impact. The presence of the geogrid reinforcement (Z1) showed structural index values ranging between 0.17 and 0.54, while the layer without geogrid (Z2) presented structural index values in a range of 0.23 to 0.78. In addition, the dynamic stiffness modulus presented a difference of 10 kN/mm between the maximums of the models in favor of reinforcement with glass fiber geogrid. Therefore, low structural index values are associated with the interaction between RAP and geogrid, highlighting this combination as an innovative and functional system for road surfaces, while the dynamic stiffness modulus indicates the stability and structural integrity of sustainable pavement, which has the potential to extend its lifespan. Full article

Waste animal fat (WAF) can be converted to distillate fractions similar to petroleum solvents and used as solvents via pyrolysis and fractional distillation. Pyrolysis oil from triglyceride materials presents adequate viscosity and volatility, compared to petroleum fuels, but shows acid values between 60–140 mg KOH/g, impeding its direct use as biofuels without considerable purification of its distillates. Fractional distillation can be applied for the purification of bio-oil, but only a few studies accurately describe the process. The purpose of this study was to evaluate the effect of temperature in the conversion of waste animal fat into fuel-like fractions by pyrolysis and fractional distillation in a semi-batch stirred bed reactor (2 L) according to reaction time. Waste animal fat was extracted (rendering) from disposed meat cuts obtained from butcher shops and pyrolyzed in a stainless-steel stirred bed reactor operating in semi-batch mode at 400–500 °C. The obtained liquid fraction was separated according to reaction time. The pyrolysis bio-oil at 400 °C was separated into four distinct fractions (gasoline, kerosene, diesel, and heavy phase) by fractional distillation with reflux. The bio-oil and distillate fractions were analyzed by density, kinematic viscosity, acid value, and chemical composition by gas chromatography coupled to mass spectra (GC-MS). The results show that, for semi-batch reactors with no inert gas flow, higher temperature is associated with low residence time, reducing the conversion of fatty acids to hydrocarbons. The distillate fractions were tested in a common application not sensible to the fatty acid concentration as a diluent in the preparation of diluted asphalt cutback for the priming of base pavements in road construction. Kerosene and diesel fractions can be successfully applied in the preparation of asphalt cutbacks, even with a high acid value. Full article

Asphalt concrete (ascon) manufacturing facilities in South Korea are located near urban areas and emit various air pollutants, including polycyclic aromatic hydrocarbons (PAHs) such as benzo(a)pyrene (BaP), a Group 1 carcinogen. However, few measurement-based studies exist in Korea, and no domestic BaP emission factor has been established, making its effective management difficult. In this study, PAH concentrations emitted from stacks were measured using gas chromatography/mass spectrometry at 29 facilities located near densely populated areas. BaP was detected at all facilities, and emission factors were calculated based on the ascon materials and dryer fuel types. The calculated emission factors were found to be 31 to 6230 times higher than the AP-42 standards provided by the US Environmental Protection Agency. This discrepancy likely arises from differences between processes and fuel characteristics. Using the California Puff model, BaP concentrations in the near area were predicted, corresponding to as much as 30% of the US National Ambient Air Quality Standards. These findings indicate a potentially significant environmental health risk in nearby communities. The findings of this study can serve as foundational data for formulating policies and providing institutional support aimed at managing emissions from ascon manufacturing facilities in Korea. Full article