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22 pages, 12147 KiB  
Technical Note
Effects of the Aggregate Shape and Petrography on the Durability of Stone Mastic Asphalt
by Alain Stony Bile Sondey, Vincent Aaron Maleriado, Helga Ros Fridgeirsdottir, Damian Serwin, Carl Christian Thodesen and Diego Maria Barbieri
Infrastructures 2025, 10(8), 198; https://doi.org/10.3390/infrastructures10080198 - 26 Jul 2025
Viewed by 320
Abstract
Compared to traditional dense asphalt concrete mixtures, stone mastic asphalt (SMA) generally offers superior performance in terms of its mechanical resistance and extended pavement lifespan. Focusing on the Norwegian scenario, this laboratory-based study investigated the durability of SMA considering the influence of the [...] Read more.
Compared to traditional dense asphalt concrete mixtures, stone mastic asphalt (SMA) generally offers superior performance in terms of its mechanical resistance and extended pavement lifespan. Focusing on the Norwegian scenario, this laboratory-based study investigated the durability of SMA considering the influence of the aggregate shape and petrography. The rock aggregates were classified according to three different-shaped refinement stages involving vertical shaft impact crushing. Further, the aggregates were sourced from three distinct locations (Jelsa, Tau and Dirdal) characterized by different petrographic origins: granodiorite, quartz diorite and granite, respectively. Two mixtures with maximum aggregate sizes of 16 mm (SMA 16) and 11 mm (SMA 11) were designed according to Norwegian standards and investigated in terms of their durability performance. In this regard, two main functional tests were performed for the asphalt mixture, namely resistance against permanent deformation and abrasion by studded tyres, and one for the asphalt mortar, namely water sensitivity. Overall, the best test results were related to the aggregates sourced from Jelsa and Tau, thus highlighting that the geological origin exerts a major impact on SMA’s durability performance. On the other hand, the different aggregate shapes related to the crushing refinement treatments seem to play an effective but secondary role. Full article
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16 pages, 2504 KiB  
Article
Thermal Field and High-Temperature Performance of Epoxy Resin System Steel Bridge Deck Pavement
by Rui Mao, Xingyu Gu, Jiwang Jiang, Zhu Zhang and Kaiwen Lei
Materials 2025, 18(13), 3109; https://doi.org/10.3390/ma18133109 - 1 Jul 2025
Viewed by 333
Abstract
Epoxy Resin System (ERS) steel bridge pavement, which comprises a resin asphalt (RA) base layer and a modified asphalt wearing course, offers cost efficiency and rapid installation. However, the combined effects of traffic loads and environmental conditions pose significant challenges, requiring greater high-temperature [...] Read more.
Epoxy Resin System (ERS) steel bridge pavement, which comprises a resin asphalt (RA) base layer and a modified asphalt wearing course, offers cost efficiency and rapid installation. However, the combined effects of traffic loads and environmental conditions pose significant challenges, requiring greater high-temperature stability than conventional pavements. The thermal sensitivity of resin materials and the use of conventional asphalt mixtures may weaken deformation resistance under elevated temperature conditions. This study investigates the thermal field distribution and high-temperature performance of ERS pavements under extreme conditions and explores temperature reduction strategies. A three-dimensional thermal field model developed using finite element analysis software analyzes interactions between the steel box girder and pavement layers. Based on simulation results, wheel tracking and dynamic creep tests confirm the superior performance of the RA05 mixture, with dynamic stability reaching 23,318 cycles/mm at 70 °C and a 2.1-fold improvement in rutting resistance in Stone Mastic Asphalt (SMA)-13 + RA05 composites. Model-driven optimization identifies that enhancing internal airflow within the steel box girder is possible without compromising its structural integrity. The cooling effect is particularly significant when the internal airflow aligns with ambient wind speeds (open-girder configuration). Surface peak temperatures can be reduced by up to 20 °C and high-temperature durations can be shortened by 3–7 h. Full article
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23 pages, 4024 KiB  
Article
Influence of Coal Bottom Ash as Fine Aggregate Replacement on the Mechanical Properties of Stone Mastic Asphalt
by Syakirah Afiza Mohammed, Suhana Koting, Ali Mohammed Babalghaith, Mohd Hafizan Md. Isa and Faridah Hanim Khairuddin
Appl. Sci. 2025, 15(12), 6826; https://doi.org/10.3390/app15126826 - 17 Jun 2025
Viewed by 491
Abstract
Coal bottom ash (CBA) is a waste produced by burning coal that presents possible hazards to human well-being and the environment. Rapid economic expansion has increased the utilisation of CBA, resulting in a crisis concerning the disposal of this waste. By employing waste [...] Read more.
Coal bottom ash (CBA) is a waste produced by burning coal that presents possible hazards to human well-being and the environment. Rapid economic expansion has increased the utilisation of CBA, resulting in a crisis concerning the disposal of this waste. By employing waste as a replacement for natural materials, it is possible to achieve sustainable and environmentally friendly construction. This study assesses the effects of utilising CBA waste as a replacement for fine aggregate in stone mastic asphalt (SMA) pavement. Seven asphalt mixture proportions were designed, each of which employed a different percentage of CBA (0%, 10%, 20%, 30%, 50%, 70%, and 100%) as a fine aggregate replacement. The performance tests conducted in this research were the Cantabro durability test, resilient modulus test, dynamic creep test, and moisture susceptibility test. The findings showed an improvement in the durability and resistance to permanent deformation of the SMA mixtures with 30% and 50% CBA replacement, respectively. However, further increases in the CBA content caused a decrease in the durability and resistance to permanent deformation. Meanwhile, the stiffness and tensile strength ratio (TSR) value decrease with the use of CBA replacement at any percentage. However, the TSR value of the SMA mixtures with 50% or less CBA replacement was more than 80%, which meets the minimum requirement set by JKR. In conclusion, incorporating CBA into SMA mixture has a positive effect on certain mechanical properties, particularly its durability and resistance to permanent deformation at optimal replacement levels, highlighting its potential to be used as a sustainable material in asphalt pavement construction. Full article
(This article belongs to the Special Issue Sustainable Materials for Asphalt Pavements)
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14 pages, 1907 KiB  
Article
Performance Evaluation of Stone Mastic Asphalt Involving Coarse Steel Slag and Fine RAP
by Yan Wu, Weidong Cao, Chao Xu, Fanshuo Meng, Guangyong Wang and Shutang Liu
Materials 2025, 18(11), 2598; https://doi.org/10.3390/ma18112598 - 2 Jun 2025
Viewed by 555
Abstract
Stone mastic asphalt (SMA) is the most widely adopted asphalt mixture on highway pavement in China. However, the cost of SMA is rising continually due to the increasing shortage of high-quality basalt aggregate. On the other hand, China’s steel slag and reclaimed asphalt [...] Read more.
Stone mastic asphalt (SMA) is the most widely adopted asphalt mixture on highway pavement in China. However, the cost of SMA is rising continually due to the increasing shortage of high-quality basalt aggregate. On the other hand, China’s steel slag and reclaimed asphalt pavement (RAP) stock is abundant, and steel slag has excellent strength and wear-resistant performance, which can fully or partially replace part of the basalt aggregate. The content of asphalt may be increased due to the porosity of the steel slag. If fine RAP rich in asphalt is also used for SMA, it can partially fill the voids of steel slag and reduce the amount of new asphalt and fine aggregate. For this objective, SMA 13 was designed with two particle sizes of coarse steel slag aggregate (5–10 mm, 10–15 mm) and one fine RAP (0–5 mm), named SR-SMA. The fundamental pavement performance of SR-SMA was evaluated through a wheel-tracking test, low-temperature beam bending test, freeze–thaw indirect tensile test, and four-point bending fatigue test. For comparison, the mix design and performance tests of two SMAs involving coarse steel slag and fine basalt aggregate (named SB-SMA), and coarse and fine basalt aggregates (named B-SMA), respectively, were conducted. The results indicated that SR-SMA (dynamic stability of 4865 passes/mm) shows the best rutting resistance, followed by SB-SMA (dynamic stability of 4312 passes/mm), and B-SMA (dynamic stability of 4135 passes/mm) comes in last. Additionally, the dynamic stability values of three SMAs have significant differences. SR-SMA has better low-temperature cracking resistance with a failure strain of 3150 με, between SB-SMA and B-SMA (failure strain values are 4436, 2608 με). Compared to B-SMA and SB-SMA, the moisture stability of SR-SMA is relatively poor but meets Chinese specification. While the fatigue resistance of SR-SMA is the worst among three SMAs, their differences are insignificant. Furthermore, SR-SMA reduces material cost by approximately 35% per ton compared to conventional B-SMA. Overall, SR-SMA is cost-effective and can be used as an alternative material to traditional B-SMA. Full article
(This article belongs to the Section Construction and Building Materials)
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21 pages, 5864 KiB  
Article
Study on Abrasion Resistance of Granite Manufactured Sand Concrete Based on Indoor Abrasion Tester
by Zhitang Li, Yuankuo Wang, Xiaolong Yang, Junlin Liang, Yuanfeng Chen and Minqiang Pan
Coatings 2025, 15(6), 659; https://doi.org/10.3390/coatings15060659 - 30 May 2025
Viewed by 455
Abstract
The long-term wear resistance of granite manufactured sand (HGY) concrete has not been sufficiently investigated. This deficiency makes it difficult to accurately predict and evaluate the service life and durability of such concrete pavements in practical engineering applications. Consequently, this study employed a [...] Read more.
The long-term wear resistance of granite manufactured sand (HGY) concrete has not been sufficiently investigated. This deficiency makes it difficult to accurately predict and evaluate the service life and durability of such concrete pavements in practical engineering applications. Consequently, this study employed a self-developed indoor abrasion test device and combined it with scanning electron microscope (SEM) and X-ray diffraction (XRD) technologies. From the two dimensions of macroscopic performance and microscopic structure, the mechanisms’ influence of the effective sand ratio, stone powder content, and fine aggregate lithology on the wear resistance of HGY concrete were systematically investigated. The optimal content of the effective sand and stone powder content were determined, and the long-term evolution law of the wear resistance of HGY concrete was revealed. The results demonstrate that increasing the effective sand content will reduce the mass loss of concrete. When the stone powder content is 9%, the wear resistance of the concrete is optimal. The order of mass loss of different fine aggregate lithologies is river sand (HS) > limestone mechanism sand (SHY) > HGY, and the wear resistance of HGY is better than that of other fine aggregates. Increasing the effective sand content can enhance the bonding strength between the aggregate and the cement matrix and reduce the porosity, which is conducive to improving the wear resistance of the concrete. Under a relatively small stone powder content, as the amount of stone powder added increases, the pore structure becomes tighter, and the wear resistance of the concrete becomes better. Compared to HS, the manufactured sand (MS) containing stone powder can optimize the pore structure and hydration products of concrete, improve the pore structure of concrete, and improve the wear resistance. Full article
(This article belongs to the Special Issue Synthesis and Application of Functional Polymer Coatings)
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12 pages, 2269 KiB  
Article
Investigation of Rutting and Aging Performance of Gap-Graded Rubberized Asphalt Mixtures
by Marek Pszczola and Bohdan Dolzycki
Materials 2025, 18(10), 2263; https://doi.org/10.3390/ma18102263 - 13 May 2025
Viewed by 445
Abstract
Gap-graded asphalt mixtures like stone mastic asphalt (SMA), porous asphalt (PA), and asphalt mixtures for very thin layers (fr. Béton Bitumineuse Très Mince—BBTM) are usually made with the use of SBS (styrene-butadiene-styrene) polymer-modified bitumen. This is a binder that allows one to achieve [...] Read more.
Gap-graded asphalt mixtures like stone mastic asphalt (SMA), porous asphalt (PA), and asphalt mixtures for very thin layers (fr. Béton Bitumineuse Très Mince—BBTM) are usually made with the use of SBS (styrene-butadiene-styrene) polymer-modified bitumen. This is a binder that allows one to achieve the required parameters, but at the same time, its use increases the costs of making pavement layers. An alternative to polymer-modified bitumen (SBS) is rubber-modified bitumen. The research presented in this publication includes an assessment of the resistance to permanent deformation and susceptibility to aging of SMA and porous asphalt (PA) mixtures containing both SBS polymer-modified bitumen and rubber-modified bitumen, where the modification process was carried out directly in the refinery. The laboratory tests of resistance to deformation were assessed based on the rutting test and on the assessment of the dynamic modulus (SPT). The changes in the tested asphalt mixtures after aging in laboratory conditions were assessed based on the changes in the stiffness modulus (IT-CY) and the changes in the indirect tensile strength (ITS) after the short-term and long-term aging processes. The presented research results clearly show that the use of rubber-modified bitumen produced in industrial conditions (i.e., in a refinery) allows one to obtain gap-graded mixtures that are as resistant to permanent deformation as mixtures containing SBS polymer-modified bitumen. Similar conclusions resulted from the study of susceptibility to aging. Changes after aging for both types of asphalt mixtures were at a similar level. The presented results clearly indicate that, in the case of gap-graded mixtures such as SMA- and PA-type mixtures, they meet the rutting and aging expectations when either expensive modified bitumen or a cheaper, more environmentally friendly alternative (rubber-modified bitumen) is used. Full article
(This article belongs to the Special Issue Innovative Approaches in Asphalt Binder Modification and Performance)
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21 pages, 6988 KiB  
Article
Research on Anti-Slip and Wear Resistance of Concrete Pavement After Optimization of Stone-Planting Process
by Jianbo Yuan, Zezhong Feng and Pei Cui
Materials 2025, 18(10), 2210; https://doi.org/10.3390/ma18102210 - 10 May 2025
Viewed by 348
Abstract
This research was conducted to improve the slip and abrasion resistance of concrete pavements by introducing the stone-planting process into concrete pavements. The anti-slip and abrasion resistance of stone-planted concrete pavements was investigated by studying the type of stone, particle size, stone spreading [...] Read more.
This research was conducted to improve the slip and abrasion resistance of concrete pavements by introducing the stone-planting process into concrete pavements. The anti-slip and abrasion resistance of stone-planted concrete pavements was investigated by studying the type of stone, particle size, stone spreading rate, stone indentation depth, and concrete surface treatment process parameters in the stone-planting process. The slip resistance of stone-planted concrete pavements was investigated using a pendulum tribometer and hand laying sand test. The fort Kentucky fretting abrasion test was used to study the abrasion resistance of stone-planted concrete pavement. The resulting surface had the following characteristics: the stone material was dolerite, the stone granularity was 13.2 mm, the stone spreading rate was 40%, the indentation depth was 0.8, and the surface of the stone-planted concrete pavement had better anti-slip and abrasion resistance. Therefore, the stone-planting process can effectively improve the anti-slip and wear-resistant performance of concrete pavement, improve the service life of pavement, and provide a scientific basis for research into long-lasting surface pavement. Full article
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21 pages, 39789 KiB  
Article
An Interpretable Method for Asphalt Pavement Skid Resistance Performance Evaluation Under Sand-Accumulated Conditions Based on Multi-Scale Fractals
by Yuhan Weng, Zhaoyun Sun, Huiying Liu and Yingbin Gu
Sensors 2025, 25(10), 2986; https://doi.org/10.3390/s25102986 - 9 May 2025
Viewed by 472
Abstract
The skid resistance of asphalt pavement is vital for traffic safety and reducing accidents. Existing research using only wavelet transforms or fractal theory to study the pavement surface texture-skid resistance relationship has limitations. This paper integrates a wavelet transform and fractal theory to [...] Read more.
The skid resistance of asphalt pavement is vital for traffic safety and reducing accidents. Existing research using only wavelet transforms or fractal theory to study the pavement surface texture-skid resistance relationship has limitations. This paper integrates a wavelet transform and fractal theory to extract the multi-scale fractal features of pavement texture. It proposes an interpretable machine learning model for skid resistance assessments of sand-accumulated pavements. The three-dimensional (3D) texture of asphalt pavements is decomposed at multiple scales, and fractal and multifractal features are extracted to build a dataset. The performance of mainstream machine learning models is compared, and the eXtreme Gradient Boosting (XGBoost) model is optimized using the Covariance Matrix Adaptation Evolution Strategy (CMA-ES) algorithm. The SHapley Additive exPlanations (SHAP) method is used to analyze the optimal model’s interpretability. The results show that asphalt concrete with a maximum nominal particle size of 13 mm (AC-13) has the most concentrated fractal dimension, followed by open-graded friction course with a maximum nominal particle size of 9.5 mm (OGFC-10), with stone matrix asphalt with a maximum nominal particle size of 16 mm (SMA-16) being the most dispersed. The singular intensity difference of the multifractal (Δα) changes oppositely to the fractal dimension (D), and the fractal dimension difference of the multifractal (Δf) decreases with the number of wavelet decomposition layers. The CMA-ES-XGBoost model improves R2 by 27.1%, 9%, and 3.4% over Linear Regression, Light Gradient Boosting Machine (LightGBM), and XGBoost, respectively. The 0.4–0.8 mm range fractal dimension most significantly impacts the model output, with complex interactions between features at different scales. Full article
(This article belongs to the Section Fault Diagnosis & Sensors)
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11 pages, 6910 KiB  
Article
Industrial-Scale Brownmillerite Formation in Oxygen-Blown Basic Oxygen Furnace Slag: A Novel Stabilization Approach for Sustainable Utilization
by Yao-Hung Tseng, Yu-Hsien Kuo and Meng-Hsun Tsai
Materials 2025, 18(10), 2182; https://doi.org/10.3390/ma18102182 - 9 May 2025
Viewed by 513
Abstract
This study introduces an innovative process for stabilizing BOF slag by blowing oxygen into molten slag, addressing challenges associated with conventional methods that require silica injection. Molten BOF slag from a steelmaking workshop at China Steel Corporation is directly modified at the slag [...] Read more.
This study introduces an innovative process for stabilizing BOF slag by blowing oxygen into molten slag, addressing challenges associated with conventional methods that require silica injection. Molten BOF slag from a steelmaking workshop at China Steel Corporation is directly modified at the slag modification station, where chemical compositions and crystalline phases are analyzed under varying oxygen injection amounts. In 70 industrial trials (20–25 tons per trial) with the basicity of the BOF slag ranging from 2.2 to 4.5, the reduction in the slag expansion rate increases proportionally with oxygen-blowing amounts. Oxygen blowing facilitates the oxidation of FeO to Fe2O3, which reacts with f-CaO to form volumetrically stable C2AF (brownmillerite, Ca2AlxFe2−xO5), as confirmed by XRD and SEM-EDX analyses. The treated BOF slag exhibits excellent volumetric stability (expansion < 0.5%), lower pH (10.6–10.8) in comparison to original BOF slag, and compliance with Taiwan’s EPA-leaching regulations. This stabilized slag demonstrates potential for engineering applications, such as pavement bricks, concrete products, and high-value engineered stones. Additionally, the high brownmillerite content highlights its promise for low-carbon cement applications, offering a scalable and cost-effective solution for BOF slag utilization in the steel industry. Full article
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16 pages, 4717 KiB  
Article
Laboratory Investigation of Packing Characteristics and Mechanical Performance of Aggregate Blend
by Weixiao Yu, Yun Li, Zhipeng Liang, Jiaxi Wu, Sudi Wang and Yinghao Miao
Materials 2025, 18(9), 1953; https://doi.org/10.3390/ma18091953 - 25 Apr 2025
Viewed by 311
Abstract
Aggregates are the main material forming the skeleton structure of asphalt mixtures and are of great importance to resist external load for asphalt pavement. This study analyzed the packing characteristics and mechanical performance of aggregate blend to provide a reference for improving the [...] Read more.
Aggregates are the main material forming the skeleton structure of asphalt mixtures and are of great importance to resist external load for asphalt pavement. This study analyzed the packing characteristics and mechanical performance of aggregate blend to provide a reference for improving the bearing capacity of asphalt mixtures. The single-size, two-size, and multi-size aggregate blends were chosen to conduct the laboratory packing and California bearing ratio (CBR) tests. Six particle sizes were selected to design the single-size aggregate blends. Six size combinations were included and various mass ratios were considered for each size combination in the two-size aggregate blends. The multi-size aggregate blends were designed through the gradually filling method according to stone matrix asphalt with a nominal maximum particle size (NMPS) of 16 mm (SMA16) and dense asphalt concrete with an NMPS of 26.5 mm (AC25). The packing characteristics of the blends were quantified by the air voids and the percentage of contribution to the packing volume (PCPV). The mechanical performance of the blends was analyzed by the CBR value. The relationship between packing characteristics and mechanical performance was explored by data fitting. The results showed that the particle size and the size ratio have an effect on the packing characteristics and mechanical performance of aggregate blend. The smaller the particle size, the larger the air void of the blend. The blends composed of larger particles have better load bearing capacity than those composed of smaller particles. The larger the particle size ratio, the greater the air void of the blend and the weaker the load bearing capacity. The particles smaller than 1.18 mm and those smaller than 0.3 mm in AC25 mainly play a role in filling the voids and have little contribution to the load bearing. There is a certain correlation between the packing characteristics and mechanical performance of aggregate blend. Full article
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17 pages, 3569 KiB  
Article
Incorporating Recycled Textile Fibers into Stone Mastic Asphalt
by Carlos Alonso-Troyano, David Llopis-Castelló and Blanca Olaso-Cerveró
Buildings 2025, 15(8), 1310; https://doi.org/10.3390/buildings15081310 - 16 Apr 2025
Cited by 2 | Viewed by 593
Abstract
The increasing environmental impact of industrial waste, particularly from the textile sector, has driven efforts to integrate alternative materials into road construction. This study explores the feasibility of incorporating recycled cotton textile fibers into Stone Mastic Asphalt (SMA) mixtures to enhance their mechanical [...] Read more.
The increasing environmental impact of industrial waste, particularly from the textile sector, has driven efforts to integrate alternative materials into road construction. This study explores the feasibility of incorporating recycled cotton textile fibers into Stone Mastic Asphalt (SMA) mixtures to enhance their mechanical performance and sustainability. The bituminous mixture SMA 11 surf 35/50 was designed with 0.3% textile fibers, a dosage optimized to prevent binder drainage while maintaining adequate structural properties. Laboratory tests were conducted to evaluate bulk and maximum density, air void content, water sensitivity, and resistance to permanent deformation. The results demonstrated that the inclusion of 0.3% textile fibers significantly reduced binder drainage, improved moisture resistance with an ITSR of 96.30%, and enhanced stability under traffic loads. Although the WTSAIR value of 0.12 mm/1000 cycles did not fully comply with PG-3 requirements for T2 traffic, slight adjustments in binder content or composition could optimize performance. Beyond technical benefits, this study highlights the environmental and economic advantages of repurposing locally generated textile waste, reducing landfill accumulation, and fostering synergies between industries. Future research should focus on optimizing bitumen content, conducting fatigue and aging tests, and validating field performance under real traffic and environmental conditions to ensure long-term durability and compliance with road specifications. Full article
(This article belongs to the Special Issue Advances in Road Pavements)
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22 pages, 2758 KiB  
Article
Pedestrian Perceptions of Sidewalk Paving Attributes: Insights from a Pilot Study in Braga
by Fernando Fonseca, Alexandra Rodrigues and Hugo Silva
Infrastructures 2025, 10(4), 79; https://doi.org/10.3390/infrastructures10040079 - 30 Mar 2025
Cited by 2 | Viewed by 1128
Abstract
The influence of sidewalk paving materials on pedestrian safety and comfort remains an underexplored topic within the walkability literature. This pilot study aims to address this gap by evaluating the role of five surface-related attributes—roughness, friction, texture, heat retention, and maintenance—through a qualitative [...] Read more.
The influence of sidewalk paving materials on pedestrian safety and comfort remains an underexplored topic within the walkability literature. This pilot study aims to address this gap by evaluating the role of five surface-related attributes—roughness, friction, texture, heat retention, and maintenance—through a qualitative approach complemented by a simplified quantitative evaluation. The study was conducted along a pedestrian route in Braga, Portugal, where pedestrian perceptions were collected via a questionnaire and compared with objective measurements obtained at seven testing points with different paving materials. The results indicate a strong preference for concrete and mortar pavements due to their slip-resistant surfaces, smoothness, and overall regularity. Quantitative tests confirmed that these materials exhibited the highest slip resistance and surface regularity, reinforcing the general alignment between pedestrian perceptions and measured performance. Participants rated paving attributes higher than others, such as sidewalk width or obstacle-free paths. Notable demographic differences also emerged: women rated sidewalk attributes more highly than men, seniors preferred traditional stone pavements more, and adults favored concrete. These findings highlight the importance of integrating surface-related sidewalk attributes into walkability assessments and urban design strategies to promote safer, more comfortable, and more inclusive pedestrian environments. Full article
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18 pages, 26143 KiB  
Article
A Non-Contact Method for Detecting and Evaluating the Non-Motor Use of Sidewalks Based on Three-Dimensional Pavement Morphology Analysis
by Shengchuan Jiang, Hui Wang, Wenruo Fan, Min Chi, Xun Zhang and Jinlong Ma
Sensors 2025, 25(6), 1721; https://doi.org/10.3390/s25061721 - 10 Mar 2025
Cited by 2 | Viewed by 1520
Abstract
This study proposes a non-contact framework for evaluating the skid resistance of shared roadside pavements to improve cyclist and pedestrian safety. By integrating a friction tester and a laser scanner, we synchronize high-resolution three-dimensional (3D) surface texture characterization with friction coefficient measurements under [...] Read more.
This study proposes a non-contact framework for evaluating the skid resistance of shared roadside pavements to improve cyclist and pedestrian safety. By integrating a friction tester and a laser scanner, we synchronize high-resolution three-dimensional (3D) surface texture characterization with friction coefficient measurements under dry and wet conditions. Key metrics—including fractal dimension (FD), macro/micro-texture depth density (HLTX and WLTX), mean texture depth (MTD), and joint dimensions—were derived from 3D laser scans. A hierarchical regression analysis was employed to prioritize the influence of texture and joint parameters on skid resistance across environmental conditions. Combined with material types (brick, tile, and stone) and drainage performance, these metrics are systematically analyzed to quantify their correlations with skid resistance. Results indicate that raised macro-textures and high FD (>2.5) significantly enhance dry-condition skid resistance, whereas recessed textures degrade performance. The hierarchical model further reveals that FD and MTD dominate dry friction (β = 0.61 and −0.53, respectively), while micro-texture density (WLTX) and seam depth are critical predictors of wet skid resistance (β = −0.76 and 0.31). In wet environments, skid resistance is dominated by micro-texture density (WLTX < 3500) and macro-texture-driven water displacement, with higher WLTX values indicating denser micro-textures that impede drainage. The study validates that non-contact laser scanning enables efficient mapping of critical texture data (e.g., pore connectivity, joint depth ≥0.25 mm) and friction properties, supporting rapid large-scale pavement assessments. These findings establish a data-driven linkage between measurable surface indicators (texture, morphometry, drainage) and skid resistance, offering a practical foundation for proactive sidewalk safety management, especially in high-risk areas. Future work should focus on refining predictive models through multi-sensor fusion and standardized design guidelines. Full article
(This article belongs to the Section Environmental Sensing)
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24 pages, 9596 KiB  
Article
Life Cycle Cost Analysis and Deterioration Patterns of Limestone Paving
by Irena (Rina) Wasserman and Igal M. Shohet
Appl. Sci. 2024, 14(22), 10415; https://doi.org/10.3390/app142210415 - 12 Nov 2024
Viewed by 1624
Abstract
Stone is a durable and high-performance paving material in standard and in intensive service regimes. Stone is thus a preferable material for sidewalk and promenade paving under intensive service regimes, such as touristic promenades and historic sites. Recent studies on the weathering and [...] Read more.
Stone is a durable and high-performance paving material in standard and in intensive service regimes. Stone is thus a preferable material for sidewalk and promenade paving under intensive service regimes, such as touristic promenades and historic sites. Recent studies on the weathering and degradation of stones in buildings have revealed differing analytical approaches among geologists, geo-engineers, and civil engineers. The present research aims to develop a structured analytical–empirical methodology for the assessment of stone pedestrian pavements’ life cycle and life cycle costs. This study presents an integrated methodology that combines diagnostic field surveys, core laboratory tests, and the characterization of deterioration patterns. This approach allows for evaluating how faulty construction methods impact the durability and degradation of natural stone pedestrian pavements. It also assesses their effect on the pavement’s life cycle and associated costs. The diagnostic field survey concentrates on specific construction details, including: (a) Cracks in the paving stones. (b) Peeling of stone layers. (c) Subsidence and cracking at the paving edges. (d) Cracking of filler materials in joints between stone slabs. The laboratory tests focus on five core physical properties for the stone deterioration: (1) apparent density, (2) Water absorption, (3) Compressive strength, (4) Flexural strength, and (5) Abrasion resistance. This study proposes linear and exponential patterns for deterioration. A case study carried out on a Capernaum promenade revealed excessive deterioration patterns caused by the poor core properties of the paving stone and defective construction. The consequences of excessive deterioration on life cycle costs result in additional expenses of 73%, indicating a reduction in the life cycle. The novelty of this research lies in developing and delivering an integrated methodology that enables the assessment of how defective construction methods impact the durability, deterioration, life cycle, and life cycle costs of natural stone pedestrian pavements. Full article
(This article belongs to the Section Civil Engineering)
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25 pages, 12433 KiB  
Article
Mechanical Performance and Life Cycle Assessment of Soil Stabilization Solutions for Unpaved Roads from Northeast Brazil
by Luiz Heleno Albuquerque Filho, Michéle Dal Toé Casagrande, Mario Sergio de Souza Almeida, Weiner Gustavo Silva Costa and Paulo Ricardo Lemos de Santana
Sustainability 2024, 16(22), 9850; https://doi.org/10.3390/su16229850 - 12 Nov 2024
Cited by 4 | Viewed by 1572
Abstract
This article presents the results of laboratory tests conducted to identify the granulometric stabilization and chemical improvement techniques used in an experimental segment of the unpaved BR-030 highway in the Maraú Peninsula, Bahia. The segment was designed to evaluate the performance of primary [...] Read more.
This article presents the results of laboratory tests conducted to identify the granulometric stabilization and chemical improvement techniques used in an experimental segment of the unpaved BR-030 highway in the Maraú Peninsula, Bahia. The segment was designed to evaluate the performance of primary coating sections stabilized with sand, clayey gravel, reclaimed asphalt pavement (RAP), and simple graded crushed stone (GCS), as well as chemically improved with Portland cement and hydrated lime. The laboratory campaign focused on mechanical resistance, resilient modulus, and permanent deformation tests. In this research, chemical improvement with the addition of 2% Portland cement presented the most promising results for potential application in the section of the BR-030 highway intended to remain unpaved. Additionally, a life cycle assessment (LCA) revealed that mechanical stabilization of the primary coating has the lowest environmental impacts, making it a suitable and sustainable option among stabilization methods. Full article
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