Variations in pavement density have been widely monitored and investigated, both in laboratory and in field experiments, since the compaction of pavement is so critical to its long-term performance quality. In contrast to field testing, laboratory tests are simpler to produce but less accurate. Destructive drilled samples are used to conduct field testing; however, they are limited in their ability to assess density information at specific areas. The use of computationally aided approaches, such as the Finite Element Method (FEM) and the Discrete Element Method (DEM), in research involving asphalt mixtures is increasing, since these methods simulate and evaluate the characteristics of asphalt mixtures at macroscopic and microscopic scales. Individual particle behavior at the microscopic level cannot be fully represented using the FEM alone, and the computing cost of utilizing the DEM approach alone is prohibitively high. The objective of this work is to simulate the pre-compaction process by using the coupled FEM-DEM approach. In order to investigate the impact of the asphalt mixtures’ gradation, a dense-graded asphalt mixture (AC 11) and a gap graded asphalt mixture (PA 11) were simulated. Different paving speeds (4, 5, and 6 m/min) were applied on the preliminary compaction model of AC 11 to study the effect of the paving speeds on the compaction process. By comparing the angular velocity, which worked as a reference of compaction quality, it was demonstrated that the grade AC 11 asphalt mixtures performed better in the preliminary compaction process compared to the grade PA 11 asphalt mixtures. Moreover, since it has an effect on compaction, paving speed was carefully monitored and kept within a reasonable range in order to maximize both pavement quality and project efficiency.

The Guide for Design of Pavement Structures (AASHTO 86/93) and Mechanistic Empirical Pavement Design Guide (MEPDG) are two common methods to design continuously reinforced concrete pavement (CRCP) published by the American Association of State Highway and Transportation Officials (AASHTO) in the USA. The AASHTO 86/93 is based on empirical equations to assess the performance of highway pavements under moving loads with known magnitude and frequency derived from experiments on AASHTO road tests. The MEPDG is a pavement design method based on engineering mechanics and numerical models for analysis. It functions by incorporating additional attributes such as environment, material properties, and vehicle axle load to predict pavement performance and degradation at the selected reliability level over the intended performance period. In order to evaluate the CRCP design procedure and performance, crack width (CW) and crack spacing (CS) from five examined test tracks in Europe with different climate condition, base layer, geometry, and materials were collected in this paper and compared with predicted distresses as well as CW and CS from AASHTO 86/93 and MEPDG design methods. The results show that the interactions between geometrics, material properties, traffic, and environmental conditions in the MEPDG method are more pronounced than in the AASHTO 86/93 and the prediction of CS and CW based on MEPDG matched closely with the recorded data from sections.

Continuously reinforced concrete pavement (CRCP) is a representative type of concrete pavement constructed with continuous steel bars without intermediate transverse expansions. With reference to pavement conditions, CRCP is an exceptional type of concrete pavement according to the Highway Pavement Condition Index (HPCI) and International Roughness Index (IRI). The two main design methods for CRCP are AASHTO 86/93 and the Mechanistic–Empirical Pavement Design Guide (MEPDG). Because of limitations of the AASHTO 86/93 design method, the MEPDG method is more reliable. While incorporating the interactions among geometrics, pavement structure layers, material properties, subgrade, traffic, and environmental conditions, and the prediction values according to the MEPDG method, it matched the measured results of crack spacing and crack width. The MEPDG punchout, crack width and spacing, and load transfer efficiency (LTE) models were evaluated, and results were compared with the test sections in three European countries consisting of different construction details, which were investigated and recorded between 2019 and 2021. In this sense, a calculation tool was developed to consider the influence of different parameters in design process. In addition, sensitivity analyses were executed for the development of punchout, considering various input parameters. The track surveying and the evaluation of the results indicated that the design process can be improved with consideration of some criteria such as crack formation time or adjustment of the correlation between crack width and crack spacing. Due to the very important function of erosion and resulting pumping in the deterioration of CRCP, it is advisable to include the influence of the base layer and the influence of different shoulder type and heavy traffic volume or effect of deflection in the calculations.

Road infrastructure serves as a foundational driver of a nation’s economic and cultural growth. Incorporating life cycle cost analysis (LCCA), as well as considerations of availability and environmental impact, enables policymakers to make strategic decisions that not only enhance fiscal efficiency but also support sustainable progress. This paper centers on an in-depth examination of two prevalent pavement technologies: continuously reinforced concrete pavements (CRCP) and jointed plain concrete pavements (JPCP). It specifically delineates the application of these methods to a hypothetical one-kilometer motorway construction in Germany. Employing LCCA for concrete pavements, the paper evaluates long-term fiscal prudence among alternative investment opportunities, factoring in resource utilization—both materials and machinery—and long-term care and upkeep obligations over the pavements’ operational lifespans. The analysis extends to appraise agency expenditures associated with the pair of pavement strategies and estimates the concomitant delay durations and costs relevant to the exemplar project. Central to this research is the investigation of road availability and its quantifiable influence on traffic efficacy, parsing through metrics such as the tally of days roads are out of service and the subsequent repercussions on vehicular flow. The investigation also proposes strategies for the reduction of embodied carbon in CRCP and JPCP systems. While accounting for variances in functional performance and vehicular comfort levels, this study contributes scientifically by tackling pragmatic engineering dilemmas involved in pavement selection, with a spotlight on minimizing costs, curtailing traffic interruptions, and mitigating ecological impacts for the duration of the pavement’s life cycle.