Road Pavement Research Articles

Crop-raiding by wildlife and cropland abandonment as feedback from nature-based solutions: lessons from case studies in China and Nepal

Abstract Conservation efforts under the nature-based solutions (NbS) framework aim at better management of ecosystems and improvement of human well-being. Policies targeting forest-based livelihoods align well with the NbS principles, but their social-ecological outcomes are often confounded by complex human-environment interactions. In this study, we identify one major feedback effect of the ecosystem dynamic on people’s livelihoods based on datasets collected from two study areas in China and Nepal. Our methodology integrates satellite remote sensing, household surveys, and statistical models to investigate households’ cropland abandonment decisions under the influence of crop-raiding by wildlife. Results show that cropland parcels that have experienced crop-raiding are more likely to be abandoned in the following years. The more damage the crops have suffered on a given parcel, the more likely it is that the parcel will be abandoned. Parcels in proximity to natural forests, farther away from the house location, and with poorer access to paved roads bear a higher risk of being abandoned. These effects are robust and consistent after controlling for multiple parcel features and household characteristics at different levels and using the dataset from each study area separately. We conclude that policymakers need to consider this undesirable feedback of the ecological system to the livelihoods of local people to better achieve co-benefits for ecosystems and human society.

Exploration of Bituminous Materials Using 2D Electrical Resistivity Imaging, Kurdistan Region, NE Iraq

Solid bituminous materials are widely spread in the Iraqi Kurdistan Region, they are filled so many locations, such as fracture zones, fault planes, and bedding planes. These materials can be used in several industries like pavement road, roofing, bituminous paint and waterproof, etc. The study aims to find an economical quantity of these materials by using 2D resistivity imaging in three locations that are different in geology and tectonic settings. These locations are Alla Syaw, Mera De, and Nasalih villages. The data are collected using Syscal R1 plus resistivity meter, for the sake of following up horizontal and vertical extension of these materials Wenner-Schlumberger array is used with 72 electrodes and a spacing interval of 5 m. Three profiles were conducted for each location, which have lengths equal to 360 m. The data processing was carried out by using the RES2DINV, and the smoothness was performed using finite difference forward modeling. The results show that all the bituminous materials are detected in shallow depths and only in the sandstone layers of the Tanjero, Gercus, and Injana formations filling the fracture zones and fault planes. This is also attributed to the more brittle behavior of the sandstone layer than other layers of these formations which deforms easily by applying external stresses. In the Tanjero Formation bituminous body is detected at a depth of about 10 m, which has an extension of more than 50 m from profile-1 to profile-2 (this is a lateral extension). The average width and height of the body are about 8m and 20 m, so it forms an approximate total volume equal to 8000 m3. The study concludes that the preliminary estimation of the total volume of the detected bituminous bodies is about 20000 m3, which has great importance as raw material for different industries. The bituminous material has a high resistivity value in most of the profiles reaching more than 200 ohm.m.

Calculation of the Number of Roller Passes When Strengthening Roads Using Recycled Asphalt Granulate

Statement of the problem. Work during the repair, overhaul and reconstruction of highways involves the destruction of old asphalt concrete pavement using the cold milling method. The resulting discrete material is used to strengthen roadsides, and if it is regenerated, it is used to construct base layers and lower layers of covering. The compaction of layers of road pavement is carried out with rollers, the efficiency of which depends on the properties of the resulting material, the power parameters of the rollers, and the technology of work, determined by the number of passes of the roller along one track. Analysis of the work showed that there are no substantiated recommendations for determining the number of roller passes taking into account the properties of the material being compacted. Establishing such dependencies makes it possible to clarify the composition of the compaction machine link when installing structural layers of road pavements while ensuring the required quality of work. Results. Analytical dependencies are presented for calculating the deformation modulus and rigidity of a layer of processed asphalt granulate under load, taking into account the thickness of the layer and the size of the fractions. The stresses under the rollers were determined for different types of rollers and their operating modes, taking into account the technical characteristics. The results of a study to determine the number of roller passes when installing a layer of recycled asphalt granulate are presented, taking into account the size of the fractions and the characteristics of the rollers used. Conclusions. It has been established that both the deformation modulus and the rigidity of the compacted layer can be taken as a criterion when choosing the parameters of the rollers and determining the number of passes of the roller along one track. Based on the results obtained, we can conclude that for a given value of the deformation modulus and the stiffness coefficient of the compacted layer of asphalt granulate, it is possible to determine the number of passes, the type of roller and its operating mode to ensure the required characteristics of the layer.

Potential application of by-products from the construction industry and waste from coconuts for concrete road paving blocks: physical and mechanical properties

ABSTRACT This paper analyzes concrete paving blocks (CPB) with mixed recycled aggregates from construction and demolition waste (CDW) as by-products and coconut fibres (CF) as waste, a novelty of these types of blocks, through physical and mechanical characterisation. Then, eighteen mixtures were used to produce rectangular CPB 20 cm × 10 cm × 8 cm (length × width × thickness): three without CDW and CF (with natural aggregate), six with CDW materials (3 replacing natural aggregate by weight in 50%, and other 3 in 75%), three with CF (adding a percentage of 0.1% by concrete weight), and six with CDW materials and CF. Tests, such as visual inspection, water absorption, voids, and compressive strength at 7 and 28 days, were done for blocks CPB with three water/cement ratios of 0.63, 0.73, and 0.83. The results showed that the mixes with different uses of CDW and CF behave better than the equivalent reference mixtures. Then, the study supports the CPB with CDW materials and CF can be used on light motorised trafficked road pavements.

Improvement of Mohr-Coulomb criterion for designing pavements of roads of low traffic intensity

Improvement of Mohr-Coulomb criterion for designing pavements of roads of low traffic intensity

Comparison of Rigid Pavement Planning Using PD T-14-2003 and NAASRA 1987 Methods in Industrial Areas

As vital infrastructure, roads are a means of transportation access and function as a distribution route for goods and services. Road pavement plays a crucial role in highway construction, necessitating proper planning according to Indonesian standards and planning criteria to ensure smooth land transportation and provide comfort and safety for its users. This study aims to provide information on road conditions, drainage dimensions, and construction costs. Planning is crucial in every road construction design, particularly for rigid pavement, based on survey data collected from the road section. Numerous methods exist for calculating the design value of rigid pavement. We use the Pd T-14-2003 method and the NAASRA 1987 method (National Association of Australian State Road Authorities) to plan rigid pavement thickness in the industrial area of PT. Bukit Muria Jaya Kudus. The Pd T-14-2003 method yielded a JSKN of 4x107 and a CBR of 35% for the subgrade, resulting in a plate thickness of 150 mm. While the Naasra 1987 planning method achieved a JSKN of 6x107 and a CBR of 35% for the base soil, a plate thickness of 160 mm was obtained with a value of K = 80 kPa/mm. The reinforcement planning using the Pd T-14-2003 and Naasra 1987 methods involves longitudinal reinforcement D10 mm at a distance of 150 mm and transverse reinforcement D10 mm at 250 mm. The drainage dimensions at the cross-section location are width x height (1 m x 1 m), and the guard's height is 0.2 m.

Mechanical, Durability, and Microstructure Characterization of Pervious Concrete Incorporating Polypropylene Fibers and Fly Ash/Silica Fume

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

Plastic waste in dense asphalt mixes for road pavements

Recycling plastic waste in asphalt pavements records increasing statistic figures of application during the last decade worldwide. Due to environmental constraints, but also, to some beneficial properties of plastic waste, recycling in asphalt tends to become current practice, in several countries. In the Aristotle University of Thessaloniki (AUTH), the first attempt to produce asphalt mix using plastic waste consisted of mixing recycled plastic flakes with non-modified binder. Following an asphalt mix design in the laboratory, the whole mass of conventional aggregates was replaced by PET flakes. Recycled PET flakes were chosen to be introduced in the asphalt mix since they are hard, resilient and water repellent. Bitumen emulsion was first preferred as a binder to produce a cold asphalt mix. At a second stage of experimental research, plastic flakes replaced a part of the limestone sand while conventional asphalt 50/70 was used as a binder. At this stage, the experimental research provided more encouraging outcomes. Stability of asphalt mixes decreases as the plastics content in the mix increases, but all recorded values were still within limits of acceptance. At a third stage of research, LDPE recycled material of fine gradation was used to replace a part of the asphalt binder in dense mixes. The objective was to produce a modified binder and a more durable asphalt structure. Test results showed a significant improvement of the performance of asphalt mixes, in terms of strength and deformability of the asphalt mix structure. The research is completed by comparing the conventional techniques with the outcomes of the recycling process and by delineating potential fields of application of the recycled plastics in asphalt pavements.

The legality of roads in Chile, 1842–1969: A historical overview

Currently, no academic work examines the history of the legality of roads in Chile during its independent existence as a sovereign country. Addressing this gap in the literature, this paper focuses specially on the period from 1842 to 1969, when different actors articulated a set of guiding ideas about the duties of the state and the legal powers of the administrative authority in terms of planning, construction and management of road infrastructure that would allow connectivity between population centers and across regions, according to the ideas and resources available at their historical time. This historical overview of Chilean “road law” is done in the light of insights and questions of contemporary intellectual history and institutional history. In this regard, it is argued that the evolution of road infrastructure norms and institutions during the period under study can be divided into three historical regimes, based on their fundamental legislative milestones, guiding ideas, institutional settings, and strategies of state action: from 1842 to 1887, a period of a decentralized “minimal road state” with precarious roads characterized by both material and juridical uncertainty; from 1887 to 1920, the emergence of a “proto-developmentalist road state” intent on strengthening its grip on the nationwide road infrastructure; and from 1920 to 1969, a period of a “techno-developmentalist road state” that created a nationwide paved road network for the new technology of mobile vehicles.

Optimizing Road Pavement Projects Through Earned Value Concepts

Every construction project faces constraints of cost, schedule, and quality that must be managed to achieve the desired objectives. This research aims to control the aspects of time and cost in construction projects by applying the Earned Value Concept and Crash Program methods. The subject of the study is the Preservation of Roads and Bridges project in Bireuen City - BTS, Lhokseumawe/Aceh Utara, Krueng Mane Buket Rata, SP. Krueng Geukeueh - PEL. Krueng Geukeueh (PEL. Lhokseumawe). The data analyzed includes the Budget Plan (RAB), project schedule, and reports on planned and actual work. This data is processed into three main indicators: BCWS, BCWP, and ACWP, which are then analyzed through Schedule Variance (SV), Cost Variance (CV), Schedule Performance Index (SPI), and Cost Performance Index (CPI). The analysis results show that during weeks 22 to 23, the project had a positive Schedule Variance (SV) (0), which then turned negative during weeks 24 to 28, with an average Schedule Performance Index (SPI) of 1.0096, indicating that project execution was ahead of schedule. Meanwhile, the Cost Variance (CV) was positive throughout the project, and the average Cost Performance Index (CPI) was 1.2118, indicating that actual costs did not exceed the budget. The application of the Crash Program method resulted in changes in heavy equipment rental costs and worker wages, from IDR 1,440,469,946.99 over 50 days to IDR 1,853,072,988.06 over 25 days, with a cost increase of IDR 412,603,041.07 and an acceleration ratio of 1.29. This research demonstrates that the Earned Value Concept and Crash Program methods are effective in controlling time and cost in construction projects, thereby helping to achieve better efficiency in project management.

Indirect estimation of compressive strength of cement-stabilized mine tailings by using ultrasonic pulse velocity for road construction

This study proposes a correlation formula between the compressive strength, ultrasonic pulse velocity UPV, and dynamic elastic modulus of cement-stabilized mine tailings CSMT. Samples were tested in curing times (1, 7, 14, 28, and 90 days) by cement amounts (2%, 4%, 6%). The findings demonstrated that the strength and wave velocities of CSMT were enhanced due to increased cement content and extended curing periods. A regression equation with a high coefficient of determination (R-square >0.95) was developed to establish a relationship between compressive strength and ultrasonic pulse velocity UPV for tailings containing 6% cement content in both treated types. The study uncovered a strong relationship between pulse velocity and compressive strength in different CSMT mixtures. These findings indicate that UPV tests can accurately, rapidly, and without causing damage, and evaluate the compressive strength of CSMT for road paving. The results improve the advancement of environmentally friendly building materials and showcase the efficacy of non-destructive ultrasonic testing in assessing structural characteristics. The investigation has profound consequences in enhancing the quality and management of road construction industry, and the management of mining waste.

Application of Phytoremediation to Hydraulic Binders Alkaline Inclusion in Forest Roads Pavement Construction

The use of hydraulic binder materials for the improvement of pavement subgrade has many implications for the surrounding ecosystem due to the possible leakage of alkaline compounds. The objective of this study is to evaluate the capacity of plants to remedy the subgrade affected by alkaline inclusion. To reduce the impact and return the subgrade to its original state, a phytoremediation process is studied. The impact of two materials commonly used for the subgrade improvement is analysed – fluid ash (slag) and lime+cement mixture. Three different mixes of plants – Mix A, Mix B and the native natural vegetation Mix N – are proposed. Totally 99 samples were collected and 990 specimens were chemically and geotechnically analysed and statistically evaluated. The success of phytoremediation process for both Mix A and Mix B can be observed. It is considerably higher for the undersurface alkaline inclusion than for the surface one. Mix B appears to be the best for fluid ash binder and Mix A for lime+cement mixture binder. It is worth noting that the native natural vegetation in Mix N also contributes to the phytoremediation process and that the appropriate plant selection – e.g. Mix A and Mix B – can accelerate this process.

Key pavement condition indicators for assessing highway pavement maintenance quality index

The technical condition of road pavements requires regular monitoring to support accurate maintenance decisions. However, existing pavement maintenance quality index (PQI) assessment methods are often expensive and infrequent, which limits intelligent decision-making. This paper proposes a cost-effective and precise PQI assessment method using data from five highways in Beijing. Key PQI indicators were identified through a hybrid feature selection method, and a CatBoost model optimised by a genetic algorithm (GA-CatBoost) was developed. The model demonstrated superior accuracy, achieving an R2 of 0.938, an MSE of 0.838, and an MAE of 0.576. It achieved 98.46% accuracy compared to traditional methods, confirming its reliability in an on-site application. This approach offers an economical solution for high-frequency PQI assessment, enabling intelligent decision-making in road infrastructure maintenance and supporting the use of lightweight detection equipment.

Glass fiber waste as a potential bitumen modifier and stabilizing agent in asphalt mixture.

The deterioration of Malaysia's flexible road pavements due to rutting and moisture damage presents a critical problem. Meanwhile, disposing of glass fiber wastes from manufacturing process further worsens environmental concerns. This research explores the feasibility of using glass fiber wastes as bitumen modifiers and stabilizers in stone mastic asphalt (SMA). The performance of SMA14 incorporating glass fiber waste using wet method and dry method were compared in this study. Bitumen 60/70 PEN was modified with varying percentages of glass fiber waste namely, 0.5%, 1.0%, 1.5%, and 2.0% by weight of bitumen. The SMA14 mixture was modified with glass fiber waste at 0.3% by the weight of total mixture. The physical and rheological characteristic of modified bitumen binder were assessed using penetration, softening point, storage stability, viscosity, and dynamic shear rheometer (DSR) tests. The Marshall properties and performance of the SMA14 mixture incorporating glass fiber waste were evaluated. The findings demonstrate that glass fiber waste-modified bitumen exhibits enhanced penetration, softening point, viscosity, and rutting resistance compared to the unmodified sample. Adding glass fiber waste using dry method shows significant resistance to abrasion and rutting and demonstrates higher indirect tensile strength and TSR value.

Impacts of Waste Rubber Products on the Structure and Properties of Modified Asphalt Binder: Part II-Rubber Reclaim.

The issue of forming a reliable and stable structure of a crumb-rubber-modified binder is an important scientific and technical task. The authors supplemented existing concepts of the mechanism of effective interaction with rubber crumb by introducing a preliminary first stage: controlled partial physical destruction of rubber crumb-producing rubber reclaim. Proposed physical methods of rubber crumb destruction include high shear force (roll mills), high temperature, and a plasticizing medium. The controllability and degree of devulcanization of rubber were determined by acetone-chloroform extraction in different time intervals. The degree of devulcanization of rubber in the rubber reclaim was found to be 22 ± 0.24%, with stability over 14 days. It was found that the size of the particles of the rubber reclaim in the bitumen is less than 2 µm. The properties of the structure of the binder modified with rubber reclaim, characterizing the stability and sustainability, have been studied and established. The developed modified binders are stable in storage. Rheological parameters of the structure characterizing intermolecular interaction, such as shear stability for original and RTFOT-aged, modified bitumen, meet requirements of the state standard at test temperature 64 °C. The elastic structural component of the crumb-rubber-modified binder, as indicated by the relative irreversible deformation parameter J3,2, does not exceed 2.6 kPa (<4.5 kPa) at 64 °C. Additionally, it was determined that the rheological structural parameter for fatigue resistance, which characterizes the durability of road pavement under intensive operational conditions, does not exceed 4699 kPa (<5000 kPa) at 16 °C. The use of 10% rubber reclaim combined with waste frying oil provided the opportunity to obtain a modified binder with a stable and sustainable structure without the introduction of additional stabilizers and agents. Test results showed that the overall performance characteristics of the modified binder meet the 64(S)-40 grade standards.

Crack Detection, Classification, and Segmentation on Road Pavement Material Using Multi-Scale Feature Aggregation and Transformer-Based Attention Mechanisms

This paper introduces a novel approach to pavement material crack detection, classification, and segmentation using advanced deep learning techniques, including multi-scale feature aggregation and transformer-based attention mechanisms. The proposed methodology significantly enhances the model’s ability to handle varying crack sizes, shapes, and complex pavement textures. Trained on a dataset of 10,000 images, the model achieved substantial performance improvements across all tasks after integrating transformer-based attention. Detection precision increased from 88.7% to 94.3%, and IoU improved from 78.8% to 93.2%. In classification, precision rose from 88.3% to 94.8%, and recall improved from 86.8% to 94.2%. For segmentation, the Dice Coefficient increased from 80.3% to 94.7%, and IoU for segmentation advanced from 74.2% to 92.3%. These results underscore the model’s robustness and accuracy in identifying pavement cracks in challenging real-world scenarios. This framework not only advances automated pavement maintenance but also provides a foundation for future research focused on optimizing real-time processing and extending the model’s applicability to more diverse pavement conditions.

The Impact of the Covid – 19 Pandemic on Runway Service Life

Government policies that carry out large-scale social restrictions during the Covid-19 period have had an impact on reducing air traffic both for landings and takeoffs, which will have an impact on the life of runway services. Service life is the strength of road pavement in standing the repetition of permit loads before experiencing failure, by knowing that the service life can be directly used to determine the right time for runway maintenance. The purpose of this research is to determine the impact of the Covid-19 pandemic on the life of runway services. The method used in this research is the FAA method with the help of FAARFIELD software, this software calculates the service life based on the CDF value of each aircraft. The data used is secondary data in the form of aircraft type data, CBR ground, and existing pavement data. From the results of the research, it is known that the COVID-19 pandemic has a positive impact on the life of runway service by increasing the life of runway service by 4 years, where in the condition of covid-19 conditions it has a CDF value of 0.20 with a service life of 19 years and in normal conditions the CDF value is 0.22 with a service life of 15 years. The results of this research contribute to decision-making in carrying out maintenance and repairs on the runway of Soekarno Hatta International Airport so that the runway can operate sustainably in accordance with performance requirements throughout the life of the plan, to maintain flight safety and comfort.

Pengaruh Penambahan Zat Aditif Anti Striping (WETFIX-BE) Pada Kinerja Campuran Aspal Beton (AC-WC)

The asphalt concrete layer is the top layer of road pavement construction which is in direct contact with vehicle wheel loads and the influence of weather. One type of asphalt concrete layer is Asphalt Concrete – Wearing Course (AC–WC). Asphalt functions as an aggregate adhesive. In asphalt concrete mixtures it is very important to maintain its characteristics. During the maintenance period, the mixture will easily experience striping or peeling of the asphalt from the aggregate. To maintain and improve the properties of asphalt, one way is to use an anti-striping additive, this additive is Wetfix-Be, which is a compound that contains chemicals. Anti-peeling materials are only used if the residual Marshall stability value (IRS-Index of Retained Stability) or the Indirect Tensile Strength Ratio (ITSR) value of the asphalt mixture before adding the anti-peeling agent is less than required. If an anti-flaking agent must be used then before the anti-flaking agent is added to the mixture, the residual marshall stability (after 24 hour immersion, 60 °C) must be at least 75%.

Integration of Non-Destructive Testing Technologies for Effective Monitoring and Evaluation of Road Pavements

Integration of Non-Destructive Testing Technologies for Effective Monitoring and Evaluation of Road Pavements

Real-Time Monitoring of Road Networks for Pavement Damage Detection Based on Preprocessing and Neural Networks

This paper presents a novel multi-initialization model for recognizing road surface damage, e.g. potholes and cracks, on video using convolutional neural networks (CNNs) in real-time for fast damage recognition. The model is trained by the latest Road Damage Detection dataset, which includes four types of road damage. In addition, the CNN model is updated using pseudo-labeled images from semi-learned methods to improve the performance of the pavement damage detection technique. This study describes the use of the YOLO architecture and optimizes it according to the selected parameters, demonstrating high efficiency and accuracy. The results obtained can enhance the safety and efficiency of road pavement and, hence, its traffic quality and contribute to decision-making for the maintenance and restoration of road infrastructure.