Within concrete engineering, the uptake of self-compacting concrete (SCC) represents a notable trend, delivering improved workability and placement efficiency. However, challenges persist, notably in achieving optimal performance while mitigating environmental impacts, particularly in cement consumption. However, simply reducing the cement content in the mix design can directly compromise the structural-concrete requirements. Towards these challenges, global trends emphasize the utilization of appropriate waste materials in blended concrete. This study explored a promising strategy by integrating supplementary cementitious materials (SCMs) to contribute to the United Nations' Sustainable Development Goals (SDGs) in addition to the engineering contributions. It suggests an optimal combination of Metakaolin (MK) and Limestone Powder (LP) to partially substitute cement. The research methodology employs the response surface method (RSM) to systematically explore the ideal ingredient ratios. Through a comprehensive analysis of orthogonal array of 16 mixes, encompassing both mixture and process variables, this study aims to explain the effects of MK and LP addition on the rheological and mechanical properties of SCC with varying cement replacement levels. In terms of mixture constituents, the total composition of cement, MK, and LP was fixed at 100%, while coarse aggregate (CA), fine aggregate (FA), and the water-to-binder ratio were held as process variables. In order to assess the rheological properties of the mix-design, various tests including slump flow, L-box, and sieve segregation were conducted. Additionally, to evaluate mechanical strength, samples were tested for compressive strength at both 7 and 28 days. Findings from the experiments reveal higher concentrations of MK result in reduced workability and hardened properties. Through RSM-based designed experimentation covering both rheological and mechanical aspects, it is observed that the optimal cement replacement level lies between 40 and 55%. The findings of this study contribute to the advancement of sustainable and structurally robust concrete practices, offering insights into the optimal utilization of SCMs to meet both engineering requirements and environmental sustainability goals.

Scouring is a major concern affecting the overall stability and safety of a bridge. The current research investigated the effectiveness of the various artificial intelligence (AI) techniques, such as artificial neural networks (ANNs), the adaptive neuro-fuzzy inference system (ANFIS), and random forest (RF), for scouring depth prediction around a bridge abutment. This study attempted to make a comparative analysis between these AI models and empirical equations developed by various researchers. The current research paper utilized a dataset of water depth (Y), flow velocity (V), discharge (Q), and sediment particle diameter (d50) from a controlled laboratory setting. An efficient optimization tool (MATLAB Optimization Tool (version R2023a)) was used to develop a scour estimation formula around bridge abutments. The findings of the current investigation demonstrated the superior performance of the AI models, especially the ANFIS model, over empirical equations by precisely capturing the non-linear and complex interactions between these parameters. Moreover, the result of the sensitivity analysis demonstrated flow velocity and discharge to be the most influencing parameters affecting the scouring depth around a bridge abutment. The results of the current research highlight the precise and accurate prediction of the scouring depth around a bridge abutment using AI models. However, the empirical equation (Equation 2) demonstrated better performance with a higher R-value of 0.90 and a lower MSE value of 0.0012 compared to other empirical equations. The findings revealed that ANFIS, when combined with neural networks and fuzzy logic systems, produced highly accurate and precise results compared to the ANN models.

Transport noise and vibration have a negative influence on the environment, human health, and quality of life. The measurement and analysis of transport noise and vibration are required by the regulations and guidelines that various countries have set in order to manage and mitigate these effects. This review paper provides an overview of the requirements for the measurement and analysis of vibration and noise in transportation in different countries. The paper examines the measurement and analysis parameters, methods, and standards used in the United States, Europe, Australia and Japan. The review finds that although the requirements for measurement and analysis vary between countries, there are common parameters and methods used worldwide, such as sound pressure level and frequency spectrum measurements, noise and vibration impact assessment, prediction, and control measures. A comprehensive understanding of the measurement and analysis requirements for transport noise and vibration in different countries is essential for ensuring compliance with regulations, mitigating adverse impacts, and promoting sustainable transport development.

Conventional asphalt pavement is the dominant mode of passenger and freight traffic in Pakistan. As a result, asphalt pavements suffer from various failures, where rutting, corrugation, and fatigue cracking are significant. Fine aggregates and mineral fillers play a pivotal role in providing structural integrity in asphalt pavements when subjected to traffic and the environment. The current study aims to examine the effects of various locally accessible fine aggregate and mineral filler materials on the interlocking properties of asphalt mixtures in relation to internal friction angle, rutting resistance, and controlling environmental pollution as an indirect benefit, thereby reducing wastes. Four distinct asphalt samples were prepared using cinders, stone dust, natural sand, and surkhi as fine aggregates and mineral fillers, as a full replacement, as per ASTM D1559, confirming the Asphalt Institute’s gradation for asphalt wearing course. Optimum binder contents (OBC) of 4.40%, 4.1%, 6.57%, and 6.63% by weight of Marshall specimen were concluded for asphalt samples containing stone dust, natural sand, cinder, and surkhi, respectively. The results revealed that surkhi, natural sand, stone dust, and cinder all showed a diminishing tendency in developing interlocking properties in asphalt mixtures at internal friction angles of 35°, 33.7°, 32°, and 28.4°, respectively. The wheel tracking test results revealed that the asphalt samples made with surkhi as fine aggregates and fillers have the highest rut resistance, whereas samples made with cinders as fine aggregates and fillers have the lowest rut resistance. The direct shear test showed that fine aggregates with a larger angle of internal friction are significantly more stable in terms of rut resistance than fine aggregates with a smaller angle of internal friction. The current research will help to prevent pavement rutting and corrugation by adding surkhi into asphalt pavements, with the reduction in brick kiln waste providing an indirect benefit.

This research is focused on the development of an eco-friendly low-cost concrete using fly ash (FA) and marble powder waste (MPW) as partial replacements for cement and fine aggregate respectively. The substantial use of cement in concrete makes it expensive and contributes to global warming due to high carbon emissions. Thus, using such waste materials can help reduce the overall carbon footprint. For this purpose, various mix designs of concrete were developed by varying the percentages of FA and MPW. The concrete's fresh and hardened properties were experimentally determined for those mixes. The test results revealed that MPW as a sand substitute increases strength up to 40% and gradually decreases beyond that, but a 60% replacement still has more strength than the control specimen. Similarly, using FA as a cement replacement was found to reduce the strength, but the reduction was not very significant up to 20%. A mixed blend of FA and MPW showed superior results and maximum strength was obtained at F10M40. The optimal mix, with 10% FA and 40% MPW (F10M40), achieved a compressive strength of 4493.46 psi, a 16.21% improvement compared to the control mix proportion. Furthermore, the microstructure of the cementitious material was improved due to the pozzolanic reaction that led to a denser microstructure, as supported by the permeability test and SEM analysis.