Search

This research collects and processes with the aim of examining the development of research on porous asphalt in Indonesia using a bibliometric approach with utilize VOSviewer application. The data is acquired from Google Scholar using publish and perish as the reference manager application. In the data search process, researchers used the keywords ‘porous’, 'porous asphalt' and 'Indonesia' as a reference so that search results were concentrated and facilitated mapping. From the search results, 224 articles have been found that are relevant to the keywords used. The research time span used as study material is an article contained in Google Scholar for the last 5 years (2018-2022). The results of this research of porous asphalt can be divided into 3 parts, namely asphalt, porous asphalt and Indonesia. The term “asphalt” is associated with 42 links with 233 total link strength. The term “Porous Asphalt” is associated with 25 links with 62 total link strength. For 'Indonesia' is associated with 44 links and 254 total link strength. based on the results of the analysis show an increase in the number of studies on porous asphalt in Indonesia every year but the increase is not so high and so that it can be said that it is still rare

Porous asphalt is an asphalt mixture with high porosity to reduce the potential waterlogging and increase the roughness of the road surface. However, porous asphalt mixture has shortcomings in terms of strength and durability. This paper presents laboratory testing results of the effect of adding Rediset LQ-1106 additive on the performance of a porous asphalt mixture. The research was started with the determination of the optimum asphalt content. Then, the test object was made with Rediset LQ-1106 using variations in 0%, 1%, 2%, and 3% of the optimum asphalt content and carried out the Marshall test, Immersion Test, Indirect Tensile Strength, Tensile Strength Ratio, and Wheel Tracking. The test results show that adding 1% of Rediset LQ-1106 resulted in the optimum performance of porous asphalt compared to other grade additions. This performance is evidenced by the increase in the mixture stability value by 18.62%, the Indirect Tensile Strength value of 20.14%, the dynamic stability value of 35.88%, and the most negligible deformation speed compared to porous asphalt, which does not use Rediset LQ-1106. However, the Index Retained Strength, and Tensile Strength Ratio tests did not significantly increase performance., Aspal porus adalah campuran aspal yang memiliki porositas tinggi untuk mengurangi potensi terjadinya genangan air dan meningkatkan kekesatan permukaan jalan. Namun, campuran aspal porus memiliki kekurangan dalam hal kekuatan dan keawetan. Paper ini menyajikan hasil pengujian laboratorium pengaruh penambahan additive Rediset LQ-1106 terhadap kinerja campuran aspal porus. Penelitian diawali dengan penentuan kadar aspal optimum, selanjutnya dibuat benda uji dengan penambahan Rediset LQ-1106 dengan variasi kadar 0%, 1%, 2% dan 3% terhadap kadar aspal optimum dan dilakukan pengujian Marshall, Immersion Test, Indirect Tensile Strength, Tensile Strength Ratio dan Wheel Tracking. Hasil pengujian menunjukkan bahwa secara umum penambahan Rediset LQ-1106 dapat memperbaiki kinerja aspal porus. Penambahan Rediset LQ-1106 sebesar 1% menghasilkan kinerja paling optimum aspal porus dibandingkan pada penambahan kadar lain. Hal ini dibuktikan dengan meningkatnya nilai stabilitas campuran sebesar 18,62%, nilai Indirect Tensile Strength sebesar 20,14% dan nilai stabilitas dinamis sebesar 35,88% serta kecepatan deformasi paling kecil dibandingkan dengan aspal porus yang tidak menggunakan Rediset LQ-1106. Meskipun demikian, hasil pengujian Index Retained Strength dan Tensile Strength Ratio tidak menunjukkan peningkatan kinerja yang signifikan.

The rutting damage evolution and changes in microstructures of porous asphalt (PA) mixture are still unclear under coupled effects of high temperature and moisture. A new approach combining a stage...

The quality of the road depends on the pavement, drainage conditions, and materials. For this reason, it is necessary to make innovations in improving the quality of road pavement, one of which is increasing the material. There are many types of pavements, one of which is porous asphalt pavement. Porous asphalt has many cavities that is easy for water to pass but has a low stability value with high permeability. This research will utilize Low Density Poly Ethylene (LDPE), as an additive, CPO, and Pen 60/70 in a porous asphalt mixture. The purpose of this study was to determine the characteristics of the porous asphalt mixture by substituting LDPE and CPO for Pen 60/70. The method used in analyzing the characteristics of the porous asphalt mixture refers to the specifications of the Australis Asphalt Pavement Association (AAPA) (2014), with parameters Camtabro Loss (CL), Asphalt Flow Down (AFD), VIM, stability and flow. The gradation used in this study is an open gradation. This research was started from determining the value of Optimum Asphalt Content (KAO), with two variations, namely Variation 1 (1% LDPE, 10% CPO, 89% pen 60/70), variation 2 (5% LDPE, 10% CPO, 85% Pens 60/70). The KAO value of variation 1 is 5.03% and the second variation is 4.75%. After obtaining the KAO value, LDPE and CPO are substituted. The test results for the porous asphalt mixture for CL values were 34.12% and 27.07%, respectively; AFD value of 0.13% and 0.12%; for the VIM value of 14.90% and 19.03%; stability value 603.24 kg and 603.19 kg; and flow values are 5.03 mm and 4.80 mm. In general, the value obtained from the test meets the required requirements. However, the durability value of the mixture did not meet the requirements, namely 60.15% and 48.22%, with the condition >90%.

To verify the performance of self-developed high viscosity modified (HVM) asphalt binder with styrene–butadiene–styrene (SBS) composite modifier, the various branched and linear SBS modifiers with different mixing ratios were selected to prepare HVM asphalt binder, and the mix proportion of SBS modifier in HVM asphalt binder was also optimized. The fluorescence microscope, multiple stress creep recovery (MSCR) test, bending beam rheometer (BBR) test, improved boiling water test and viscosity test were used in this study, and the different properties of HVM asphalt binder with SBS composite modifier, HVM asphalt binder with linear SBS modifier, HVM asphalt binder with Tafpack-super (TPS) modifier (TPS-HVM asphalt binder) and HVM asphalt binder with SINOTPS modifier (SINOTPS-HVM asphalt binder) were evaluated. The results show that the mixing ratio of linear SBS modifier and branched SBS modifier in the composite modifier is 2:1, the dispersible uniformity and road performance of HVM asphalt binder with the composite modifier are better, and the modification of composite modifier with SBS-1301 and SBS-4303 modifier is greater than LG-501 and LG-411, LCY-3501 and LCY-3411. The performance of HVM asphalt binder with the composite modifier was significantly influenced by the mix proportion and structure of SBS modifier. The dispersion effect of SBS modifier is superior to TPS and SINOTPS additive. The high-temperature performance, adhesion and viscosity of HVM asphalt binder can be increased by addition of SBS composite modifier, but the low-temperature performance of HVM asphalt binder is decreased slightly. The flexibility of HVM asphalt binder with linear SBS modifier at low temperature is better than SBS composite modifier. Compared to TPS-HVM and SINOTPS-HVM asphalt binder, the low-temperature performance and adhesion of HVM asphalt binder with SBS composite modifier are relatively good, while the viscosity of HVM asphalt binder with SBS composite modifier under high temperature is lower. The elasticity of different HVM asphalt binders decreases in order SINOTPS-HVM asphalt binder, HVM asphalt binder with SBS composite modifier and TPS-HVM asphalt binder. This study will be provided more options for the asphalt binder of porous asphalt pavement and steel deck pavement.

Porous asphalt mixture is also known as gap graded mixture with less amount of fine aggregate has led the mixture contains high air voids, tends to make the mixture less durable and high porousity. Hence, past researchers has investigate on how to increase the strength of porous asphalt mixture by the addition of additive such as fiber and nanomaterials. The chemical and physical properties of porous asphalt mixture was highlighted in this paper to compare its structure, the bonding between the materials and its chemical composition that exist. This paper reviews on how additive affect the asphalt mixture in terms of Scanning Electron Microscopy (SEM), X-Ray Diffractions (XRD) and Fourier Transform Infrared Spectroscopy (FTIR). These tests are selected to improve the asphalt mixture according to the morphological and chemical properties of porous asphalt. This study is expected to identify the morphological and chemical composition of the materials in asphalt mixture.

To explore the influence of freezing and thawing on drainage behaviour for porous asphalt pavement (PA), molecular dynamics simulation was applied to study the interaction between asphalt and water...

The degradation of bituminous materials as a result of ageing has a significant effect on asphalt pavement performance. In this study, one porous asphalt (PA) section and one stone mastic asphalt (SMA) asphalt pavement section were designed and constructed in 2014 and exposed to the actual environmental condition. To study the change in the pavement’s mechanical properties, asphalt cores were collected from both test sections annually. The change in stiffness modulus was determined via cyclic indirect tensile tests. To investigate the ageing behavior across the pavement depth, the bitumen was extracted and recovered from 13 mm slices along the depths of the cores. The chemical composition and rheological properties of the field-recovered bitumen, and that of original bitumen aged in standard short- and long-term ageing protocols, were investigated by means of the Fourier Transform Infrared (FTIR) spectrometer and Dynamic Shear Rheometer. The results show that the effect of mineral aggregate packing, and therefore of air-void distribution and connectivity, on the ageing sensitivity of the pavements with time was significant, as the changes in the stiffness of the PA mixture were greater than that of SMA mixture. In addition, the results of field-recovered bitumen show that there is an ageing gradient inside the porous asphalt layer, however, the ageing of SMA mainly happens on the surface of the layer. Finally, the field-recovered and laboratory-aged bitumen results demonstrate a weak relation between field and standard laboratory ageing protocols.

In Europe, porous asphalt concrete pavements (PAC) are commonly used to reduce traffic noise. Especially the double-layer type (DPAC) provides substantial traffic noise reduction. Unfortunately, PAC pavements compared to dense asphalt pavements have reduced acoustic longevity; the main reason being clogging of the pores and voids, sometimes also more ravelling. The dense-graded pavements considered here are stone mastic asphalts (SMA, in the US known as stone matrix asphalt) which often have surface macrotexture of the same size as the PAC. The main difference is that the PAC has accessible pores/voids providing sound absorption, while the SMA has practically no porosity. One would expect that when the pores in the PAC have become clogged while ravelling is not yet substantial, that the noise property of the PAC would approach that of the SMA. But experimental studies suggest that even when PAC:s are effectively clogged, they retain a certain noise reduction compared to SMA:s. This paper examines this feature of clogged PAC versus SMA and reasons for this unexpected property, for a few Swedish DPAC pavements compared to SMA pavements, with due consideration of possible difference in maximum aggregate size and macrotexture as represented by mean profile depth (MPD) and grading curves.

Çevresel gürültünün insan sağlığı üzerindeki olumsuz etkileri nedeniyle kontrol altında tutulması gerekir. Çevresel gürültü kontrolünde asfalt kaplamaların ses yutma performansı önemli bir parametredir. Asfalt kaplamalardaki ses yutma performansının arttırılması çevresel gürültü düzeyini azaltabilmektedir. Bu çalışmada asfalt kaplamalarda ses yutma katsayısının arttırılması araştırılmıştır. Asfalt kaplama kalınlık değişimi veya asfalt kaplama karışım içeriği değişikliği ile ses yutma katsayısının artırılabileceği gözlemlenmiştir. Araştırmada, gözenekli asfalt kaplamaların ses yutma katsayısı ölçüm sonuçları MATLAB programında modellenmiş ve analiz edilmiştir. Agrega karışım içerinde %0, %25, %50, %75 ve %100 oranlarında bazik oksijen fırını cürufu agreganın asfalt kaplamada kullanılması araştırılmış ve farklı karışımlara ait asfalt kaplamaların ses yutma katsayısı MATLAB programında modellenmiştir. Ayrıca, 3 cm, 6,35 cm ve 10 cm kalınlığındaki asfalt kaplamaların ses yutma performansları 1/3 oktav bant frekanslarına göre incelenmiş ve değişen asfalt kalınlıklarına göre ses yutma katsayısı eğri uyarlama yöntemi ile MATLAB programında modellenmiştir. Eğri modelleri yardımıyla, değişen asfalt kalınlık değerine göre ses yutma katsayısı öngörülebilecektir. Asfalt kaplama karışımında agrega olarak bazik oksijen fırını cürufunun kullanılması, sadece düşük frekans değerlerinde değil, aynı zamanda yüksek frekans değerlerinde de ses yutma performansını arttırabilmektedir. Gözenekli asfalt kaplamalardaki kalınlık artışı düşük frekanslardaki ses yutma performansını iyileştirebilmektedir., Environmental noise should be kept under control due to its negative effects on human health. The sound absorption performance of asphalt pavements is an important parameter in environmental noise control. Increasing the sound absorption performance of asphalt pavements can reduce the environmental noise level. In this study, increasing the sound absorption coefficient in asphalt pavements has been investigated. It is observed that the sound absorption coefficient can be increased by asphalt pavements thickness change or the asphalt pavement mixture content change. In the research, the sound absorption coefficient measurement results of porous asphalt pavements were modeled and analyzed in the MATLAB program. The use of 0%, 25%, 50%, 75%, and 100% basic oxygen furnace slag aggregate ratio in the aggregate mixture in asphalt pavement was investigated, and the sound absorption coefficient of asphalt pavements of different mixtures was modeled in the MATLAB program. Moreover, Sound absorption performances of 3 cm, 6.35 cm, and 10 cm thick asphalt pavements were examined according to 1/3 octave band frequencies, and the sound absorption coefficient was modeled in MATLAB program by curve fitting method according to varying asphalt thicknesses. With the help of curve models, the sound absorption coefficient can be estimated according to the varying asphalt thickness value. The use of basic oxygen furnace slag as aggregate in the asphalt pavement mixture can increase the sound absorption performance not only at low frequencies values but also at high-frequency values. The increase in thickness of porous asphalt pavements can improve the sound absorption performance at low frequencies.

Nowadays porous asphalt pavement increase usage other than the traditional type of asphalt pavement. In that sense porous asphalt specially use in the parking areas and walk ways for pedestrian. There are diverse ways that has been done in order to stick up to permanent degradation such as adding fibers and modifiers like polymers, chemical modifiers, expandars, oxidants and antioxidents, hydrocarbons and antistripping to enhance the fatigue and service life of the pavement. To use these type of additives in porous asphalt pavement some additive increase the mechanical performance of porous asphalt mixture and improve the serviceability of the pavement. Digital image processing use these type of pavement to reduce the air void of the asphalt mixture and increase the physical properties of the porous asphalt pavement. This review paper mainly discuss the overall performance and advantage of porous asphalt using different types of additives.

Nowadays, the traffic noise problem is becoming increasingly prominent. In order to study the influence of porosity and pore depth on the noise reduction performance of asphalt pavement, this paper used the software COMSOL Multiphysics to establish acoustic-structure coupling models, and simulated the sound absorption and noise reduction effect of asphalt pavement under 10%, 15%, 20%, 25%, and 30% porosity; moreover, under the condition of unchanged asphalt pavement porosity, the sound absorption and noise reduction effect of asphalt pavement under 3cm, 4cm, 5cm, 6cm, and 7cm pore depth was studied as well. The research results reveal that, with the increase of porosity and pore depth, the sound absorption and noise reduction effect of asphalt pavement gets better.

Porous asphalt pavement is mainly used for parking lots which able to let water to drain through the pavement surface into a stone recharge bed and infiltrate into soils under the pavement. This study is to investigate the performance of seashell in porous asphalt and determine the image analysis. The seashell used in this study is cockle shell. The strength of seashell was determined through the Aggregate Impact Value Test (AIV) and Aggregate Crushing Value Test (ACV). The grade of bitumen used was grade 60/70. The porous asphalt volumetric properties was determined through Marshall Stablity Test. The permeability coefficient of sample that contain seashell as aggregate replacement was determined through Permeability Test. Generally, the results shows that the seashell’s percentage loss (AIV and ACV) is suitable use for porous asphalt mixture, where the percentage of loss for AIV and ACV was 27.84% and 7.65% respectively. Based on the Marshall Test, porous asphalt that containing seashell as aggregate replacement shows a different result, where it had lower stability value and it can increase the bulk density of porous asphalt mixture. Furthermore, the permeability coefficient also increase. The surface of seashell able to bond with bitumen. Lastly, the trend of VFA and VTM value is effected by the surface and position of seashell in the porous asphalt sample.

Currently, there does not exist any established test method to evaluate the long-term performance of a porous asphalt pavement against clogging, with or without maintenance cleaning. This study pro...

The compaction characteristics of porous asphalt (PA) mixtures are significantly different from those of traditional dense-graded asphalt mixtures. Compaction efforts are critical for PA mixtures to exhibit good performance in terms of strength, functionality, and durability. The objective of this study was to determine the optimum number of gyrations for typical PA mixtures compacted using a Superpave gyratory compactor. The compaction characteristics and the influence of seven gyration levels on the indicators of air voids (AV) content, Marshall Stability (MS), multi-directional permeability, stone-on-stone contact, and durability of PA mixture were investigated through laboratory experiments. A multi-directional permeameter was designed to evaluate the multi-directional permeability of PA mixtures, including vertical, horizontal, and combined horizontal-vertical permeability. The AV content, multi-directional permeability decreases with the increasing gyrations. Based on the requirements of each indicator, the minimum and maximum gyrations for each indicator were determined. Balancing the performance of strength, functionality, and durability, the optimum number of gyrations for the PA mixtures was determined to be between 45 and 75 gyrations, which allows for different gyrations depending on the application of the PA mixture. Finally, the requirements of MS, horizontal permeability, and combined horizontal-vertical permeability are recommended for improving the performance of PA mixture.

The sound absorption coefficient was evaluated for the acoustic performance of the pavement in many studies, which is an evaluation index generated by the non-contact interaction between the tyre a...

Among the sources of vehicle noise, the interaction of tires with the pavement is the most important. Tire-pavement noise is the result of a number of generation and amplification mechanisms as the tire rolls along the pavement. These mechanisms tend to fall into independent low-frequency and high-frequency ranges. In this current study, 24 measured pavements were grouped by type and evaluated via multiple linear regression analyses with respect to vehicle speed and specified aggregate dimensions. The evaluation found that tire-pavement noise variation for a specific pavement type is explained largely by aggregate size. Tire-pavement noise tended to increase with aggregate size—a behavior consistently exhibited, for example, by SMA pavements. Porous asphalt pavements ranged from relatively quiet to relatively noisy depending upon aggregate size. The ultimate goal of this work is the development of methods enabling the design of quieter pavements using analytical means.

The purpose of this study is to explore the microstructure evolution and key properties of porous asphalt mixture under stress. By comparing the image processing of the cutting surface before and a...

Porous ultra-thin asphalt overlay (PUAO) is widely used in maintenance and new road surface layers. Since the paving thickness of PUAO is only about 20 mm, it is necessary to study its own performa...

Statement of the problem. Studies of the degree of influence of the content of polymer-modified bitumen, adhesive additives and mineral materials of various rocks on the physic-mechanical and operational properties of draining asphalt have been conducted. Results. The results of the mathematical planning of a three-factor experiment are presented in the process of studying the operational properties of porous asphalt. Conclusions. The composition of the draining asphalt mix on mineral materials of various types and types of rocks and polymer-modified bitumen PMB 50/70 with an adhesive additive that provides an increase in the abrasion service life, reaction rate and water resistance has been developed and justified.

Постановка задачи. Исследуется степень влияния содержания полимерно-модифицированного битума, адгезионой добавки и минеральных материалов различных горных пород на физико-механические и эксплуатационные свойства дренирующего асфальтобетона. Результаты. Представлены результаты математического планирования трехфакторного эксперимента в процессе исследования эксплуатационных свойств дренирующих асфальтобетонов. Выводы. Разработан и обоснован состав дренирующей асфальтобетонной смеси на минеральных материалах различных видов и типов горной породы и полимерно-модифицированном битуме ПМБ 50/70 с адгезионной добавкой, обеспечивающий повышение срока службы дорожных покрытий за счет оптимизации показателей физико-механических и эксплуатационных свойств асфальтобетона, в том числе истираемости, скорости фильтрации и водостойкость. Statement of the problem. A degree of influence of the content of polymer-modified bitumen, adhesive additives and mineral materials of various rocks on the physical, mechanical and operational properties of porous asphalt is investigated. Results. The results of the mathematical planning of a three-factor experiment are presented in the process of studying the operational properties of porous asphalt. Conclusions. The composition of the porous asphalt mix on mineral materials of various types and types of mining-polymer and polymer-modified bitumen PMB 50/70 with an adhesive additive that provides an increase in the abrasion service life, reaction rate and water resistance has been developed and justified.

Porous asphalt (PA), as a wearing course in road construction, has advantages concerning noise reduction and drainage compared to common pavements because of the high void content. In this paper, t...

Porous asphalt pavement is widely used in domestic engineering, whose repair technology is still a problem in engineering application. Rut specimens for porous asphalt pavement are made, so the actual repairing condition of porous asphalt pavement can be simulated after slotting and repairing by open-graded cold mend material. In addition, the repair efficiency of open-graded cold mend material was verified. The results of the pullout test show that when the spraying dosage is 0.75L/m2, the bond behavior of bonding oil is best excellent. The Accelerated Loading Facility (ALF) indicated that the cold mend material has favorable abrasion resistance properties, and the abrasion resistance is less effected by the spraying dosage of bonding oil. Meanwhile, it’s reveled that the permeability coefficient of rut specimen repaired by cold mend material decreases with the increase of spraying dosage of bonding oil in the permeability test, and too much bonding oil will seriously affect the rut specimen’s original permeability.

In this study, a laboratory model of porous asphalt pavement was developed and tested to evaluate the performance of reducing heavy metals from the artificial stormwater runoff, which corresponded to the rainfall intensity of a subtropical monsoon climate like Bangladesh. In addition to the conventional pavement layers such as surface, base, sub-base and subgrade layers, three additional layers such as a heavy metal adsorbent layer made of locally available coconut husk, sand layer, and geotextiles were placed in the model. The pavement strength and the flow values were measured to confirm the ability of the pavement to sustain medium traffic load. Artificial stormwater was prepared by mixing standard solutions of Pb, Cr, Zn, and Cu with tap waters. Uniform artificial rainfall intensity of 0.3 L/min equivalent to a rainfall intensity of 200 mm/hour was used that infiltrated through the pavement cross section for nearly 2.50 hours. Comparing with the initial concentrations of artificial stormwater, the concentrations of heavy metals such as Pb, Cr, Zn, Cu were reduced up to 87%, 42%, 73%, and 46%, respectively below the coconut husk layer, which indicated the better ability of reducing heavy metal by surface and coconut husk layers. Overall, Pb, Cr, Zn and Cu in the bottom of the pavement layers were reduced by 89%, 56%, 98%, and 67%, respectively. So, the developed porous asphalt pavement can be adopted as an alternative to conventional pavement after further extensive in-situ investigation at various sites.

The use of recycled crumb rubber (CR) in asphalt pavements could be an essential step towards ensuring a more sustainable future in addition to opening a new investment opportunity for global investors. Asphalt modifiers have the ability to enhance the performance of flexible pavements and contribute towards ensuring a more sustainable environment. The utilization of CR produced from end-of-life tires (ELTs) as an asphalt modifier has been shown to enhance asphalt performance with regard to high-temperature rutting and low-temperature thermal cracking due to the remarkable characteristics of the CR. This paper presents the findings of previous studies, including the grinding of ELTs to obtain crumb rubber, the technology employed in the process, and the physical and mechanical properties of the asphalt modifiers. Even though the present study focuses on the application of hot-mix asphalt (HMA), there are other methods, for instance, warm-mix asphalt (WMA), reclaimed asphalt pavement (RAP), and porous asphalt, that used CR as a modifier or as an additive in asphalt binders. A review of the literature suggests that most CR have a good performance and are suitable for use in the top paving layer to reduce noise as well as for other applications.

This paper used the finite element method to analyse surface water distribution characteristics on porous asphalt layer under unsaturated seepage, and further compared the critical rainfall intensi...

The use of a reinforcing fibre in porous asphalt (PA) is a common practice to improve PA’s homogeneity and durability. This study developed a new type of fibre-shaped reinforcement element from cur...

To recycle reclaimed asphalt pavement (RAP) derived from porous asphalt (PA) surfacing into a new PA mix, a fundamental understanding of RAP binder properties is needed. In this paper, properties o...

Tomography technology is not usual when investigating drilled asphalt cores properties. Currently, there is no internationally recognised standard tomography method for asphalt pavements. Tomography provides, however, a non-destructive alternative to traditional, usually destructive, testing of drilled cores. Furthermore, tomography offers possibilities, which traditional laboratory analyses do not. It is not straightforward to distinguish mastic and aggre- gates in tomography results while air void content is less difficult to assess. To have a more reliable assessment of drilled cores properties found by tomography, the method must be carefully planned, executed, and the results compared to those of traditional laboratory methods. In this work, analysis was carried out using six in-situ drilled cores from a double layered porous asphalt pavement. This allowed a comparison of tomography and a standardised conventional laboratory air void measurement on the exact same samples. Comparisons of the air voids found by tomography in all three directions were also carried out, estimating how anisotropic and heterogeneous the samples are, which is not possible using traditional laboratory tests. As few as four tomography slices can give enough precision in the determination of air void content for the porous layers. No more than eight slices per sample were needed in the suggested tomog- raphy method. The statistical results did not indicate that the air void content determined by tomography is different from the laboratory results.

International audience; Transportation is undergoing a radical transformation toward a novel way of thinking about road pavement: a sustainable, multifunctional infrastructure able to satisfy mobility needs, ensuring high safety standards, low carbon impact, automated detection through smart sensors, and resilience against natural and anthropogenic hazards. In this scenario, the road could also play a role for energy harvesting, thanks to the exploitation of solar radiation. The latter can be directly converted into electricity by solar cells placed under a semitransparent layer, or it can be harvested through a calorific flowing fluid. The aim of this paper is to introduce the concept of “hybrid road,” which is able to exploit both approaches. The innovative pavement is a multilayered structure composed by a semitransparent top layer made of glass aggregates bonded together thanks to a semitransparent resin, an electrical layer containing the solar cells, a porous asphalt layer for the circulation of the calorific fluid, and finally, a base waterproof layer. The hybrid road can generate electricity, contrast the heat-island effect, exploit the harvested energy to run a heat pump for heating purposes, or facilitate road deicing during winter. The present paper details experimental data obtained through energetic tests performed with a laboratory-size prototype of the hybrid road. The results show that the prototype is able to harvest around 55.2 W through the heat-transfer fluid. Furthermore, the heat exchange between water and asphalt has a cooling effect on the entire prototype.

Controlling environmental noise and reducing excessive noise is necessary to protect human health and provide auditory comfort. People are frequently exposed to traffic noise in their daily life and traffic noise is a considerable problem on the city scale. This study investigates the sound absorption coefficient in asphalt pavements so as to reduce traffic and environmental noise. The important parameters affecting the sound absorption coefficient in asphalt pavement, such as the use of porous asphalt pavements, clogging pores, the mixture content change, the thickness change, and getting wet, were identified. It is stated that the sound absorption coefficient in the asphalt layer can be increased with the use of a porous asphalt layer, and by changing the thickness and mixture content. In addition, with the effects of global warming, water supply problems are observable in cities. In this context, the use of rainwater is of vital importance. Permeability of the asphalt layer and storage of rainwater in the lower layer are recommended. The accumulation of rainwater with the aid of drainage in porous asphalt pavements has been investigated and the use of rainwater within the scope of recycling is explored. Within the scope of the research, the construction of porous asphalt pavements is suggested in a system that can store water, reuse rainwater with a new system proposal, and reduce environmental noise by increasing sound absorption performance. Accordingly, it will be possible to reduce the environmental noise level and to use rainwater within the scope of recycling. According to varying thicknesses, porous asphalt pavements were modeled using the finite element method, and the Von Mises stress and vertical deformation results of different thicknesses were compared.

Sugarcane agriculture contributes to the greenhouse effect by the polluting action of residue disposal, given that most sugarcane bagasse (SB) is burned. Because it is a low-cost fiber and ...

Porous asphalt pavement is defined as an asphalt concrete that is designed with open gradation aggregate which helps in removing the water with an air void content of about 20% by creating drainage channels. Open gradation consists of large amounts of coarse aggregates and small amounts of fine aggregates. The water is drained due to this hollow structure, this air void content in the porous asphalt mixture which inevitably decreases with time is the main parameter affecting the service life as well as the structural and functional performance. Moreover, the reduction in air void content is one of the main reasons for the loss of permeability in porous asphalt pavements and this lead to the increase in pavement density under heavy traffic conditions. Each country has its own technical asphalt specification involving the required compaction energy and temperature. This study involves the effect of compaction temperatures and numbers on the air void in porous asphalt pavements prepared with 50/70 penetration grade bitumen. As a result of experimental studies, it has been observed that the reduced compaction temperature and the number of compaction (energy) increase the air void level in porous asphalt pavements.

Water damage often occurs on porous asphalt pavement during service life because of the well-developed pore structure. Determining the adhesion and adhesion healing properties of high-viscosity modified asphalt (HVMA) under water condition is beneficial to understand the water damage process of porous asphalt. In this study, the modified binder bond strength test was first conducted to investigate the adhesion property and self-healing behavior of HVMA at different conditions. Then, the surface energy test was carried out to further characterize the differences in adhesion property of HVMA. Moreover, the gel permeation chromatography test and fluorescence microscopic test were used to investigate the influence of chemical composition and polymer morphology on the adhesion property of HVMA. Results show that the presence of water reduces the adhesion property of HVMA. The addition of polymers leads to an increasing adhesion strength and a decreasing self-healing ability of HVMA. The self-healing ability of HVMA improves with the increase of temperature, but also shows a decreased trend when the healing time is long at high-temperature water immersion. The effect of polymers on the adhesion property of asphalt has two aspects. First, the swelling of polymers leads to an increasing content of polar heavy components in HVMA, thus enhancing polarity adsorption between asphalt and aggregate. Moreover, a polymer-centered interfacial diffusion layer can be formed during the adsorption of light components, which increases the overlapping area of structural asphalt between adjacent aggregates. This can also improve the adhesion property at the asphalt–aggregate interface.

Use of waste bio-oil as a polymer modified asphalt (PMA) component is an effective approach to solve the related pollution problem because of tremendous consumption of asphalt binders. In this arti...

Porous asphalt pavements have been widely used because of their advantages of drainage and noise reduction. However, these pavements are susceptible to moisture damage due to the characteristically large portion of air voids. Therefore, the maintenance of porous asphalt pavement has become one of the research hotspots. Microwave technology is generally used as a kind of high-efficiency maintenance method, but now it is also recommended as the technology to heal the micro-cracks in the pavement. However, there is little research conducted on its healing efficiency of asphalt mixture suffered from moisture damage. In this paper, the influence of ferrite content on the pavement performance, mechanical properties and heating effect was studied. Through the indirect tensile fatigue test, the effects of microwave heating time, healing time and damage degree on the self-healing efficiency of moisture-damaged asphalt mixture before and after microwave heating were studied based on the evaluation indexes of the fatigue life extension ratio and fatigue life recovery ratio. It is found that the optimal microwave heating time and optimal healing opportunity of OGFC-13 asphalt mixture with 5% ferrite are 120 s and 50% damage degree respectively. In addition, the longer the healing time, the better the healing effect, but the influence of the healing time is smaller compared with the heating time.

Porous asphalt is an alternative in flexible pavement which is considered to make water seep into the soil. In previous research have been tested the mixture of porous asphalt that meets porous asphalt porosity requirements, but found the weaknesses that the stability is still lower than the standard required. Based on result obtained before, the study is aimed at investigating the use of mixture composition variable with different percentages until the optimal conditions were obtained, namely making a normal mixture, 15%, 18.75%, 22.5%, 26.25%, 30% as sand composition reduction. The percentage of sand reducted from previous composition with different asphalt variations. Tests are carried out using the Marshall method. Sequence of tests show that the materials used for experiment meet the requirement. Optimum Asphalt Content obtained for the mixture are 6% of the total mixed weight. The best Marshall characteristics for AC-WC porous asphalt obtained are at the percentage of 26.25% sand reduction.

The properties of porous asphalt mixture significantly depend on its microscopic void characteristics. This paper mainly studied the correlation between the properties of porous asphalt mixture and three types of void characteristic parameters obtained through computed tomography (CT). It was found that the microscopic void characteristic parameters presented little influence on the moisture sensitivity resistance at high temperature and cooling performance, but strong correlation with other properties such as raveling resistance, permeability, connective porosity and noise reduction. In particular, the equivalent diameter and area exhibited strong correlation with properties of asphalt mixture. Moreover, the maximum equivalent diameter of void exerted the most significant impact on the properties of asphalt mixture. The investigated results could provide useful insights for optimizing and enhancing properties of porous asphalt mixture using the microscopic void parameters.

It is important to maintain safety and ride quality for toll expressway users in Japan. However, since porous asphalt became the standard road surface, spot defects have gradually spread nationwide. To deal with the problem, this research attempted to develop a less costly but effective way of identifying surface defects. Since transverse data for rutting measurement was the only basic data available for general road profilers, first, quasi-three-dimensional (3D) profile data was successfully obtained by deleting gradient effects on the profiles in both the transverse and longitudinal directions. Among other elements, the standard deviation (SD) of the quasi-3D profile height using spot defect size was best matched for identifying spot defects, including pumping of underlying layer materials of the pavement. To improve the efficiency of detecting spot surface defects, deep learning was examined by converting the SD values into visual images. As a result, it was verified that a simplified classification with basic color information of red, green, and blue gave practically the same engineering judgement. Finally, this method of identifying irregularly emerging target defects using deep learning was validated by relearning the target visuals. A good result with high accuracy was achieved with just 150 images for each defect level. This approach may be universally applied anywhere surface profilers are used.

Cold mix asphalts present clear advantages such as the fact that they do not need to be heated, what results in lower energy consumptions and emissions, or the possibility to be transported long distances and manufactured on an offsite. However, their use is highly limited due to the long curing times that are needed to reach their final strength and the lower mechanical performance achieved comparing to hot mix asphalts. This paper studies induction heating as a process to accelerate the drying time of the emulsion and compares it, in terms of the mixture mechanical performance, with a more conventional method in which the cold sample is heated up in an oven. Different tests, as Cantabro, stiffness and Indirect tensile strength have been carried out. The mechanical results have shown that the induction heating could be a feasible alternative to increase the initial strength and reduce the opening time for this type of layers, although more research is necessary concerning the optimization of the mixture and the improvement of the induction device configuration. This paper was financed by the Spanish Ministry of Economy and Competitiveness with funds from the State General Budget (PGE) and the European Regional Development Fund (ERDF) through the research project SIMA+ (Ref. BIA2016‐77372‐R).