Porous Asphalt Pavement Research Articles

Exploring Cool Pavement Technologies: A Lab-Based Experimental Analysis of Temperature and Reflectivity

Urban heat islands (UHI) have become an increasingly pressing issue owing to the global warming trend and a steady growth of urban areas. Revegetation, shading, or the reduction of sealed surfaces is not always possible in cities. Therefore, one way to fight UHIs is through adapting currently used pavements. This study assesses the thermal behavior of 12 different pavement materials in a custom-made test stand. The materials include mastic asphalt ( MA 8, MA 8 white), porous asphalt ( PA 4, PA 4 abraded, PA 4 white, PA 8, PA 8 abraded, PA 8 white), asphalt concrete ( AC 11 transparent, AC 8 yellow), and semi-flexible pavements ( SFP 8, SFP 8 zeolite). The albedo was assessed using pyranometer. Sensors and thermal imaging were used to measure temperatures during two simulated heat cycles. Both the temperatures underneath the test specimens and at the surface were considered, as well as the cooling times of the materials. The results showed high maximum temperatures for PA and MA, as well as low maxima for the white painted materials, with differences in maxima of up to 15°C. Porous asphalt, like PA 8, cools faster than MA 8 from roughly 47°C to 28°C, taking 3.7 h compared with MA 8’s 5.1 h. This highlights the importance of considering cooling times and regional solar phases in experimental setups. Through the wide range of tested materials, a significant linear correlation between the measured albedo and surface temperature was proven. Ultimately, a foundation for thermal comparability between these materials was established.

Noise reduction performance and maintenance time of porous asphalt pavement

The noise reduction performance of porous asphalt (PA) pavement is significantly influenced by the presence of air voids, which act as sound absorbers. However, factors such as traffic-induced compaction and clogging due to the accumulation of dust, sand, and debris can alter the morphology and quantity of these voids, consequently compromising noise reduction effectiveness. In this study, a comprehensive investigation into the noise reduction capabilities and maintenance requirements of porous asphalt pavement was conducted by a novel approach. Initially, a three-dimensional structural model of the PA mixture was constructed using X-ray computed tomography. Subsequently, this model was integrated into finite element analysis software to develop a "tire-pavement-air" coupled model. It is important to note that in our numerical approach, we have made several simplifications. For instance, the "tire-pavement-air" coupled model was simplified within the air model is set to fully absorbing boundary condition (*Nonreflecting), and the pavement material was assumed to be linear elastic to ensure computational efficiency and convergence of the model. The findings revealed that as the air-void content increased, the average sound pressure level (SPL) of tire/pavement noise exhibited a gradual decrease. Furthermore, when air voids became obstructed due to factors like rainwater and clogging materials, the SPL of tire/pavement noise initially increased with rising air-void content before subsequently decreasing. Notably, porous asphalt with an air-void content of 20 % demonstrated relatively effective noise reduction capabilities. Based on simulation results obtained under varying conditions, including rainfall and clogging, critical thresholds for air-void content were identified to determine recommended maintenance time for PA pavements. Specifically, an air-void content of 17 % was proposed as the threshold for cleaning maintenance, while a content of 14 % was suggested as an indicator for failure alert, respectively. These findings contribute valuable insights into optimizing the design and maintenance strategies for porous asphalt pavements to enhance their noise reduction performance and prolong their functional lifespan.

Long-term performance of porous asphalt pavement incorporating recycled plastics

Recycling plastic in asphalt pavement holds potential for environmental and economic benefits. However, its performance after prolonged exposure to heat, oxygen, sunlight, and moisture remains uncertain, casting doubt on its viability. In this study, various types of recycled plastics were incorporated into porous asphalt mixtures and exposed to long-term aging conditions. A total of 360 specimens were tested to evaluate several key properties: moisture susceptibility and rutting resistance; abrasion resistance; and indirect tensile strength and fatigue resistance. The results indicate that porous mixtures with 5 % plastic generally exhibit superior long-term performance compared to non-plastic porous mixtures, except for cracking resistance. Excessive addition of plastic (15 %) in asphalt pavement can lead to significant degradation of long-term performance. A trial section incorporating plastic in porous asphalt pavement exhibited satisfactory performance after a year of construction. These insights are pivotal in shaping policy and directing resources toward sustainable road construction practices.

A study on the difference in noise reduction between rear and side microphone on CPX measurement method through sound absorption frequency analysis

The road noise evaluation method in Korea is based on the 'noise vibration process test standard' by the Ministry of Environment. In this evaluation method, the noise felt at the sound-receiving point is measured as LAeq. Recently, in order to clarify the noise measurement standards for low-noise pavements, an international standard (ISO11819-2, CPX method) was first introduced in the Porous Pavement Guidelines of the Ministry of Land, Infrastructure and Transport. According to ISO, CPX measurement method adopts side microphones as mandatory, and the rear microphone as optional. Due to the difference in location noise level is different, causing confusion in the road noise evaluation method. Researchers have published several studies in the past that the rear microphone is highly correlated with the equivalent noise level method based on the Korean standard. As a follow-up study to the above results, this study examines the characteristics and causes of the frequency spectrum of the rear and side microphones in the case of dense asphalt pavement and porous asphalt pavement and derives the results through frequency analysis of the sound absorption coefficient test to determine and to contribute improving reliability and institutional rationalization of the CPX measurement method.

Noise-reducing double-layer porous pavement with steel slag as aggregate in the top layer

This paper presents results of a trial replacing the natural aggregate in the top layer of a double-layer porous asphalt pavement with steel slag. A 200 m long motorway section was paved with this material and performance in terms of macrotexture and noise properties (made annually with the CPX method) were monitored for an entire life-cycle of 7 years. The results in terms of noise reduction compared to the common Swedish reference pavement (SMA16) indicated an initial noise reduction of about 7 dB; only marginally lower than the same pavement with normal natural aggregate. By time, this marginal loss in noise reduction was turned into a somewhat higher noise reduction after 5-6 years of service. This was surprising since the steel slag pavement appeared to clog a little more than the conventional double-layer asphalt pavement. Probably, there are (uncertain) properties in the slag material which balances out the clogging effect. At the present time this pavement has reached an age of 7 years, which is similar as the conventional porous pavement has served on the same road over two lifecycles so far. With its lower noise-reducing deterioration versus time, steel slag is a promising material for recycling in this way.

Experimental Analysis of Noise Characteristics on Different Types of Pavements inside and outside Highway Tunnels

Aiming to reduce noise pollution and optimize the acoustic quality in highway tunnels, the noise characteristics on different types of pavements were analyzed and compared in this research, based on the on-site noise measurement in two tunnels with the free fields as a control group. Specifically, the noise characteristics include two aspects: various noise and noise time attenuation performance. Various noise includes on-board sound intensity (OBSI) noise and cabin noise. The noise time attenuation performance uses the indicator of reverberation time. Three types of pavements were measured, including dense-graded asphalt concrete (DAC) and single-layered and double-layered porous asphalt (PA) pavement. The results showed that, for the same type of pavement, compared with the free fields, the difference in OBSI noise in tunnels was within a range of less than 1 dBA; the cabin noise increased by 3.4 dBA~6.6 dBA. The noise level in tunnels was greater than that outside tunnels, and the longer tunnel exhibited higher traffic noise and worse noise time attenuation performances. For the same tunnel, PA pavement could reduce the cabin noise by 3.8 dBA~6.7 dBA. PA pavement also exhibited shorter reverberation time. The application of PA pavement could effectively improve the acoustic quality in the tunnel. This research contributes to noise pollution abatement and the improvement of the comfort and safety of drivers in tunnels.

Investigation of aggregate gradation on air voids distribution in porous asphalt concrete using X-ray CT scanning images

Porous asphalt concrete (PAC) is typically used as a paving material for porous asphalt pavement in rainy areas due to its abundant interconnected pores structure. Not all interconnected pores in PAC are valid for permeability, mainly influenced by the composition of aggregate gradation. The main purpose of this paper is to investigate the effect of aggregate gradation on pores structure distribution in PAC by X-ray computed tomography (CT) system and digital image processing (DIP) techniques. The distributions of porosity, number and average equivalent diameter of air voids in middle part are much more evenly compared to the both ends in PAC specimens, accounting for about 70 % of the total of specimen height. The average equivalent diameter of interconnected air voids mainly ranges from 0.5 mm to 5 mm in PAC, accounting for about 80 % of the total numbers. For PAC with similar porosity, the larger the normal maximum aggregate size (NMAS), the less the number and the larger the average equivalent diameter of air voids (interconnected air voids), the smaller the difference between the interconnected porosity and porosity. For PAC with same NMAS, as the porosity increase, the number and average equivalent diameter of air voids (interconnected air voids) are respectively decreased and increased gradually, the difference between the interconnected porosity and porosity is also showed a decreasing trend. And then, the correlated equation is established among porosity, interconnected porosity and the composition of aggregate gradation. The distribution of air voids (interconnected air voids) size could be well described by the two-parameter Weibull model, and the relationships are explored and developed between Weibull model parameters and the composition of aggregate gradation.

The Production of Porous Asphalt Mixtures with Damping Noise Reduction and Self-Healing Properties through the Addition of Rubber Granules and Steel Wool Fibers.

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

Spectral noise reduction of double-layer porous asphalt: From laboratory to field

The double-layer porous asphalt (DLPA) pavement is a practical way to mitigate traffic noise from the source. However, there hasn't been much research done on the spectral noise characteristics of the car/truck on this type of pavement with different surface conditions yet. The objective of this paper was to reveal these noise characteristics and the behaviors of the DLPA pavement by laboratory tests and field measurements. First, measurements were made of the road performance of different porous asphalt (PA) mixtures and DLPA structures. Then, a vector impedance measurement system was utilized to evaluate the effects of porosity, aggregate size, and thickness on the sound absorption coefficient (SAC) of the DLPA slabs. Third, a sound meter was used to record the noise levels outside/inside the car/truck on the roads with three surface conditions for the DLPA (PA-10+PA-20) and stone matrix asphalt (SMA) test section, which were paved on an elevated urban road. Finally, an analysis was done on the overall and spectral noise characteristics. The results demonstrated good road performance of these PA mixtures and DLPA structures. Relatively fine and coarse aggregates in the upper and lower layers, respectively, enhanced the sound absorption. But an increase in porosity beyond 20 % and a slight variation in thickness did not considerably improve the sound absorption. Compared to SMA pavement, the overall noises levels of the DLPA pavement were 4–8 dBA lower on the “dry” surface and 6 dBA lower on the “wet” surface. The DLPA pavement exhibited a noise reduction at the full frequency band, which attributed to the pore structure and the relatively fine aggregate used. The interior sound energy always concentrated on the low-frequency band. However, the exterior sound energy on the “dry” and “wet” road surfaces tended to the low-frequency and high-frequency bands, respectively. These findings would shed light on the spectral noise characteristics of the DLPA pavement and provide a new knowledge about the behaviors of the lower layer and upper layer in relation to noise reduction and road performance.

Dynamic response and sound radiation of cracked asphalt pavements under moving loads and variable thermal profiles

ABSTRACT This study investigates the acoustic performance and dynamic response of cracked, viscoelastic porous asphalt pavements under moving loads and variable thermal conditions. Realistic pavement cracks are modelled using an advanced line spring model with fracture compliance coefficients. The novelty lies in the synergistic integration of a heterogeneous triple-porosity media model, a non-uniform depth-dependent temperature profile, and an advanced fracture mechanics-based line spring model with arbitrary crack orientation. Variations in temperature that are uniform, linear, and nonlinear with respect to the thickness layer axis are taken into account. The governing equations are derived by Hamilton’s principle and solved analytically via Fourier-Laplace transforms. The acoustic pressure is first-time predicted through Rayleigh integral analysis. Durbin’s numerical inversion validates the model’s accuracy versus sophisticated finite element simulations. Parametric analysis offers new insights into the effects of crack length, pore size distribution, loading frequency, and thermal gradients on noise pollution and fatigue cracking. The integrated chemo-thermo-mechanical modelling enables optimal structural design and accelerated pavement testing to limit acoustic radiation and premature failure in porous asphalt pavements. It allows for the development of noise-reducing porous asphalt mixtures by modifying aggregate gradation, binder content, and air void distribution.

Heavy metal removal by porous asphalt in cyclical wetting and drying

Porous asphalt pavement (PAP) is subjected to wetting and drying cycles involving storms of varying intensity and inter-event drying periods to study the impact of continuous weather systems on heavy metal removal in runoff. Four physical models: a complete PAP system, a PAP surface, a geotextile fabric and a reservoir of cobblestone aggregate, were created at the lab-scale and tested with stormwater contaminated with dissolved Mn(Ⅱ), Zn(Ⅱ), Cu(Ⅱ), and Cr(Ⅵ). The models were exposed to repeated wetting and drying cycles spanning over 27 days in triplicate. Wetting involved light, moderate and heavy rainfall intensities. All pavement material designs performed well at removing Cu(Ⅱ) and Cr(Ⅵ). The PAP system had an overall better performance at removing Mn(Ⅱ), Zn(Ⅱ), Cu(Ⅱ), and Cr(Ⅵ) than any of the individual pavement materials but was unable to remove all of the heavy metals simultaneously to sufficiently high levels. The materials used in the filter layer and reservoir structure and their adsorption and desorption capacities should be assessed for potential contamination (leaching) of Zn(Ⅱ) and Mn(Ⅱ), respectively, prior to construction. Wetting and drying cycles had the greatest impacts on the reservoir structure’s performance versus any of the other layers. Leaching of Mn(II) observed from cobblestone aggregate was affected by the solution composition and pH. Removal of selected heavy metals was rapid in first flush and fluctuated with storm event intensity.

Performance Evaluation and Modification Mechanism Analysis of High-Viscosity Modified Asphalt

Abstract High-viscosity modified asphalt (HVMA) has important application potential in pavement engineering, such as porous asphalt pavements and ultrathin overlays. To comprehensively study and evaluate the overall performance of HVMA, five HVMA samples were prepared using modifier with dosages of 6 %, 9 %, 12 %, 15 %, and 18 %, respectively. The basic physical properties of HVMA were evaluated according to standard physical asphalt performance tests. The overall rheological properties of HVMA were assessed using temperature sweep tests, frequency sweep tests, and multiple stress creep recovery tests. Fluorescence microscopy was employed to analyze the microscopic characteristics and the modification mechanism of HVMA. The results show that the high-viscosity modifier could improve the overall rheological properties of HVMA at both high and low temperatures, with approximately 9 % determined as the optimal dosage. HVMA had better performance than matrix asphalt in high-temperature rutting resistance, permanent deformation resistance, temperature sensitivity, and elastic characteristics. At an appropriate dosage of the high-viscosity modifier, the modifier absorbed the light components in the asphalt, causing them to swell and dissolve. As a result, the modifier could be uniformly dispersed in the asphalt, thereby significantly improving the high-temperature stability of HVMA. The results of this paper may be helpful to the mechanism research and application of HVMA.

Analysis of seepage behavior of porous asphalt pavement based on scale test and three-dimensional simulation

This study implemented indoor scaled drainage testing and three-dimensional (3D) finite element simulations to analyze the seepage behavior of ultra-wide cross-section porous asphalt concrete (PAC) pavement with voids of 18 %, 20 % and 22 %. The seepage water level curves under the rainfall intensity of 0.5, 1, 2, 10, 50 and 100 years recurrence intervals were obtained by scaled test. The Seep3D software was used to analyze the seepage state of the ultra-wide cross-section porous pavement. Results indicated that void ratio was the paramount factor affecting the drainage capacity, which decreasing porosity significantly intensifies roadway surface water depth over 25 %. Water level curves obtained in scaled test showed similar trends to pore water pressure curves in 3D simulation. According to the theory of non-uniform gradual seepage, the pore water pressure can be used to effectively characterize the seepage state inside the porous pavement. Implementing cross drain with 10 m spacing maximally alleviated inundation by 23 %. Spacing intervals of 50 m, 30 m, and 20 m proportionately mitigated peak value by 4 %, 7 % and 12 % respectively.

Study on the influence of design parameters of porous asphalt pavement on drainage performance

To investigate the design factors influencing the drainage performance of porous asphalt pavement and its performance degradation, a three-dimensional infiltration model of porous asphalt pavement was established. The influence of permeability coefficient, drainage layer thickness, drainage path length, and pavement cross slope for drainage performance was analyzed. The drainage performance was evaluated with the multiple influence factors, and the drainage performance degradation was explored with the porosity decay. The results showed that the design parameters including permeability coefficient, drainage layer thickness, drainage path length, and pavement cross slope exhibit strong correlations with pavement drainage performance, with correlations greater than 0.6. The increase in the permeability coefficient, drainage layer thickness, pavement cross slope, and the reduction in drainage path length are all benefits to improved drainage performance. It is effective to enhance drainage performance by increasing the permeability coefficient combined with a higher pavement cross slope in high drainage requirement areas. The porosity decay caused by road load and porosity reduction leads to a 20%-45% degradation in drainage performance. Therefore, during the road surface design process, it is necessary to comprehensively consider the synergistic effects of design parameters, while also evaluating both the initial and residual drainage performance with the combined influence of load and dust.

Investigation of the Properties of High-Viscosity Modified Asphalt Binder under Hygrothermal Environments.

High-viscosity modified asphalt binder (HVMA) is used widely as a polymer-modified binder in porous asphalt pavement because it can improve the cohesiveness of the asphalt mixture. However, because of the high voidage in the mixture, HVMA is vulnerable to aging induced by temperature, oxygen, water, sunlight, and other climatic conditions, which degrades the performance of pavement. The properties of asphalt binder are affected adversely by the effects of hygrothermal environments in megathermal and rainy areas. Therefore, it is essential to study the aging characteristics of HVMA under the influence of hygrothermal environments to promote its application as a high-viscosity modifier. A hygrothermal cycle aging test (HCAT) was designed to simulate the aging of HVMA when rainwater was kept inside of the pavement after rainfall in megathermal areas. One kind of base bitumen and three kinds of HVMA (referred to as SBS, A, and B, respectively) were selected in this study. Short-term aging tests, hygrothermal cycling aging tests, and long-term aging tests were performed on the base bitumen and three kinds of modified asphalt binder. Fourier-transform infrared spectroscopy (FTIR), thermo-gravimetric analysis (TGA), and dynamic shear rheological (DSR) tests were used to evaluate the properties of the binders on the micro and macro scales. By comparing the index variations of the four binders before and after aging, the effects of the hygrothermal environment on the properties of HVMA were studied. It was found that the effects of the hygrothermal environment expedited the decomposition of the polymer and the formation of carbonyl groups compared with the TFOT and PAV test, which TGA confirmed further. Moreover, the thermal stability of the samples was improved after HCAT. In addition, the master curves of the complex modulus showed that hygrothermal cycles made the high-temperature rutting resistance of asphalt binder increase significantly. All of the results above verified that the effect of hygrothermal cycling could accelerate the aging of HVMA and shorten its service life.

Short- and long-term mechanical performances of damaged porous asphalt mixture treated with asphalt emulsion

Porous asphalt (PA) pavement usually has a short service life due to the ravelling distress. Spraying surface treatment (ST) asphalt emulsion could alleviate it. However, the effects of ST on the short- and long-term mechanical performances of PA mixture are unclear. Therefore, this study used repeated axial load test, indirect tensile fatigue test and indirect tensile cracking test to evaluate the rutting, fatigue and cracking resistances of damaged PA under different curing durations, respectively. Two curing temperatures, 25 and 60°C, were considered here. Results showed that the mechanical properties of ST treated PA were significantly improved in short-term. The durability of mechanical properties is good based on long-term observation data. The rutting resistance of treated PA was not compromised if the application rate of ST is well controlled. A high curing temperature could expedite recovery efficiency of damaged PA, but it was accompanied by faster aging, which cannot be ignored.

Research on Low-Cost High-Viscosity Asphalt and Its Performance for Porous Asphalt Pavement.

To develop a cost-effective, high-viscosity asphalt for porous asphalt pavement, we utilized SBS, tackifier, and solubilizer as the main raw materials, identified the optimal composition through an orthogonal experiment of three factors and three levels, and prepared a low-cost high-viscosity asphalt. We compared its conventional and rheological properties against those of rubber asphalt, SBS modified asphalt, and matrix asphalt, employing fluorescence microscopy and Fourier transform infrared spectroscopy for microstructural analysis. The results indicate that the optimal formula composition for high-viscosity asphalt was 4-5% styrene-butadiene-styrene (SBS) + 1-2% tackifier +0-3% solubilizer +0.15% stabilizer. The components evenly dispersed and the performances were enhanced with chemical and physical modification. Compared with SBS modified asphalt, rubber asphalt, and matrix asphalt, the softening point, 5 °C ductility, and 60 °C dynamic viscosity of high-viscosity asphalt were significantly improved, while the 175 °C Brookfield viscosity was equivalent to SBS modified asphalt. In particular, the 60 °C dynamic viscosity reaches 383,180 Pa·s. Rheological tests indicate that the high- and low-temperature grade of high-viscosity asphalt reaches 88-18 °C, and that high-viscosity asphalt has the best high-temperature resistance to permanent deformation and low-temperature resistance to cracking. It can save about 30% cost compared to commercially available high-viscosity asphalt, which is conducive to the promotion and application of porous asphalt pavement.

Review on Porous Asphalt Pavements: A Comprehensive Resolution for Stormwater Management and Applications in Current Built Environment

Review on Porous Asphalt Pavements: A Comprehensive Resolution for Stormwater Management and Applications in Current Built Environment

Development of prediction model for structural behavior and gradation of porous asphalt pavement

This study is aimed at developing prediction model for structural behavior of Porous Asphalt Pavement (PAP) using ABAQUS software and also developing ANN (Artificial Neural Network) model to predict void percentages in Porous Asphalt mix gradations. Data from the past literatures were used to analyze various mixing parameters affecting the properties of Porous Asphalt gradation mixes. The study analyzed PAPs using KENPAVE software. The findings indicated that fewer allowable repetitions to fatigue and rutting failures were observed for thinner Porous Asphalt Concrete (PAC) layer thicknesses. This suggests that thicker PAC layers may offer better resistance to fatigue and rutting failures in pavement systems. The study found that the nature of subgrade material significantly influenced the rutting performance of PAP systems. Specifically, clayey soils exhibited a 77.74% reduction in the design life of the pavement compared to gravelly soil subgrades. This highlights the importance of considering subgrade characteristics in pavement design and construction to optimize pavement performance and longevity. Higher contact pressures resulted in higher tensile stresses at the bottom of PAC layer which in turn reduced the fatigue life of PAP. The findings from ABAQUS analysis indicated that an increase in the void percentage in Porous Asphalt Concrete (PAC) mixes led to a significant increase in horizontal tensile strain at the bottom of the PAC layer, with a 12.3% increase observed. Additionally, there was a noticeable increase in tensile strain for a PAC mix with 28% voids compared to a mix with 16% voids. This suggests that higher void percentages in the PAC mixes can potentially enhance the flexibility and deformation resistance of the pavement structure, which may contribute to improved performance under various loading conditions, hence leading to 92.8% reduction in allowable load repetitions to fatigue failure.The study further revealed that an increased void percentage in Porous Asphalt Concrete (PAC) mixes resulted in a decrease in vertical stress and deflection in the PAP system. However, no significant effect on the allowable repetitions to rutting failure was observed. This suggests that higher void percentages may lead to better load distribution and reduced vertical stresses within the pavement structure, contributing to improved performance in terms of stress and deflection.Moreover, Asphalt Pavement mixes were compiled to develop an Artificial Neural Network (ANN) prediction model. The results demonstrated good conformity between predicted and actual data, with a mean square error of 0.109 and a coefficient of correlation of 0.994. This indicates that the ANN model accurately predicts pavement performance based on the compiled asphalt pavement mixes, providing a valuable tool for pavement design and analysis.

Investigation of the effect of sediment clogging on the hydraulic conductivity of porous asphalt mixes using CFD and DEM methods

This study investigated the impact of sediment clogging on the hydraulic performance of porous asphalt (PA) pavements using a novel numerical approach combining the discrete element method (DEM) and computational fluid dynamics (CFD). In particular, image analysis techniques captured the morphology of real aggregates for the 3D appearance information. Then, the information was used to reproduce aggregates and their gradation in asphalt mixes using DEM, including sediments causing clogging of the PA. The samples in the DEM were transferred to CFD for hydraulic performance simulation. DEM samples were prepared with air voids content of 20% and 25%. Clogging particles with different sizes of 0.5 mm and 0.75 mm were used. The study found that clogging particles can move to deeper layers of the PA pavement but have a high potential to be trapped in upper layers and cause clogging issues in the top 5 mm and middle-to-bottom sections. Due to surface clogging, the air voids content for the 20% porosity PA sample was reduced by approximately 2% on average, whereas up to 7% reduction in air voids content was observed for the 25% PA sample. This led to 37.35% and 42.7% reduction in hydraulic permeability, respectively. The reduction in air voids content below 10 mm from the surface is negligible (0.3–0.7% reduction). Due to the clogging development inside the pore structure, the surface runoff on the top of the sample increases by 8.1% for the 20% air voids asphalt sample case and 37.5% for the 25% voids sample.