پژوهشنامه حمل و نقل
سال بیست و یکم شماره 1 (پیاپی 78، بهار 1403)

In this research the effects of different aging conditions on the raveling and cracking resistance of asphalt concrete made by two types of aggregates, namely limestone and siliceous source have been investigated. Asphalt samples made by siliceous and limestone aggregates were made and were subjected to short-term and 5 and 7-day long-term aging conditions. After that, they were tested using Cantabro mass loss and semi-circular bending test at ambient temperature. Results reveal that the mixture made by limestone aggregates has more raveling and cracking resistance than the mixture made by siliceous aggregates. These results were found to be due to rougher texture and more angularity of limestone particles and also having more MgO and CaO content in their chemical compositions. Results also reveal that aging results in reduction of raveling resistance, fracture energy, fracture toughness, ductility and critical load sustained before fracture in semi-circular bending test. The effect of aging on these properties was found to be dependent on the type of aggregates and the considered property. In terms of raveling resistance, the aging is more effective on the mixture made by limestone aggregates; however, the fracture properties and cracking resistance of the mixture made by siliceous aggregates are more affected by aging than the mixture made by limestone aggregates.

The Complexities of Operating DAR Services Mean That Computerized Planning and Scheduling Is Necessary for Systems of Realistic Size. This Research Studies an Electric Autonomous Fleet Size with Mix Dial-A-Ride Problem. The Goal of The Problem Is to Minimize a Weighted Objective Function Consisting of The Total Travelling Costs of All Vehicles, Users' Excess Ride Time Costs and Vehicles' Acquisition Costs While Satisfying Customer Service Level Constraints Along with Battery Level Management and Recharge Times Management Constraints. In This Variant of The Dial-A-Ride Problem, Recharging at Any of The Available Charging Stations Is Allowed. A Cluster-First, Route-Second Genetic Algorithm Is Proposed to Solve the Problem, Where the Clustering Is Performed by Choosing the Fleet Size and Assigning the Customers to The Fleet Using a Genetic Algorithm (GA), Then the Primary Routes Are Developed by A Routing Heuristic, Finally the Charging Stations Will Be Inserted to The Algorithm Using an Insertion Technique. The Performance of The Proposed Method Is Tested by Using Benchmark Instances of a Related Problem from The Recent Literature. The Proposed Method Has Achieved Solutions Comparable with The Current State-Of-Art Methods. The Computational Results Show That the Proposed Method Is Effective in Finding Comparable Solutions with The Current State-Of-Art Method. New Instances, Some of Which Include First-Mile Feeder Services, Are Generated Based on The Data from Uber Technologies Inc. Tests Performed on New Instances Demonstrate That the Minimum Possible Fleet Size Does Not Always Result in Minimum Costs. Moreover, The Tests Show That Integration of The Feeder Services into Dial-A-Ride Services Increases Ride-Sharing Ridership.
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The high statistics of accidents compared to the population and vehicle ownership index in Iran has put reducing the number of accidents more than ever before on the agenda of road engineers. Speed is one of the most effective factors in causing accidents. One of the physical tools for controlling the speed of vehicles is the use of speed bumps and humps in the streets. This study examines the effect of proper implementation of speed humps on reducing the speed of vehicles, as well as reducing the number of accidents. To this end, the speed of vehicles before and after installing 64 speed humps in areas 2 and 10 of Mashhad was recorded through field research. In addition, the physical specifications of speed bumps, such as width, height, distance from intersections, number of lanes on the streets, and distance from warning signs to speed bumps, were measured. Then, using statistical analyses, the effectiveness of each of these parameters in reducing vehicle speed was evaluated. Furthermore, based on the accident statistics of the targeted streets, data before and after installing speed bumps were analyzed using SPSS software and regression analysis. After conducting the initial analysis, it was found that none of the linear regression models were suitable for predicting the accidents. Therefore, the data were analyzed using a nonlinear multiple regression model (R^2=0.87). The results of the analysis showed that the use of speed bumps can have a significant impact on reducing accidents in streets and intersections, provided that proper safety measures are taken into account in their design and installation. In fact, speed bumps can lead to a reduction of approximately 17% in accidents.

This study aimed to investigate the relationships between driver locus of control and risky behaviors, as well as traffic violations and accidents. Participants in this study were 289 male and 116 female drivers who completed a form including the newly developed Iranian Driver Traffic locus of Control Questionnaire (TLOC-IR), Driver Behaviour Questionnaire (DBQ), and items related to drivers’ driving records and demographics. The results of structural equation modeling (SEM) showed that most components of the locus of control, except for the sub-section of religious factors and other drivers, have a significant relationship with driving behavior. According to the results of this study, the internal locus of control has a negative relationship with various types of violations and driving errors, and on the other hand, the components of the external locus of control, including luck and destiny, have a positive relationship with more risky driving behavior and accidents. These findings indicate that locus of control is an effective variable in predicting the behavior of Iranian drivers and can be used to determine effective strategies to reduce high-risk driving. According to the results of this study, drivers with internal locus of control show safer behaviors than drivers with external locus of control; Therefore, strengthening the internal locus of control in drivers can lead to safer driving behaviors.

This paper deals with modeling the rail network with the route separation technique in order to build the route and increase line service with safety assurance, which is an important issue in the rail transport industry. Using formal methods, the paper presents a model for increasing line capacity using the High Level Petri Nets (HLPN) method. The model is designed with CPNTools software. The reason for using this software is to support hierarchical networks, which are the basic principles of this work. Using this software, with the implementation of various scenarios, it is possible to evaluate and approve with the high-speed. This paper mainly focuses on designing to increase the capacity of lines by "one-way creation" with the help of hierarchical networks in the field of urban rail transport. Three stations of Tehran Metro Line 7 as a selected route plan by creating a "route construction" and the technique of "separating consecutive line routes" (single route) from the desired single route signal to the next single route signal on a regular basis. , Increasing the capacity and operation of the line is possible with a guarantee of safety. By showing the dynamic behavior of the model, it is proved by the mentioned software that the path construction to increase the service has been done correctly. Experimental results show that the simulated model, in the neutralization of time models has ensured the assistance and increase of line service while observing safety.

The use of modified bitumens has increased the number of variables affecting pavement rutting resistance. Based on this, investigating pavement rutting behavior as an effective approach of functional and environmental variables can improve operational conditions during design and maintenance and reduce heavy laboratory costs. In this research, an attempt is made to evaluate the rutting behavior of bitumen and asphalt mixtures containing the simultaneous combination of rubber powder and Sasobit using multiple stress creep recovery (MSCR) and dynamic creep tests. Then, based on the cumulative plastic strains occurring in the pavement, the rutting resistance of asphalt mixtures will be estimated using artificial neural network models and multiple regression, so that if a suitable model is determined with high accuracy and low error, the production of asphalt with high rutting potential in the laboratory stage and prevent before factory production. The results of the laboratory section indicated that despite the positive effect of GTR and WMA on the rutting resistance of bitumen and asphalt mixtures in high percentages, but taking into account the technical performance of the pavement at high and low temperatures and the economic conditions of bitumen containing 12% rubber powder and 2 % Sasobit is suggested as the optimal combination. Also, the results of the modeling section showed that despite the appropriate performance of the regression and ANN models in estimating the rutting resistance, the ANN model with a correlation coefficient of 0.939 was better than the regression model in terms of accuracy and power. Therefore, it can be suggested as a powerful and appropriate tool in reducing time and cost and preventing the production of asphalt with high rutting potential in the laboratory stage and before factory production.

One of the most important causes of traffic accidents is the drivers’ distraction. According to the analysis of accidents in Iran, the main cause and the highest percentage of the causes of all accidents, which is about 48%, was related to not paying attention to the front. Distracting while driving means deviating the driver's attention from safe driving and diverting the driver's attention to activities that are contrary to the task of safe driving. The innovation of this research was that it seemed that the amount of distraction was different in different passages and between women and men, so it was necessary to conduct a research and scientifically measure and compare this difference. This research is conducted with the aim of investigating the distraction level of car drivers in different roads of Tehran. The current research is of a field type with a descriptive and inferential data analysis method. For this purpose, data collection has been done in the form of field observations in 12 different intersections of Tehran city, including 4 expressways, 4 main streets and 4 secondary street. Data analysis is done descriptively and inferentially using Excel and SPSS software. Field observations of about 4,800 drivers passing through these streets showed that about one-fifth of Tehrani drivers are distracted while driving. The amount of distraction of the drivers is more in secondary streets than in main streets and in main streets more than in highways. It is also found that there is no significant difference for distraction of men compared to women.

In the reliability method, design is done based on the level of reliability proposed in the regulations. ‎Design is done according to the current condition of the pavement and the amount of repair in ‎subsequent periods doesn't attention to these methods. A method for repairing the pavement is ‎proposed in this study, which in addition to the current situation, consequences of its failure and ‎reconstruction attention. Risk analysis methods were used due to consider these consequences and the ‎costs of the next period of repair in the future were estimated according to the amount of current ‎pavement repair and the inflation rate. The total cost of pavement repair is equal to the sum of current ‎and future costs. The amount of repair at the lowest total cost is obtained by optimizing, which is equal ‎to the amount of optimal pavement repair. To compare the two methods, traffic data and pavement ‎condition of the Qom-Salafchegan route were collected and the most appropriate probability ‎distribution of variables was determined by the Anderson‏-‏Darling test. The pavement was designed ‎with a higher level of reliability in the proposed method according to the results. Also, the total cost of ‎pavement repair in the proposed method is less than the reliability method, thus it is more economical ‎and decreases costs. Then, pavement sections were prioritized using risk analysis methods and ‎considering variability in variables. The present study prioritizes the pavement section according to the ‎amount of reduction in the probability of failure and the risk of the whole route per toman spent on ‎repair. The results of this method allow decision-makers to predict current and future costs of repairs ‎and to plan more accurately for the maintenance and repair budget. ‎

The safety index and accident control are among important criteria evaluating the performance of transportation network, and speed management with the aim of achieving safety for traffic users is considered one of the main needs Considering the use of speed bumps as one of the important tools in traffic calming in Tehran, this research has compared the effect of speed bumps on traffic calming in main and secondary arterial roads. Method This research was applied terms of purpose and descriptive correlation in terms of nature the statistical population of this research was all drivers passing through the main and secondary arterial streets of Tehran. According to Morgan's table, the sample size was 384 people and available sampling was used, Pearson correlation tests and dependent t-test were used. The results of the t-test showed that speed bumps with signs warning signs have a significant effect on reducing the speed of vehicles in the main and secondary arterial roads. The average speed reduction in the distance of 300 meters from the main and secondary streets is 40.7 and 28.6 km/h, respectively. Also, the average speed reduction at a distance of 300 meters from the speed limit without signs and warning signs on the main secondary arterial streets was 41.9 and 24.9 km/h, respectively. The results of this research showed that in order to increase the effectiveness of speed bumps in main and secondary arterial streets, installing warning signs and revealing them increases the safety of traffic users.

Pedestrians as vulnerable road users have a very high sensitivity facing vehicles. The number of pedestrians killed or injured in traffic accidents is very significant which a noticeable percentage of them have occurred at un-signalized intersections. Four-leg un-signalized intersections are parts of the road network in which pedestrians are unsafe. In this paper, the main purpose is investigation of pedestrian safety facing vehicles at functional area of four-leg un-signalized intersections. Therefore to evaluate the traffic conflict safeties, Time to Collision (TTC) and Post Encroachment Time (PET) indexes were used. Particularly The effect of pedestrian characteristics on the safety level of conflict was evaluated by collecting field information and statistical studies. The data was obtained by video-recording of the functional area of Imam Hossain intersection in Hamadan city and then using ANOVA statistical analysis, the effect of pedestrian characteristics on the safety level of intersection was evaluated. Results show that:-The male pedestrians are safer than female (The differences between them at PET and TTC indexes are 0.11 and 0.08, respectively). -The young pedestrians are safer than elderly (The differences between them at PET and TTC indexes are 0.10 and 0.04, respectively). -The right-direction pedestrians are safer than left-direction (The difference between them at PET index is 0.03).

The legibility of the space in urban metro stations has an effective role on the efficiency and quality of the spaces due to the public review. In this regard, there is a significant relationship between the view and the natural movement of users on the readability. The purpose of this research is to identify and analyze the factors affecting the legibility of urban underground spaces in two stations, El Goli and Maidan Kohn, Tabriz. In this research, the descriptive and analytical method is used, and the method of collecting information is library and field; In this way, the data analysis was done using the space syntax technique and based on graphic and statistical maps extracted from natural vision and motion analysis with Depthmap software, which affect the readability of urban metro station spaces. The findings of the research show that the legibility of the space is related to the parameters of depth, cohesion and connection. The higher the depth of the space, the less connected the space and the more complicated the spatial communication. As a result, the visibility and movement of users decreases and the readability of the space decreases. Finally, for better readability of the stations, you can use; Wide plans and central circulation near the entrance, considered more infrastructure for crowded areas and not using narrow spaces and long corridors.

Expansion joints and sliding bearings in conventional bridges eliminate the forces in deck cause by temperature fluctuation. There are always problems with these bridges during operation. Usually expansion joints and sliding bearings damage due to various reasons and lead to high maintenance costs. Also the seismic stability of abutments in conventional bridges is low during earthquakes and usually lead to large bumps behind abutments. The deck in an integral bridge is integrated with abutments, and expansion joints and sliding bearings eliminated. With elimination of expansion joints and sliding bearings, the associated problems with them will eliminate. But there are also problems with integral abutment bridges. In integral bridges, the expansion and contraction of deck causes many geotechnical problems in backfill soil behind abutments. In summer, when the temperature is high, the expansion of deck moves abutments toward the backfill soil. This relative displacement between abutments and backfill soil results in increasing pressure behind abutments in backfill soil. In winter when the temperature is low, the contraction of deck pulls away the abutments from backfill soil. This relative displacement results in soil settlements behind abutments and causes large bumps in surface. The cyclic moving during expansion and contraction, also leads to growing lateral earth pressure in backfill soil. The amplitude of wall displacement has a great effect on lateral soil coefficient and soil settlements. Three different magnitudes of normalized wall displacements δ/H = 0.2%, 0.6%, 1% selected during this research and evaluated. The results showed that by increasing in normalized wall displacements (δ/H) the settlement and peak lateral soil coefficient (Kpeak) of soil behind the wall meaningfully amplified. Also the results of tests in comparison with some existing manuals for integral bridges showed that the lateral soil coefficient in upper parts of the wall is underestimated by manuals.

realized coronavirus epidemic covid has a significant impact on citizens' fashion choices. In this study, using a questionnaire that is distributed among patients in the masih daneshvari hospital in Tehran, using exploratory factor analysis, the risk of infection in different modes has been investigated. All questions are included in each... The first factor is economic conditions, the second factor is being exposed, the third factor is compliance with health protocols and the fourth factor is individual health. Men are more at risk due to more activity outside the home. People who have used public transportation mode are healthier but have been infected with the Corona virus. As a result, the incidence of the virus has increased with age due to a decrease in a personal health. The incidence is higher in the lower income group and the risk is higher for this group because these people are forced to use public transportation.

Abrupt track vertical stiffness variations along railway tracks can lead to increased dynamic loads, asymmetric deformations, damaged track components, and consequently, increased maintenance costs. Therefore, such problems must be reduced by constructing a transition zone that smoothes the track stiffness change. The junction of slab track and ballasted track is one of the existing areas where vertical track stiffness can suddenly change, therefore requiring a transition zone. One of the innovative methods for constructing the transition zone at the junction of slab and ballasted tracks is implementation of the combined approach slab and auxiliary rails along the transition zone. In the present study, the dynamic behavior of this type of transition zone was evaluated by a train-track interaction model. For this purpose, a 3D model of the railway track was made, representing the slab track, the transition zone, and the ballasted track. Then, in order to study the dynamic behavior of the transition zone with combined approach slab and auxiliary rails, different sensitive analyses, such as vehicle speed, vehicle load, number of auxiliary rails and railpad stiffness, were performed with the model. The obtained results showed that the use of combined approach slab and auxiliary rails reduced the rail deflection variations along the transition zone from 35% to 22%-28% for low and medium speeds (120, 200 km/h), and from 41% to 28.5%-33% for high speeds (300 km/h).

Eco-innovation refers to the development of products and processes in the service of sustainable development, which uses scientific experiences, both directly and indirectly, to improve the environment. Eco-innovation is crucially important in the consumption of resources and pollution of the environment. Furthermore, it is one of the most fundamental factors in determining the success or failure of energy-consumption plans and protecting the environment. Thus, Eco-innovation is the cornerstone of sustainable development. The transportation industry is one of the main sources of environmental pollution. Analyzing efficiency of this industry helps people and societies to have a better understanding of its performance and develop better management strategies. The necessity of sustainable development in the transportation industry requires efficiency analysis over time. The Malmquist Productivity Index (MPI) is one of the common approaches to assess performance over the course of consecutive periods. This paper used a double-frontier analysis approach to propose a modern analysis to measure efficiency. In the proposed approach, the common set of weights for MPI is yielded by taking into account the undesirable outputs in the efficiency analysis. This paper demonstrated the application of the proposed models by investigating freight transport in Iran. The proposed models for the MPI analysis to decompose overall efficiency into efficiency change and technical change enable the decision-makers to meticulously trace the Eco-innovation and environmental efficiency in this industry.

One of metropolitan (such as Tehran) problem is highway and street congestion. Traffic problem solution, especially car congestion, is one of city authorities and governments concerns. There are several approaches for urban transportation demand management and reduction of highway and street congestion. One of the most important ones is public transportation development (bus and Subway) and encouraging citizens to use it. For motivate the use of the public transportation, in addition to creating physical attractiveness, it is necessary to create economic incentives. In order to economic motivation, the fare should be less than the private transportation. So, part of the public transportation average cost should be provided by the government as a fare subsidy as citizens pay a fare to the public transportation less than a private transportation. Fundamental problem in economics is determination of optimal level of this subsidy in such a way as to maximize the relative welfare of congestion reduction. So, in this study, we assess optimal fare subsidy for public transportation (bus and Subway) in Tehran metropolitan in year of 2016. Such a study has not been done so far in Iran. Results indicate that optimal fare subsidy for bus is between 0.3 to 32.3 percent and for Subway is between 0.02 to 38.52 percent. Also, the results indicate that by increasing the average cost elasticity of using passes, the optimal level of subway and bus fares subsidies will be increased. So, by changing current fare subsidy to derived optimal fare subsidy and bus and subway current cost controlling and increasing quantitative and qualitative services, in addition to reducing current costs, intra-city trips will be managed and one could hope to solve the traffic problem in Tehran.

Road transport network is facing a wide range of natural and human disasters, because of geographical extent and functional diversity. In addition to direct damage to road transport networks, accidents can cause indirect damage to road network users and even entire community. Present research is an attempt for assessing potential areas of road accidents in highways of East Azerbaijan province. In this regard, four main criteria (climate, environmental, topographic and road factors) and fourteen sub-criteria were used. The weights of each criterion and their sub-criteria were computed using ANP model. In doing so, the final map of proposed sites for road accidents was prepared by integrating them with standard layers. The results of this study revealed that road safety criterion has the most importance in road accidents and the sub-criterion of the crash is also of paramount importance. Furthermore, the segment of Koshksaray-Marand was the most dangerous area and segment of Jolfa-Norduz was the least risky area in terms of the probability of occurrence of road accidents in highways of East Azerbaijan province.

In recent years, a strong move has been made towards integrating strategic and tactical decisions through the development of location-allocation models. Strategic decisions such as location allocation have long-term effects and are not easily changed, and tactical-level decisions involve medium-term planning over a one-year period such as inventory management policies. Integrating different levels of decision making in the supply chain helps reduce overall costs and improve performance. In the present study, a stochastic two-stage mean-conditional value at risk model is used to allocate locations and calculate the flow of materials and goods constructed of a multi-product-multi-level supply chain. In the research model, distribution centers can be selected in two types: reliable (without the possibility of disruption) and unreliable (with the possibility of disruption). Sources of uncertainty in the model include shipping costs, end customer demand, and the possibility of disruption in distribution centers. The research model uses the conditional value at risk along with the risk aversion factor to control the risk of long distances. The designed model is eventually transformed into a single-level linear programming with the help of Monte Carlo simulation. Finally, with a numerical example, the model is implemented and its sensitivity is analyzed.

Due to the limitation of testing equipment on performing in-situ crash tests on the road barriers in the country (Iran) to evaluate the actual performance of the barriers, this study has been conducted with the aid of LS-DYNA software. Two- waves and three-waves W-beam guardrails, concrete barrier and cable barrier have been simulated by defining proper materials and modeling in detail and their safety performance was evaluated under conditions of MASH Test Level 3 requirements. Furthermore, by creating changes in geometry of the performed guardrails in Iran by considering similar cases in AASHTO roadside design guide, in this study the guardrail and vehicle's behavioral parameters in collision with vehicle was easily compared. By considering the criteria of the MASH, two-waves guardrail with U-shape Post, could not successfully redirect the errant vehicle. On the other hand, three-waves guardrail, concrete barrier, cable barrier and also the modified G4(1s) had acceptable performance in preventing the vehicle to penetrate into guardrail back face or overriding the installation. Based on the findings of this study, computer simulations demonstrate an unsuccessful performance of two-waves guardrail used in Iran to meet the requirement of test Level 3 criteria (TL3) in MASH (the main criteria in evaluating of highway safety features) which is the most often used crash test all around the world and according to the fact that the successful performance of road guard to meet these requirements is the required criterion for its usage in urban highways (allowed speed is between 100-110 km/h). More investigations, particularly, performing in-situ crash tests - as a primary means of assessing roadside safety features - are required.

Considering that the road factor along with the two factors of human and vehicle plays an important role in road accidents, so optimal and suitable road safety is improved through road geometric design, road surface structure (road pavement), and the installation of a variety of signs And road safety equipment will be important in reducing accidents and road accidents. Studies on the role of road accidents as the most important driving force in our country indicate that 75% of accidents occur in 20% of the total number of different paths, which, for various reasons, are included in the paths of the accident. . In other words, about 36,000 km out of a total of 180,000 km of roads in the country are affected by road accidents. In this research, the evaluation and ranking of the factors affecting road accidents in Markazi province were carried out using the equation structure (SEM) by preparing a questionnaire and a decision procedure Multidimensional Inventory (MCDM) of 80 factors involved in the ways of the central province. The results show that the index of road barrier obstructions in Friedman rank of 959/5 is of prime importance. It shows that most of the trails in this province are completely separate. The majority of crashes in the central provinces were due to lack of Enough to be seen. Direction Lighting Index 553/5 is ranked second. The construction quality index and geometric specifications and asphalt pavement are rated at 125/5 points in third place.

Since the 1990s, micromechanical models have been used to predict mastic asphalt properties. However, a significant number of these models are deemed unsatisfactory in predicting the proper-ties of asphalt mastics due to their failure to account for the physical and chemical interactions between the bitumen and filler, as well as the interactions between filler particles. In this article, the generalized self-consistent scheme (GSCS) micro-mechanical model is investigated for its efficacy in predicting the complex shear modulus of modified bitumen with crumb rubber and asphalt mastics. The micro-mechanical model is founded on the mechanical properties of the constituent materials and their particle interactions. One base bitumen and two modified bitumens with crumb rubber at weight percentages of 10% and 15% were selected to produce asphalt mastics with two different filler volume ratios of 18% and 35%. The accuracy of the predictions was evaluated by comparing the relative difference between the experimental and predicted complex shear modulus curves using the GSCS model. The results demonstrate that the generalized self-consistent scheme model has satisfactory predictions for low filler volume ratios, but its accuracy is significantly influenced by frequency. Furthermore, as the filler percentage increases, the model error increases, and its reliability is compromised. Therefore, it is imperative to consider the chemical interaction between bitumen and filler, particularly modified bitumens and fillers, in developing models to address this inefficiency and problem.

Vehicular ad-hoc networks are a sub-category of mobile ad-hoc networks. The most important routing challenges in these networks include: reducing network overhead, avoiding congestion, and increasing packet delivery rates. In vehicular networks, on-time broadcasting and sending warning messages, such as accident and damage prevention, congestion control, and road condition messages to vehicles exposed to danger is of particular importance. In this paper, a new approach called VMDR-VANET is proposed to improve routing in vehicular ad-hoc networks. This approach selects the appropriate vehicle to send a packet to the target using an alert message to the neighboring vehicles and considering the distance, speed, delay, and density criteria. In addition, it can be used both for direct routes and for predicting the movement of vehicles at intersections. The results of the VMDR-VANET simulation show the proper performance of this approach so that on average, it has improved by 62 percent in packet delivery rate, 45 percent in end-to-end delay, 25 percent in hop count, and 30 percent in routing overhead compared to similar works.

In order to improve the quality of road performance and solve the problem of deterioration in normal asphalt pavement during service, in this research, a 5.3% aluminate agent was used to modify the surface of nano zinc oxide and prepare composite modified asphalt with nano oxide and basalt fiber 1 (BF). It was used as a modifier. First, the initial performance of the different types was examined. Then, a dynamic shear rheology test was conducted to analyze the high temperature rutting performance of composite modified asphalt at different temperatures and frequencies. Then, using the flexural creep hardness test, the low temperature properties of asphalt modified with composite were investigated. The results show that the aging performance of asphalt modified with ZnO/BF nanocomposite is significantly improved after adding fibers to the modified asphalt. The average mass loss ratio is only 0.192%. At 46°C, the rutting coefficient of composite-modified asphalt increased by 62.3%. The main frequency curve is always at the highest position and continues to increase, indicating a significant improvement in the high-temperature rutting performance of the composite-modified asphalt. At 24°C, the S value of the creep modulus of asphalt modified with composite increased by 24.9%. In addition, there is no obvious effect of low temperature improvement, but the range of variation of creep tangent slope m of modified asphalt is reduced after aging, which further indicates that the addition of a modifier can reduce the effect of aging on asphalt.

Due to the increase in population, disposal of waste accumulation in the world has become an important challenge. Biodegradability issues arise from the accumulation of two non-biodegradable waste materials: plastic and rubber. Asphalt pavements experience various stresses caused by high traffic density, which leads to numerous failures. The aim of this study is the effect of plastic and rubber waste on the functional properties of bitumen. Specifically, this study investigates the addition of waste rubber powder (4% and 6%) and waste polyethylene terephthalate (PET 1 (4% and 6%) to 100/85 bitumen. Three tests to evaluate the physical properties Bitumen was conducted, which includes softening points, penetration tests and viscosity tests. The results show that the penetration degree of bitumen with the addition of 6% waste tire rubber and PET was 9% lower compared to the 4% mixture for both waste materials. Therefore, bitumen modified with rubber powder has higher softening points (79 ◦C, 2580 s) and viscosity compared to normal bitumen (48 ◦C, 1800 s) and PET modified bitumen (53 ◦C, 2580 s) Showed. These differences indicate that the combination of waste PET and tire rubber improves the engineering properties of bitumen. This study highlights the importance of increasing the softening point of bitumen in high temperature regions.