Rutting is one of the significant distresses in flexible pavements. Examining the methods to decrease permanent deformation is of considerable importance to provide long service life and safe highways. The main objective of this paper is to undertake a state-of-the-art review to combine the existing work on the permanent deformation of asphalt concrete pavements. For this purpose, the review synthesizes the evolution of the permanent deformation models, the tests methods used to evaluate and quantify the rutting potential of asphalt mixtures with a particular focus provided on the stress sweep rutting test which is gaining popularity as it tackles the shortcomings of its predecessor for the exact characterization and prediction of permanent deformation. Additionally, some advanced computational intelligence methodologies such as finite element model and soft computing are reviewed. Furthermore, the most common permanent deformation solutions are reviewed. It was found that efforts are put towards improving either the rheological properties of base asphalt by using modifiers or asphalt mixture by using selected aggregates to enhance the aggregate interlock and by implementing semi-flexible asphalt pavements which is expected to be a promising method against permanent deformation. This state-of-the-art work is expected to supply a comprehensive perception of the available models, rutting test, and solutions, and to suggest future studying areas related to the rutting of asphalt pavements.

Chemical shrinkage (CS) is an intrinsic parameter that may affect the early age cracking of paste, mortar and concrete. It is well known as the driving force of self-desiccation, autogenous shrinkage (AGS) and drying shrinkage. During the first stage of cement hydration (at the initial setting time), the CS and AGS are equal. In the hardened stages, there is a difference in values between the two shrinkage parameters. This paper is a comprehensive review on CS and AGS, measurement techniques, modeling and prediction of different cementitious systems. Based on the various experimental studies, chemical shrinkage depends on the water to binder ratio (w/b) and is proportional to the degree of hydration. A low w/b ratio leads to high CS and AGS. The composition of cement has an effect on both CS and AGS. Also, incorporating supplementary cementitious materials (SCMs) affects both shrinkage parameters. It is concluded that adding fly ash (FA) to concrete contributes to CS and AGS reductions. However, this is not the case when concrete contains slag. More than 170 references were consulted including 35 which were published after 2020. According to the authors knowledge, there is no published work on the effect of fibers, especially bio-fibers, on the chemical shrinkage of cement-based composites. Therefore, in addition to traditional chemical shrinkage of cementitious systems, this review includes a section on recent papers conducted by the authors on the effect of bio-fibers on the chemical shrinkage of cement composites.

The construction industry has seen a growing emphasis on the use of sustainable materials in recent years. This is driven by various factors, including a desire to reduce environmental impact, improve indoor air quality, and promote the health and well-being of building occupants. One sustainable material that is being increasingly utilized in construction is natural fibers. Phragmites australis fibers, in particular, are renewable, biodegradable, and have a low carbon footprint. The present study aims to evaluate the impact of Phragmites australis fibers on the behavior of reinforced concrete beams. Five concrete mixes were utilized in the experiment, with the control mix having a 1:1.5:3 ratio of cement to sand to coarse aggregate by weight. The other four mixes incorporated Phragmites australis fibers at 0%, 0.5%, 1%, and 1.5% of the volume of the mix, with cement replaced by 10% glass by weight. The water-to-cement ratio was set at 0.4 for all mixes. Concrete cubes, cylinders, and prisms were prepared to determine mechanical and physical properties, while reinforced concrete beams were used to assess structural performance. The results of the experiment showed that the addition of Phragmites australis fibers slightly decreased the compressive and tensile strength of the concrete compared to the control mix. However, the inclusion of 0.5% Phragmites australis fibers enhanced the split tensile and flexural strength of the concrete. In terms of reinforced concrete beams, the maximum load-bearing capacity was realized for the mix with 10% glass and 0% Phragmites australis fibers. However, the highest ductility index and deflection were achieved for the mix with 10% glass and 0.5% Phragmites australis fibers. Therefore, the use of Phragmites australis fibers can improve the structural performance of concrete.

Pavement performance is the ability of pavement to remain in an acceptable condition to serve the intended users over a period of time. There are several principal, combined factors that affect flexible pavement performance such as environmental conditions, pavement materials, and traffic loads. Vehicle overloading is considered one of the most significant causes of accelerating flexible pavement deterioration, reducing the pavement’s design life, and affecting the overall sustainability of the pavement system. Therefore, researchers are continuously examining pavement systems with a view to finding the most suitable solutions for sustainable development in road construction systems in order to reduce both costs and pollution. In this study, we present a framework to conduct nonparametric and parametric survival analysis for asphalt pavement test sections, to assess the influence of using reclaimed asphalt pavement (RAP) on fatigue service life, to indicate the most significant subset of risk factors (covariates), and to study the effect of overweight axles on flexible pavement performance. All the data concerned were extracted from the long-term pavement performance (LTPP) program. The Kaplan–Meier (KM) survival probability curves of multiple pavement distresses were developed to compare the failure probability for various distresses and to determine the median survival time for each distress. The fatigue survival curves for the test sections using RAP and virgin materials were developed separately and the equality of the two survival curves was tested and affirmed. Several parametric survival analyses were conducted to select the most significant subset of covariates. For fatigue cracking and, after dropping the insignificant predictors, a model was developed to show the quantitative relationship between fatigue failure time and potentially influential factors. The analysis indicated that the increase in the percentage of overloaded axles from 0% to 20% can reduce the fatigue survival life of flexible pavement by up to 55%. In the absence of overweight axles, a one-inch increase in asphalt layer thickness can extend the fatigue service life by about half a year. However, in the presence of 20% of overweight axles, a one-inch increase in thickness can extend the fatigue service life by only 0.22 years. Therefore, additional virgin materials and resources are needed to maintain traffic conditions in the road network and to compensate for the reduction in fatigue service life. Moreover, the effect of the increase in overweight axles from 0% to 15% on reducing the fatigue survival life is found to be similar to the effect of increasing the AADTT tenfold. Therefore, the sustainability of pavement is directly affected by the fatigue survival life.

The performance of reinforced concrete beams in the presence of cathode-ray tube (CRT) glass waste is examined. Four concrete mixes containing 0%, 10%, 20%, and 30% CRT glass waste as partial replacement of sand were prepared. The compressive and flexural strength as well as the modulus of elasticity of concrete were determined. Reinforced concrete beams with varying amounts of CRT glass were prepared and the three-point bending test was conducted. The load-deflection curve as well as the strain distribution along the depth of the beams were determined. Concrete containing CRT glass showed an increase in compressive strength, flexural strength, and modulus of elasticity especially at 10% replacement level. The load carrying capacity of reinforced concrete beam is higher when 10% of sand is replaced with CRT glass compared to the control beam and the beams with 20% and 30% CRT glass substitution. The failure mode of the reinforced concrete beams is flexural failure, and the failure pattern is similar for all beams. Strain distribution showed a better ductility at control beam where the deflection was higher than the other beams at the same load. Numerical analysis was conducted, and comparison was made with the experimental results. The comparison showed the accuracy of the software used, where the results of maximum load capacity and maximum deflection were very similar, and the difference did not exceed 5%. In addition, the tensile damage generated by the numerical analysis was very similar to that obtained by the experimental study.

Newer technologies such as warm mix asphalt (WMA) and reclaimed asphalt pavement (RAP) have gained international approval and have been considered as appropriate solutions that support the sustainability goals of the highway sector. However, both technologies present some shortcomings. The lower mixing and compaction temperatures of WMA reduce the binder aging and the bond between the aggregates and the coating binder, thus resulting in less rutting resistance and higher moisture susceptibility. On the other hand, RAP mixes tend to be stiffer and more brittle than conventional hot mix asphalt (HMA) due to the effect of aged binder. This tends to increase the crack propagation distresses. In an attempt to overcome their individual shortcomings, this study investigated the new concept of a combined WMA-RAP technology. The chemical WMA additive Rediset LQ1102CE was utilized with mixtures incorporating low (15%), medium (25%), and high (45%) RAP contents. Dynamic modulus (DM) and flow number (FN) tests were conducted to investigate the effect of Rediset on the behavior of RAP mixtures. The dynamic modulus |E*| mastercurves were developed using the sigmoidal model and Franken model was used to fit the accumulated permanent deformation curve. The results of this study showed that Rediset addition improved the cracking resistance of RAP mixtures. However, the rutting resistance was reduced but kept within the acceptable range except for mixtures containing low RAP content.