Search Results (262)

Effective management and handling of construction and demolition waste (CDW) can yield significant technical and environmental benefits for road pavement construction. This article aims to provide a comprehensive and up-to-date chronological review of studies on the mechanical performance of asphalt mixtures—primarily hot mix asphalt (HMA)—incorporating recycled concrete aggregate (RCA). Since the main limitation of RCA is the presence of residual adhered mortar, the review also includes studies that applied various surface treatments (mechanical, chemical, and thermal, among others) to enhance mixture performance. The article summarizes the experimental procedures used and highlights the key findings and conclusions of the reviewed research. Although the results are varied and sometimes contradictory—mainly due to the source variability and heterogeneity of RCA—the use of these materials is technically viable. Moreover, their application can provide environmental, social, and economic advantages, particularly in the construction of low-traffic roadways. Finally, the article identifies research gaps and offers recommendations for future researches. Full article

Pavement skid resistance is of vital importance for road safety. The objective of this study is to propose and validate a texture-based image indicator to predict pavement friction. This index enables pavement friction to be predicted easily and inexpensively using digital images, with predictions correlated to Dynamic Friction Tester (DFT) measurements. Three different types of asphalt surfaces (Dense-Grade Asphalt Concrete, Open-Grade Friction Course, and Chip Seal) were evaluated subject to various tire polishing cycles. Images were taken with corresponding friction coefficients obtained using DFT in the laboratory. The aggregate protrusion area is proposed as the indicator. Statistical models are established for each asphalt surface type to correlate the proposed indicator with friction coefficients. The results show that the adjusted R-squared values of all relationships are above 0.90. Compared to other image-based indicators in the literature, the proposed image indicator more accurately reflects the changes in pavement friction with the number of polishing cycles, proving its cost-effective use for considering pavement friction in the mix design stage. Full article

In this study, the thermal effectiveness of thermally conductive concrete pavements (TCPs) using silicon carbide (SiC) as a fine aggregate replacement was investigated, compared with that of ordinary Portland cement pavements (OPCPs). The most important purpose of this study is to improve the thermal performance of concrete pavement. Additionally, this study utilized improved thermal properties to enhance the efficiency of pavement heating to prevent icing and snow stacking. Both mixtures met the Korean standards for air content (4.5–6%) and slump (80–150 mm), demonstrating adequate workability. TCP exhibited a higher mechanical performance, with average compressive and flexural strengths of 42.88 MPa and 7.35 MPa, respectively, exceeding the required targets of a 30 MPa compressive strength and a 4.5 MPa flexural strength. The improved strength was mainly attributed to the filler effect and partly due to the van der Waals interactions of the SiC particles. Thermal conductivity tests showed a significant improvement in the TCP (3.20 W/mK), which was approximately twice that of OPCP (1.59 W/mK), indicating an enhanced heat transfer efficiency. In winter field tests, TCP effectively maintained high surface temperatures, overcoming heat loss and outperforming the OPCP. In the site experiment, thermal efficiency was clearly shown in the temperature at the center of the TCP, which was 3.5 °C higher than at the center of the OPCP at the coldest time. These improvements suggest that SiC-reinforced concrete pavements can be practically utilized for effective snow removal and ice mitigation in road systems. Full article

This study proposes a novel control framework for semi-active seat suspensions, specifically targeting motion sickness mitigation through precision suppression of vertical vibrations within the 0.1–0.5 Hz frequency range. Firstly, a fractional-order band-stop filter in conjunction with a linear quadratic regulator (LQR) controller under frequency-domain sensitivity constraints (0.1–0.5 Hz) is proposed to achieve frequency-selective vibration attenuation. Secondly, the multi-objective butterfly optimization algorithm (MOBOA) is adopted to optimize the LQR controller’s weighting matrices (Q, R) by balancing conflicting requirements in terms of human body displacement limits, acceleration thresholds, and suspension travel. Finally, experimental validation under concrete pavement excitation and random road profiles demonstrates significant advantages over conventional LQR, i.e., a 41.04% reduction in vertical vibration amplitude and a 55.95% suppression of acceleration peaks within the target frequency band. The combined enhancements offer dual benefits of enhancing ride comfort and motion sickness mitigation in real-world driving scenarios. Full article

The application of superhydrophobic (SH) coatings in road construction has attracted growing attention due to their potential to improve surface durability, reduce cracking, and enhance skid resistance. Among various materials, SiO₂ nanoparticles have emerged as key components in SH coatings by contributing essential surface roughness and hydrophobicity. This review paper analyzes the role of SiO₂ nanoparticles in enhancing the water-repellent properties of coatings applied to road surfaces, particularly concrete and asphalt. Emphasis is placed on their influence on road longevity, reduced maintenance, and overall performance under adverse weather conditions. Furthermore, this review compares functionalization techniques for SiO₂ using different hydrophobic modifiers, evaluating their efficiency, cost effectiveness, and scalability for large-scale infrastructure. In addition to highlighting recent advancements, this study discusses persistent challenges—including environmental compatibility, mechanical wear, and long-term durability—that must be addressed for practical implementation. By offering a critical assessment of current approaches and future prospects, this short review aims to guide the development of robust, high-performance SH coatings for sustainable road construction. Full article

With the continuous expansion of highway networks and rapid advancements in the transportation industry, the need for highway maintenance and reconstruction has become increasingly urgent. Resonant rubblization technology generates an interlocking structure within the pavement layer by producing diagonal cracks at angles of 35–40°, thereby significantly enhancing load-bearing capacity and structural stability. As a result, this technique offers substantial benefits, including a marked reduction in reflective cracking, efficient reuse of existing concrete slabs (with a utilization rate exceeding 85%), reduced construction costs (by 15–30% compared to conventional methods), and faster construction speeds—up to 7000 square yards per day. Consequently, resonant rubblization has emerged as a key method for rehabilitating aging cement concrete pavements. Building on this foundation, this paper reviews the fundamental principles of resonant rubblization technology by synthesizing global research findings and engineering case studies. It provides a comprehensive analysis of the historical development, equipment design, construction principles, and practical application outcomes of resonant rubblization, with particular attention to its effects on pavement structure, load-bearing capacity, and long-term stability. Future research should focus on developing more realistic subgrade models, improving evaluation methods for post-rubblization pavement performance, and advancing the intelligentization of resonant equipment. The ultimate goal is to enhance the quality of road maintenance and repair, ensure road safety, and promote the development of long-life, sustainable road infrastructure through the continued advancement and application of resonant rubblization technology. Full article

Particulate matter (PM) originating from road dust is an increasing concern in urban air quality, particularly as non-exhaust emissions from tire–pavement interactions gain prominence. Existing models often focus on meteorological and traffic-related variables while oversimplifying pavement surface characteristics, limiting their applicability across diverse spatial and traffic conditions. This study investigates the influence of concrete pavement macrotexture—specifically the Mean Texture Depth (MTD) and surface wavelength—on PM₁₀ resuspension. Field data were collected using a vehicle-mounted DustTrak 8530 sensor following the TRAKER protocol, enabling real-time monitoring near the tire–pavement interface. A multivariable linear regression model was used to evaluate the effects of MTD, wavelength, and the interaction between silt loading (sL) and PM₁₀ content, achieving a high adjusted R² of 0.765. The surface wavelength and sL–PM₁₀ interaction were statistically significant (p < 0.01). The PM₁₀ concentrations increased with the MTD up to a threshold of approximately 1.4 mm, after which the trend plateaued. A short wavelength (<4 mm) resulted in 30–50% higher PM₁₀ emissions compared to a longer wavelength (>30 mm), likely due to enhanced air-pumping effects caused by more frequent aggregate contact. Among pavement types, Transverse Tining (T.Tining) exhibited the highest emissions due to its high MTD and short wavelength, whereas Exposed Aggregate Concrete Pavement (EACP) and the Next-Generation Concrete Surface (NGCS) showed lower emissions with a moderate MTD (1.0–1.4 mm) and longer wavelength. Mechanistically, a low MTD means there is a lack of sufficient voids for dust retention but generates less turbulence, producing moderate emissions. In contrast, a high MTD combined with a very short wavelength intensifies tire contact and localized air pumping, increasing emissions. Therefore, an intermediate MTD and moderate wavelength configuration appears optimal, balancing dust retention with minimized turbulence. These findings offer a texture-informed framework for integrating pavement surface characteristics into PM emission models, supporting sustainable and emission-conscious pavement design. Full article

In urban areas with warm climates, a lack of proper curing during concrete pavement construction can significantly reduce service life, increase maintenance needs, and compromise sustainability goals. Despite its relevance, the comprehensive impact of curing has been poorly quantified from a multidimensional perspective. This study aims to evaluate the effect of applying a liquid curing compound on the sustainability of concrete slab pavements over a 20-year horizon using a simulation-based approach. Two scenarios, cured and uncured, were modeled with HIPERPAV^®, incorporating site-specific climatic, structural, and material parameters. Based on projected maintenance cycles, nine sustainability indicators were calculated and grouped into environmental (CO₂ emissions, energy, water, and waste), social (accidents, travel time, satisfaction, and jobs), and economic (life-cycle maintenance cost) dimensions. Statistical tests (ANOVA, Welch ANOVA, and Kruskal–Wallis) were applied to assess significance. Results showed that curing reduced CO₂ emissions (−13.7%), energy consumption (−12.5%), and waste (−20.7%), while improving accident rates (−40.3%), user satisfaction (+17.8%), and maintenance cost savings (−9.5%). The findings support curing as a cost-effective and sustainability-enhancing strategy for urban pavement design and management. Full article

Accurate segmentation of pavement cracks from high-resolution remote sensing imagery plays a crucial role in automated road condition assessment and infrastructure maintenance. However, crack structures often exhibit asymmetry, irregular morphology, and multi-scale variations, posing significant challenges to conventional CNN-based methods in real-world environments. Specifically, the proposed ETAFHrNet focuses on two predominant pavement-distress morphologies—linear cracks (transverse and longitudinal) and alligator cracks—and has been empirically validated on their intersections and branching patterns over both asphalt and concrete road surfaces. In this work, we present ETAFHrNet, a novel attention-guided segmentation network designed to address the limitations of traditional architectures in detecting fine-grained and asymmetric patterns. ETAFHrNet integrates Transformer-based global attention and multi-scale hybrid feature fusion, enhancing both contextual perception and detail sensitivity. The network introduces two key modules: the Efficient Hybrid Attention Transformer (EHAT), which captures long-range dependencies, and the Cross-Scale Hybrid Attention Module (CSHAM), which adaptively fuses features across spatial resolutions. To support model training and benchmarking, we also propose QD-Crack, a high-resolution, pixel-level annotated dataset collected from real-world road inspection scenarios. Experimental results show that ETAFHrNet significantly outperforms existing methods—including U-Net, DeepLabv3+, and HRNet—in both segmentation accuracy and generalization ability. These findings demonstrate the effectiveness of interpretable, multi-scale attention architectures in complex object detection and image classification tasks, making our approach relevant for broader applications, such as autonomous driving, remote sensing, and smart infrastructure systems. Full article

Pavement structures are one of the most critical civil infrastructures for the socio-economic development of communities. However, pavement construction demands an elevated financial budget and generates large amounts of environmental impacts. Accordingly, the new trends in daily engineering practices have integrated sustainability criteria verification into traditional pavement design procedures. Thus, this research explores the sustainability implications of asphalt pavement incorporating a Cement-Treated Base (CTB) and Recycled Concrete Aggregate (RCA) within the local context of a Global South country. The environmental and economic performances of four different types of asphalt structures were assessed, each differing in how the CTB is employed. These structures include conventional flexible pavement, semi-rigid pavement, inverted base pavement, and simple composite pavement. Furthermore, each structure is evaluated under four varying contents of coarse RCA (i.e., 0%, 15%, 30%, and 45%) in their asphalt mixtures. This approach results in a comprehensive analysis spanning 16 unique scenarios, providing valuable insights into the interplay between RCA content and CTB inclusion for sustainable infrastructure development. It is important to highlight that the Life-Cycle Assessment and Life-Cycle Cost Analysis methodologies were implemented to perform the environmental and economic inspections, respectively. Overall, this investigation demonstrates that although pavement structures comply with mechanistic design standards, they can yield significantly different cost effectiveness and environmental burdens from each other. Therefore, executing a sustainability-related appraisal is essential for accomplishing definitive infrastructure designs. Consequently, this research effort is expected to be used by stakeholders (e.g., civil engineers, designers, and governmental agencies) to support data-driven decision making in the road infrastructure industry. Full article

Monitoring the vibration response of Portland cement concrete (PCC) pavement under dynamic vehicle loading is critical for road maintenance and traffic analysis. This study embedded micro-electro-mechanical systems (MEMS) accelerometer sensors in PCC pavement to capture vibration signals induced by vehicles. A thresholding method is proposed to automate vehicle detection by analyzing acceleration time-domain data, achieving precision and recall rates exceeding 85%. The study also explored various sensor placement locations and different threshold values for acceleration time-domain signals. Sensor placement optimization revealed that positioning sensors at the front or rear ends of pavement slabs maximizes vibration response, enabling low-cost and efficient detection. Experimental results demonstrated that the proposed method balances simplicity and accuracy, eliminating the need for complex denoising processes. This approach provides a cost-effective solution for real-time vehicle detection and enhances pavement performance monitoring, supporting improved maintenance and traffic management strategies. Full article

Internal drainage is crucial for preventing water damage in pavement structures. Pervious concrete is widely used in road projects due to its excellent drainage capacity, scour resistance, and durability. This study optimizes the mix design of pervious concrete by considering gradation (three levels), water-cement ratio (0.3, 0.35, 0.4), and target porosity (15%, 18%, 21%). The 7-day unconfined compressive strength, permeability coefficient, and elastic modulus were selected as evaluation indices. Response Surface Analysis (RSA) and Analysis of Variance (ANOVA) were applied to determine the optimal mix proportion. Scour resistance tests were conducted based on the optimal mix design to analyze the effects of scour time, frequency, and impact force on strength and modulus variation. The results indicate that the optimal mix ratio is Grade I, with a water-cement ratio of 0.35 and a target porosity of 18%. This yielded a 7-day compressive strength of 5.1 MPa, a rebound modulus of 2170.7 MPa, a permeability coefficient of 49 mL/s, and a hydraulic conductivity of 0.0027–0.0054 m²/s. Under standard scour conditions, compressive strength, splitting strength, dynamic rebound modulus, and splitting rebound modulus decreased by 16%, 33%, 40%, and 16%, respectively. Compared to cement-stabilized gravel (53% strength loss), pervious concrete exhibited lower strength loss (16%) due to its interconnected porosity, which mitigates internal water pressure during scouring. Overall, pervious concrete outperforms cement-stabilized gravel in mechanical properties and scour resistance, providing theoretical guidance for engineering applications. Full article

The fundamental material parameter used in the thermal analysis of road pavement structures is the thermal conductivity. This parameter can be determined using various methods. The main objective of this paper is to compare and evaluate the thermal conductivity test results obtained using two different measurement methods. Thermal conductivity was determined using the steady-state and transient methods. The transient method is more cost-effective and faster but tends to produce a higher dispersion of results. In contrast, the steady-state method is more challenging to apply, particularly when testing large and heavy specimens of heterogeneous materials such as road pavement materials. For this reason, it is essential to assess the differences in results obtained by these two methods when applied to road materials. Two types of materials were tested in this study: an asphalt mixture and a cement concrete. The obtained results show statistically significant differences (α = 0.05), taking into account the two methods considered. The average difference can be estimated at 10% and 11% for asphalt mixtures and cement concretes, respectively. The obtained results are important for quantifying material parameters used in thermal and coupled thermal/structural analysis of pavement structures. This is particularly relevant in areas affected by urban heat islands and in road sections used as solar collectors. Full article

Electrical heating ice removal pavement represents a promising technology for pavement ice melting. Existing studies primarily focus on optimizing cable-heated asphalt pavement through indoor model tests or finite element results. To obtain more accurate and reasonable temperature rise processes and heat transfer results, we propose a new evaluation metric for heat transfer capability and optimization in electric heating asphalt pavement. Firstly, a three-dimensional heat transfer model considering environmental heat exchange is established, and the accuracy of the model is verified by outdoor measured data. A dual-variable control experiment was carried out between the cable buried depth and insulation layer configuration to specifically analyze their influence on the temperature field of the asphalt layer. We further investigated heat transfer performance metrics (entransy dissipation and entransy dissipation thermal resistance), with results indicating that shallower cable burial depths reduce environmental interference on pavement heat transfer; the thermal insulation layer most significantly enhances pavement surface temperature (35.66% improvement) when cables are embedded in the lower asphalt layer. Placing cables within corresponding pavement layers according to burial depth reduces heat transfer loss capacity and thermal resistance, and positioning cables in the lower asphalt layer with a thermal insulation layer significantly decreases thermal resistance in both concrete and lower asphalt layers while reducing heat transfer capacity loss, demonstrating that installing thermal insulation layers under this structure improves heat transfer efficiency. The combined experimental and simulation verification method and fire dissipation evaluation system proposed in this study provide a new theoretical tool and design criterion for the optimization of electric heating road systems. Full article

Homogenized micro-crack crushing is an optimal rehabilitation technology for concrete pavement; however, when there are weak road base issues, some measures need to be taken to treat the diseases. Grouting is a common technique for addressing weak road base issues. This study developed a new visual indoor grouting test system to analyze the diffusion and consolidation of slag-based geopolymer slurry. The reactants of the geopolymer and the consolidation state of the slurry and aggregate were observed. Moreover, the reinforcement effect of the slurry on a weak road base was studied through the on-site grouting and excavation of the test pit. The results show that, during indoor grouting tests, as the size of the aggregate decreases, the slurry diffusion depth gradually decreases: only 9.5–4.75 mm aggregate formed a complete cylindrical specimen. In the tests of unformed cylindrical specimens, the 9.5–4.75 mm aggregate will develop 20–50 mm splitting surfaces, while the 4.75–2.36 mm aggregate will develop slurry bulbs and veins of different sizes, but the development is not obvious in the 2.36–1.18 mm aggregate. Fine aggregate grouting will exhibit the pressure filtration effect—especially for the 2.36–1.18 mm aggregate, the pressure filtration effect is the most obvious. An SEM microstructural analysis demonstrated that the geopolymer with a water–slag ratio of 0.4 has a faster hydration and dissolution, which results in a decrease in the density of local reactants. However, the polymerization of geopolymers is more complete. The pores of the coarse aggregate are larger and the slurry filling is denser, while the pores of the fine aggregate are smaller and the consolidation is loose locally. The consolidation of aggregates has cracks at local locations, but the width of the cracks is relatively small. On-site grouting applications revealed that the geopolymer slurry filled the bottom voids of pavement slabs and deep gaps in the road base layers, and the average deflection of the driveway decreased from 104.8 (0.001 mm) to 48 (0.001 mm) after grouting. Weak road base conditions were successfully treated, leading to a significant improvement in bearing capacity. Full article