Resurfacing Research Articles

Fatigue analysis of ambient-cured geopolymer concrete for high-traffic pavements.

The building sector is growing at a rapid rate, leading to an increased demand for construction materials. Concrete made with Ordinary Portland Cement (OPC) has long been the preferred choice due to its excellent bonding properties and versatility as demanded by construction process. However, the manufacturing of Ordinary Portland Cement (OPC) leads to negative impacts on the environment, with the cement sector responsible for around 5-8% of global CO2 emissions. In addition, the manufacture of OPC necessitates significant amounts of natural raw materials and energy. Contrastingly, using geopolymers promises to save substantial amounts of energy and reduce CO2 emissions. This potential has sparked growing interest in the application of geopolymers within transportation infrastructure. For pavements, the workability requirement is less, and hence, geopolymer concrete (GPC) is a viable option, but fatigue-resistance of GPC is not seen reported in literatures. This article evaluates the properties of geopolymer concrete with low-calcium fly ash partially replaced with ground granular blast furnace slag (GGBS) with 8M NaOH alkaline solution and cured under ambient atmospheric conditions to evaluate its usage in pavements and develop an environmentally sustainable and durable GPC capable of withstanding heavy traffic. The study involves adjusting the pavement quality concrete (PQC) mix design; evaluating the mechanical characteristics, abrasion resistance, and shrinkage strain of the GPC; and analyzing its microstructure. Additionally, the study compares the fatigue life of GPC to that of PQC using various Weibull distribution approaches. The results showed that GPC4 (70% Fly ash and 30% GGBS) mix achieved best results at 28days, with a compressive strength of 45.68MPa, split tensile strength of 3.76MPa, and flexural strength of 4.62MPa. Also, shrinkage strains were nearly 31% lesser than PQC at 90days. In addition, developing GPC needs 27% lesser embodied energy than PQC. Fatigue analysis prove that ambient cured fly ash-GGBS based geopolymer concrete with 8M NaOH exhibits less stress development than PQC at medium loads, even though it is brittle. Thus, the study proves that it is suitable as a material for pavements to resist medium-loaded traffic-resisting pavements.

Incremental Viscoelastic Damage Contact Models for Asphalt Mixture Fracture Assessment

Asphalt mixtures are widely used as a surfacing material for pavements due to their several advantages. For this reason, robust numerical models still need to be developed to improve the understanding of their fracture behaviour. Recently, an incremental generalised Kelvin (GK) contact model that relates increments in contact displacements with increments in contact forces was proposed to assess the viscoelastic behaviour of asphalt mixtures within a discrete element method (DEM) framework. In this work, the contact model is extended to allow its application to asphalt mixture fracture studies. Two damage models—a brittle and a bilinear softening—coupled with the GK contact model are proposed to consider damage initiation and propagation. A parametric study is presented that assesses the impact of the GK-Damage parameters, showing a sensitivity to the loading velocity and the Maxwell elements, particularly its viscosity element, on the stress–strain response of a single contact. A reduced-size numerical mastic is initially used to speed up the calibration process of the GK-Damage contact parameters, with subsequent validation on a specimen with real experimental dimensions. It is shown that the proposed calibrated damage models can successfully reproduce the time-dependent behaviour, peak stress, and crack path observed in experimental results, highlighting the benefits of the adopted methodology. For the GK-Bilinear model, the fracture energy and maximum contact tensile stress are shown to adjust both the peak stress and softening response. Uniaxial tensile tests on asphalt mixtures indicate that the GK-Bilinear model provides a more realistic characterisation of fracture development. A higher susceptibility to damage at aggregate-to-mastic contacts compared to contacts within the mastic phase is identified.

Next generation gravel road profiling – The potential of advanced UAV drone in comparison with road surface tester and rotary laser levels

Over the last decades, significant progress has been made and new approaches have been proposed for efficient collection of road condition data. Gravel roads are crucial for connecting urban and rural areas in Sweden, constituting a significant portion of the road network. Therefore, this study addresses the use of a developed Unmanned Aerial Vehicle (UAV)-based digital imaging system focusing on efficient collection of surface condition data over gravel roads.The study focuses on in-situ profile measurements of a gravel road located in Trosa, Sweden, using three different profiling methods: UAV drone with RTK technology, Road Surface Tester (RST), and Rotary Laser Level (RLL) to explore the agreement between these methods.The UAV drone, equipped with Real-Time Kinematic (RTK) technology, captures high-resolution images to produce detailed 3D surface models, overcoming the challenges posed by adverse weather conditions. Notable outcomes reveal RTK technology's stability, maintaining a steady 3D position accuracy below 2 cm. To enhance synchronization and comparison between different profiling methods, efforts should be made to standardize coordinate systems and measurement analysis software.Minimum average absolute differences of 1.1 cm, 1 cm, and 0.7 cm were recorded for all profiles (from 1 m left to 1 m right of the road centerline) in the comparisons between UAV drone – RST, UAV drone – RLL, and RST – RLL methods, respectively. This underlines the significant advancement in UAV drone technology, enabling remarkably accurate measurements of vertical offsets for profiling the tested gravel road despite the high altitude at which the UAV drone operates.

Transport processes of dissolved and particulate nitrogen and phosphorus over urban road surface during rainfall runoff

Nutrient pollutants serve as indicative pollutants in urban stormwater runoff, and usually coexist and transport in particulate and dissolved phase in runoff, which is complex and crucial for effective pollution control. In this study, nitrogen and phosphorus runoff samples were collected during various natural rainfall events to explore its transport process over urban road surface during rainfall runoff. The results showed that nitrogen mainly exists in the dissolved phase (mean proportion: 62.04 %), while phosphorus mainly exists in the particulate phase (mean proportion: 65.58 %). More nitrogen and phosphorus are present and transported in dissolved phase in initial rainfall runoff over urban roads. Nutrient concentration changes during rainfall events were influenced by factors such as rainfall intensity and surface runoff, resulting in multiple peaks. Transport rate peak and concentration peak did not coincide. The proportion of dissolved total nitrogen in the runoff process ranged mainly between 40 % and 80 %, and the proportion of dissolved ammonia was distributed between 60 % and 100 %. The proportion of dissolved phosphorus was more evenly distributed across each proportion interval. Influenced by the differences in phase proportions, first flush processes of nitrogen and phosphorus are not the same. Urban stormwater management measures should prioritize both the initial concentration peaks and the peaks in nutrient transport rates during rainfall. This approach is essential for enhancing the efficiency of stormwater pollutant collection and treatment.

Особенности эксплуатации лесовозных дорог в весенне-зимний период

Seasonal roads are not capital construction objects. Unlike all-season ones, they can be of summer and winter action. During the transport development of forests, both allseason paved roads and temporary unpaved roads are required. The share of temporary roads is more than 90 % of all logging roads. One of the main problems of temporary logging roads is uneven seasonal operation, especially in summer. Seasonal roads do not have a permanent surface; more often it is natural soil, subject, except for mechanical impacts, to atmospheric ones, which is most evident in the summer-autumn period. Therefore, about 80 % of the harvested wood is exported via winter roads. The density of temporary roads depends on the general harvesting technology in a particular area, including the wood skidding distance and the angle of relative position of forest roads. Winter road construction works are carried out in summer and winter. In summer, engineering surveys are carried out, the optimal direction of the future route is determined, a clearing is cut, a roadbed is prepared, and if necessary, culverts are installed. With the onset of cold weather, the existing soil is compacted and leveled to accelerate its freezing. If the roadbed is sufficiently frozen, a snow-ice cover is formed. The article considers the influence of roadside forest plantations on the air temperature near the road surface, soil temperature, blocking solar radiation – the factors that are directly related to the overall service life of a winter road. Special attention is paid to slowing down the decrease in the winter road pavement strength in the shade of preserved trees by choosing the optimal route direction. The slowdown in the decrease in the pavement strength of the forest dirt road has been established and confirmed in areas where solar radiation is blocked by trees, i.e. in the shade. The difference in strength reduction to the minimum is 33 days. Based on the research results, it has been concluded that a comprehensive development of the logistics strategy for the organization of roundwood transportation via winter roads is necessary.

Correction to: Investigating the effect of cement-stabilized reclaimed asphalt pavement (RAP) materials on the mechanical behavior of granular subbase layers

Correction to: Investigating the effect of cement-stabilized reclaimed asphalt pavement (RAP) materials on the mechanical behavior of granular subbase layers

Strength and durability characteristics of geopolymer treated pond ash as pavement material

This study evaluated the strength and durability characteristics of pond ash (PA) treated with geopolymer (3%, 6%, 9%, 12%, and 15%, by dry weight of PA) and compared them with Portland cement and hydrated lime stabilizations at same additive contents. Unconfined compressive strength of specimens was evaluated at curing durations of 1, 3, 7, 28, and 90 days. The durability of 28-day cured stabilised specimens against wet-dry cycles, freeze-thaw cycles, water slaking cycles, water immersion, capillary action, and dispersion was assessed. Geopolymer-stabilized PA achieved higher strength and durability than cement and lime-stabilised PA. It is due to the formation of a dense microstructure with significant reaction products. PA stabilised with 3% geopolymer and 15% cement satisfies the strength properties of the cementitious subbase in flexible pavements. Whereas, 6% geopolymer content fulfils the requirements of the cementitious base in flexible pavements and the cementitious subbase in rigid pavements as per IRC: 37-2018 and IRC: 59-2015, respectively.

Combined preparation and application of geopolymer pavement materials from coal slurry-slag powder-fly ash mining solid waste: A case study

The solid waste treatment problem generated in the process of coal mining has always been an important factor restricting safe and environmentally friendly production, and the coal slurry from the coal mine road surface is a new type of mine solid waste, so it is of great significance to treat and efficiently utilize the coal slurry. Currently, a common method of solid waste utilization is to add modifying reagents to prepare functional materials. Select coal slurry, slag powder and fly ash as raw materials, and sodium sulfate and sodium hydroxide were used as alkali exciters to prepare coal slurry based geopolymer pavement material (CSGPM). Response surface methodology was used to establish regression equations between the design optimization objectives (coagulation time, compressive strength) and the variables (mass fraction, mass ratio of slag powder to fly ash, mass ratio of sodium sulfate to sodium hydroxide). The effects of two-by-two interactions of the factors on the optimization objective were explored, and the use of different raw materials was obtained. Under the optimal proportioning parameters, the coagulation time of CSGPM was 33 min and the compressive strength of 24 h of curing was 11.20 MPa. In addition, the generation mechanism of AFt and C-S-H gel substances inside the specimen was explained with the help of microscopic scanning. CSGPM showed good mechanical properties in both load-bearing numerical simulations and acoustic emission tests. Numerical simulation was used to establish the relationship between the design objective of the roadbed (maximum subsidence of the roadbed after bearing) and the design variable (thickness of CSGPM paving). Comparative analyses yielded an optimal subgrade surface layer design thickness of 5 cm, with a maximum subsidence of 0.0033 m after bearing vehicles. Synchronization of roadbed material and concrete damage in combined specimen acoustic emission tests with uniform load transfer. The final coal mine pavement was successfully paved and the total cost of CSGPMD is 63.2 per cent of C30 concrete. Those results are important for the preparation of new pavement functional materials.

Spatio-Temporal Joint Optimization-Based Trajectory Planning Method for Autonomous Vehicles in Complex Urban Environments.

Providing safe, smooth, and efficient trajectories for autonomous vehicles has long been a question of great interest in the field of autopiloting. In dynamic and ever-changing urban environments, safe and efficient trajectory planning is fundamental to achieving autonomous driving. Nevertheless, the complexity of environments with multiple constraints poses challenges for trajectory planning. It is possible that behavior planners may not successfully obtain collision-free trajectories in complex urban environments. Herein, this paper introduces spatio-temporal joint optimization-based trajectory planning (SJOTP) with multi-constraints for complex urban environments. The behavior planner generates initial trajectory clusters based on the current state of the vehicle, and a topology-guided hybrid A* algorithm applied to an inflated map is utilized to address the risk of collisions between the initial trajectories and static obstacles. Taking into consideration obstacles, road surface adhesion coefficients, and vehicle dynamics constraints, multi-constraint multi-objective coordinated trajectory planning is conducted, using both differential-flatness vehicle models and point-mass vehicle models. Taking into consideration longitudinal and lateral coupling in trajectory optimization, a spatio-temporal joint optimization solver is used to obtain the optimal trajectory. The simulation verification was conducted on a multi-agent simulation platform. The results demonstrate that this methodology can obtain optimal trajectories safely and efficiently in complex urban environments.

Road Surface Defect Detection Based on Partial Convolution and Global Attention

Road Surface Defect Detection Based on Partial Convolution and Global Attention

Resurface of rubber modified asphalt mixture with stress absorbing membrane interlayer: From laboratory to field application

The increasing concern over tire pollution, exacerbated by the improper disposal of waste tires, serves as the backdrop for this research, which aims to explore the efficacy of incorporating ground tire rubber (GTR) into asphalt mixtures enhanced with a stress-absorbing membrane interlayer (SAMI). In this study, three variations of Hot Mix Asphalt (HMA) were evaluated: a conventional mix, a rubber-modified asphalt mixture (RMA), and a trans-polyoctenamer rubber (TOR) modified asphalt mixture in the laboratory. The assessment focused on the high and low-temperature performance of the asphalt mix and binder. Key findings from the laboratory tests indicate that the integration of a SAMI layer and GTR as additives markedly boosts the crack resistance of the asphalt mixture. Despite a reduction in fracture energy across all three HMA types following long-term aging, the GTR-modified HMA maintained superior fracture energy relative to the conventional mix. Initially, the inclusion of GTR adversely affected the mixture's rutting resistance. However, after undergoing long-term aging, both the conventional and GTR-modified HMAs exhibited exceptional rutting and moisture damage resistance. Field noise assessments further demonstrated that GTR-enhanced pavements produced noise levels approximately 2 dB lower than those of standard asphalt pavements. Additionally, pavements lacking a SAMI layer manifested low-severity cracking, with an average cracking frequency occurring every 2 ∼ 6 m, whereas pavements equipped with a SAMI layer exhibited no cracking following two winter seasons. The rubber asphalt overlay may increase the leaching of 6PPD-quinone, but the SAMI layer helps reduce tire wear particle generation by preventing road cracking. Rubber asphalt overlay leaching tests resulted in 6PPD-quinone concentrations lower than currently available toxicity data (LC50 for Coho Salmon, 0.095 ug/L). In conclusion, the utilization of dry-processed rubber asphalt mixes alongside a SAMI layer in pavement construction not only has the potential to extend the service life of pavements but also contributes to the production of quieter road surfaces. This study underscores the environmental and functional benefits of incorporating rubber modifications into asphalt pavements, presenting a viable strategy for mitigating tire pollution through the reuse of waste tires in infrastructure.

Detecting and Classification of Complex Roads Defects Using a Deep Learning Approach: A survey

Road safety is one of the most important conditions for public driving safety around the world. This is done by monitoring the roads periodically to detect defects that can appear due to several factors affecting the asphalt, such as weather and accidents. Traditional road inspection methods are often time-consuming, labor-intensive and expensive due to the length of the methods. Deep learning (DL) has emerged as a promising technology for automated detection and classification of road defects, offering the potential for faster, more accurate, and less expensive inspections. This review paper provides a comprehensive overview of the state-of-the-art methods working on the principle of artificial intelligence for detecting defects on road surfaces. We will also discuss the different types of defect monitoring methods that differ from one method to another and furthermore, we will show the different datasets from oldest to newest with all their details that can be useful in DL. A review is then performed of various blind learning architectures and algorithms that have been used for defect detection and classification, incorporating generative adversarial networks (GANs), recurrent neural networks (RNNs), and convolutional neural networks (CNNs). Finally, we will provide a comparative analysis of the reviewed algorithms and methods by presenting the metrics used to choose the best technique, which is what these paper aimsto do.

Investigating agglomeration behavior of recycled asphalt mixtures in mixing stage using discrete element method

The inclusion of clusters in recycled asphalt pavement (RAP) materials has a substantial negative impact on the mechanical properties, particularly affecting the homogeneity formation in recycled asphalt mixtures. Hence, it is imperative to gain insight into the agglomeration and dispersion of RAP materials during the mixing stage. Due to experimental limitations, this study opted for the discrete element method (DEM) as an alternative approach to simulate the mixing process of hot recycled asphalt mixtures containing RAP clusters. The impact of RAP cluster sizes and aging degree was examined. Parameters for the parallel bond model were determined through static loading and stacking angle tests, while contact bond number and dispersion coefficients were calculated to assess the agglomeration and dispersion behaviors of hot recycled asphalt mixtures. The results indicated that an increase in total bond number and a decrease in RAP-RAP bonds demonstrated the formation of new clusters during the mixing process. A critical cluster size (7.1 mm in this study) was identified, requiring more mixing effort for dispersion. Although following the same principle, the influence of aging degree on RAP materials was found to be significant.

Road surface crack detection and classification based on YOLOv5

The burgeoning need for sustainable urban transportation has magnified the importance of effective road infrastructure maintenance, particularly road crack detection. This study addresses the challenge of accurately detecting road surface cracks through automated methods. To accurately identify road surface cracks, we used the YOLOv5 image recognition algorithm, enhanced by comprehensive data augmentation and meticulous training strategies. The YOLOv5 proved superior to traditional methods in accuracy and recall while maintaining high computational speed and a smaller model size in experimental outcomes. The findings affirm that YOLOv5-based detection technologies significantly improve maintenance efficiency and traffic safety, with future work poised to further refine these approaches for greater robustness and integration into intelligent transportation systems.

Asymmetric vehicle performance assessment using GG diagrams

In closed-circuit racing such as NASCAR, vehicles often travel on highly-banked oval tracks that are dominated by left-hand corners. The aim of this paper is to study the generation and interpretation of the associated asymmetric GG diagrams and performance metrics. These include GG diagrams on inclined and/or cambered planar road surfaces, and GG diagrams on curved surfaces such as the interior face of an inverted cone. It is shown that a general fixed point on a traditional GG diagram is associated with acceleration or braking along a logarithmic spiral. Under pure acceleration and braking this spiral becomes a straight line, while under constant-speed cornering it becomes a circle. Some of these ideas are developed using a single-track car model. The paper then addresses the calculation and interpretation of GG-diagrams and performance metrics for a Generation 7 (Gen-7) NASCAR on curved road surfaces. The car's stability and performance limits under extreme lateral acceleration conditions are of particular interest. The main results come from a high-fidelity vehicle model and a representative set of parameters.

COMPREHENSIVE ASSESSMENT ROADSIDE INJURIES THROUGH HIGH-RESOLUTION THREE-DIMENSIONAL LASER SCANNING

Roadside injuries are a significant concern within transportation infrastructure, necessitating effective monitoring and assessment methodologies. In this study, we introduce a novel approach for evaluating roadside injuries using high-resolution three-dimensional laser scanning systems. Through a meticulous selection process based on road cover characteristics, we implement a localized roadside monitoring methodology. The aim is to accurately identify and assess injuries, leveraging the precise data captured by laser scanning systems. By analyzing this data, we seek to provide practical insights for informing future road surface restoration activities. This research contributes to enhancing the efficiency and precision of roadside injury evaluation, ultimately facilitating improved maintenance and safety measures within transportation networks.

Measurement and optimization of nonlinear damping systems for agricultural engineering vehicle cab

The issue of nonlinear dampness in the cab of agricultural engineering vehicles is examined by analyzing the vibration reduction system of a specific agricultural loader. Firstly, the specific loader was tested under different conditions. Then, the nonlinear vibration reduction system model of the cab–seat–human body is established by using the measured frame vibration signal as input. Finally, the multi–objective genetic algorithm is used to optimize the root mean square (RMS) value of vertical acceleration of the cab and seat. The test results show that the seat vibration is significantly greater than the acceleration of the cab floor under driving and working conditions, so the seat vibration is amplified and the seat parameter setting is unreasonable; the engine and the working device are also an important part of the cab vibration source, in addition to the uneven road surface. Comparing the RMS values of the vertical acceleration of the cab and seat, which were calculated by the model and obtained from the vehicle test, the error does not exceed 6%, indicating that the model’s accuracy meets the requirement. The vehicle experiment proves that the RMS value of the vertical acceleration of the cab and seat is reduced by 16% and 53%, respectively, after optimization. This study provides a theoretical basis for the design of the damping system for the cab of agricultural engineering vehicles.

Low-temperature performance and micro-structure of warm mix recycled composite aged asphalt

Given the cold winters in Inner Mongolia, the low-temperature performance of asphalt pavement is one of the key factors affecting the service life of roads. This study focuses on commonly used SBS modified asphalt and investigates the coupling effect of adverse factors such as solar radiation, high temperature, and precipitation on road surface asphalt. The objective is offer insights for improving the applicability and service life of warm mix recycled asphalt in cold regions. By using indoor simulation aging equipment, asphalt subjected to hot oxygen aging, composite water aging, and composite ultraviolet aging was prepared to investigate the low-temperature performance of warm mix recycled asphalt. Additionally, to explore the synergistic effect of new asphalt, regenerant, and warm mix agent on the regeneration of aged asphalt, this study analyzes the low-temperature performance and microstructure changes of recycled asphalt through bending beam rheometer (BBR) test, atomic force microscopy (AFM) test, and infrared spectroscopy (FTIR) test. The results show that as the degree of aging increases, the low-temperature crack resistance performance of asphalt deteriorates. Additionally, after the regeneration of aged asphalt, the damping ratio and dissipation energy ratio of warm mix recycled asphalt slightly enhances compared to hot mix recycled asphalt. Furthermore, the incorporation of a warm mix agent enhances the asphalt’s fluidity, viscosity, surface toughness, and further its low-temperature performance. The AFM test results show that the synergistic effect of warm mix agents and regeneration effectively restores the microstructure and surface roughness of asphalt. Moreover, the warm mix agent improves the dispersion uniformity of the SBS modifier in asphalt, helping prevent the agglomeration of asphalt slurry. Qualitative and quantitative analysis of asphalt through FTIR test demonstrates that the mechanisms of warm mix agents and regeneration on new and aged asphalt are a physical process. New asphalt and regeneration supplement the internal lightweight components of aged asphalt, enabling the restoration of most asphalt without affecting the structure of SBS modified asphalt. This project provides a theoretical basis for the engineering applicability of high content warm mix recycled asphalt (composed of 50 % aged asphalt) in large temperature range areas.

Mapping vertical and horizonal deformation of the newly reclaimed third runway at Hong Kong International Airport with PAZ, COSMO-SkyMed, and Sentinel-1 SAR images

In order to meet long-term air transportation needs, Hong Kong International Airport (HKIA) has been constructing the third runway system (3RS) through land reclamation projects since 2016. However, the third runway and taxiway, which were paved in September 2021, suffered from severe surface settlement. Therefore, we attempted to reveal the settlement pattern within the 3RS and analyze the factors contributing to this displacement. Employing the multi-temporal interferometric synthetic aperture radar (MT-InSAR) technique, we utilized PAZ, COSMO-SkyMed, and Sentinel-1 satellite images to extract ground displacements along the radar line of sight. The results show that, compared with COSMO-SkyMed and Sentinel-1 images, PAZ demonstrates superior performance in the deformation monitoring of the HKIA, with more deformation details and larger displacements. The maximum settlement rate derived by PAZ on the 3RS exceeds 110 mm/year. To ensure the reliability of the derived displacements along the LOS, we validated them through cross-validation, comparing the outcomes from different SAR data with data from GPS stations. In order to gain a detailed deformation information, we derived the vertical and horizontal (ground range direction) displacements by utilizing deformation measurements along the LOS of multiple SAR satellites and the geometric information, and the maximum values recorded for vertical and E-W displacements reached 88.31 mm/y and 41.91 mm/y, respectively. Furthermore, our investigation revealed that the significant local deformation observed on the taxiway and third runway was predominantly attributed to various factors including the creep of soft soil, consolidation of filling materials, characteristics of road surface materials, and distinct stages of construction.

Study on the Design Parameters of Landscape Elements of Urban Tunnel Body Segments in China Based on Biomass Perception

To provide a comprehensive analysis of how an intricate landscape environment comprising various landscape elements influences driving safety and comfort. Beginning with the individual design of the tunnel body section, which includes the roof, sidewalls, road surface, and sidewalk facade markings, this paper references the driver’s biomass index to identify design alterations that satisfy basic safety requirements through simulated driving experiments. Subsequently, employing orthogonal experimental design and semi-supervised clustering algorithms, we ascertain the optimal combination of the four main landscape elements of the tunnel body section that align with both safety and comfort objectives. The experimental findings demonstrate that a safe and comfortable landscape design for urban tunnel sections does not entail a single optimal design; rather, any landscape design conforming to the criterion of “patterned landscapes are set on the side walls and roofs of the tunnel instead of the surface of the road” is the optimal design.