Search Results (63)

Microplastics (MPs) are becoming an increasingly common pollutant in the aquatic environment, including stormwater. This is a serious problem, as stormwater is becoming an essential transport route for MPs from urban areas to surface waters. Rainwater flowing from roofs, roads, and other impermeable surfaces contains a variety of plastic particles originating from tire abrasion or waste disposal. This article presents an overview of current research on the occurrence of MPs in stormwater. The potential of selected green infrastructure solutions—particularly bioretention systems, constructed wetlands, and permeable pavements—for their reduction is assessed. Individual solutions present how the change in filter material, selection of vegetation, or the method of conducting the process (e.g., direction of stormwater flow in constructed wetlands) affects their effectiveness. The potential of green infrastructure is also compared with the traditional gray solution of sewage management in cities. This article emphasizes the importance of integrating such solutions in spatial planning as an effective tool to combat climate change and limit the spread of microplastics in the environment. Full article

The permeability of porous asphalt pavements is a critical skid resistance indicator that directly influences driving safety on wet roads. To ensure permeability (water infiltration capacity), it is necessary to assess the degree of clogging in the pavement. This study proposes a permeability evaluation model for porous asphalt pavements based on 3D laser imaging and deep learning. The model utilizes a 3D laser scanner to capture the surface texture of the pavement, a pavement infiltration tester to measure the permeability coefficient, and a deep residual network (ResNet) to train the collected data. The aim is to explore the relationship between the 3D surface texture of porous asphalt and its permeability performance. The results demonstrate that the proposed algorithm can quickly and accurately identify the permeability of the pavement without causing damage, achieving an accuracy and F1-score of up to 90.36% and 90.33%, respectively. This indicates a significant correlation between surface texture and permeability, which could promote advancements in pavement permeability technology. 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

In cold regions, the overlay effect often leads to pavement and subgrade distresses, severely compromising the functionality of roads and infrastructure. To address this issue, this study proposes a solution involving permeable pavements and roadbed structures. However, the application of permeable pavement materials in cold regions remains a significant challenge. Building on previous research, this paper introduces a novel pavement material with exceptional mechanical and temperature performance: terminal carboxylated nitrile rubber-modified epoxy asphalt. Specifically, the mechanical properties, viscosity, high-temperature rutting resistance, low-temperature cracking resistance, and modification mechanisms of five terminal carboxylated nitrile rubber-modified epoxy asphalt mixtures with varying terminal carboxylated nitrile rubber contents were investigated. Additionally, the high-temperature, low-temperature, and water stability properties of three types of porous asphalt concrete were compared. The results demonstrate that the incorporation of terminal carboxylated nitrile rubber significantly enhances the mechanical properties and low-temperature cracking resistance of the asphalt without altering the curing time. Although the high-temperature rutting resistance of the asphalt itself decreases, the high-temperature, low-temperature, and water stability properties of the porous asphalt concrete are improved. This improvement is attributed to the chemical reaction between terminal carboxylated nitrile rubber and epoxy resin, which generates a prepolymer containing new substances and forms a stable sea–island structure. This structure promotes a more homogeneous distribution of the asphalt matrix, thereby increasing the cohesive strength and toughness of the asphalt. Full article

Rigid road pavements and industrial floors are not only subjected to moving traffic loads, but can also be exposed to environmental influences such as acid attack. The strength and corrosion resistance of fiber-reinforced concrete with steel fibers (15–25 kg/m³) and polypropylene fibers (2–3 kg/m³) in an acidic environment were compared. The influence of the amount and type of dispersed reinforcement on water absorption and the volume of permeable voids, which in turn characterizes the durability of fiber-reinforced concrete under the action of acids, was determined. The change in the compressive strength of the studied fiber-reinforced concrete after 12 months of exposure in an acidic environment was studied. At low dosages of fibers (15 kg/m³ for steel and 2 kg/m³ for polypropylene fibers), dispersed reinforcement has little effect on the corrosion resistance of concrete. In turn, the decrease in the compressive strength of concrete without fibers after 12 months of aging in acid medium led to a reduction in the design class of the concrete from C25/30 to C20/25. At a higher consumption of dispersed reinforcement (25–30 kg/m³ of steel fiber and 2.5–3.0 kg/m³ of polypropylene fiber), fiber-reinforced concrete had a higher corrosion resistance while maintaining the design compressive strength class C25/30. Structural changes in fiber-reinforced concrete after aging in an acidic environment were determined by X-ray diffraction analysis and compared with samples aged in water. It has been experimentally confirmed that the efficiency of polypropylene fibers in an acidic environment is not lower than that of steel fibers. However, the use of polypropylene fibers is economically advantageous. Full article

In order to eliminate the negative effects caused by traditional pavements, permeable pavements are gradually being used in road construction. In recent years, polyurethane (PU) has been used as a new binder in permeable pavement mixtures. However, compared to traditional pavement mixtures, the adhesion properties between PU and aggregate have not been systematically analyzed. In addition, no clear standards have been established for the performance testing of PU mixtures, posing significant challenges for the selection of materials and the optimization of formulations for PU mixtures. Therefore, this paper proposes new methods for evaluating the performance of PU mixtures from a microscopic point of view, aiming at evaluating the adhesion properties between PU and aggregates. In this study, a PU binder was synthesized. The adhesion properties of this PU binder with aggregate were evaluated by surface free energy measurement and molecular dynamics (MD) simulation. Finally, the effects of different environmental conditions and aggregate types on the PU–aggregate adhesion properties were investigated. The results showed that the adhesion between PU and basalt is consistently better than that with limestone, although the adhesion between PU and aggregate decreased under acidic conditions. It implies that the PU–basalt mixture has better water resistance than the PU–limestone mixture. Furthermore, the results of the surface free energy measurements and MD simulations for the evaluation of adhesion at the PU–aggregate interface showed good correlation with the macroscopic performance experiments, which can be extended to the study of the adhesion properties of other materials. Full article

Pervious concrete, because of its high porosity, is a suitable material for reducing the effects of water precipitations and is primarily utilized in road pavements. In this study, the effects of binder-to-aggregate (B/A) ratios, as well as mineral admixtures with and without polypropylene fibers (PPFs) (0.2% by volume), including fly ash (FA) or silica fume (SF) (10% by substitution of cement), on the mechanical properties and durability of pervious concrete were experimentally observed. The experimental campaign included the following tests: permeability, porosity, compressive strength, splitting tensile strength, and flexural strength tests. The durability performance was evaluated by observing freeze–thaw cycles and abrasion resistance after 28 d curing. X-ray diffraction (XRD), Fourier transform infrared spectroscopy (FTIR), thermal analysis (TGA-DTA), and scanning electron microscopy (SEM) combined with energy dispersive spectroscopy (EDS) were employed to investigate the phase composition and microstructure. The results revealed that, for an assigned B/A ratio identified as optimal, the incorporation of mineral admixtures and fibers mutually compensated for their respective negative effects, resulting in the effective enhancement of both mechanical/microstructural characteristics and durability properties. In general, pervious concrete developed with fly ash or silica fume achieved higher compressive strength (>35 MPA) and permeability of 4 mm/s, whereas the binary combination of fly ash or silica fume with 0.2% PPFs yielded a flexural strength greater than 6 MPA and a permeability of 6 mm/s. Silica fume-based pervious concrete exhibited excellent performance in terms of freeze–thaw (F-T) cycling and abrasion resistance, followed by fiber-reinforced pervious concrete, except fly ash-based pervious concrete. Microstructural analysis showed that the inclusion of fly ash or silica fume reduced the harmful capillary pores and refined the pore enlargement caused by PPFs in the cement interface matrix through micro-filling and a pozzolanic reaction, leading to improved mechanical and durability characteristics of pervious concrete. Full article

This study evaluated the effects of adding waste PET fibers on the mechanical properties and chloride ion penetration of latex-modified ultra-rapid hardening cement concrete used for emergency road pavement repairs. The primary experimental variable was the content of waste PET fibers. The mechanical properties of the concrete were evaluated through compressive strength, flexural strength, and splitting tensile strength tests. Its durability was evaluated through chloride ion penetration, surface resistivity, and abrasion resistance tests. The experimental results were compared with the quality standards for emergency repair concrete set by the Korea Expressway Corporation. As a result, this study has enhanced the strength and resistance to chloride ions of latex-modified concrete by incorporating waste PET fibers. In the mixture with 3.84 kg/m³ of waste PET fibers, the compressive strength was 29.9 MPa at 4 h and 42.5 MPa at 28 curing days. The flexural strength was 6.0 MPa at 4 curing hours and 7.0 MPa at 28 days, and the splitting tensile strength was 4.5 MPa at 28 days of curing. The chloride ion permeability amount and abrasion depth were 1081C and 0.82 mm, respectively. The mixture with 3.84 kg/m³ of waste PET fibers has superior compressive strength, flexural strength, splitting tensile strength, chloride ion penetration, and surface resistivity compared to the mixture with 7.68 kg/m³. This result means that the waste PET fibers caused poor dispersion and fiber-balling within the concrete, leading to loose internal void structures when incorporated at 3.84 kg/m³. However, the abrasion resistance test showed better results for the mixture with 7.68 kg/m³ of waste PET fibers than the 3.84 kg/m³ mixture. Therefore, the test results indicated that 3.84 kg/m³ of waste PET fibers is the most effective for latex-modified concrete used in emergency road pavement repairs. Full article

Cracked and deteriorated asphalt are common problems on our roads, leading to safety concerns and requiring significant resources for rehabilitation and reconstruction. This study investigates bio-fog seals, a promising eco-friendly solution utilizing bio-based rejuvenators. These treatments penetrate aged asphalt, restoring its flexibility and resistance to cracking. We assessed the effectiveness of two bio-fog seal formulations—one containing sub-epoxidized soybean oil (SESO) and the other combining SESO with a biopolymer (BioMag). Applied to real pavement sections, the research evaluated how these bio-seals impacted key performance factors, such as stiffness, permeability, and drying time, and safety factors, including skid resistance and pavement marking visibility. The results indicate the bio-seals did not compromise skid resistance and the reflectivity of the markings, eliminating the need for repainting stripes. Additionally, they successfully reduced pavement stiffness, making the asphalt more flexible and crack-resistant. Remarkably, with rapid setting times, under 30 min, these treatments minimize traffic disruption and do not require a blotter material. Overall, this research demonstrates the potential of bio-fog seals as a sustainable solution for extending pavement lifespan and lowering long-term maintenance costs. Full article

As eco-friendly complexes develop, interest in eco-friendly facilities is also growing. Particularly, rainwater harvesting facilities have demonstrated positive effects by reducing runoff to mitigate urban flooding and recycling water for landscaping and cleaning purposes. In this study, we analyzed the quality of stored rainwater, which has improved by excluding initial runoff, and examined the temperature reduction effects of road sprinkling and mist spraying. Road sprinkling decreased the temperature of asphalt and permeable pavements by approximately 15 °C, with permeable pavements maintaining the reduced temperature for a longer time. The indoor experiments with mist spraying showed a temperature reduction effect of 3.4 °C. The quality analysis of the rainwater harvesting facilities revealed that the water quality was suitable for irrigation and landscaping by excluding the initial runoff. This study confirms the effectiveness of rainwater utilization in mitigating urban heat islands and improving water circulation within cities. Full article

Conventional asphalt roads are noisy. Currently, there are two main types of mainstream noise-reducing pavements: pore acoustic absorption and damping noise reduction. However, a single noise reduction method has limited noise reduction capability, and porous noise-reducing pavements have a shorter service life. Therefore, this paper aimed to improve the noise-damping performance of porous asphalt mixture by adding rubber granules and extending its service life using electromagnetic induction heating self-healing technology. Porosity and permeability coefficient test, Cantabro test, immersion Marshall stability test, freeze–thaw splitting test, a low-temperature three-point bending experiment, and Hamburg wheel-tracking test were conducted to investigate the pavement performance and water permeability coefficients of the mixtures. A tire drop test and the standing-wave tube method were conducted to explore their noise reduction performance. Induction heating installation was carried out to study the heating rate and healing performance. The results indicated that the road performance of the porous asphalt mixture tends to reduce with an increasing dosage of rubber granules. The road performance is not up to the required standard when the dosage of rubber granules reaches 3%. The mixture’s performance of damping and noise tends to increase with the increase of rubber granule dosage. Asphalt mixtures with different rubber granule dosages have different noise absorption properties, and the mixture with 2% rubber granules has the best overall performance (a vibration attenuation coefficient of 7.752 and an average absorption factor of 0.457). The optimum healing temperature of the porous asphalt mixture containing rubber granules and steel wool fibers is 120 °C and the healing rate is 74.8% at a 2% rubber granule dosage. This paper provides valuable insights for improving the noise reduction performance and service life of porous asphalt pavements while meeting road performance standards. Full article

Permeable road pavements, due to their open-graded design, suffer from low structural strength, restricting their use in areas with light traffic volume and low bearing capacity. To expand application of permeable road pavements, accurate simulation of stress parameters used in pavement design is essential. A 3D finite element (3D FE) model was developed using ABAQUS/CAE 2021 to simulate pavement stress responses. Utilizing a 53 cm thick permeable road pavement and a 315/80 R22.5 wheel as prototypes, the model was calibrated and validated, with its accuracy confirmed through t-test statistical analysis. Simulations of wheel speeds at 11, 15, and 22 m/s revealed significant impact on pavement depths of 3 cm and 8 cm, while minimal effects were observed at depths of 13 cm and 33 cm. Notably, stress values at a depth of 3 cm with 15 m/s speed in the open-graded asphalt concrete (OGFC) surface layer exceeded those at the speed of 11 m/s, while at a depth of 8 cm in the porous asphalt concrete (PAC) base layer, an opposite performance was observed. This may be attributed to the higher elastic modulus of the OGFC surface layer, which results in different response trends to velocity changes. Overall, lower speeds increase stress responses and prolong action times for both layers, negatively affecting pavement performance. Increasing the moduli of layers is recommended for new permeable road pavements for low-speed traffic. Furthermore, considering the effects of heavy loads and changes in wheel speed, the recommended design depth for permeable road pavement is 30 cm. These conclusions provide a reference for the design of permeable road pavements to address climate change and improve performance. Full article

Permeable-pavement design methodologies can improve the hydrologic and therefore the environmental benefits of rural and urban roadway systems. By contrast, conventional impervious pavements perturb the hydrologic cycle, altering the relationship between the rainfall loading and runoff response. Impervious pavements create a hydraulically conductive interface for the transport of traffic-generated chemicals and particulate matter (PM), deleteriously impacting their proximate environments. Permeable-pavement systems are countermeasures to mitigate hydrologic, chemical, and PM impacts. However, permeable pavements are not always equally implementable due to costs, PM loadings, and design constraints. A potential solution to facilitate environmental benefits while meeting the traffic load capacity is the combination of two filtration systems placed at the pavement shoulders and/or pedestrian sidewalks: a bituminous-pavement open-graded friction course (BPFC) and an aggregate-filled infiltration trench. This solution is presented in this manuscript together with the methodological framework and the first results of the investigations into designing and validating such a combined system. The research was conducted at the laboratories of the Polytechnic University of Bari and the University of Florida, while an operational and full-scale physical model was constructed in Bari, Italy. The first results presented characterize the PM deposition on public roads based on granulometry (particle size distributions (PSDs) and particle number densities (PNDs)). Samples (n = 16) were collected and analyzed at eight different sites with different land uses, traffic, and pavements from different cities (Bari and Taranto, Italy). The PM analysis showed similar distributions (PSDs and PNDs), except for two samples. The gravimetric-based PSDs of the PM had granulometric distributions in the sand-size range. In contrast, the PNDs, modeled by a Power Law Model (PLM) (R² ≥ 0.92), illustrated an exponentially increasing number of particles in the fine silt and clay-size range, representing less than 10% of the PSD mass. Moreover, the results indicate that PM sourced from permeable-pavement systems has differing impacts on the pavement service life. Full article

Permeable pavement is a technology that allows rainwater to infiltrate into the pavement. Permeable pavements not only help reduce surface runoff by allowing rainwater to infiltrate into the pavement, but also improve water quality with the filter layer that removes particulate matter pollutants. This study evaluated the particulate matter removal efficiency of bottom ash–sand mixtures as filter layers for removing fine (≤10 μm) or ultrafine (≤2.5 μm) particulate matter in the laboratory. Five filter media were tested: silica sand, bottom ash, and bottom ash–sand mixtures with 30:70, 50:50, and 70:30 ratios. The mixed filters exhibited more consistent and stable particulate matter removal efficiency over time than either the uniform sand or bottom ash filter. The 50:50 bottom ash–sand mixture demonstrated removal rates of 58.05% for 1.8 μm particles, 93.92% for 10 μm particles, and 92.45% for 60 μm particles. These findings highlight the potential of bottom ash–sand mixtures as effective filter media for removing PM10 road dust, although field validation with actual pavement systems is necessary. Full article

This paper conducts an in-depth study and evaluation of pedestrian paths, with a particular focus on the anti-slip performance and walking comfort of wooden chip pedestrian walkways. Through controlled experiments, a comparative analysis was performed between wooden chip pedestrian walkways and ordinary paved brick walkways. The experimental results indicate that under dry conditions, the anti-slip performance of various road surfaces is good. However, in wet environments, the anti-slip performance of paved brick roads deteriorates significantly. In contrast, wooden chip pedestrian walkways, especially those mixed with asphalt and wood chips, exhibit excellent anti-slip properties and comfort. Additionally, the study reveals that the comfort of wooden chip pedestrian walkways is significantly better than that of paved brick walkways, and the comfort of asphalt materials is slightly better than emulsified asphalt. It is worth mentioning that fine wood chips provide less comfort than coarse wood chips. Although reducing the thickness can enhance comfort, considering the service life of the road, a thickness of 4–6 cm is most suitable. Finally, asphalt and wooden chip mixtures with coarse wood chips possess good water permeability, making them suitable for permeable drainage pavement designs, effectively reducing road surface water accumulation. Full article