Pavement Characteristics Research Articles

Enhancing the strength characteristics of rigid pavement by usingcattle bone ash and steel fiber as an additives

Generally the concrete consists of fine aggregates, cement, coarse aggregates and water. t had seen that construction cost of materials increases day by day, so we can use an alternative building material that is easily available, economical and improves the strength of concrete. Concrete slabs made of portland cement are used to make rigid pavements, which are placed directly on granular sub grade or on sub base made of granular material. Loads of the slabs are transmitted to the from slabs to the sub grade beneath. So, adequate design and necessarily its life, strength and durability is primary concern now-a–days. The issue focused is the failures of the rigid pavement resulting in deterioration of concrete as joint spalling, shrinkage cracking, corner breaks, durability cracking etc. Many attempts have been seen to maintain and repair the concrete from deterioration. By adding some additives in the concrete the strength, rigidity and ductility of the concrete increases. Cattle bone ash and steel fibers are such additives that are primary focused in this research paper in order to increase the strength of the concrete. CBA has been partially replaced by cement and steel fiber has also been added. The high portion of CaCO2 of CBA in its composition makes it an effective additive to increase the strength in concrete. Similarly, steel fiber can increase the ductility, post cracking, strength resistance to fatigue in the concrete. So, the research paper is focused to have a glimpse over the area of application to increase the strength characteristics of the concrete. This expansion will bring about progress of different properties like tensile strength, compressive strength, and flexural strength of the substantial testing. Thus, the eloquences in engineering potential and quality development of rigid pavement projects.

Viscoelasticity of Recycled Asphalt Mixtures with High Content Reclaimed SBS Modified Asphalt Pavement

For the concerns of investigating the viscoelastic properties of recycled asphalt mixtures incorporating high content reclaimed styrene-butadiene-styrene (SBS) modified asphalt pavement (RAP-SBS), asphalt mixture performance tester (AMPT) was applied to analyze the dynamic modulus and phase angle of recycled mixtures by the influence of RAP-SBS content, temperature, loading frequency, long-term aging (LOTA), and the incorporation of a rejuvenating agent. Master curves of recycled asphalt mixture regarding dynamic modulus and phase angle are developed, and the viscoelastic properties of recycled mixtures within a wide frequency range are characterized with the Christensen–Anderson–Marastean (CAM) model. Eventually, the one-way analysis of variance (ANOVA) was applied to investigate the role of factors on the viscoelasticity of recycled mixtures. The research indicates that (1) the elastic component of recycled mixtures elevates with the increasing of RAP-SBS content and loading frequency; as a result, the high-temperature stability of it enhances, while it is prone to cracking at low temperatures; (2) RAP-SBS content should be selected according to specific characteristics of pavement. For most cases, a content of 50% is recommended; (3) the recycled mixtures incorporating high-content RAP-SBS mixed with a rejuvenating agent has outstanding aging resistance performance; (4) RAP-SBS content is observed to have a significant influence on the viscoelasticity of recycled mixtures.

Effects of Pavement Characteristics on Rolling Resistance of Heavy Vehicles: A Literature Review

The effects of pavement characteristics on rolling resistance of heavy vehicles have gained more interest in recent years. Rolling resistance is the result of the combination of independent (but sometimes correlated) physical phenomena that dissipate energy, which can be regrouped under three different main themes. Road roughness (wavelengths between 0.5 and 50 m) causes movements in vehicle suspensions, which dissipate energy. Pavement macrotexture (wavelengths between 0.5 and 50 mm) creates additional viscoelastic deformations on tire treads. The viscoelastic behavior of the flexible pavement structure, which is referred to as structure-induced rolling resistance, is responsible for a perpetual upward slope perceived by heavy vehicle tires. Secondary aspects can also affect rolling resistance, such as road wetness and snow. This paper addresses each of these three main phenomena from three angles of analysis: (1) theoretical modeling, (2) laboratory experiments, and (3) in situ measurements. The literature on road roughness and structure-induced rolling resistance modeling is extensive compared to macrotexture-effect modeling, as the underlying physical mechanisms are still not well understood. There is, however, strong experimental evidence that the pavement macrotexture can significantly affect rolling resistance, but these studies are mostly related to cars. There are many in situ approaches, but the results are usually based on an indirect method and the different studies are difficult to compare and sometimes inconsistent. It appears that the bottleneck of scientific research on this topic is the fundamental inability to measure the rolling resistance of heavy vehicles with a direct in situ approach under real driving conditions.

Mechanical Properties of Polyurethane Mixture and Load Response Behaviour of Polyurethane Composite Pavement

Finite element numerical simulation calculation of pavement structure load response is widely applied; however, there is still a lack of research on the polyurethane (PU) mixture composite pavement load response. The mechanical characteristics of PU mixture composite pavement are not well understood, and there is a lack of research on typical pavement structures of PU mixtures, which limits their application in pavement structures. Therefore, herein, the mechanical properties of PU mixtures are analysed using the dynamic modulus test, uniaxial penetration test, and fatigue test. Further, the finite element theory calculation method is used to realize the load response calculation of orthogonal design composite pavement structure. The results show that PU mixtures exhibit more obvious elastic characteristics and have good shear resistance, fatigue stability, and temperature stability, and can be used as shear and anti-fatigue layers. The structure of '4 cm SMA-13 + 5 cm PUM-20 + 6 cm PUM-25 + semi-rigid base' is recommended for the PU mixture composite structure. In comparison to typical asphalt pavement, the analysis shows that except for shear stress, temperature has little effect on the load response of PU composite pavement structures, while high temperatures lead to a significant increase in the load response of typical asphalt pavement structures. The PU composite pavement can bear greater loads and has a reduced thickness of its surface layer by about 3 cm in comparison to conventional pavement. The results of this study provide theoretical support for the design of PU mixture pavement structures and promote the popularization and application of PU mixture pavement.

Evaluation of skid resistance of asphalt pavement covered with aeolian sand in desert areas

Particulate contaminants adhering to a desert road can significantly affect the contact characteristics of tires and pavements. The effects of sand quantity, temperature and wearing on the skid resistance were analyzed through the laboratory tests. Image analysis and generalized regression neural networks (GRNN) were used to obtain the macrostructure, followed by reconstructing a three-dimensional model and predicting the texture depth of asphalt pavements. Finally, decay prediction models of skid resistance were established. The results show that the 3D model reconstructed by digital images can clearly show the sand distribution on the road. Furthermore, the GRNN model was found to be reliable, with an average relative error of only 3.4%. Aeolian sand amount, temperature and wearing cycles all affect the skid resistance, while the sand has the greatest influence. The skid resistance model can predict the friction capacity well and it provides a reference for determining the maintenance time for asphalt pavements in desert areas.

Evaluation of moisture migration characteristics of permeable asphalt pavement: Field research

To analyse the moisture migration characteristics of permeable asphalt pavement (PAP) in engineering applications, a PAP sample with a length and width of 163 m and 12 m, respectively, was designed and paved. The pavement comprised PAC-13, PAC-20, ATPB-25, graded grade, and sandy soil subgrade from the top to the bottom. Moisture sensors were set at 4 cm, 10 cm, 28 cm, 46 cm, 61 cm, 76 cm, 101 cm, 126 cm, 176 cm, and 226 cm below the pavement surface to ascertain the volumetric water content during and after rainfall. This data were used to analyse the changes in the infiltration depth, infiltration rate, water level height, and water emptying time of the PAP under different rainfall conditions. The results show that the prediction model for the infiltration depth can be established using the water adhesion rate and rainfall. According to the moisture changes of the pavement layer after rainfall, the water migration process of the PAP can be divided into the drying stage, wetting stage, emptying stage, and recovery drying stage. The relationship between the average rainfall intensity and the average infiltration rate is a linear function. The water emptying time at the depth of 0–10 cm is less than 20 h, and the emptying time at a depth below 10 cm is less than 6 d.

Asphalt Pavement Residual Life Assessment Based on SmartRock Sensors

Real-time structural health monitoring (SHM) is important for the performance evaluation and maintenance management of asphalt pavement. This study applies SmartRock, a wireless embedded sensor widely used in track health monitoring, to the long-term SHM of asphalt pavement to achieve its residual life assessment. According to the structural characteristics of asphalt pavement, a novel processing method of SmartRock monitoring data is proposed. Firstly, An improved genetic algorithm for back-calculation of pavement dynamic modulus using SmartRock monitoring data is proposed. Then, the evaluated dynamic moduli are used to predict the residual rutting life and residual fatigue life of the pavement structure. Finally, the two types of residual life are combined to achieve the pavement residual life. This research uses the real-time monitoring data of a test road in Shandong Province, China, to carry out a case study to verify the proposed approach.

Reducing the Effects of Low Albedo of Asphalt Materials Incorporating Polyethylene Glycol (PEG) 1000, 2000 and 4000 as Phase Change Materials (PCM)

Albedo plays a vital role in urban microclimates. Civil engineering structures usually absorb a high amount of energy in form of heat, for example asphalt pavements, which have a low albedo, thus contributing to the Urban Heat Island (UHI) effects. Modifying the physical characteristics of asphalt pavements, including reflectance and thermal properties, can help mitigate UHI. The literature points out that one alternative to thermoregulating asphalt materials is the incorporation of phase change materials. Thus, the main goal of this research is to present a systematic review regarding the effectiveness of the incorporation of polyethylene glycol (PEG) 1000, 2000 and 4000 as Phase Change Material (PCM) in asphalt materials. The results showed that incorporating PEG into asphalt materials can regulate heat storage, promoting stability and reducing UHI effects. PEG2000 was more frequently used. PEGs can reduce between of 3.5 and 4.2ºC of the asphalt materials when compared to the conventional ones.

EFFECTIVENESS OF USE OF TRIPLE ORGANOMINERAL COMPLEXES IN ROAD CEMENT CONCRETE

Improving the performance characteristics of road and airfield pavements made of cement concrete largely depends from the chemical additives that are used. In addition to these additives, mineral additives are widely used in monolithic concrete for industrial and residential construction. These additives are called microfillers. In Ukraine, these additives are not used for transport concrete. This is probably due to the requirements for the composition and operating characteristics of road concrete. However, the positive experience of using mineral additives in monolithic concrete for road construction in different countries, as well as for industrial construction in our country, leads to the need to conduct appropriate research. The composition of concrete for road and airfield construction must necessarily include superplasticizers and air-entraining additives. The article examines the influence of mineral additives that can be included in road concrete along with chemical additives on the properties of road concrete. The results of the effectiveness of their use in this direction are presented.

Investigation on dynamic response and compaction degree characterization of multi-layer asphalt pavement under vibration rolling

<abstract> <p>Asphalt mixture is composed of asphalt binder with aggregates of different sizes and compacted under static or dynamic forces. In practical engineering, compaction is a critical step in asphalt pavement construction to determine the quality and service life of pavement. Since the dynamic response characteristics of asphalt pavement can reflect the compaction state of asphalt mixture in the process of compaction, the establishment of the relationship between dynamic response characteristics and compaction degree is definitely significant. In this paper, a series of vibration sensors were adopted to capture the dynamic response signal of the vibration drum and asphalt mixture in the process of vibrating compaction for different surface courses of pavement. Then, the change regulations of vibration acceleration of vibrating drum and asphalt mixture were analyzed, and the quantitative linear relationship was established between accelerations of vibrating drum and asphalt pavement compactness. Further, the concept of evaluation unit (i.e., within 2 meters along the driving direction of the roller) and prediction method of compaction degree were proposed as well. The results showed that under the same vibration compaction condition, the compaction degree values of the top, middle and bottom layers have obvious differences, which should be taken seriously into consideration in the compaction process. Meanwhile, there is little difference which respectively are 2.8, 1.3 and 0.82% for the top, middle and bottom layers between the compaction degrees obtained by the proposed method and measured test. Therefore, the average value of the acceleration peak value of vibration drum within the evaluation unit can be adopted as the characterization index of the compaction degree of asphalt pavement. The investigation of this study can provide the technical reference for compaction control of asphalt pavement to a large extent.</p> </abstract>

Analisis Perbandingan Karakteristik Perkerasan Jalan Raya AC-BC Menggunakan Abu Sekam Padi Sebagai Filler Alternatif

One of the factors for the advancement of the economy of a region is due to smooth transportation routes, because with smooth transportation routes the process of selling, buying and exchanging goods can be carried out. Highway pavement is an important factor in supporting the development of transportation infrastructure, asphalt concrete mixture on road pavement requires filler material as a modification to increase strength and fill empty cavities in the pavement constituent structure. Rice husk contains ± 90% -98% silica after undergoing complete combustion, which is expected from this study, this content can provide good benefits for the AC-BC pavement building material. The results of this study can draw the conclusion that the characteristics of the AC-BC pavement using rice husk ash for each variation do not pass the Cavity points in the mixture (VIM) and Cavity in mineral aggregate (VMA) which have been determined by the Highways Guidelines, while for other characteristics of the test specimens for each variation passed the specifications. Comparison of the characteristic values ??of each test object according to the very significant variation, the value of each characteristic increases with the increase in the amount of rice husk ash added.

A Network-Level Methodology for Evaluating the Hydraulic Quality Index of Road Pavement Surfaces

Traffic loads and environmental factors cause various forms of distress on road pavements (cracks, depressions, potholes, ruts, etc.). Depressions and ruts produce localized variations of longitudinal and cross slopes, which are very hazardous for drivers, especially during rain. In such conditions, these defects alter the surface water path, creating abnormal water accumulations and significant water film depths to induce aquaplaning risk. In current practice, in preliminary analysis phases and at the network scale, the control of road surfaces is carried out with expeditious techniques and with synthetic indicators, e.g., pavement condition index (PCI), through which a quality judgment related to the detected distresses on the pavement surface, is given. In truth, the detection of specific defects (ruts and depressions) should also include further analyses to evaluate the hydraulic efficiency of the carriageway related to their severity. Therefore, in this paper, a synthetic indicator called Hydraulic Condition Index (HCI) is proposed for evaluating the hydraulic quality of road pavement surfaces. This index is related to the hydrologic conditions of the site, the pavement characteristics, and the defects that can alter the flow of water on the carriageway, determining and increasing the risk of aquaplaning. The methodological framework is discussed by means of some numerical applications developed for different road typologies according to their functional classification. The final aim is to provide road agencies with another solution to evaluate road quality and ensure safer roads for users. The methodological framework for evaluating the HCI may be adopted by the road agencies for the network-scale priority ranking of road segments maintenance needs also involving safety traffic conditions.

Evaluating structural characteristics of asphalt pavements by using deflection slopes from traffic speed deflectometer

The Traffic Speed Deflectometer (TSD) overcomes the limitations of the Falling Weight Deflectometer (FWD) in terms of traffic interruption and testing inefficiency, making it an efficient tool for network-level pavement structural evaluation. The current research on TSD is inherited from FWD and mainly focuses on deflection itself. However, the raw measurement of TSD is the deflection slope, i.e., the first-order derivative of deflection. TSD deflection is calculated by curve fitting and integration, and the extensive use of deflection itself may accumulate the error caused by curve fitting. This study explores the potential use of TSD deflection slope in assessing the strength of pavement structures, estimating the location of the inflection point, and calculating the lag distance. The results show that both the TSD deflection and slope are effective in detecting weak asphalt layers and subgrades, but they are not sensitive to damage to the base layer. It is recommended that TSD slopes at 5″ and 60″ (in front of the load center) be used to indicate the strength of the asphalt layer and subgrade, respectively. The location of the inflection point is related to the asphalt thickness and subgrade modulus, and it can be approximated by the location of the maximum slope measurement. In addition, the lag distance can be calculated by determining the maximum deflection point or by determining the zero-slope point. Since the maximum deflection method accumulates errors in curve-fitting and is more sensitive to interpolation methods, the zero-slope method is recommended to calculate the lag distance.

Study of Noise Reduction and Sound Absorption Performance of Drainage Asphalt Pavement Based on Indoor Tire Accelerated Falling Method

In order to study the noise reduction and sound absorption performance of drainage asphalt pavement and porous asphalt concrete (PAC) and the difference of noise reduction and sound absorption effects of conventional AC pavement, single-layer and double-layer PAC pavements are compared and analyzed by improving the indoor noise test of tire accelerated falling method, and then the sound absorption coefficient of single-layer and double-layer PAC pavement is further tested using the standing wave tube method. Based on the standing wave interference principle of sound, the sound absorption characteristics of drainage asphalt pavement are described, the influence of void ratio on the sound absorption coefficient of PAC pavement is analyzed, and the data model between the void parameters and sound absorption coefficient is established. The results show that: (1) using the improved indoor tire accelerated falling method and using the sound level meter to measure the A-weighted sound pressure level and 1/3 octave frequency spectrum of noise under three distance conditions, the noise value of drainage asphalt pavement is 2 to 5 dB(A) lower than that of traditional AC pavement, and the noise reduction ability decreases with the increase of distance from the sound source and increases with the increase of void ratio. The sound absorption coefficient curve of drainage asphalt pavement is measured using the standing wave tube double transfer function method. The average sound absorption coefficient of PAC specimens decreases with the decrease of the void fraction. (2) The sound absorption coefficient curve of single-layer PAC pavement presents a “single peak type”. The sound absorption peak frequencies of a single layer 4 cm-thick PAC pavement and 10 cm-thick PAC pavement are around 1100 Hz and 800 Hz respectively. The corresponding frequencies of the sound absorption peaks of the two specimens are within the common frequency range of traffic noise, which is helpful to alleviate traffic noise. (3) Through CT scanning and three-dimensional reconstruction software, the void parameters of the PAC specimen are obtained, and the sound absorption coefficient prediction model is established. The sound absorption coefficient calculated by the model has a high correlation with the measured value of standing wave tube method, which verifies the accuracy of the sound absorption coefficient model in predicting the sound absorption characteristics of drainage asphalt pavement.

Experimental and Numerical Study on Response Characteristics of Airport Pavement Subjected to Wetting in Silt Subgrade

Silt is often selected as the filling soil in Northwest and North China. “Pot cover effect” or rainfall infiltration are easily to cause localized wetting during the service period of airport. The response characteristics of pavement derived from aircraft loading under wetting condition are the basis to explore the evolution law of pavement damage. To investigate this response characteristics for different parameters of pavement under wetting condition, a self-developed model test system was developed, and the verified numerical model was then established. The interaction mechanisms of pavement slabs, and the influence of wetting on mechanical response in loading area of pavement under different pavement parameters were analyzed. The results showed that the increased vertical deformation depends on water-holding capacity of silt, and the vertical deformation under loading is little affected by pavement parameters. The peak shear stress and the increased peak shear stress derived from wetting at the bottom of pavement layers are largely influenced by elastic modulus of base course. For cement concrete pavement, the increase in load transfer capacity of joints cannot decrease the increase of peak stress, including horizontal stress and shear stress, derived from wetting. The increase in load transfer capacity of joints can decrease the stress concentration in surface layer, while the elastic modulus of surface layer has little influence. For bituminous pavement, optimal parameters of base course can be obtained to decrease the peak stress and the increase of peak stress derived from wetting in subgrade. The research can provide technical basis for the structure design, optimization, and disease treatment of pavement in airport engineering.

Comprehensive assessment of the durability deterioration of asphalt pavement in salt environment: A literature review

With the increasingly extensive application of road engineering, it is inevitable to consider the durability of pavement in harsh environment. In the southeast coastal areas, northwest salt lakes and saline soil areas of China, harsh natural climate conditions and enhanced salt have a significant negative impact on the service life of asphalt pavements. In addition, the durability of asphalt pavement has suffered irreparable harm of the man-made salt environment. In this paper, five typical salt environment characteristics of asphalt pavement has been analyzed. The experimental conditions affecting the durability of asphalt concrete are determined. Then the durability deterioration mechanism of asphalt concrete is discussed under the coupling action of salt and multiple factors. Subsequently, the evaluation methods of asphalt concrete are categorized and summarized using scales for road performance and structure. Finally, according to the degree of salt erosion damage of asphalt concrete, a series of measures to alleviate salt erosion are proposed. The results show that the performance of asphalt concrete suffers significantly in salt environment, and the cohesion of asphalt and the adhesion of asphalt-aggregate interface are key factors in the durability of asphalt concrete. It has beneficial theoretical and practical significance for improving the durability of asphalt concrete under harsh natural environment.

An Exploration of Recent Intelligent Image Analysis Techniques for Visual Pavement Surface Condition Assessment.

Road pavement condition assessment is essential for maintenance, asset management, and budgeting for pavement infrastructure. Countries allocate a substantial annual budget to maintain and improve local, regional, and national highways. Pavement condition is assessed by measuring several pavement characteristics such as roughness, surface skid resistance, pavement strength, deflection, and visual surface distresses. Visual inspection identifies and quantifies surface distresses, and the condition is assessed using standard rating scales. This paper critically analyzes the research trends in the academic literature, professional practices and current commercial solutions for surface condition ratings by civil authorities. We observe that various surface condition rating systems exist, and each uses its own defined subset of pavement characteristics to evaluate pavement conditions. It is noted that automated visual sensing systems using intelligent algorithms can help reduce the cost and time required for assessing the condition of pavement infrastructure, especially for local and regional road networks. However, environmental factors, pavement types, and image collection devices are significant in this domain and lead to challenging variations. Commercial solutions for automatic pavement assessment with certain limitations exist. The topic is also a focus of academic research. More recently, academic research has pivoted toward deep learning, given that image data is now available in some form. However, research to automate pavement distress assessment often focuses on the regional pavement condition assessment standard that a country or state follows. We observe that the criteria a region adopts to make the evaluation depends on factors such as pavement construction type, type of road network in the area, flow and traffic, environmental conditions, and region's economic situation. We summarized a list of publicly available datasets for distress detection and pavement condition assessment. We listed approaches focusing on crack segmentation and methods concentrating on distress detection and identification using object detection and classification. We segregated the recent academic literature in terms of the camera's view and the dataset used, the year and country in which the work was published, the F1 score, and the architecture type. It is observed that the literature tends to focus more on distress identification ("presence/absence" detection) but less on distress quantification, which is essential for developing approaches for automated pavement rating.

Recycling technology of old cement concrete pavement in highways

Through the practice of a highway pavement overhaul project, the feasibility of the old concrete pavement recycling scheme in terms of technology, economy and sustainable development is analyzed. The dynamic characteristics of concrete pavement were tested. The results show that crushing the old concrete panels into recycled aggregates and then re-use them not only eliminates the negative impact on the ecological environment caused by the land occupation of waste aggregates and needs to be disposed of, but also promotes the recycling of engineering waste and reduces the project cost. The pavement paved with recycled cement concrete can basically achieve the same dynamic performance as the pavement paved with conventional concrete.

Performance zoning method of asphalt pavement in cold regions based on climate Indexes: A case study of Inner Mongolia, China

Asphalt pavements are environmentally sensitive, and their service performance is affected by the local climate. This study aims to classify asphalt pavements into specific regional zones based on their performance in the adverse environments of Inner Mongolia, which is located in Northeast China. Firstly, in view of the environmental exposure effects of premature failure of asphalt pavements in Inner Mongolia, such as temperature, precipitation, frozen soil and freeze–thaw, different performance zoning indexes of asphalt pavement layers and subgrade were proposed. Secondly, the proposed indexes were calculated based on the climate data of 36 meteorological stations in the past ten years, and spatially interpolated using the kriging interpolation method. The spatial distribution map of the zoning indexes was drawn based on the ArcGIS platform. Thirdly, the service performance of the asphalt pavement was calculated based on the performance prediction equations. The rationality of the proposed zoning indexes was verified by comparing the similarity of spatial distribution characteristics between the zoning indexes and pavement service performance. Finally, pavement performance zoning was studied using cluster analysis and layer overlay methods, and the established performance zoning was verified using historical pavement field performance detection data to better represent the performance distribution characteristics of asphalt pavements in Inner Mongolia. Consequently, different primary and secondary performance zones for asphalt pavement layers and subgrade were developed in Inner Mongolia. It was observed that different environmental factors have adverse effects on asphalt pavement layers and subgrade in different zones, and an appropriate pavement design scheme needs to be selected to adapt to the local environment of Inner Mongolia. The adverse effects on asphalt pavement layers and subgrade were observed as low-temperature frost heave, high-temperature permanent deformation, potholes formed by the combined action of high temperature and precipitation, and frost boiling caused by the combined action of temperature and precipitation. In summary, the zoning method proposed in this study can provide guidance for asphalt pavement design under the local climatic conditions of Inner Mongolia, and for the performance zoning of other regions with different climatic environments.

Permeability detection and distress evolution characteristics of semi-rigid base asphalt pavement by infrared thermal difference method

ABSTRACT Semi-rigid base asphalt pavement (SBAP) has been recognised as an economical and high load-carrying ability pavement and has been practised widely in China. One of its primary deficiencies is water distress. In this study, the permeability detection of SBAP was investigated by infrared thermal difference method (ITDM), in which the permeability and distress evolution characteristics were explored by detecting the temperature difference. The air voids, thermal difference and permeability of asphalt pavement specimens were designed to obtain influence of water volume change on pavement temperature. The field thermal difference tests were performed by special test carriage and pavement distress were measured to obtain permeability responses. The results indicate that during temperature difference increases from 2 ∘ C to 5.9 ∘ C, ITDM will reflect the air voids and permeability coefficient of asphalt pavement. The results also show it takes more than 3 days for the water in the saturated specimens with a permeability coefficient greater than 300 mL/min to evaporate, which is unfavourable to the pavement. Furthermore, the field ITDM experimental results are corresponded well with pavement distress. It is concluded that ITDM is an effective approach for asphalt pavement permeability detection.