Lightweight concrete (LWC) has emerged as a transformative material in sustainable and high-performance construction, driven by innovations in engineered lightweight aggregates, supplementary cementitious materials (SCMs), fiber reinforcements, and geopolymer binders. These advancements have enabled LWC to achieve compressive strengths surpassing 100 MPa while reducing density by up to 30% compared to conventional concrete. Fiber incorporation enhances flexural strength and fracture toughness by 20–40%, concurrently mitigating brittleness and improving ductility. The synergistic interaction between SCMs and lightweight aggregates optimizes matrix densification and interfacial transition zones, curtailing shrinkage and bolstering durability against chemical and environmental aggressors. Integration of recycled and bio-based aggregates substantially diminishes the embodied carbon footprint by approximately 40%—aligning LWC with circular economy principles. Nanomaterials such as nano-silica and carbon nanotubes augment early-age strength development by 25% and refine microstructural integrity. Thermal performance is markedly enhanced through advanced lightweight fillers, including expanded polystyrene and aerogels, achieving up to a 50% reduction in thermal conductivity, thereby facilitating energy-efficient building envelopes. Although challenges persist in cost and workability, the convergence of hybrid fiber systems, optimized mix designs, and sophisticated multi-scale modeling is expanding the applicability of LWC across demanding structural, marine, and prefabricated contexts. In essence, LWC’s holistic development embodies a paradigm shift toward resilient, low-carbon infrastructure, cementing its role as a pivotal material in the evolution of next-generation sustainable construction.

Mode choice in transportation is influenced by factors such as comfort, safety, travel time, cost, and reliability, with most commuters in Banda Aceh preferring private vehicles due to flexibility and efficiency. Travel time and travel cost are identified as major barriers preventing people from switching to public transport, which is often considered less attractive. While studies abroad examine elasticity from multiple perspectives, research in Indonesia has mainly focused on vehicle attributes. The objective of this paper is to analyze the elasticity of travel time and travel cost for users of private vehicles and public transportation. The study employs a binary probit model to estimate elasticity values, utilizing data from a Stated Preference survey of transportation users. The results show that both trip attributes and individual characteristics significantly influence transport mode choice. Longer travel distances, higher travel time, and increased operating costs raise the likelihood of choosing public transport, while being male and having higher education also increase the tendency to select it. Conversely, motorcycle ownership strongly favors private mode choice, and holding a valid driver’s license is an important determinant of travel behavior. The elasticity analysis further reveals that reducing travel and access times for the TransK bus could significantly increase its usage, while policies restricting private vehicle use, such as the odd-even system, may also encourage shifts toward public transport. The study concludes that mode choice in Banda Aceh is mainly driven by travel time, with TransK highly responsive to time improvements, while private vehicles dominate despite cost changes. Encouraging public transport use requires faster, more reliable bus services and restrictions on private vehicle advantages.

Increasing demand towards environmental awareness and sustainable development has lead the construction industry to develop technologies that have less negative impact to the environment. Accordingly, Warm Mix Asphalt (WMA) is one technology that found to have potential in minimizing the bad environmental impact in road construction activities. It’s low mixing and compacting temperature has open a great opportunities toward more sustainable development. However, during its service life, asphalt viscoelastic properties will gradually change and become more brittle which will reduce its adhesion properties with aggregate. Thus, the objective of this study will focus on investigating the effect of aggregate type and asphalt binder field aging on the binder-aggregate interfacial characteristic of WMA by evaluating its surface free energy and adhesive bond strength. Type aggregate found to have significant impact on the work of adhesion. Both sessile drop and pull-off testing result in different aggregate type of superior aggregate in term of work of adhesion. Asphalt binder field aging also play a significant role in asphalt-aggregate bond energy, with average reduction of 3% in a month compare to unaged materials.

Traffic condition, as well as tropical climate condition in Indonesia, demands high care to produce water resistance based surface layer in the flexible pavement industry. Asphalt porous is one of various technologies that could become promising prospects in this regard. However porous asphalt features might result in lower ability of pavement to endure traffic load. Thus, this study tries to find solution to previously mentioned issue by adding natural fibers to porous asphalt mixture by measuring the permeability, binder drains down, and void in mixture. The natural fiber is known to have in own strength to endure tensile force, and among many natural fibers available, we choose two of the most abundant material in Indonesia, which are Arenga Pinnata fibers and Coconut fibers. The result in this study is the addition of Arenga Pinnata fibers, or Coconut fibers results in decrease of both permeability and binder drain down test value for 8% to 35% and 32% to 73% respectively while it increases the void in mixture.

This study proposed using Polyethylene Terephthalate (PET) and Faunus ater shell ash (FAA) waste as asphalt binder additives and filler substitutions, respectively, to increase the strength and stability of porous asphalt. A thorough investigation of porous asphalt mixture properties was carried out using a permeability test, void in the mix (VIM), Marshall stability, and cantabro loss (CL). In this study, the stone dust filler was substituted by 0%, 50%, and 100% of FAA. In addition, 2%, 4%, and 6% of PET were used as asphalt binder additives. The permeability test result was in line with the VIM measurement, resulting in Mix 2 (50% stone dust, 50%FAA, and 2% PET) having the highest permeability and VIM value. In comparison, Mix 4 (100% stone dust and 4% PET) has the lowest permeability and VIM value. The Marshal stability results were in reverse with the permeability and VIM value, where Mix 4 resulted in the highest Marshall stability of 1519 kg. The majority of the CL test result was in line with the permeability and VIM value, where the only mixture that failed to satisfy the minimum 35% of CL value was Mix 2 with the CL value of 36%.