Roadway infrastructure is a major transportation facility required for the deployment of autonomous vehicles. However, in the field of vehicle automation research, two critical questions are still unsolved: “Is the current roadway infrastructure sufficient for such highly autonomous vehicles?” and “How can the current roadway infrastructure be assessed to understand whether it is sufficient for such high-level autonomous vehicles or not?” A survey was conducted to answer these questions and to determine essential roadway infrastructure for the safe and successful deployment of highly autonomous vehicles. This study identified that GPS (Global Positioning System) positioning and accuracy, real-time incident updates, detailed mapping, secure data sharing, and connectivity with infrastructure (V2X) are highly important digital roadway infrastructure for automated driving systems. Moreover, experts prioritize vulnerable road user facilities, winter road maintenance strategy, road markings, and roadway visibility among physical roadway infrastructure as highly important. This study might be useful for various stakeholders involved in autonomous vehicle deployment by focusing on roadway infrastructure issues that require attention.

Authors: Zawad M F S,��Hossain K, Barzegaran J, .

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Moisture damage of asphalt pavement has always been one of the major concerns for researchers in the pavement engineering field. Mitigating this moisture-induced damage is essential for improving pavement performance, extending service life, and reducing lifecycle costs. Several studies have reported that waste plastic can potentially increase the cohesion between asphalt and plastic molecules and enhance the adhesion between asphalt and aggregate, improving the moisture damage resistance of asphalt pavements. The present study aims to understand the effect of incorporating different waste plastics as modifiers on a binder’s fundamental properties, such as cohesive bond energies. To achieve this goal, three different waste plastics—high-density polyethylene (HDPE), polypropylene (PP), and polyethylene terephthalate (PET) in 2%, 4%, 6%, and 8% by weight of the total binder—were used to modify the conventional asphalt binder (PG 58-28). The surface free energy (SFE) was determined by depositing one polar and one non-polar liquid on the solid samples by using the liquid needle drop deposition technique while adopting three different theories. Finally, the cohesive bond energies of the modified asphalt binders were calculated. The results showed that waste plastics significantly increased the total SFE and cohesive bond energy of the asphalt binder up to 4% plastic addition and then dropped. Besides, the comparative analysis revealed that PP modification was most effective for improving moisture damage resistance among the three plastics. Therefore, the use of plastic waste for asphalt binder modification was found to be a promising approach for enhancing moisture damage resistance.

Authors: Biswas M, Paul S,��Hossain K, Waghmare P,��Ahmed A.

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Semirigid pavements are gaining importance in the pavement design field due to their improved performance in freezing zones. These semirigid pavements are constructed similarly to asphalt pavements, but with a cement-stabilized base layer. However, there is a limited study that quantifies the influence of design factors on the performance of semirigid pavements. Therefore, an attempt was made to investigate the role of subgrade, temperature, moisture, traffic, crack joint spacing, speed, asphalt thickness, cement-treated base (CTB) layer thickness, elastic modulus, and modulus of rupture of CTB layer on semirigid pavement design. Different combinations of factors were formulated using fractional factorial design in the design of the experiment (DoE). All factors influencing the design of semirigid pavements were considered on two levels (low and high). This analysis used data from the Federal Highway Administration’s (FHWA’s) Long-Term Pavement Performance Program (LTPP). These data were incorporated into the AASHTOWare Pavement ME Design 2.6.1 (MEPDG) software. Design-Expert was used to determine the significance of various factors on the performance indexes. In addition, an optimization technique was used to determine the optimal design thickness for cement-treated base under various subgrade and climatic conditions. The result suggests that the thickness of a CTB layer is greater on fine-grained soil than on coarse-grained soil.

Authors: Khan S, Hossain K, Swarna S.

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This study evaluated the relative effect of different modifiers and antistripping additives on the rheological properties of asphalt binder PG 58-28, commonly used in Newfoundland and Labrador, Canada. Four antistripping additives: ZycoTherm SP2, Kling Beta 2914, Pave Bond Lite, and AD-Here were used at different dosage rates for laboratory investigations. These antistripping additives were blended into a styrene-butadiene-styrene (SBS) polymer and Gilsonite-modified binder. Later, all binders were aged using rolling thin film oven (RTFO) method. The rutting and cracking parameters, such as the Superpave rutting parameter, Shenoy’s rutting parameter, nonrecoverable creep compliance, crossover frequency, rheological index, and Glover–Rowe parameter were evaluated for SBS- and Gilsonite-modified binders. Comparative rutting parameters analysis showed that both SBS- and Gilsonite-modified binders enhance the rutting performance of the asphalt binder. Additionally, the moisture damage test from the surface free energy test and cracking test revealed that the antistripping agent with SBS-modified binder performed better than the Gilsonite-modified binder.

Authors: Islam T, Hossain K, Khan S, Aurilio M, .

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Structural evaluation of road networks has always been a challenge for road agencies, especially in developing countries like Iran, from both economic and operational perspectives. Many researchers have sought innovative solutions such as developing structural indices or predictive models to address this issue. However, the proposed approaches either rely on costly equipment or have low accuracy. In this study two approaches were employed to address this issue: a weighted summation technique to develop the Pavement Structural Condition Index (PSCI), and a Random Forest Classification (RFC) model. Both methods utilized surface distresses, such as International Roughness Index (IRI), rut depth, and alligator cracking acquired by Laser Crack Measurement System (LCMS) to assess the structural condition. Additionally, a threshold value of PSCI was identified that performs as a crucial discriminator between poor and sound pavement structural status, based on the required structural overlay thickness and using the Receiver Operating Characteristics (ROC) curve analysis. Ultimately, the efficacy of PSCI and RFC models in predicting the structural adequacy of pavement sections was validated with an independent dataset. Consequently, the PSCI model demonstrated an accuracy of 0.842 and a precision of 0.964, while the RFC model achieved superior performance with an accuracy of 0.984 and a precision of 0.976. While the RFC model outperformed the PSCI in identifying structural deficiencies, the PSCI framework provides a practical, cost-effective alternative for network-level pavement condition monitoring, particularly in scenarios where implementing machine learning models is not feasible.

Authors: Barzegaran J, Karimi S M, , Swarna S T, Hossain K.

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This paper presents results of a research project completed to compare the ice-melting capabilities of environmentally friendly alternative deicers with average road salt. Tests were conducted in an environmental chamber where temperatures could be controlled to a certain degree to ensure that the test specimens were in the ideal condition for the most accurate results. There were 168 samples tested and their results were recorded and interpreted throughout this paper. The outcome of this research is based on the amount of brine solution produced during the melting tests, and the depth of ice penetrated for the penetration test. The data showed that all alternative deicers competed evenly or in some cases slightly outperformed rock salt. The results show that there is no clear preference that can be given to the materials; the preference could only be given based on factors not related to ice melting and penetration.

Authors: Lawlor M,��Hossain K.

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Rising costs of constructing and maintaining asphaltic concrete pavements present a challenge requiring an alternative solution. Nanomaterials can be cost-effectively integrated with asphalt binder to provide beneficial effects for asphaltic concrete mixture. This paper investigated seven different types of nanomaterials, namely nanoclay, carbon nanotube, nanosilica, nano-titanium dioxide, nano-zinc oxide, graphene oxide, and carbon nanofiber by examining their production methods, benefits, applications, and limitations based on the data available in published literature. Challenges and limitations discussed include economic, production, and blending problems, some of which are due to the lack of research on the topic. This study provides a framework from which the pavement engineering community can conduct experimental research on nanomaterials for applications in asphaltic concrete pavements. The review of previous studies reveals that new asphalt binders and asphaltic concrete mixtures incorporating nanomaterials can be developed for improved performance of flexible pavements. It is expected that further research can be devoted to overcoming the current challenges faced by aging transportation infrastructure through use of nanomaterials in asphalt binder and asphaltic concrete. Above all, research gaps in the present state of knowledge have been identified and certain recommendations are given for future investigations.

Authors: Alam R, , Collins C��M, Hossain K.

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Authors: Rana M, Swarna S, Hossain K.

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Semirigid pavements are gaining importance in the pavement design field due to their improved performance in freezing zones. These semirigid pavements are constructed similarly to asphalt pavements, but with a cement-stabilized base layer. However, there is a limited study that quantifies the influence of design factors on the performance of semirigid pavements. Therefore, an attempt was made to investigate the role of subgrade, temperature, moisture, traffic, crack joint spacing, speed, asphalt thickness, cement-treated base (CTB) layer thickness, elastic modulus, and modulus of rupture of CTB layer on semirigid pavement design. Different combinations of factors were formulated using fractional factorial design in the design of the experiment (DoE). All factors influencing the design of semirigid pavements were considered on two levels (low and high). This analysis used data from the Federal Highway Administration’s (FHWA’s) Long-Term Pavement Performance Program (LTPP). These data were incorporated into the AASHTOWare Pavement ME Design 2.6.1 (MEPDG) software. Design-Expert was used to determine the significance of various factors on the performance indexes. In addition, an optimization technique was used to determine the optimal design thickness for cement-treated base under various subgrade and climatic conditions. The result suggests that the thickness of a CTB layer is greater on fine-grained soil than on coarse-grained soil.

Authors: Khan S, Hossain K, Swarna S.

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Presently, there is strong consensus that significant temperature and weather changes are fast approaching as a result of climate change. Pavements will be significantly affected by increased temperatures, precipitation, and flooding, and will require present design methodology to be modified accordingly. Several climate change adaptation strategies are easily available to agencies including upgraded����grades, increased Hot Mix Asphalt (HMA) thickness, modified mix gradations, and stabilized base. The objective of this study is to investigate����(LCA) and����(LCCA) for climate change adaptation strategies across various locations in Canada, from a����(GWP) perspective. All analysis was completed leveraging the Athena Pavement LCA software and the LTPP database. The investigated scenarios were (i) a baseline����with no climate change, (ii) a baseline����with climate change, and (iii) an asphalt pavement adapted to withstand climate change, appropriate to the level of changes experienced by the specific location. The study revealed that although there are initial increases in both cost and emission to administer these adaptation strategies, they are offset over the life of the pavements. Increasing the HMA thickness and using stabilized bases were the most expensive and the highest emitting among the investigated strategies, but they are only necessary for extreme coastal climate change regions including British Columbia and Newfoundland. British Columbia is expected to observe a near 30% increase in agency costs to effectively adapt their pavements to climate change. However, these initiatives were found to decrease the overall global warming potential by nearly 10% in comparison to not adapting. The other examined locations, although not returning as drastic of changes, followed similar trends. The conclusions find that climate change adaptation strategies are highly beneficial from the standpoint of both an LCA and LCCA for all of the investigated locations.

Authors: Swarna S T, Hossain K, Bernier A.

Link(s) for the Paper: | ResearchGate