Ordinary Roads Research Articles

Multi-objective optimization of distributed green infrastructure for effective stormwater management in space-constrained highly urbanized areas

Green infrastructure (GI) is essential for stormwater management, but its implementation in highly urbanized areas is challenging due to the limited space available for GI retrofitting. There is a lack of comprehensive evaluations that assess the spatial adaptability, functionality, and cost-benefit of various GI measures, and optimize their placement to achieve the maximum reduction rate of total runoff (RTR) and reduction rate of pollution load (RPL) while minimizing life cycle cost (LCC) in space-constrained highly urbanized areas (SCHUA). To address this issue, a novel concept of infiltration, retention, and storage integrated GI (IRS-GI) for SCHUA was proposed, and a framework coupling the Storm Water Management Model (SWMM) with multi-objective optimization algorithms was developed to determine the optimal IRS-GI layout, focusing on the objectives of RTR, RPL, and LCC. The impacts of different GI type, size, and location, rainfall return periods, and algorithms (NSGA-II and NSGA-III) were then examined. The results showed that IRS-GI could achieve satisfactory RTR and RPL results while single-type GI may struggle to meet requirements. Optimization outcomes were significantly influenced by rainfall return periods, with cost-benefit decreasing as return periods increasing. Besides, the optimization results of NSGA-II and NSGA-III showed differences, and the comprehensive Pareto frontier obtained by reapplying non-dominated sorting could achieve more comprehensive results for determining the optimal IRS-GI configuration. Under the urban drainage design standard, the optimal IRS-GI layout, covering 32.97 % of the green spaces, 38.57 % of the rooftop, and 60.98 % of the ordinary roads and squares, respectively, could achieve a RTR of 50.09 %, RPL of 57.00 %, and LCC of 0.79 × 108 CNY/yr. Additionally, the optimal configuration suggested that a higher proportion of GI downstream of drainage system may contribute to better cost-benefit, emphasizing the need for location-specific GI solutions. This research offers valuable insights for optimizing GI in SCHUA, advancing sustainable urban stormwater management.

Why frequent traffic accidents at highway tunnel exit? – An experimental analysis of the slack effect

This study analyzes the causes of frequent traffic accidents at the exit areas of highway tunnels. Vehicle experiments were conducted to collect data on the light environment, vehicle speed, and driver eye movement. The distribution patterns of the illumination, vehicle speed, and gaze location occupancy were analyzed, and highway tunnels of different lengths were compared. The tunnel exit area is divided into the transition, exit, and departure zones. It was observed that there was an obvious white-hole effect at the exit zone, with drastic changes in the light environment. The presence of abnormal acceleration behavior in the transition zone and decreased attention in the departure zone demonstrate the existence of psychological and physiological slack in drivers. Additionally, the tunnel length positively correlates to the slack effect, which is stronger in extra-long tunnels than in the short and medium tunnels. Multiple control scenarios were established and driving simulation experiments were conducted to further analyze the impact of the slack effect on the traffic safety. The experimental results demonstrated that the slack effect of the extra-long tunnels exhibited an evident lag which was still present after leaving the tunnel exit. The average vehicle speed and trajectory offset were larger and more discrete in the post-tunnel zone than on an ordinary open road. The speed of the curve in the post-tunnel zone is 5.1 % higher than that of the curve in the ordinary road, and the maximum trajectory offset is 54.3 % higher. Thus, this study reveals the slack effect at tunnel exits and explains the abnormal phenomenon of relatively good traffic environments but high traffic accident rates in the transition and departure zones of tunnel exits. These results present considerable practical significance for the safe operation of highway tunnels, particularly extra-long tunnels.

Relationship between Driving Ability and Physical Fitness Factors in Older Adults: A Multiple Linear Regression Analysis.

The number of older drivers is increasing with the aging population; this has led to concerns about traffic accidents involving older drivers. For older adults, the automobile is not just a means of transportation, but a life necessity that promotes social activities and maintains and improves health-related quality of life. In this study, we aimed to clarify the relationship between driving ability and physical fitness factors among 70 older adult drivers using a single regression analysis and multiple regression models adjusted for age, sex, and other factors. Driving ability was evaluated by driving an actual car on an ordinary road without a simulator. The single regression analysis revealed no relationship between driving ability and any physical fitness factor. In the multiple regression model analysis, only grip strength was an important explanatory factor; however, the driving ability scores decreased as grip strength scores increased. By clarifying the physical fitness factors that influence the maintenance and improvement of driving ability, it is possible to propose more efficient intervention programs to maintain and improve driving ability. We could not identify the relevant physical fitness factors in this study; therefore, further research is required to improve safe driving among older adults.

Examining the impact of different LED road stud layouts on driving performance and gaze behaviour at night-time

The risks associated with night-time driving on dimly lit roads are substantial and are attributable to the limitations of human visual abilities. As a result, drivers often struggle to distinguish road geometry from ordinary road markings, thus increasing the likelihood of mistakes. These circumstances contribute to a 60 % higher likelihood of road crashes compared to daytime conditions. To mitigate these risks, active LED road studs, which previous studies have shown to have a positive influence on driving performance, can be used. However, there remains a gap in research regarding the optimal arrangement of these studs along road markings for an improvement in driver behaviour and traffic safety. In this study, we assessed the influence of five different LED road stud layouts (unlit, edge, centre, edge-centre, and lane) during night-time driving on two-lane rural highways with curves of different radii (120, 210, 300, 440 m) and directions (left, right). Following a within subject design, thirty-five participants drove in a simulator along a road track with 8 spiralled curves (4 radii × 2 directions) linked to straights. We monitored the longitudinal (i.e., speed), transversal (i.e., lateral position and standard deviation of lateral position) and gaze behaviours.Our findings indicate that the presence of LED road studs promotes safer driving, by helping drivers to adjust their speed when negotiating curves. Transversal behaviour analysis revealed layout-dependent effects on lateral position. The presence of road studs both at the lane centreline and edge allows drivers to maintain centred trajectories and improve steering control. Gaze behaviour analysis uncovered interesting patterns, demonstrating a strong correlation between road stud layout and the driver's focus on specific road targets. Illuminated markings prompt drivers to concentrate their gaze on distinct points, subsequently altering their transversal behaviour.

Study of Low-Content Epoxy Asphalt Mixture Applied to the Road

To realize the application of epoxy asphalt concrete on roads and solve the problem of the high cost of epoxy asphalt concrete and the causes of bulging in the construction process, a low-content epoxy asphalt mixture was experimentally studied. Rheological and microscopic tests were carried out to study its performance. At the same time, 17 kinds of low-content asphalt mixture Marshall test pieces and rut plate test pieces with different oil stone ratios were made. Their road performances were tested, and a watertight breathable epoxy asphalt mixture was studied to solve the bulging problem. The research shows that, for ordinary roads, a content of epoxy resin of 10–15% can meet both the high-temperature and the low-temperature requirements. For sections with special rutting resistance requirements, a controlled epoxy resin content between 15 and 30% is recommended. When the content of epoxy resin is greater than 30%, epoxy asphalt initially forms a crosslinked spatial network. An epoxy asphalt with a complex structure from asphaltene to epoxy, with ultra-high performance, can be used for small steel bridge pavements. A BBR test showed that, with an increase in epoxy resin content, the low-temperature performance of asphalt gradually weakens. When the content was 20%, epoxy asphalt’s low-temperature performance was weaker than that of SBS-modified asphalt. Under extremely low-temperature conditions, the performance of epoxy asphalt could not meet the specifications. When the voids of low equivalent epoxy asphalt mixture are controlled at 4.1–4.5%, it is watertight and breathable; this can solve the problem of bulging and greatly reduce the cost of projects.

Estimation of Road Roughness Based on Both the Sprung and Unsprung Response of a Moving Vehicle Over Ordinary Roads: Modeling, Experiments and Discussions

The study proposes a Kalman Filter Family-schemed algorithm to identify the vehicle’s parameters and evaluate the road roughness simultaneously, based on the response of an adapted monitoring vehicle. The vehicle is simplified as a three-dimensional multi-body system consisting of the unsprung mass of wheels and the sprung mass of the car body, connected by springs and dampers that represent the suspension system. Accelerometers and a gyroscope measure the accelerations or angular velocity of different positions of the vehicle during vibrations. The Kalman filter (KF) with unknown inputs enables the prediction of the car body’s accelerations from those of wheels. On the other hand, the Augmented KF can compute the accelerations of wheels based on the car body’s accelerations. Thus, an inner-systemic objective function incorporating the vehicle’s parameter is built between the predicted and measured accelerations and solved in an optimized manner with the Genetic Algorithm, so that an individual complicated impact test or bump test is avoided. The numerical examples carry out field tests on a 900[Formula: see text]m long standardized test road under two scenarios of with and without a bump. The road roughness estimated by these two KF methods from different measurements is used to calculate the International Roughness Index (IRI) and further the Riding Quality Index, which are compared with those directly provided by a standardized laser IRI profilometer. Accordance in between confirms the accuracy of the proposed algorithm under different scenarios. The analysis underlines the measurements from unsprung wheels that contact directly with the road enable a more accurate estimation of road roughness than those from the sprung car body. In addition, a vehicle speed lower than 40[Formula: see text]km/h can provide a better estimation of the road profiles.

Research on road surface temperature characteristics and road ice warning model of ordinary highways in winter in Hunan province, central China

The study of road surface temperature (Ts) characteristics in winter and the early warning method of road icing is of great significance to reduce traffic accidents and improve transportation efficiency. Using the hourly observation data of Hunan traffic meteorological stations from December 2020 to February 2022, this study analyzes the winter Ts characteristics of ordinary roads in Hunan Province, and uses the Logistic regression model to establish the temperature threshold for icing of ordinary roads in the province. So as to build a road icing early warning model hierarchically. The results show that the Ts in southern Hunan is relatively high, the Ts at most stations is above 10 °C, and the low Ts area is in western Hunan, and the stations below 8 °C are mostly distributed in this area. This may be due to the higher altitude in western Hunan. In terms of diurnal variation, the lowest value of average Ts and air temperature (Ta) in Hunan Province in winter both appeared at 7:00 Beijing Time (BT), while the highest value appeared at 15:00 BT, and the average Ta is always lower than the Ts. The temperature variation on the bridge surface is more pronounced. When the Ta is lower than −2.5 °C, more than 70% of the sites have a rapid increase in the risk of icing; and when the Ta is lower than −5°C, nearly 87% of the sites have a risk level of 4, which means icing risk is extremely high. Furthermore, combining the warning model with thermal spectrum mapping can improve the spatial resolution of the warning model and also solve the problem of lack of observations in some areas.

Analysis of Driving Fatigue Characteristics in Cold and Hypoxia Environment of High-Altitude Areas.

The cold and hypoxic environment at high altitudes can easily lead to driving fatigue. For improving highway safety in high-altitude areas, a driver fatigue test is conducted using the Kangtai PM-60A car heart rate and oxygen tester to collect drivers' heart rate oximetry in National Highway 214 in Qinghai Province. Standard deviation (SDNN), mean (M), coefficient of RR (two R heart rate waves), RR interval coefficient of variation (RRVC), and cumulative rate of driving fatigue based on the driver's heart rate RR interval are calculated using SPSS. This study aims to derive degree of driving fatigue (DFD) in high-altitude areas when driving from lower to higher altitude. The analysis shows that the DFD growth trend of different altitude ranges presents an S-shaped curve. The driving fatigue thresholds in the altitude range of 3000-3500, 3500-4000, 4000-4500, and 4500-5000 m are 2.86, 3.82, 4.54, and 10.2, which are significantly higher than that of ordinary roads in plain areas. The start times of severe fatigue in the four altitude ranges are 35, 34, 32, and 25 minutes. The start time of driving fatigue continued to advance with the increase of age, and the DFD continued to increase with the increase of age. Results provide an empirical basis for the design of the horizontal alignment index system and antifatigue strategies to improve highway safety in high-altitude areas.

The WHO Environmental Noise Guidelines and noise policy in Denmark - the case of noise from motorways

The WHO Environmental Noise Guidelines and noise policy in Denmark Studies from Denmark - and a background article from the WHO report on Environmental Noise Guidelines from 2018- supports the Danish noise limit on Lden = 58 dB for ordinary roads for 10 % highly annoyed. Other studies however shows that motorways are more annoying - close to WHO guidelines at 53 dB. A Danish investigations point to Lden = 52 dB for 10 % highly annoyed for motorways. A Swiss study suggests Lden 51 dB for 10% highly annoyed for motorways. According to the studies the Danish EPA has made an investigation of the consequences for new motorways and urban planning - if the guidelines would be changed from 58 dB to 53 dB. It shows the difficulties for urban planners if the noise limit would be changed - but also that it is fact possible to lower the limits technically - through speed limits, noise barriers etc. The study also shows that new projects for new housing economically would be difficult outside larger cities - because of increasing cost. This paper shows what policy implications this entails in Denmark.

Construction of Characteristic Measurement System for Ordinary Road Friction

Construction of Characteristic Measurement System for Ordinary Road Friction

Simulative Study of an Innovative On-Demand Transport System Using a Realistic German Urban Scenario

Trams are a meaningful means of public transport in urban traffic. However, trams have some well-known disadvantages. These include, for example, possibly long distances to the stop, long waiting times, and lack of privacy, among others. The innovative mobility concept “FLAIT-Train” offers solutions to the problems mentioned. The FLAIT-train operates on ordinary roads and is intended to offer DOOR-2-DOOR transport. In the first application phase, the FLAIT-train runs on exclusive lanes but in the future can mix with other traffic. They are designed as vehicles with 2 seats and 1 m width. The vehicle technology of FLAIT-trains is similar/identical to battery-electric autonomous vehicles. This paper uses traffic simulations to investigate whether FLAIT trains are a suitable alternative to conventional trams, taking simulated/theoretical transport capacities in passenger-kilometers per day into account. Using the software SUMO (“Simulation of Urban Mobility”), a realistic traffic scenario is generated. In this scenario, the operation of the FLAIT-Trains and the trams are simulated under the same conditions and based on statistical data. Based on the simulation results, the performances of the FLAIT-Trains and the trams are compared.

Coordinated trajectory planning for lane-changing in the weaving areas of dedicated lanes for connected and automated vehicles

Connected and automated vehicle (CAV) technology is widely recognized as a promising way to improve traffic safety, fuel efficiency and network throughput. However, at the early stage of CAV adoption, there will inevitably be a long period when both CAVs and regular vehicles coexist in the traffic system. To facilitate CAV functionalities in mixed traffic, providing dedicated rights of way for CAVs is necessary. In such scenarios, traffic control requires careful design in the weaving areas that allow CAVs to transfer between dedicated roads and ordinary roads for both safety and efficiency considerations. This paper proposes a dynamic programming approach for the coordinated trajectory planning of CAVs in mandatory lane-changing scenarios, in which CAVs have to switch from a dedicated CAV lane into parallel ordinary lanes with mixed traffic. For a group of CAVs that are poised to enter the ordinary road, the proposed method aims to provide each CAV with a suggested lane-changing gap and a reference trajectory in a coordinated manner. To solve the problem, we establish a dynamic programming formulation to determine the suggested gaps for all CAVs. We formulate a nonconvex quadratic-constrained quadratic programming (QCQP) problem to characterize the trajectory determination problem, and a relaxation-based approximate algorithm is developed to solve the QCQP. Simulation results show that, compared to the benchmark methods, the proposed method offers substantial benefits both in terms of traffic efficiency and in-vehicle passengers experiences.

Harvesting Wide Frequency Micromechanical Vibration Energy and Wind Energy with a Multi‐Mode Triboelectric Nanogenerator for Traffic Monitoring and Warning

AbstractWith the rapid development of road networks, various traffic safety issues have become endless. To solve the problems, a multi‐mode triboelectric nanogenerator(M‐TENG) composed of roller‐based TENG, turnplate‐based TENG, and vertical separation‐based TENG is proposed. The M‐TENG can be applied to harvest the wind energy and mechanical vibrational energy generated by moving vehicles on ordinary roads or roads beside bridges to provide power for traffic warning devices and signal sensors. In terms of wind energy harvesting, the M‐TENG shows an excellent wind energy conversion capability. For vibrational energy harvesting, the M‐TENG can respond well to the frequency range (1–40 Hz) of bridge vibration in an actual environment and produce a good output. Thus, due to the above excellent outputs, the M‐TENG can successfully power caution lights and commercial LED strips, achieving a good warning effect. Additionally, the M‐TENG also can send RF signals after charging the energy management unit circuit for 5 min when simulating a natural environment. Based on the aforementioned wide applications, the M‐TENG not only demonstrates its excellent energy harvesting capability but also shows that it has huge potential in the field of transportation.

Spatial pattern and influencing factors of intangible cultural heritage of music in Xiangxi, central China

Intangible cultural heritage of music (ICHM) is an important part of intangible cultural heritage (ICH), and research on ICHM has extremely important theoretical value and practical significance. In this study, we aimed to analyze the spatial distribution characteristics of ICHMs and explore the main factors affecting their distribution in Xiangxi, Central China. Methods such as the nearest neighbor index, kernel density estimation, and buffer analysis were used in this study. The main conclusions are as follows: (1) the numbers of traditional music, traditional dance, traditional drama and quyi are 26, 29, 28 and 14, respectively, indicating that quyi is relatively lacking in Xiangxi; (2) the distribution of ICHMs in Xiangxi have spatial heterogeneity, and the main trend is agglomeration. The national ICHMs, provincial ICHMs and municipal ICHMs are mainly concentrated in the south, the west, and the central and northern regions, respectively. The high-density areas of traditional music and traditional dance are located in the south, of traditional drama in the west, and of quyi in the north. (3) The distribution of ICHMs is affected by four factors: namely rivers, topography, GDP and transportation. The 0–3 km buffer zone of the rivers, with 100% of national ICHMs, 83.33% of provincial ICHMs and 84.52% of municipal ICHMs, is the centralized distribution area of ICHMs. 100% of the national ICHMs, 94.44% of the provincial ICHMs and 91.67% of the municipal ICHMs are distributed in hilly (200–500 m) and low mountain areas (500–1000 m). Highways have the greatest impact on the distribution of ICHMs, followed by railways and ordinary roads. The economy has a significant positive impact on ICHM programs; the more developed the economy, the more ICHM projects. The results of this study can provide useful references for the theoretical research and practice management of ICH.

A Hybrid Method for Road Marking Detection

Very recently, the problems posed in the context of road safety have taken off with the growing number of accidents on the roads. These accidents result in property damage and death in several cases. Nowadays, it is no longer a question of settling for a simple conventional and ordinary road safety, but an automatic road safety is widely desired. This study fits precisely into this context and proposes, first and in terms of computer vision, a combination of two types of approaches, which are by appearance and structural. Indeed the appearance approach is presented by the statistical classifier, while the structural one is given by the set of the following methods: the detection of the segments using the algorithm of the semi local analysis, the combined Kalman filter with predictor to estimate the road line, and the layout adjustment by applying the principle of Minimum Mean Square Error (MMSE). This method is tested on several sample images and videos. It has given a good quality results with very short processing times.

THE STATE OF COMMUNICATIONS IN THE RUDKIV DISTRICT OF WUPR (NOVEMBER 1918 – MAY 1919)

The article analyzes the state of communications in the Rudkiv District of the West Ukrainian People's Republic during November 1918 – May 1919. It highlights the importance of the means of communication for the functioning of the state and society; pays attention to crisis phenomena; and investigates the reasons for their occurrence. It is demonstrated that, for a number of reasons, it was not possible to establish an effective railway connection in the county immediately. On the one hand, the article notices such problems of a state scale as personnel, fuel and material hunger, abuse of power by civil servants, and disorganization of the movement. On the other hand, it is indicated that the functioning of the local railway had its own peculiarities: as a result of the loss of Lviv, the duration and length of travel significantly increased; there was no record of theft of railway property in the district; but there were cases of sabotage among railway workers. The measures taken by the government to resolve the crisis are revealed. It is demonstrated that other means of transportation, primarily ordinary roads, despite the repair work of the military authorities and the civilians, were in an unsatisfactory condition due to natural disasters, negligence, or abuse of local residents. The example of the functioning of local post, telegraph and telephone networks shows the reflection of such national trends as the protection and restoration of telegraph lines, the slow creation of post offices and governments, and difficulties with the Ukrainization of state emblems on a regional scale. Keywords: Western Ukrainian People's Republic, Rudkiv District, means of communication, railway, postal service, telegraph and telephone networks.

Network user equilibrium problems with infrastructure-enabled autonomy

Although autonomous vehicle (AV) technology is expected to bring dramatic societal, environmental, and economic benefits, the high vehicle cost might slow the adoption of AVs. This paper explores an infrastructure-enabled autonomous driving system, which is a promising remedy to the high cost of AVs. Specifically, the system combines vehicles and infrastructure in the realization of autonomous driving. Equipped with roadside sensing, computing, and communicating devices, an ordinary road can be upgraded into an “automated road” enabling autonomous driving service for vehicles with the minimum required on-board devices. The vehicle costs can thus be significantly reduced. We envision that automated roads will be deployed in transportation networks to serve a new type of vehicle called infrastructure-enabled autonomous vehicles (IEAVs), which can be driven autonomously only on automated roads but manually on ordinary roads. Therefore, IEAV users may experience inconvenience costs due to transitions between autonomous driving and manual driving, and the frequent switch will inevitably yield high inconvenience costs. Therefore, to minimize their individual travel cost, they have to decide whether to switch to the autonomous driving mode when heading to an automated road. Considering such a unique feature of IEAVs, we proposed a group of driving-mode-choice equilibrium conditions to describe IEAV drivers’ driving mode choice behaviors, in which we considered drivers’ travel time costs, service charges of autonomous driving, and inconvenience costs due to driving mode change. Combining traditional route-choice equilibrium conditions with the proposed driving-mode-choice equilibrium conditions, we developed a new user equilibrium (UE) model to describe the equilibrium flow distributions in a road network with automated roads and mixed-autonomy traffic. The UE model is formulated as a novel non-linear complementarity problem, and its solution existence is discussed. To solve the UE model, a network expansion method is proposed to reformulate the UE model as a standard path-based UE model. A route-swapping-based solution algorithm is then used to solve the reformulated UE model. Numerical studies are presented to demonstrate the proposed models and algorithms.

Investigation on Hydroplaning Behaviors of a Patterned Tire on a Steel Bridge Deck Pavement

The hydroplaning propensity on the steel bridge deck pavement (SBDP) is higher than ordinary road pavements. In this study, the objective is to develop a hydroplaning model to evaluate the hydroplaning behaviors for SBDPs. To achieve this goal, a finite element (FE) model of a 3D-patterned radial tire model was developed at first, and the grounding characteristics of tire on the SBDP were calculated as an initial condition for the follow-up hydroplaning analysis. The X-ray CT scanning device and Ostu thresholding method were used for image processing of pavement surface topography, and the 3D FE model of SBDP was established by the reverse stereological theory and voxel modeling technique, which can accurately reconstruct the pavement morphology. A fluid model was established to simulate the dynamic characteristics of water film between the tire and SBDP. On this basis, the tire–fluid–pavement interaction model was developed based on the CEL (Couple Eulerian–Lagrangian) algorithm, and it was verified by the hydroplaning empirical equations. Finally, the hydroplaning behaviors on the SBDP were studied. The findings from this study can provide a tool for hydroplaning evaluation on SBDPs, and will be helpful to improve the driving safety of SBDP in rainy days.

Evaluating green resource branding using user-generated content data: The case study of a greenway in eastern Guangzhou, China

Examining the functional conditions of completed infrastructure will contribute new knowledge of practical performance to the original place branding. This paper evaluates greenway branding as a type of green resource branding with particular attention to media promotion, users’ outdoor activity trajectories, and the image content of geo-tagged photos. We found that greenway infrastructure in Zengcheng, Guangzhou increasingly generated concerns from more visitors and residents by the media. However, according to geographical activity information, only 35% of outdoor activities in Zengcheng take place within the greenway. Meanwhile, the average staying time of outdoor users at the greenway is shorter than that on ordinary roads. Our analysis of the number of geo-tagged photos indicates that outdoor users are more interested in the scenery outside the greenway than that in and along it. Comparing outdoor users’ staying time and the content of photos, our research shows that the public finds Zengcheng’s greenway less attractive for spending leisure time and taking landscape photos. Additionally, our image content analysis indicates that the greenway images taken by outdoor users include mainly trees, sky, and roads, while those of mountains and water are less common due to the limited variety of scenery. The implication of our research is that greenway usage can be improved by involving outdoor users in greenway planning, enhancing the variety of scenery along greenways, and establishing connections to rural resorts.

Experimental Analysis of Polymer Coated Aggregate in Comparison To Ordinary Road Material

Worldwide the broad usage of plastic has resulted in the massive production of plastic pollution, which is incinerated, put in landfills and oceans. The technique of coating road aggregate with plastic has a good potential to deal with this global issue. The unique physical, mechanical and thermal properties polymer offers effective binding, less moisture retention, less susceptibility to void formation. This research will ultimately reflect plastic waste management and road enhancement. The main purpose of this experimental study is to predict and highlight the effect of varying plastic composition coating on aggregate and select the best performing sample. For this study, samples of polymer-coated aggregates of different ratios are created, further tested for their enhancement in properties. To create polymer-coated aggregate, we have used recycled aggregates, Grade 70 bitumen, and polyethylene bags from waste. To coat the aggregates used dry-mix process.The effectiveness of the coating with varying plastic compositions was measured using seven different tests. It was hypothesized that incorporating plastic would enhance the properties of aggregate and increase the durability and workability of road materials. The tests results supported the hypothesis. Standard ranges were used to perform a comparative study between polymer-coated aggregate and conventional aggregate. Nearly all test's plastic composition >8% and less than 15% have shown good results, but the optimum value for all tests is achieved by sample with 12% plastic coating. Although this study supports that plastic incorporation is a better idea to enhance the longevity of roads, more research is required to explore the underlying mechanism of plastic coating and its long-term outcomes.