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The objective of this research was to evaluate the lifecycle costs associated with emerging pavement maintenance technologies, namely, in-situ rejuvenation and very open emulsion asphalt concrete (ZOEAB+), and scrutinise their suitability over corrective resurfacing maintenance using a stochastic approach. A rational lifecycle inventory was developed by conducting interviews and questionnaire surveys with experts and referring to standard guidelines and international databases. The net present value (NPV) was found sensitive to 12 different inputs with traffic growth rate and discount rate causing the highest uncertainty followed by gasoline and diesel prices. Monte Carlo simulations suggested that the median uncertainty in NPV by using in-situ rejuvenation and ZOEAB+ was 13% and 4% lower than resurfacing. It is envisioned that the research outcomes will assist decision-makers in understanding the uncertainties and costs associated with different maintenance alternatives in the early stages of the project to foster procurement of sustainable and circular pavement maintenance strategies. [ABSTRACT FROM AUTHOR]

Aiming to reduce noise pollution and optimize the acoustic quality in highway tunnels, the noise characteristics on different types of pavements were analyzed and compared in this research, based on the on-site noise measurement in two tunnels with the free fields as a control group. Specifically, the noise characteristics include two aspects: various noise and noise time attenuation performance. Various noise includes on-board sound intensity (OBSI) noise and cabin noise. The noise time attenuation performance uses the indicator of reverberation time. Three types of pavements were measured, including dense-graded asphalt concrete (DAC) and single-layered and double-layered porous asphalt (PA) pavement. The results showed that, for the same type of pavement, compared with the free fields, the difference in OBSI noise in tunnels was within a range of less than 1 dBA; the cabin noise increased by 3.4 dBA~6.6 dBA. The noise level in tunnels was greater than that outside tunnels, and the longer tunnel exhibited higher traffic noise and worse noise time attenuation performances. For the same tunnel, PA pavement could reduce the cabin noise by 3.8 dBA~6.7 dBA. PA pavement also exhibited shorter reverberation time. The application of PA pavement could effectively improve the acoustic quality in the tunnel. This research contributes to noise pollution abatement and the improvement of the comfort and safety of drivers in tunnels. [ABSTRACT FROM AUTHOR]

Today, with the growth of the population and the increase in water, and air pollution, the issue of water purification and the use of nanomaterials has been the focus of many researchers. Considering that, environmental issues such as the reduction of pollutants in porous environments such as asphalt are important. Therefore, the aim of this research was to investigate the role of nanomaterials in improving flexibility and removing pollution in porous asphalt in urban surface runoff. For this purpose, titanium dioxide and graphene oxide nanoparticles were used to improve the mechanical performance of porous asphalt and to reduce the pollutants in the surface runoff. Hence, 11 samples were considered; first asphalt without nanomaterials was made, then 4 porous asphalt samples containing titanium dioxide nanoparticles and 4 porous asphalt samples containing graphene oxide nanoparticles with a concentration of 2-8% were made. The results of the flexible modulus test showed that the asphalt sample containing graphene oxide nanoparticles with a concentration of 6% performed best and was introduced as the optimal nano percentage, and in the environmental section, the asphalt sample containing titanium dioxide nanoparticles with a concentration of 8% was the best.

Climate change resulting in frequent flooding events have caused catastrophic effects to Small Island Developing States (SIDS) in recent times. Rainfall events have become less predictable in recent years. This paper presented the findings of a project that evaluated permeable pavement systems (PPS) using low-carbon materials, recycled aggregates, and carbon-negative aggregates within its structure as a sustainable drainage system (SuDS). It replicates typical drainage systems, reducing the surface runoff volumetric rates and retaining stormwater pollutants from downstream runoff. Low carbon permeable pavements and Carbon Negative pavement systems are novel structural pavements implementing materials which can withstand the same axial loading as the conventional pavements and can enhance stormwater quality by water treatment through filtration and infiltration between sub-base layers. Carbonnegative aggregates utilise patented technology that converts secondary waste products into high-quality aggregates based on a process that absorbs CO2 into the pavement materials. This paper evaluates two pilot-scaled Low-CarbonPorous Asphalt Pavement (LC-PAP) systems versus two carbon-negative interlocking concrete block permeable pavement systems (CN-ICB-PPS) on the overall environmental and structural performance. It was found that the pavement systems achieved similar permeability for stormwater remediation results using a combination of virgin aggregates, recycled aggregates, and carbon-negative aggregates for the CN-ICB-PPS and LC-PAP. The pavement systems utilising greater content of carbon-negative aggregates displayed a higher water infiltration rate when compared to the CN-ICB-PPS because of the sub-base design implemented. The LC-PAP systems could achieve the necessary strength at a lower cost, implementing low-carbon recycled materials and carbon-negative aggregates forming 70 % of sub-base layer of the pavements. For the LC-PAP system, ammonium, nitrates, colour, BOD and COD from the stormwater influent decreased significantly when compared to outflow water samples from the CN-ICB-PPS. Due to the variations in the top layers of the pavements with very small pore-spaces, this ensured a greater pollutant retention rate improving the overall stormwater quality being discharged from the pavement. The CN-ICB-PPS displaced a slight decrease in ammonium, nitrates, and colour over the period of study. Moreover, the LC-PAP contained higher content of low-carbon materials and recycled aggregates, placed above the saturation zone of the pavement, allowing some stormwater pollutants to filtrate easily through the pavement structure. [ABSTRACT FROM AUTHOR]

Copyright of Materiały Budowlane is the property of Wydawnictwo SIGMA-NOT and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Porous asphalt has excellent permeability and larger air voids. Due to the low stability strength of asphalt binder with aggregates, Malaysia uses porous asphalt roads for lightweight vehicle road transportation. Numerous studies indicate utilizing Recycled High-Density Polyethylene in porous asphalt road surface. As a result, it was utilised as an additional binder material to enhance the asphalt binder. The main purpose of this study is to investigate the stability of modified porous asphalt samples and evaluate the optimum percentage of HDPE plastic waste from 3%, 6% and 9%. The aggregates, asphalt properties, Marshall Parameters and waster absorption test are in comply with JKR Standard and PWD 2008. At 3% of plastic addition has improved the stability of porous asphalt specimens. Adding plastic waste as a binder helps strengthen asphalt binding.

This study explores the mechanical properties of porous-asphalt pavement, focusing on the influence of various polymers (elastomeric and reactive elastomeric terpolymers) and different aggregate compositions. Two aggregates were utilized: one is exclusively limestone-based and the other is a blend of limestone and basalt aggregates. The research findings unveiled that mixtures containing the conventional bitumen failed to meet the Cantabro loss-test criterion required for porous asphalt, necessitating a maximum threshold of 20%. In contrast, asphalt mixtures modified with polymers exhibited notably superior performance, particularly in terms of permeability, Cantabro loss and the ratio of indirect tensile strength. These results underscore the significant impact of polymer modification on enhancing the crucial mechanical properties of porous asphalt. Therefore, the study suggests the adoption of polymer-modified asphalt as a viable strategy to improve pavement longevity and overall performance, promoting its use for sustainable and durable infrastructure. [ABSTRACT FROM AUTHOR]

Permeable asphalt pavement is one of the sustainable solutions to remove water from road surfaces. The aim of the research is to analyse the performance of permeable asphalt mixtures depending on the different nominal maximum size and, as a result, to determine the minimum air voids content, which ensures that the asphalt pavement is permeable. To analyse the permeability of asphalt mixtures, ten porous asphalt mixtures with different air voids content and nominal maximum size were designed and tested in terms of air voids content, horizontal and vertical water permeability, water sensitivity, water sensitivity after ultraviolet radiation and mass loss. The results showed that the PA 16 mixture, designed according to the technical requirements TRA ASPHALT 08, was the most porous and permeable mixture, while the modified PA 8 mixture (PA 8_M2) had the lowest air voids content and permeability. Based on the importance of vertical water permeability (0.5%), mass loss (0.3%), water sensitivity (ITSR) (0.2%), the Simple Additive Weighting (SAW) and Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) methods showed that PA 11 (0.729 and 0.745) and PA 16 (0.684 and 0.631) had the highest overall weights. [ABSTRACT FROM AUTHOR]

Lithuania’s total road network consists of more than 84000 km of roads, of which more than 21000 km are national roads. Roads of national importance are managed by the Lithuanian Road Administration. The remaining roads are classified as local roads managed by local governments. Road installation and maintenance often lead to the problem of surface water drainage and accumulation on the road surface. The aim of this study is to identify and propose the most appropriate permeable asphalt pavement construction to solve this problem, taking into account the purpose of the application and the class of pavement structure. The scope of the study identifies three recommended permeable asphalt pavement designs for the installation of DK 0.1-DK 1 pavement structures in ancillary streets, parking and recreation areas where light vehicle traffic with occasional heavy vehicle traffic. It has also been found that in areas of high traffic intensity, it is appropriate to use an alternative to permeable pavements – a permeable pavement design for the shoulder, where the roadway structure is impermeable to water and the shoulders are permeable to water (a permeable pavement structure is installed). The recommended permeable asphalt pavement structures, when properly selected, reduce the risk of flooding on the roadway. Article in Lithuanian. Vandeniui pralaidžių asfalto dangos konstrukcijų taikymas transporto eismo zonoms Santrauka Bendrą Lietuvos kelių tinklą sudaro daugiau kaip 84 tūkst. km kelių, iš kurių daugiau kaip 21 tūkst. km yra valstybinės reikšmės keliai. Valstybinės reikšmės kelius patikėjimo teise valdo akcinė bendrovė „Via Lietuva“. Likę keliai priskiriami vietinės reikšmės keliams, kuriuos valdo savivaldos. Įrengiant ir prižiūrint kelius dažnai susiduriama su paviršinių nuotekų nuleidimo ir kaupimosi važiuojamojoje dalyje problema. Šiuo tyrimu siekiama nustatyti ir pasiūlyti šiai problemai spręsti tinkamiausias vandeniui pralaidžias asfalto dangos konstrukcijas atsižvelgiant į taikymo paskirtį ir dangos konstrukcijos klasę. Tyrime nustatytos trys rekomenduojamos vandeniui pralaidžios asfalto dangos konstrukcijos, taikytinos įrengiant DK 0,1–DK 1 klasės dangos konstrukcijas pagalbinėse gatvėse, automobilių stovėjimo ir poilsio aikštelėse, kuriose vyrauja lengvųjų transporto priemonių eismas esant pavieniam sunkiasvorio transporto važiavimui. Taip pat nustatyta, jog didelio eismo intensyvumo vietovėse tikslinga taikyti vandeniui pralaidžioms dangoms alternatyvų sprendinį – vandeniui pralaidžios dangos konstrukcijos kelkraštį, kai važiuojamosios dangos konstrukcija yra nelaidi vandeniui, o kelkraščiai – pralaidūs vandeniui (įrengiama vandeniui pralaidi dangos konstrukcija). Tinkamai pasirinktos rekomenduojamos vandeniui pralaidžios asfalto dangų konstrukcijos sumažina važiuojamosios dalies užtvindymo riziką. Reikšminiai žodžiai: vandeniui pralaidi dangos konstrukcija, asfalto danga, poringasis asfaltas, pralaidumas vandeniui.

Permeable asphalt pavement is one of the sustainable solutions to remove water from road surfaces. The aim of the research is to analyse the performance of permeable asphalt mixtures depending on the different nominal maximum size and, as a result, to determine the minimum air voids content, which ensures that the asphalt pavement is permeable. To analyse the permeability of asphalt mixtures, ten porous asphalt mixtures with different air voids content and nominal maximum size were designed and tested in terms of air voids content, horizontal and vertical water permeability, water sensitivity, water sensitivity after ultraviolet radiation and mass loss. The results showed that the PA 16 mixture, designed according to the technical requirements TRA ASPHALT 08, was the most porous and permeable mixture, while the modified PA 8 mixture (PA 8_M2) had the lowest air voids content and permeability. Based on the importance of vertical water permeability (0.5%), mass loss (0.3%), water sensitivity (ITSR) (0.2%), the Simple Additive Weighting (SAW) and Technique for Order Preference by Similarity to Ideal Solution (TOPSIS) methods showed that PA 11 (0.729 and 0.745) and PA 16 (0.684 and 0.631) had the highest overall weights.

Porous asphalt (PA) are used to drain water from the surface of the asphalt pavements. It reduces aquaplaning and subsequently decreases splash and spray. Clogging reduces the permeability of PA over the years. The double layer PA are used to mitigate this problem. Different aggregate gradations and binder types can alter the performance of double layer PA. The objective of this research is to evaluate the effects of these parameters on the performance of double layer PA. For this purpose, different samples were fabricated using various aggregate gradations based on Malaysian asphalt mixture standards. Indirect tensile strength, permeability and air voids of the samples were determined. The proposed aggregate gradation for top and bottom layers were mixed with two different asphalt binders. Cantabro and binder drainage tests were later carried out on these samples. The results were then compared with the corresponding results from the Dutch double layer PA gradations. Laboratory test results showed that aggregate gradation significantly affect the indirect tensile strength, permeability and air voids of both top and bottom layer of PA. The design binder content for the bottom layer is also lower than that for the top layer. However, the binder type did not significantly change the design binder content.

Abstract Porous asphalt mixtures are gaining popularity due to their ability to effectively drain surface water and mitigate traffic noise in regions with high rainfall. However, compared to conventional asphalt pavements, these types of pavements with high void content necessitate specific guidelines for achieving an optimal mix design. The performance characteristics of porous asphalt mixtures are notably influenced by the grading and composition of materials, especially with regards to their resistance to moisture damage. This study aimed to investigate the properties of porous asphalt mixtures using limestone and siliceous aggregates with varying gradations, while maintaining bitumen contents of 5% and 6%. In accordance with the regulations set forth by the National Center for Asphalt Technology, the findings indicate that siliceous-based aggregates exhibit improved void characteristics (increased by 3%) and permeability (increased by 11%). However, they also display reduced resistance to moisture-induced failures (decreased by 4%). On the other hand, adhering to the gradation recommendations provided by the National Asphalt Pavement Association guidelines, except for a slight decrease of 3% in moisture sensitivity, yields an overall enhancement of 25% in other performance characteristics. To analyze the data, statistical methods were employed, resulting in regression models with a minimum R2 value of 0.97. These models helped determine the optimal binder percentage for different aggregate types and gradations, providing valuable insights for practical implementation.

This research evaluated the feasibility of magnetic induction self-healing of a novel cold porous asphalt mixture made from asphalt emulsion and an industrial by-product. The study consisted of three phases: first, the feasibility of magnetic induction healing was determined using a break-heal-break cycle. Secondly, the consequences of the repeated healing process were determined both in the bitumen, through penetration, ring and ball and dynamic shear rheometer tests and in the mixture, through flexural, interconnected voids and permeability tests. Thirdly, the impact of varying the healing cycles on the particle loss performance was evaluated using the cantabro test.The results were as follows: firstly, the use of magnetic induction is feasible and achieves 91% healing in the novel cold porous asphalt mixture. Secondly, regarding the consequences of repeating the healing process: at the rheological level, the viscosity and stiffness of the binder increases while at the mixture level, it is posible to repeat the healing process, since although the healing capacity decreases due to the increased hardness of the binder, the flexural strength also increases with increasing stiffness. Regarding the internal structure and permeability test, repeating the process leads to a reduction in the percentage of interconnected voids, which negatively affects the permeability of the mixture. Thirdly, the healing process by magnetic induction improves the performance against particle loss.

Regardless of their gradations, all varieties of asphalts pavement mixtures are smooth and impermeable, which reduces the safety of cars in different weather situations. Comfort and safety on the roads during various weather conditions are directly influenced by surface layer characteristics. Porous asphalt has quick surface drainage, eliminates splashing, and improves safety. Additionally, because water drains into the asphalt mixture's pores, the desired level of friction between the tire and the pavement will be guaranteed. This necessitates the production of permeable asphalt pavement mixtures for roads and highways that can handle heavy traffic loads. The primary objective of this study is to investigate the enhancement of stability and mechanical properties in porous mixtures by substituting conventional limestone filler with Polyethylene Terephthalate Waste Plastic (PET) powder. Simultaneously, the study aims to mitigate environmental pollution by utilizing PET materials, which take decades to decompose naturally. The PET used in the study was melted at 260 0C and then powdered using 7000, 18000, and 28000 rpm grinders to obtain filler that passed sieve no. 200. The ASTM D7064-based evaluation of the mixture's optimum asphalt content takes into account essential factors, including drain down, percentage of air voids, and optionally, the results of the Cantabro abrasion test, which was calculated to be 4.75%, decreased to 4.5% when polyethylene terephthalate powder was utilized as filler in place of limestone. The optimum limestone filler percentage was 3.0% based on National Asphalt Pavement Association (NAPA) gradation employed the same procedure in the optimum asphalt content evaluation. However, the results showed that the optimum amount when using PET powder reached 3.5%. The criteria used to investigate the newly proposed asphalt pavement mixture are the Marshall method, Drain down of binder, Cantabro loss test, and permeability of porous mixture. This research reveals that adding PET as an alternative filler to limestone reduces permeability, Drain Down, and Cantabro by 22.64%, 29.27%, and 16.33% respectively while increasing the stability by more than 15.5%. It is still promising that the permeability of the mixture stays within the desirable limit for comfort and safe driving. Filler replacement was tied to performance testing and was demonstrated to raise the deformation strength in the KIM test more than twice from 1.54 MPa to 3.63 MPa by employing a specialized head and Marshall loading machine as an alternative method to the wheel tracking test for evaluating rutting in the mixture. The index of retained stability by aging the samples in water bath at 25 °C from one to four days increased from 8.66 MPa by 33.1% to reach 12.57 MPa where filler replaced, and the indirect tensile strength based on ASTM D4867raised by 29.08% from 0.578 to 0.735 MPa for conditions samples and raised from 0.681 to 0.879 MPa to raise the unconditioned samples by 12.9%. It is also worth noting that the use of PET as a waste material has significant environmental benefits.

Porous asphalt (PA) is used to control the effects of storm water and reduce runoff. However, due to high air void content, it decreases the volumetric properties and tensile strength of PA. Thus, this study aims to investigate the inclusion of bamboo fiber enhances the volumetric properties of PA and contributes to the resolution of the low tensile strength problem. Stability, flow, density, and stiffness are some variables considered. Other considerations include the use of a void filled with bitumen (VFB) with two separate gradations of polyacrylonitrile (PA) and four different percentages of bamboo fiber (0.2 percent, 0.3 percent, 0.4 percent, and 0.5 percent). In addition, the permeability, binder drain-down, and Cantabro loss tests are used to analyze the modified PA's physical qualities. According to the findings, including bamboo could contribute considerably to improving the inner structure of PA for both grades. Besides, additional bamboo fiber significantly reduces the abrasion value by 80%, whereas the binder drain down improved the volumetric properties and preserved the permeability characteristics of PA. Therefore, it can be concluded that the existence of bamboo PA can significantly improved the mechanical performance of PA. [ABSTRACT FROM AUTHOR]

Copyright of Science: Future of Lithuania / Mokslas: Lietuvos Ateitis is the property of Vilnius Gediminas Technical University and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Porous asphalt has excellent permeability and larger air voids. Due to the low stability strength of asphalt binder with aggregates, Malaysia uses porous asphalt roads for lightweight vehicle road transportation. Numerous studies indicate utilizing Recycled High-Density Polyethylene in porous asphalt road surface. As a result, it was utilised as an additional binder material to enhance the asphalt binder. The main purpose of this study is to investigate the stability of modified porous asphalt samples and evaluate the optimum percentage of HDPE plastic waste from 3%, 6% and 9%. The aggregates, asphalt properties, Marshall Parameters and waster absorption test are in comply with JKR Standard and PWD 2008. At 3% of plastic addition has improved the stability of porous asphalt specimens. Adding plastic waste as a binder helps strengthen asphalt binding. [ABSTRACT FROM AUTHOR]

The specific objective of this study was to investigate the effect of reactive ethylene terpolymer (RET) modification on bitumen properties at the nano and macro scales, as well as on porous asphalt (PA) mix properties. Measurements using the dynamic shear rheometer (DSR) and the bending beam rheometer (BBR) showed that RET modification of bitumen significantly improved the high-temperature properties, while intermediate- and low-temperature properties were similar to the base bitumen. The linear amplitude sweep (LAS) test conducted using the DSR showed that RET modification improved fatigue resistance. Consequently, chemical analysis and PeakForce™ Quantitative Nano-Mechanical™ (PF-QNM) atomic force microscopy (AFM) imaging were used to evaluate the microstructure and nanomechanical properties of the polymer modified bitumen (PMB) and the base bitumen before and after long-term ageing. The chemical analysis provided useful insights that complemented and helped to explain the AFM and rheology tests. The AFM results supported the LAS test findings in showing that RET modification improved the resistance of aged bitumens to cracking. The results of testing the PA mix showed significant improvements in moisture damage and ravelling resistance due to RET modification. [ABSTRACT FROM AUTHOR]

Porous asphalt (PA) are used to drain water from the surface of the asphalt pavements. It reduces aquaplaning and subsequently decreases splash and spray. Clogging reduces the permeability of PA over the years. The double layer PA are used to mitigate this problem. Different aggregate gradations and binder types can alter the performance of double layer PA. The objective of this research is to evaluate the effects of these parameters on the performance of double layer PA. For this purpose, different samples were fabricated using various aggregate gradations based on Malaysian asphalt mixture standards. Indirect tensile strength, permeability and air voids of the samples were determined. The proposed aggregate gradation for top and bottom layers were mixed with two different asphalt binders. Cantabro and binder drainage tests were later carried out on these samples. The results were then compared with the corresponding results from the Dutch double layer PA gradations. Laboratory test results showed that aggregate gradation significantly affect the indirect tensile strength, permeability and air voids of both top and bottom layer of PA. The design binder content for the bottom layer is also lower than that for the top layer. However, the binder type did not significantly change the design binder content. [ABSTRACT FROM AUTHOR]

Porous asphalt (PA) mixtures have become a common and very useful pavement technology for preventing dangerous driving conditions in wet weather and as a permeable surface in permeable pavement systems due to their capacity to filter water. The increased social awareness of sustainability matters has expanded the interest in reducing the impact of construction materials on the environment, mainly by using recycled materials in their composition and, hence, reducing the depletion of raw materials. In this research, two innovative recycled filler materials, namely, cellulose ash (CA) and combustion soot (CS), have been used as a total filler replacement in PA mixtures to look for improved mechanical strengths and characteristics. Four different filler dosages were assessed for each filler material, and the produced PA mixtures were tested for their particle loss, water sensitivity, freeze–thaw durability, Marshall stability, resilient modulus and permeability in order to obtain a full picture of their performance. The obtained results showed that both filler materials, adequately dosed, can generate PA mixtures that significantly overcome reference mechanical values for PA mixtures that maintain adequate infiltration capacities to satisfy the main international standards, proving to be suitable replacements for conventional filler materials commonly used in asphalt mixture production. [ABSTRACT FROM AUTHOR]

Porous asphalt (PA) is an open-graded hot mixed asphalt that presents improved surface drainage during rainfall, improving road safety in wet weather and preventing rainfall water from receding in closed areas. The main challenge facing PA paving is binder draindown during mix transportation and placement due to the confluence of low fillers cases, open-graded aggregate gradation, and high asphalt contents. Mineral fibers such as slag wool (SW), despite their negative effects on human health and the environment, have been used as stabilizers in PA mixtures to increase binder retention and avoid stability reduction. This study evaluates using human scalp hair (HSH) as an alternative stabilizing fiber to SW in PA mixtures. Using HSH in PA mixtures is a sustainable waste recycling method and an economical solution to enhance the binder retention and stability of PA mixtures. The performance of the PA mixtures that stabilized with SW (control) and HSH was compared with National Asphalt Pavement Association (NAPA) requirements. The fiber length of 1–5 mm was maintained for SW and HSH. The PA standard gradation suggested by NAPA was used to form the stone matrix of the investigated PA mixtures. The Marshall design method was used to obtain the optimum asphalt and stabilizer contents. The performance evaluation tests were performed on SW and HSH mixtures, including loss of stability, moisture sensitivity, draindown, cantabro abrasion and rutting depth. Based on the results of the performance evaluation tests, the PA mixtures stabilized by HSH show a convergent performance compared with those stabilized by SW. The findings indicated that HSH can be considered an adequate stabilizer for PA mixtures instead of SW fibers.

Cold asphalt mixtures are more sustainable because they are manufactured at ambient temperature. However, they are much less applied because they take longer time in the curing process due to the water contained in the asphalt emulsion, which delays the opening of roads. To solve this problem, the option of adding magnetic aggregates to cold asphalt mixtures and heating them by magnetic induction to evaporate the water contained in the asphalt emulsion and reduce curing time has been evaluated. For this objective, different by-products were evaluated as magnetic aggregate and the best one was selected. Four porous asphalt mixtures were then manufactured: an experimental mixture with the selected magnetic particles, a control mixture with virgin steel instead of the by-products, and two oven-cured reference mixtures without magnetic aggregate (one according to the Spanish standard and another according to the U.S. Asphalt Institute guidelines); then, the four mixtures were studied in terms of the curing process, rheological properties of bitumen and mechanical performance of samples. The experimental mixture containing industrial by-products shortened the curing time from 7 and 2 days (Spanish and U.S. Asphalt Institute standard, respectively) to only two hours; rheological and mechanical analysis proved the viability of this technology.

Porous asphalt (PA) mixtures are gaining wider acceptance in pavement construction due to their benefits in terms of road safety, noise mitigation and stormwater management. Increasing demands, such as those imposed by climate change, require the design of mixtures that provide enhanced functional properties, while keeping the same durability of conventional porous asphalt mixtures. This study proposes different experimental PA mixes with higher air voids content and suitable structural capability than a conventional PA mixture. The functionality of the mixtures was evaluated in accordance with total and interconnected air voids, while the mechanical performance was assessed in terms of raveling resistance both in dry and wet conditions, tensile strength, and moisture sensitivity. The binder drain down was also verified. In a first stage, the experimental results were analyzed through descriptive and inferential statistics tests. As multiple responses were obtained, principal component analysis (PCA) and agglomerative hierarchical clustering (AHC) were applied to explore the association pattern among the test results and experimental designs. The study concluded that PA mixes with air voids content of up to approximately 28% and admissible values of resistance can be designed. The use of polymer modified binder (PMB) and the inclusion of fibers and hydrated lime (HL) was essential for the formulation of the mixes.

The road and construction sectors consume a large number of natural resources and energy, contributing significantly to waste generation and greenhouse gas emissions (GHG). The use of recycled aggregate from construction and demolition waste as a substitute for virgin aggregate is a current practice in the construction of new road sections. Additionally, in recent years, there has been an increasing focus on finding alternatives to bitumen for binders used in asphalt mixes. This study investigates and compares the impacts associated with two porous asphalt mixtures produced with CDW aggregates, virgin aggregates, and a polyolefin-based synthetic transparent binder through an LCA methodology. A cradle-to-gate approach was employed. Model characterization for calculating the potential environmental impacts of each porous asphalt mixture was performed using the ReCipe 2016 assessment method at the midpoint and endpoint levels. The results are presented with reference to a baseline scenario corresponding to a porous asphalt mixture, confirming the benefits associated with the use of recycled aggregates and in some cases the benefits of not using bitumen-based binders. This work contributes to the understanding of the importance of choosing the least environmentally damaging solution during the production or rehabilitation of road pavement infrastructure. [ABSTRACT FROM AUTHOR]

Porous asphalt mixtures are gaining popularity due to their ability to effectively drain surface water and mitigate traffic noise in regions with high rainfall. However, compared to conventional asphalt pavements, these types of pavements with high void content necessitate specific guidelines for achieving an optimal mix design. The performance characteristics of porous asphalt mixtures are notably influenced by the grading and composition of materials, especially with regards to their resistance to moisture damage. This study aimed to investigate the properties of porous asphalt mixtures using limestone and siliceous aggregates with varying gradations, while maintaining bitumen contents of 5% and 6%. In accordance with the regulations set forth by the National Center for Asphalt Technology, the findings indicate that siliceous-based aggregates exhibit improved void characteristics (increased by 3%) and permeability (increased by 11%). However, they also display reduced resistance to moisture-induced failures (decreased by 4%). On the other hand, adhering to the gradation recommendations provided by the National Asphalt Pavement Association guidelines, except for a slight decrease of 3% in moisture sensitivity, yields an overall enhancement of 25% in other performance characteristics. To analyze the data, statistical methods were employed, resulting in regression models with a minimum R2 value of 0.97. These models helped determine the optimal binder percentage for different aggregate types and gradations, providing valuable insights for practical implementation. [ABSTRACT FROM AUTHOR]

Designing mixtures of asphalt with a porous structure to gain good trainability decreases both the propagation and generation of traffic noise. Porous asphalt (PA) mixtures use crushed stone, a small proportion of processing sand, admixtures, and asphalt binders. Therefore, this study aims to examine the impact of adding crumbed rubber into the mix of PA. However, the optimum amount of the binder used in the reference mixture without crumb rubber (CR) and the mixture with 10, 15, and 20% of crumbed rubber waste was identified by utilizing drain down. The test of Cantabro loss, air voids, and indirect tests of tensile and permeability were performed on samples to identify the influence of adding crumbed rubber on the features of the PA mixes. The optimum asphalt content achieved is 6.3%. The results indicated that CR decreases PA permeability, while the additional amount of crumbed rubber in PA negatively influences PA characteristics.

A European research project named FIBRA (2017-2021) has been conducted under the Conference of European Directors of Roads (CEDR) on fostering the implementation of fibre-reinforced asphalt mixtures by ensuring its safe, optimised and cost-efficient use. This paper presents a Dutch case study on demonstration of a fibre-reinforced PA 8, top layers of two layer porous asphalt, on Dutch motorway A73. The results indicate that PA 8 can be reinforced using both polyacrylonitrile and aramid fibres instead of polymer modification through evaluation of lab performance, production process and initial pavement performance. The addition of fibres may contribute positively to the strength of the mixture, the stiffness and possibly aging resistance of the mortar. The workability of fibre-reinforced PA 8 is better than that with polymer modification. The accelerated load testing results indicate that the PA 8 with fibre reinforcement has an expected service life similar to that with polymer modification. [ABSTRACT FROM AUTHOR]

This paper describes physical and mechanical properties of porous asphalt mixtures with various RAP amount (0%, 10%, 20%, 30%) containing one WMA additive (organic wax). The samples were prepared using the Marshall compactor at two different temperatures (125 °C, 145 °C) by fabricating six series of porous mixtures. Air void content, particle loss, stiffness modulus, indirect tensile strength, and indirect tensile strength ratio were measured and the effects of RAP, wax, and compaction temperatures were evaluated, considering the results of statistical analyses. Based on the performed tests, it has been concluded that high RAP contents (30%) in WMA-RAP PAs result in decreased porosity, permeability, and moisture resistance, and in increased cohesiveness, stiffness, and indirect tensile strength compared to the reference PAs. On the other hand, for low RAP contents (10%), WMA-RAP PAs show lower cohesiveness and indirect tensile strength, at the same time demonstrating an increase in porosity, permeability, moisture resistance, and stiffness. Reduced compaction temperatures (125 °C) particularly affect the cracking resistance.

The use of petroleum asphalt as a binder still dominates the implementation of road surfacing in Indonesia. Its limited availability and relatively high prices are a problem for the construction industry. Besides petroleum asphalt, Asbuton can also be used as an alternative to the binder in the asphalt mix. Asbuton abundant deposit makes it easier to obtain it at a lower price than petroleum asphalt. However, its use requires a rejuvenating agent to separate the minerals and bitumen and maximize mixing when cold. This study aims to analyze the wear of a hot and cold asphalt mix using rejuvenating agents with variations of 0%, 2%, 3% and 4%, with Asbuton percentages of 5%, 5.5% and 6% with the specifications of the Association of Road Engineers of Malaysia. Laboratory scale. Porous asphalt is intended for light traffic. Wear test of the object to be tested using the Cantabro test. Cantabro test results show that the Porous asphalt mix using waste diesel oil as a rejuvenating agent for Asbuton at the composition of Asbuton 6% + 4% diesel oil waste is the optimal composition. Based on the results of the Cantabro test, it was found that the average wear rate of 0.53% met the REAM specification standards, i.e. wear value ? 20%. So the use of diesel with a variation of 4% and Asbuton 6% can be used in porous asphalt mixtures as it contributes to the surface resistance of the road wear layer. Further research needs to be done using the collision variations, assuming that a porous asphalt mix can be used in heavy traffic.

Egypt and many other countries in the Arab world are among the countries with little rain in general. But the large number of climate changes in the world have doubled the possibilities of heavy rains, which resulted in what looks like torrential rains during the winter season more than once in the past few years, so that they have become a threat that is expected to occur every year. On the other hand, there was no interest in benefiting from this wasted natural water, and therefore it is assumed that ways to confront it and also benefit from it should be developed.One of the effective solutions is the use of permeable paving systems, in order to reduce the damages resulting from heavy rainwater and floods, especially after the spread and recurrence of this phenomenon in many countries of the Arab world. For these systems to be effective, porous asphalt must be designed to have sufficient structural capacity to accommodate projected vehicle loads, to manage rainwater flow into the subsoil, as well as wastewater drainage operations.This paper describes the best practices used to design and build permeable paving systems, which are considered one of the best applications used worldwide now, with a focus on the lessons learned from construction, whether on narrow roads, expressways, sidewalks, and parking lots, in addition to studying the engineering characteristics of each type, Structural characteristics and durability, as well as reviewing all the environmental benefits resulting from this, especially the material aspect that some consider the main factor, which may prevent this from being achieved. There is no doubt that these environmental methods are one of the most effective means to meet the increasing environmental demands, which results in the capture of torrential rainwater, allowing it to seep through a group of treated layers to the lower layers of the earth, or to the drainage channels connected to it, and then the use of the land becomes more Efficient, and with less damage.

Longitudinal variability in tyre/road noise is often associated with low-noise porous asphalt surfaces, with CPX testing results for individual 20-metre road segments commonly varying by up to 6 dB along new projects in New Zealand. In November 2018, following on from previous trials investigating the effects of air voids and stone size, three EPA7 trial sections were constructed to investigate the effects of layer thickness on tyre/road noise. The thickness effect was found to be approximately –2 dB LCPX:P1,80 per 10 mm increase in target layer thickness across the three trial sections. Core samples taken from a new road showed EPA7 layer thicknesses that differed from the target layer thickness by up to 15 mm. These findings suggest that variations in layer thickness may be a key contributor to longitudinal variations in tyre/road noise on roading projects using porous asphalt. A further investigation involving a detailed thickness survey is currently underway to better understand layer thickness variability and its effect on tyre/road noise.

This research has been aimed to experimentally and numerically examine the effect of nanomaterials on pollutant removal in the porous asphalt in urban surface runoff. For this purpose, 19 samples including Titanium dioxide (TiO 2), Graphene Oxide (GO), Zinc Oxide (ZnO), and Copper Oxide (CuO) were applied to reduce pollution in surface runoff. Numerical models were simulated using laboratory data in COMSOL software, and the results of these methods were compared with the laboratory results. With a slight difference, the numerical and experimental results indicated the positive effect of adding ZnO and GO and the negative effect of adding CuO and TiO 2 to the porous asphalt in reducing the Sulfate (SO₄), Nitrate (NO 3), Total Suspended Solids (TSS), and Total Dissolved Solids (TDS) parameters in the polluted water outflow. Also, obtained results showed adding these Nano Particles (NPs) to the porous asphalt at concentrations of 6% and 8% had a beneficial effect and that adding NPs at concentrations of 2% had no effect in reducing the Lead (Pb) parameter dissolved in the polluted water outflow. Overall, the results indicated the positive effect of the ZnO-containing asphalt sample in absorbing and reducing all parameters of pollutants dissolved in the polluted water. The CuO-containing asphalt sample was also discovered to have produced opposite results or have nearly no effect on various parameters, increasing the amounts of pollutants in water outflow. In addition, the asphalt samples containing GO and TiO 2 also positively contributed to reducing certain pollution parameters. Water treatment and the application of nanomaterials have attracted great public attention in the modern era with the growing population and increasing air and water pollution. Since it is crucial to address environmental issues, including reducing [emissions of] pollutants in porous media, such as asphalt, this study experimentally and numerically explored the role of nanomaterials in pollutant removal in the porous asphalt in urban surface runoff. To this aim, TiO 2 , GO, ZnO, and GO were utilized to reduce pollutants in surface runoff. The case results obtained from this research are as follows: • With a slight difference, the numerical and experimental results indicated the positive effect of adding ZnO and the negative effect of adding CuO, TiO 2 , and GO to the porous asphalt in reducing the parameter of total organic and inorganic substances dissolved in the polluted water outflow (TSS). • With a slight difference, the numerical and experimental results indicated the positive effect of adding ZnO, TiO 2 , and GO and the negative effect of adding CuO to the asphalt in reducing the TSS parameter dissolved in the polluted water outflow (TDS). • With a slight difference, the numerical and experimental results indicated the positive effect of adding ZnO and GO and the negative effect of adding CuO and TiO 2 to the porous asphalt in reducing the So 4 parameter dissolved in the polluted water outflow. • With a slight difference, the numerical and experimental results indicated the positive effect of adding ZnO, GO, and TiO 2 and the negative effect of adding CuO to the porous asphalt in reducing the NO 3 parameter dissolved in the polluted water outflow. • With a slight difference, the numerical and experimental results indicated the positive effect of adding ZnO, GO, and TiO 2 and the negative effect of adding CuO in concentrations of 8% and 6% to the porous asphalt in reducing the Zn parameter dissolved in the polluted water outflow. • With a slight difference, the experiment and numerical results suggested that adding NPs to the porous asphalt in concentrations of 6% and 8% had a positive effect on lowering the Pb parameter dissolved in the polluted water outflow while adding NPs in concentrations of 2% had no effect. • The results of this research generally indicated the positive effect of the ZnO-containing asphalt sample in absorbing and reducing all parameters of pollutants dissolved in the polluted water. The CuO-containing asphalt sample either produced contradictory results or was nearly ineffective for various parameters, increasing the amount of pollution in water outflow. In addition, the asphalt samples containing GO and TiO 2 positively contributed to reducing certain pollution parameters. [ABSTRACT FROM AUTHOR]

Porous asphalt mixture (PA), known as open-graded surfaces over a stone bed underneath, allows water to go through. These factors can affect the porous asphalt mixture adhesive strength. The high amount of course aggregate promotes the structure of air voids have certain impacts on the acoustic properties of porous asphalt. The materials properties are consisting of both aggregate and bitumen tests. This study also details out the aggregates sieve analysis test to develop new aggregate gradation for PA. According to five ASEAN countries’ specifications, the sieve analysis test was done. The countries included are Malaysia, Vietnam, Thailand, Singapore, and Indonesia. The test for the binder includes the softening point, penetration, and ductility. This study also investigates the addition of kenaf fiber in the mixture as an additive. Mechanical performance test for PA using Marshall Stability test to identify the strength and the properties of the conventional PA with the addition of kenaf fiber compared to the new gradation of PA incorporating kenaf fiber. From the results, the addition of 0.3% kenaf modified PA improved the performance of PA in terms of Marshall Stability and volumetric properties.

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. [ABSTRACT FROM AUTHOR]

Porous asphalt pavements are environmentally friendly permeable road pavements. There is a need to improve the strength performance of porous asphalt mixtures. Waste Ethylene Propylene Diene Monomer (EPDM) rubber modification of porous asphalt mixtures is investigated in this study. The mixture was initially designed for the selected mix aggregate gradation. Waste EPDM rubber scraps were replaced with filler materials at the rate of 2 % and 4 % of the total aggregate weight. Performance tests were conducted on test specimens. The EPDM rubber scraps improved the elasticity and strength properties of PA mixtures.

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

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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 and pavement. The impedance tube is not enough to simulate the noise of tyre/pavement interaction. This paper presents the findings of a lab and field evaluation of noise characteristics of porous asphalt pavement on the use of the tyre-rolling-down (TRD) and impedance tube methods as well as OBSI method. The effect of different factors (pavement type, pavement thickness, void ratio, maximum nominal particle size) on the pavement noise were investigated by TRD. It is well synchronised with the impedance tube test and a comprehensive pavement noise evaluation method is formed in lab. Combined with the Grey correlation analysis methods, influence degree of four parameters were analysed and then the correlation between noise level and sound absorption coefficient is tried to establish. Then, the effects of lane distribution and aging, abrasion of road on noise were also investigated at two test sections of in service highway. The lab results demonstrated that A-weighted SPL and maximum absorption coefficient showed better negative correlation under different porosity conditions compared to average absorption coefficient. [ABSTRACT FROM AUTHOR]