Search Results (2,270)

This work deals with a practical method of using crumb rubber resulting from waste tires to produce modified bitumen via a wet mixing method for road construction in Iraq. Due to wide variation in temperatures and over-loading traffic in Iraq, rutting deformation is the most observed structural pavement problem. Also, tire wear and tear are higher in Iraq than in other countries due to high temperature and dry weather most of the year, which makes considerable amounts of waste tire piles easily accessible. Utilizing this waste material could be crucial to the environment and economy of the country, as well as to the sustainability of resources. Using waste tire materials as bitumen modifiers in the production of hot mix asphalt is a widely practiced experiment, although it is applied differently depending on the weather, type of bitumen used, and its availability. In the methodology of this research, it is suggested to modify asphalt grades 60/70 by a certain amount of crumb rubber (5–20%). The modified asphalt and asphalt grade 40/50 were used in preparing two types of asphalt concretes to examine their volumetric properties and evaluate their rutting behavior. The results for both mixtures were compared to the Iraqi General Specifications for Roads and Bridges (SORB/R9). The findings showed significant improvements in Marshall stability and flow, as well as in the percentages of voids satisfied in the modified mixture. After using rubberized asphalt in the mixture, the rutting depth was recorded below 20 mm and decreased by 30% and 26% at temperatures of 40 °C and 60 °C, respectively, compared to the controlled mixture. Full article

Under continuous erosion of dynamic water pressure generated by vehicle–water–pavement coupling interaction, asphalt mixture will gradually deteriorate and severe moisture damage finally emerges. The fine aggregate mixture (FAM) component is notably eroded and stripped, while the aggregate component even cracks sometimes. Sufficient attention has not been paid to these critical phenomena. This study employed the 3D laser scanning technique to detect changes in surface roughness of the asphalt mixture before and after it was eroded by dynamic water pressure. The degree of erosion of the asphalt mixture, FAM component, and aggregate component were thereby evaluated. The influences of experimental parameters such as water temperature and pore water pressure magnitude, as well as variable parameters including lithology and asphalt type, were also taken into account. By integrating the detection of physical and mechanical properties evolution of aggregates, the mechanism of moisture damage was comprehensively illustrated from the perspectives of both components of FAM and aggregate. The findings revealed that the 3D laser scanning technique could clearly detect and quantitatively assess the morphological changes on the asphalt mixture surface after been eroded in dynamic water pressure. Both types of asphalt mixtures exhibited varying degrees of erosion and wear, and obvious increases in surface unevenness were observed in each case. Variations in either temperature or pore water pressure magnitude showed limited influence on moisture damage in basalt-based asphalt mixture. In contrast, moisture damage sustained by limestone-based asphalt mixture was notably sensitive to temperature changes but remained largely insensitive to fluctuations in pore water pressure magnitude. The increase in surface roughness of asphalt mixture was primarily attributed to the scouring action of dynamic water pressure, which removed the FAM component surrounding coarse aggregate particles. Degradation in coarse aggregate particles would lead to the deterioration of the entire asphalt mixture. The compatibility between the stripping rate of FAM component and the deterioration rate of coarse aggregate governed the macroscopic manifestation of overall moisture damage in the asphalt mixture. Full article

To address the limited drainage capacity of conventional porous asphalt pavements under high-intensity rainfall, this study proposes the use of epoxy-modified bitumen to develop a large-void porous asphalt concrete (LV-PAC) with a target air void content of 25%. This approach represents a novel application of epoxy-modified bitumen to enhance permeability in porous pavement systems. The LV-PAC exhibited improved high-temperature stability, permeability, and clogging recovery capability compared with a conventional high-viscosity porous asphalt concrete (HV-PAC), though its low-temperature deformation capacity was relatively lower. All evaluated performance indicators met the required specifications, highlighting the potential of epoxy-modified bitumen for use in large-void porous pavements pending further field validation. Full article

Crumb rubber-modified asphalt concrete (CMAC) has gained increasing attention as a sustainable pavement material capable of improving mechanical performance while utilizing waste tire resources. This study investigates the rutting resistance and fatigue behavior of CMAC using a combined experimental and mechanistic–empirical modeling approach. Asphalt mixtures containing 0–25% crumb rubber by binder weight were prepared and evaluated through Marshall stability and indirect tensile fatigue tests, whereas Fourier-transform infrared spectroscopy (FTIR) was used to examine binder–rubber interactions. The results indicate that crumb rubber significantly influences both the volumetric and mechanical properties of asphalt mixtures. Mixtures containing 10–15% crumb rubber exhibited optimal performances, achieving up to 36% higher Marshall stability and improved fatigue life compared with conventional asphalt mixtures. FTIR analysis revealed that rubber particle swelling and limited chemical interactions enhanced binder elasticity and improved binder–aggregate compatibility. However, excessive rubber content (≥20%) resulted in reduced stability owing to increased binder absorption and decreased effective binder film thickness. A mechanistic–empirical model incorporating viscoelastic, viscoplastic, and fatigue damage parameters successfully reproduced the experimental trends and identified the same optimal rubber content range. The findings demonstrate that CMAC with a moderate rubber content can enhance pavement durability and structural performance while promoting environmentally sustainable road construction through the reuse of waste tires. Full article

The dynamic modulus of asphalt mixtures is a key design parameter in pavement design, which significantly impacts the mechanical properties of asphalt pavements. This study simulated dynamic modulus tests of asphalt mixtures using the three-dimensional (3D) discrete element method (DEM) to investigate mechanical behaviors such as the loading-bearing ratio of individual aggregates. Fine-grained AC-13 and medium-grained AC-20 asphalt mixture models were randomly constructed in the DEM program using user-defined methods. The dynamic modulus and phase angle values of the asphalt mixtures were predicted. By comparing laboratory experiments with DEM simulation results, the model was validated, and the effects of temperature and loading frequency on the dynamic modulus were explored. Further exploration was conducted on the loading-bearing ratio and mechanical interactions among aggregates of different sizes within the mixtures. The results show that the 3D DEM model can accurately predict the dynamic modulus and phase angle of asphalt mixtures. Temperature and frequency have an impact on these parameters, and the increase in gradation has an impact on the loading-bearing ratio, due to the proportion of coarse aggregates. Full article

Pavement energy harvesting has been investigated as a means of converting traffic loading, solar radiation, and pavement thermal gradients into usable electricity or heat. This paper reviews 135 publications available through March 2026 and evaluates the field from a pavement engineering perspective. The literature is organized into six technology families: piezoelectric systems, mechanical-electromagnetic systems, triboelectric systems, thermoelectric systems, hydronic/geothermal/solar-thermal pavements, and photovoltaic or pavement-integrated photovoltaic-thermal systems. The review considers not only reported energy output, but also structural compatibility, durability, constructability, maintenance requirements, safety, and deployment conditions. The synthesis shows that the most credible near-term roles of piezoelectric and triboelectric systems are self-powered sensing and other localized low-power functions rather than bulk electricity generation. Mechanical-electromagnetic systems can produce larger event-level output, but their practicality is limited to low-speed and highly controlled settings because they rely on deliberate surface displacement. Thermoelectric systems are mechanically compatible with pavements, yet their performance remains constrained by weak and transient temperature gradients. Hydronic and solar-thermal pavements are presently the most infrastructure-compatible option for large-area energy recovery because they deliver useful heat and align with snow-melting, seasonal storage, and adjacent building-energy applications. Photovoltaic and photovoltaic-thermal pavements offer direct electrical generation, but continued challenges with transparent cover layers, surface friction, durability, fouling, and maintenance still limit broad roadway deployment. Overall, the review indicates that future progress will depend less on maximizing peak output in isolated prototypes and more on integrated pavement-energy design, standardized performance reporting, durability assessment, techno-economic evaluation, and corridor-scale demonstration. Full article

Utilizing lignin from agricultural wastes as a partial replacement for asphalt binder used in pavement presents a sustainable option, as it is abundant in nature. The effects of the addition of lignin on the properties and performance of asphalt binder and asphalt mixes were studied. Lignin was produced from rice husks, using a hydrothermal carbonization (HTC) treatment process. The rice husk-derived lignin was then mixed with a PG 67-22 binder at 0%, 5% and 10% of the mass of the total binder. The HTC treatment of rice husks at 250 °C created a powdery substance with an increased acid-insoluble lignin content and a reduced cellulose and hemicellulose content. The addition of 10% lignin was found to produce an unstable modified binder due to phase separation between the lignin and binder, thus requiring continuous stirring before use. Asphalt mixes prepared with 5% lignin exhibited better moisture-induced damage resistance compared to the control mix. Also, an improved rutting resistance of asphalt mixes was observed with the use of a lignin-modified binder. Lignin from rice husks may constitute a sustainable partial substitute for a crude-oil-based binder. Full article

Accurate characterization of pavement responses under real traffic loading is essential for improving pavement design reliability. This study presents SmartPave, a full-scale embedded monitoring system for measuring multilayer pavement responses under heavy vehicle loading. The system integrates embedded multi-sensors to capture stress, strain, temperature, and moisture within pavement layers. Field experiments were conducted under static and moving loading conditions. The results show that peak vertical stresses in the granular base were approximately 1.7–2.0 times higher than those at the subgrade, indicating stress attenuation with depth, while tensile strains at the bottom of the asphalt layer ranged between 200 and 350 µε. Lower vehicle speeds increased load duration and amplified viscoelastic strain responses. These findings demonstrate the capability of the system to provide reliable field data for mechanistic analysis and model calibration. Full article

Asphalt pavements are frequently subjected to fatigue cracking, rutting, and surface wear, which accelerate maintenance needs and shorten service life. This study evaluates the performance enhancement of NHA Class B dense-graded asphalt mixtures (12.5 mm NMAS) prepared with a 60/70 penetration grade binder through carbon fiber (CF) reinforcement. Chopped fibers (~12.7 mm) were incorporated via the dry mixing process at dosages of 0.5%, 1.0%, and 1.5% by binder weight. The results indicate that the 1.0% CF mixture delivered optimal performance, with ITS increasing by 51.9%, Marshall stability improving by 38.4%, resilient modulus rising by 42.6%, and rut depth decreasing by 69.2% compared to the unmodified control. Dynamic stability reached 33,750 passes/mm, demonstrating substantial resistance to permanent deformation. Statistical analysis using one-way ANOVA confirmed that all improvements were significant (p < 0.05). Despite a ~6.7% increase in initial cost, the CF-modified mix exhibited strong economic viability, achieving a benefit–cost ratio of 4.79 and significant life-cycle savings over 20 years. These findings underscore carbon fiber as an effective modifier for developing durable, high-performance asphalt composites with reduced maintenance requirements. This work contributes to the advancement of smart and sustainable pavement technologies for resilient transportation infrastructure. Full article

This study investigates the fracture initiation and propagation mechanisms of continuously reinforced concrete–asphalt (CRC+AC) composite pavements under the synergistic effects of diurnal temperature fluctuations and non-uniform tire loading. A three-dimensional (3D) thermo-mechanical coupled finite element (FE) model was developed, with its underlying mechanical framework validated through laboratory-scale model tests conducted at 20 °C. The experimental results, involving strain monitoring at varying depths, demonstrated a high degree of consistency with numerical predictions in terms of spatial strain distribution, thereby ensuring the model’s reliability in capturing interlayer load-transfer efficiency. Building upon this validated mechanical foundation, numerical simulations were extended to analyze the low-temperature fracture response. The numerical results indicate that the maximum longitudinal and transverse tensile stresses in the asphalt layer are concentrated at the pavement surface, whereas the maximum shear stress occurs at a depth of 2–3 cm near the leading and trailing edges of the wheel load. Under low-temperature gradients, the Mode I stress intensity factor (K_I) at the crack tip exhibits a distinct diurnal opening–closing–reopening pattern, peaking at approximately 220 kPa·m^1/2 during the early morning hours (05:00–06:00). Furthermore, numerical simulations reveal the significant sensitivity of shear-sliding to axle loads; specifically, the peak Mode II stress intensity factor (K_II) increases monotonically from 190 to 230 kPa·m^1/2 as the axle load rises from 10 t to 16 t. Under non-uniform contact pressure, longitudinal cracking is primarily characterized by a mixed Mode I and Mode II mechanism driven by coupled tensile and shear stresses, whereas transverse cracking is dominated by Mode II shear failure. These findings suggest that implementing targeted traffic restrictions for overloaded vehicles during identified high-risk time windows can significantly enhance the structural durability and service life of composite pavements in cold regions. Full article

A static load test, single-wheel load test, and cyclic-wheel load test were carried out on large-thickness flexible base-layer and semi-rigid base-layer asphalt pavement structures by a multifunctional wheel-load testing machine. A comparative analysis was conducted on the influence and mechanism factors, such as load strength, test temperature, and load rate, on the stress and strain at the top and bottom of two asphalt pavement structures. The results show that in the interval of 1.3 MPa ≥ load intensity ≥ 0.5 MPa, with the increase of static load, the transverse strain and vertical strain at the top and bottom of the base layer of large-thickness flexible base-layer asphalt pavements increase slowly with a slight increase; the transverse strain and vertical strain at the top of the base layer of large-thickness semi-rigid base-layer asphalt pavements are more sensitive to heavy traffic load; and the transverse strain and vertical strain generated at the bottom of the base layer increase uniformly with the enhancement of static load. Under the action of a single-wheel load, the transverse and vertical strain generated at the top and bottom of the base layer of large-thickness flexible base-layer and semi-rigid base-layer asphalt pavements are alternately tensile and compressive, mainly compressive strains, while large-thickness semi-rigid base-layer asphalt pavement exhibits more complex strain changes. Full article

Permanent deformation, manifested as rutting, remains one of the most critical threats to the structural integrity and functional performance of flexible pavements. The Mechanistic–Empirical Pavement Design Guide (MEPDG) includes rutting models that are highly sensitive to the dynamic modulus (E*) of asphalt mixtures—a parameter that can be determined experimentally or predicted by analytical models. In this study, the influence of E* prediction error on rutting estimation is systematically evaluated by comparing laboratory-measured E* values with those predicted by two models: NCHRP 1-37A and a locally calibrated model. The dynamic pavement behavior and rut depth predictions were determined using the finite layer program 3D-Move under standard traffic loads. Comparative analysis revealed that the NCHRP 1-37A model tends to underestimate E*, leading to significant overestimation of vertical strains and accumulated permanent deformation. In contrast, the locally calibrated model provided predictions that closely matched the laboratory measurements, resulting in minimal deviation in rut depth estimates. The results highlight the importance of local calibration and model selection to improve the reliability of mechanistic–empirical pavement predictions, enabling smarter pavement performance evaluation and supporting more sustainable pavement management practices, especially when laboratory testing is not feasible. Full article

Increasingly frequent extreme rainfall commonly leads to water accumulation on the road surface, elevating vehicle tire hydroplaning to a major threat to driving safety. Existing research mainly focused on tire model optimization or predicting critical hydroplaning speed features based on empirical formulas and numerical simulations. However, there is a lack of systematic validation of the tire–water–pavement coupling interaction under realistic pavement conditions, with particular insufficient attention paid to pavement dynamic responses. In this study, numerical simulation and field full-scale accelerated loading methods were applied to investigate dynamic response characteristics of the tire–water–pavement coupling interaction system. Parametric analyses were first performed to investigate the influences of vehicle speed, vehicle load, water-film thickness, and tire lateral position on the mechanical behaviors of the fluid–structure interaction for a moving vehicle tire. Subsequently, field-measured dynamic responses’ features were used to validate the numerical model, which was then further applied to predict critical conditions of vehicle tire hydroplaning. Finally, the mechanisms of hydroplaning and corresponding mitigation measures were discussed. The study revealed that increasing vehicle speed and water-film thickness, as well as decreasing vehicle load, would reduce the pavement supporting force. The tire–pavement contact stress and strain decreased from the vehicle tire’s center position towards its shoulders. The predicted critical hydroplaning condition suggested that increasing vehicle load mitigated hydroplaning by reducing the proportion of water-induced hydrodynamic lifting force relative to the total vehicle load. When the water depth is relatively shallow, the hydroplaning risk increases rapidly with water depth, while the water’s adverse impact on tire–pavement contact force gradually diminishes as water depth continues to increase. It implies that a vehicle with a relatively low axle load driving on the pavement with a thin thickness of retained water in light rain will still face the hydroplaning risk, as the pavement’s supporting force may be substantially reduced in this weather. The findings provide theoretical foundations and experimentally supported insights on driving safety assessment and anti-skid design of water-covered pavement. Full article

This study quantifies a critical winter safety hazard caused by lateral heterogeneity of skid resistance: under non-uniform snow and ice removal, the friction coefficient in edge lanes and near barrier guardrails can be 2–5 times lower than in the central part of the carriageway, creating conditions prone to loss of control during braking and lane changes. Field measurements of friction coefficient and macrotexture were conducted on highways of different technical categories with asphalt concrete and cement concrete pavements in Kazakhstan’s continental climate. Long-term monitoring showed that, over three years of operation, texture peak height decreases by 22–33%, depending on traffic intensity and heavy-vehicle share, leading to a gradual reduction in friction. Predictive assessments of skid-resistance deterioration and braking distance calculations for passenger cars and heavy vehicles under different friction levels were performed. The results support the need for regular texture monitoring, explicit consideration of across-width friction heterogeneity in accident analysis, and targeted improvements in winter maintenance practices, particularly in edge zones adjacent to barriers. Full article

To achieve the resource utilization of iron tailings sand and improve the skid resistance of asphalt pavement, this study takes asphalt mixtures with different contents of iron tailings sand replacing partial fine aggregates as research objects. Through accelerated wear tests, the skid resistance performance was systematically evaluated under the coupled effects of iron tailings sand content, ambient temperature and wear cycles. The variation laws of the British Pendulum Number (BPN) and Mean Texture Depth (MTD) of the mixtures were investigated, and the mechanism and influence characteristics of various factors on skid resistance were further interpreted in combination with correlation heatmap analysis. The results show that the mixture with 60% iron tailings sand content maintains relatively high initial and final attenuation values of both BPN and MTD, which can effectively delay the degradation of skid resistance under long-term wear, thus representing the preferred content for engineering applications. Temperature is the core environmental factor affecting skid resistance: high temperature accelerates performance degradation, while the mixtures exhibit more stable skid resistance under medium- and low-temperature conditions. The coupling of high iron tailings content and high temperature produces adverse interaction effects, leading to performance differentiation. The relevant quantitative analysis and fitting models enable the long-term prediction of skid resistance, providing support for pavement maintenance decision making. Full article