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The durability and strength of concrete in construction can be significantly compromised by permeability issues, which pose considerable challenges to its long-term effectiveness and reliability. By analyzing six selected articles from the Scopus database, this study meticulously synthesizes findings on the effectiveness of CAs in improving these essential properties of concrete. The research meticulously documents and analyzes key variables such as the CA dosage, water–cement ratio, evaluation duration, and treatment conditions, providing a thorough understanding of the factors that influence the performance of CAs in concrete. The results robustly indicate that CAs significantly reduce concrete permeability, thereby enhancing its resistance to water and other detrimental substances, and simultaneously boosts the compressive strength, leading to stronger and more durable concrete structures. However, the study also reveals that the impact of CAs can vary considerably depending on the specific conditions and methodologies employed in the individual studies. This underscores the importance of standardized testing procedures to ensure consistent and comparable results across different studies. This research provides valuable insights for optimizing the use of CAs in concrete formulations, ultimately aiming to improve the durability, performance, and sustainability of concrete in construction applications.

This study investigates the field performance of Warm Mix Asphalt (WMA) road overlays containing various amounts of RAP and binder. Rutting, the International Roughness Index (IRI), and transverse, longitudinal and alligator cracking are the key parameters considered here. Our research is based on a Specific Pavement Study-10 experiment (SPS-10) conducted in nine states of North America (eight in the USA and one in Canada) that included 31 road sections in dry and wet regions. Road overlays were evaluated 1 and 4 years after their placement in terms of anti-cracking behavior and were compared with the pre-treatment status of the road. The best rutting resistance occurred at 15% and 12% RAP in dry and wet regions, respectively. For IRI, 30% and 0.0% RAP were the best for dry and wet regions as well. The maximum longitudinal crack recovery rates were found at site 3 (BA01, Arizona; dry region) and site 26 (AA65, Missouri; wet region), with RAP contents of 20% and 36%, respectively. In addition, alligator cracking did not occur post-overlay, so optimal RAP and binder contents cannot be suggested. The greatest improvements were found at site 15 (AA01, Washington state; dry) and site 30 (AA63, Oklahoma; wet). The response surface method (RSM) was also developed to explore the optimal models for RAP and selection of binder contents to minimize the rutting, IRI, and transverse and longitudinal crack lengths.

Stone mastic asphalt (SMA) has become widely used in the field of pavement engineering. Using specific additives in SMA is necessary due to climate change and load condition variations. Thus, it is essential to utilise a modern mixture with a high capacity to survive the high traffic loads. The current study aims to use a combination of waste polyethene terephthalate (PET) and Nano-silica (NS) as a newly developed hybrid additive in SMA modification to improve rutting and fatigue performance. Waste PET and NS were blended with the C320 bitumen binder by using the wet-mix process, producing SMA mixtures. The Nano-silica was added to the C320 binder (2%, 4%, 6% and 8% by weight of the binder). The engineering properties was assessed through the Marshall stability, wheel tracking test, indirect tensile strength ratio test, resilient modulus test, and drain-off tests. The results indicated that adding 4–8% of Nano-silica with 6% waste PET plastic improves the rutting performance, stiffness modulus, tensile strength ratio, and fatigue performance of the modified SMA mixtures in comparison to non-modified mixtures. The significant performance of rut depth and stiffness modulus, tensile strength ratio and drain-offs were recorded as 1.2 mm, 6100 MPa, 96.4%, and 0.04%, respectively. Results revealed that mixtures modified with the hybrid additive of 6%PET6%NS have superior performance concerning better stiffness and rutting resistance. The results showed that the increase in Nano-silica content with PET plastic increased the fatigue life to the highest extent, at up to 220,490, for the hybrid additive of 6PET6NS mixtures. Based on the results of rutting and fatigue performance, the hybrid additive of 6PET6NS mixtures reflects the optimum and ideal content. The results demonstrated that the inclusion of NS with PET successfully decreased the drain-off rates, increased the rutting resistance, and improved the fatigue life.

Using stone mastic asphalt (SMA) has increased considerably, mostly due to the improvement in serviceability of pavements. This type of asphalt mix is made with more coarse aggregates than fine aggregates. Therefore, using proper bitumen with a better coating among the aggregates is important. On the other hand, since the population grows, the production of waste materials drastically increases. Therefore, the importance of using recycled materials in other industries has increased every day. One of the most prominent types of waste materials is high-density polyethene (HDPE). HDPE is polymer waste and can improve the performance of bitumen. HDPE can be found in many municipal wastes, such as plastic bottles. Therefore, constructing pavements containing HDPE can reduce waste materials and the cost of maintaining and rehabilitating roads from the improvements of mechanical properties and performances of mixtures. This study aimed to investigate the effectiveness of HDPE on the mechanical properties and performance of SMA. Hence, Marshall properties, maximum density, bulk density, and stability were measured for the mechanical properties. Wheel tracking and four-point bending test were carried out as the performance evaluation of rutting and fatigue resistance, respectively. The results showed SMA mixtures containing 4% HDPE had the best fatigue resistance, while rutting performance was 8% HDPE. The maximum fatigue life and minimum rutting depth were recorded as 157,090 cycles and 1.05 mm, respectively.

Silicon, as the most abundant element in the earth’s crust and the most common material used in electronic and optical equipment, has attracted the attention of many individuals to change the properties of this material, improving its electronic and optical properties. One of these efforts relies on the reduction of surface reflection by making use of different methods. However, among them, the use of lasers in creating surface microstructures has been of special importance because there is no need for masks and other additional materials. In this work, a theoretical method is utilized to analyze these textures with the theorem of diffraction grating on a micrometer scale. The surface reflection of the microstructure created by excimer laser exposure on a silicon surface is simulated. The theoretical Coordinate transformation method (C method) gives out notable results against the experimental records by approximating triangular and trapezoidal microstructures. The model is useful for predicting the reflective response of the modified microstructural morphology. One of the main applications is the texturing of the solar cell front faces to enhance their efficiency, mainly due to photon trapping.

From the perspective of sustainability and environmental concerns, the use of cold-mix asphalt (CMA) and recycled asphalt pavement (RAP) is more advantageous than the use of hot mix asphalt (HMA) and warm mix asphalt (WMA). Some researchers used a mixture of CMA and RAP to improve the mechanical properties of pavement and made it more economical. However, only a few studies have focused on using a high content of RAP—particularly 100% RAP—as the virgin aggregate. Therefore, this study aims to analyse cold-mix asphalt (CMA) using 100% recycled asphalt pavement (RAP) instead of virgin aggregate raw materials and to determine the best mixture for the production of environmentally friendly asphalt. It is necessary to investigate the performance of CMA mixed with RAP in terms of the resilient modulus, indirect tensile strength, fatigue and rutting resistance. In this study, the percentage of bitumen emulsions added is 2%, 2.5%, 3%, 3.5%, and 4%, along with 100% RAP material. The results indicate that the fatigue life of the RAP mixture increased by 49.34% with the addition of bitumen emulsion (BE) from 2% to 4%, while the wheel tracking test experienced a decrease in rutting depth along with an increase in BE dose of 4%, which was 9 mm. The mixture containing 4% asphalt emulsion has the best performance. The results suggested that increasing the BE dosage increases the resistance against rutting and fatigue.

This study aims to investigate the effect and the possibility of using waste plastic as a sustainable cost-effective polymer to modify bitumen binders. Different types of waste plastic have been used in this modification, including polyethylene terephthalate (PET), high-density polyethylene (HDPE), and low-density polyethylene (LDPE). The modification targets the physical characteristics, rheological properties, and binders’ resistance to ageing. Both long- and short-term ageing are investigated to determine the durability and ageing resistance of the modified binder using rolling thin film oven tests (RTFOT) and pressure ageing vessels (PAVs). Penetration tests and dynamic shear rheometer (DSR) tests were conducted to investigate and evaluate the complex shear modulus, stiffness, elasticity, and viscous properties. The results show that 2% and 4% of HDPE and LDPE are recommended as ideal contents for good performance, as reflected by the penetration tests before and after ageing. However, higher contents, such as 6% and 8% HDPE and LDPE, are not significant in improving the stiffness, elasticity, and ageing resistance. Therefore, samples of 6–8% HDPE and LDPE are more vulnerable to permanent deformation. Furthermore, using waste PET exhibits obvious improvements in terms of the physical characteristics, rheological properties, stiffness, elasticity, and ageing resistance with up to 8% PET-modified bitumen. Based on the results, the ideal type and content is 6–8% PET waste plastic.

The construction of hundreds of kilometres of roads around the world every year results in the consumption of large amounts of raw materials and the depletion of natural resources. In addition, technologically advanced countries such as Australia are currently facing a major issue regarding the waste materials produced daily by their citizens. The disposal of these waste materials is a critical issue faced by municipalities in modern cities. Currently, using waste materials in civil and construction engineering is of great interest to researchers and industry. This study investigates the impact of using waste polyethylene terephthalate to modify asphalt mixtures following Australian design guidelines and criteria. Different types of asphalt are used to investigate and determine the mechanical properties of modified asphalt mixtures. The Marshall stability, Marshall flow, Marshall quotient, and wheel-tracking tests were tested. The Marshall stability, Marshall flow, and MQ of the Marshall test results exhibited significant improvements when using PET in modified SMA and AC mixtures. It can be seen that the 8% PET produced a mixture with the highest stability of 19.78 kN. The lowest rut depth was about 2.08 mm for samples modified with 8% PET.

Industrial waste materials are increasingly being used in asphalt to improve pavement quality and reduce environmental impacts. The aim of this research was to test the pavement distress-related effects of using ground-granulated blast-furnace slag (GGBFS) as a filler in hot mix asphalt. There is potential for GGBFS to be integrated into Western Australian (WA) asphalt pavements. GGBFS was used as a replacement for the conventional hydrated lime (HL) filler used in mix designs of the Main Roads WA specifications. A control mixture (1.5% HL) was compared with three prototype mixtures containing 1.5%, 3% or 5% GGBFS instead of HL. To investigate their characteristics, we conducted wheel tracking tests, four-point bending tests, and assessments with an asphalt mixture performance tester (AMPT). The findings support the use of GGBFS in asphalt pavements. The mixture with 3% GGBFS had the best fatigue life, rutting resistance and AMPT results.