mohammadmehdi khabiri

The aggregate particles in asphalt mixtures get connected by (bitumen + mineral filler) mastic. The goal of this paper is to study the feasibility of partial and total substitution of Limestone (LS) filler by Barite powder (BP) in Stone matrix asphalt (SMA) mixtures. To evaluate barite powder performance, resilient modulus, indirect tensile strength, freeze-thaw cycles, dynamic creep at two different temperatures, and bitumen draindown tests were used. The obtained values revealed that an increase in barite powder content from 50% to 100% improved the Stone matrix asphalt mixture moisture performance by 4.5% after going through 5 freeze-thaw cycles while on the other hand, it had an 18.5% reverse effect on the permanent deformation in higher temperatures. Also, despite barite powder's positive effect on bitumen draindown compared to the control samples; it could not yet thoroughly control SMA bitumen draindown.

Water-based acrylic resin is used as one of the raw materials with cement, water, and other materials in the preparation of concrete mix. Acrylic resin has the ability to be mixed in any type of mortar and is compatible with all types of acrylic colors. It is also highly resistant to detergents, UV rays, and CO2 gas. It is anti-moss, algae, and bacteria and does not allow the growth and accumulation of these substances on the surface. This material allows structural breathing and easily tolerates negative and positive water pressures and is known as a versatile material in the insulation industry. According to the mentioned chemical properties, the innovation of the present research will be to obtain the most optimal percentage of acrylic resin in the concrete mixture. In this research, first, concrete samples were made with weight percentages (5, 10, and 15%) of acrylic resin and the number of samples was proportional to the number of tests that could be performed; therefore 3 samples were made for each test. After making the samples, the tests: compressive strength, Flexural strength, water absorption test, abrasion test, and surface friction test were done separately on the samples. The results of this research indicate that the use of acrylic resin significantly increases the Flexural strength and abrasion resistance of roller concrete pavement samples.

There has always been a great desire to implement asphalt mixtures with better resistance and durability. Stone matrix asphalt (SMA) is known as one of a kind. Examining the studies done on SMA asphalt and the importance of producing and implementing more durable and economical ways has made it important to increase the knowledge of the effect of new additives in this asphalt. Due to its special gradation and more optimum bitumen consumption in comparison with other asphalt mixtures, the use of polymer additives and different fibers has drawn the attention of researchers for its modification. In this research, three different percentages of epoxy resin (10%, 15%, and 20%) were added into bitumen as a thermoset polymer modifier, also ceramic fiber was used as a mixture stabilizer. To study the modification effect, the chemical and physical properties of the modified bitumen were first investigated and then bitumen drainage, Cantabro, and freeze-thaw cycles tests were carried out on the samples. The analysis of the results shows an overall improvement in the performance of asphalts with modified bitumen and ceramic fibers compared to the control samples.

The quality of traffic flow is one of the main characteristics of the transportation network, which is widely used in issues related to urban planning, route prioritization, reducing traffic congestion and travel time; Therefore, estimating the volume of traffic and predicting it in the future is one of the important issues for transportation planners. The problem of prediction requires modeling and determining the variables affecting changes in a particular phenomenon. In this research, travel demand is predicted using time series methods. The data required for this research have been prepared from the Roads and Transportation Organization. In this study, in order to build a model, two autoregressive processes and moving average have been used. Using the above methods, the amount of demand in the coming years up to the horizon of 1404 on the Qom-Tehran freeway is predicted. The results of the study showed that among the self-correlated and moving average models and the combination of two models, namely the self-correlated moving average, the third model has a more acceptable accuracy. The parameters of this model (4,5) ARMA were obtained. Also, the validity of the constructed model, based on the average value of absolute error percentage, was 0.047, R and R2 values were calculated 0.94 and 0.89, respectively, which shows that the model has acceptable accuracy.

Many studies have been conducted based on field data collected to determine the effects of weather on traffic flow characteristics. However, there are limitations to field data studies that make it difficult to comprehensively assess the impact of weather conditions, especially unusual weather conditions, on traffic flow characteristics. According to traffic police statistics, in the last decade, speeding has been identified as the main cause of accidents on freeways, and therefore speed limits will be the most common retaliatory action by traffic police to prevent these cases. However, few studies have focused on the issue of speed limits in sandstorm conditions that reduce visibility and reduce pavement friction; Therefore, the purpose of this study is to develop a prototype of speed limit theory for roads in sandstorm conditions. For this purpose, in this study, samples of porous asphalt were prepared in the laboratory of Yazd University and after spreading the sandstorm (sandstorm around the desert roads of Yazd province) the amount of friction was measured by the English pendulum test. In general, the results show that the friction rate decreases by about 8.4% when the sandstorm blows due to the scattering of sand particles on the asphalt surface, and consequently the safe speed must be reduced. For example, in a steady field of view (Lv) and a slope (i) of 250 Lv and i = 100% safe speed is also reduced by about 10%. In such a situation, speed limits by electronic signs and traffic police can effectively prevent accidents.

In recent decades, due to the high cost of road construction and environmental considerations, different waste materials have been used in asphalt mixtures. Therefore, using waste materials as an additive to improve the performance of bitumen and asphalt is important. Due to its angularity, high porosity, and surface roughness, the use of ferrite as a filler or bitumen additive is expected to increase the friction of aggregate materials and the penetration and adhesion of bitumen, thereby enhancing the physical characteristics of the asphalt mixture. This study investigates the mechanical performance of asphalt mixtures during dry and wet ferrite mixing design and its effect as an additive on bitumen performance. In order to determine the bitumen parameters, ferrite was added to the bitumen as an additive, and then DSR, FTIR, and SEM were conducted. As a next step, asphalt samples were made using modified bitumen (wet mix) and modified filler (dry mix), and Marshall, fatigue, creep, indirect tension, moisture sensitivity, Cantabro, and resilience modulus tests were conducted in two loading conditions, half-sine, and square. Adding 100% ferrite to the asphalt mixture only increased its fatigue factor to the highest value. However, compared to the control sample, the asphalt mix containing 70% ferrite and 30% cement improved the other performance factors by 48%, 90%, 38%, 17.7%, 39%, 67%, and 80%, respectively. In addition, when the percentage of ferrite added to bitumen was increased, the parameters of fatigue and rutting improved, with the seven percent sample showing the best performance.

Permeable pavement, including porous asphalt, is one of the best management practices in urban stormwater control, which is an effective way to protect brick and mud from rain runoff. The aim of this study is to investigate the relation between parameters related to the surface texture of porous asphalt with evaporation and permeability as two key properties of porous asphalt. For this purpose, laboratory samples were first made. By performing permeability and evaporation measurement tests in an innovative way, the amount of permeability and evaporation of porous asphalt with different gradations was determined. Then, with image processing and English pendulum device, parameters related to the surface texture of the samples such as surface porosity, fracture of surface aggregates and slip resistance were measured. Their effect on evaporation and permeability was investigated. The results of this study indicate that with finer gradation, the amount of surface porosity and angle and visible fractures of aggregates in the sample surface is reduced by about 27% and 48%, respectively. Also, the results of slip resistance test show that in dry state, the friction decreases by about 11% as the gradation becomes larger and in the wet state, the larger the texture, the slip resistance is about 32% higher. Based on the results presented in this study, the parameters related to the surface texture of the sample have a significant relationship with the rate of evaporation and permeability of porous asphalt; which is presented in this research. With the relationships presented in this study, it is possible to estimate the permeability and evaporation of porous asphalt by measuring the parameters related to the surface texture, which are relatively easier and faster to measure.

The present research seeks to investigate the modification of bitumen emulsion with polyphosphoric acid and study the feasibility of using steel slag powder as an alternative to conventional rock material filler in the design of microsurfacing mixture in an attempt to improve the ultimate performance of the mixture. For this purpose, firstly, polyphosphoric acid was used to modify the bitumen emulsion at 0.4, 0.8, 1.2, and 1.6 wt% (by weight of residual bitumen). Next, the optimally modified bitumen emulsion was used in different microsurfacing mixtures. Five different mixtures of micro surfacing containing steel slag filler at 0, 2.5, 5.0, 7.5, and 10.0 wt% (by total weight of aggregates), as an alternative to material passing through 0.075 mm sieve, were prepared. The asphalt mixtures were assessed by means of wet cohesion test, wet track abrasion test, loaded wheel-displacement, and loaded wheel-sand adhesion tests. Results of the bitumen tests showed that the use of the polyphosphoric acid tends to improve the bitumen properties in terms of decreased penetration, increased softening point, and reduced thermal sensitivity. With increasing the dosage of the polyphosphoric acid to up to 0.8 wt% by weight of the residual bitumen, significant changes were seen in the penetration and the softening point, which led to improved performance of the bitumen emulsion. Results of the asphalt tests on the samples showed that the mixtures containing steel slag filler at 7.5 and 10.0 wt% outperformed the other mixtures. Indeed, the mixture containing steel slag at 7.5 wt% could improve the cohesion, abrasion resistance, bleeding resistance, and vertical displace resistance by 29.2, 64.5, 18.6, and 44.0%, respectively. The corresponding figures for the mixture containing the slag at 10.0 wt% were 25.0, 64.3, 23.3, and 42.9 wt%, respectively.

One of the most fundamental issues in road construction is to increase the density and strength of the layers of stone materials to the desired level;. For this purpose, the different layers of the pavement should be compacted to an acceptable extent by means of asphalt rollers. On the other hand, the performance of the pavement aggregate layers, which is highly effective on the performance of the entire pavement, is influenced by their compaction. Therefore, it is very important to investigate the factors affecting the field compaction of the pavement layers including the base layer. As a result, this research aims to examine the effect of the characteristics of the base layer materials on their relative compaction using the response surface methodology. For this purpose, the characteristics of stone materials including moisture content, dry density, optimal moisture content, the thickness of the base layer, maximum ambient temperature, minimum ambient temperature, the plasticity index, the sand equivalent value, and uniformity coefficient were extracted from the laboratory sheets related to Dahaghan, Kohpayeh and Shahrekord projects and then analyzed using Design Expert and SPSS software. The results show that the relative compaction has an inverse relationship with laboratory dry density, layer thickness, maximum temperature, the plasticity index and the sand equivalent value. Furthermore, we show that there exists a direct relationship between relative compaction and the minimum temperature and the uniformity coefficient.

Semi-rigid asphalt, or porous asphalt impregnated with cement or cement mortar and quicksand is an asphalt mixture with a very low fine grain and a high porosity percentage (about 20%) that is filled with cement and quicksand mortar. This type of asphalt is a flexible and durable mixture and a suitable procedure in terms of providing friction and reducing noise for road surfaces. Using the appropriate percentage of bitumen in the mixture, it can be used in areas with different temperatures. Semi-rigid asphalt is less susceptive to heat than conventional asphalt concrete. To evaluate this type of mixture, samples of a porous asphalt mixture with different percentages of cement-sand slurry (0%, 25%, 50% and 75%) were impregnated and Marshall resistance tests, dynamic creep, resilience coefficient, fatigue and moisture susceptibility was performed on them. The results show that on average, with increasing the percentage of cement-sand slurry in semi-rigid pavement, moisture susceptibility, fatigue and creep decreases by ،5%, 8% and 12%, respectively, and the Marshall resistance parameters and resilience coefficient increase by 8% and 33%, respectively. Also, with increasing the percentage of cement sand slurry in semi-rigid pavement, the amount of water and fluid absorption decreases and the amount of actual specific gravity of the sample increases. In fact, it can be said that the percentage of cement sand slurry in semi-rigid pavements is a very effective parameter on the performance of this pavement. In addition, the results show that by converting flexible asphalt pavement to semi-rigid pavement by injection of cement-sand slurry in porous asphalt cavities with granulation and optimal bitumen percentage (C granulation and 4% bitumen), respectively, the resilience modulus parameters, fatigue, creep, moisture susceptibility and Marshall resistance improved by approximately 5%, 62%, 60%, 167 and 21%; Therefore, by converting flexible pavement to semi-rigid pavement, performance parameters are improved.

The main purpose of this study was to determine the effect of adding polyphosphoric acid (PPA) and rubber powder (CR) on the modification of bitumen properties and also to evaluate the asphalt mixture made of modified bitumen. In addition to the usual tests of new bitumen, a variety of standard tests of strength and modulus of elasticity were performed on the asphalt mixture at high temperatures. The results showed that the addition of PPA improved the performance of bitumen at high temperatures and also reduced the effects of aging in the sample and the addition of rubber powder also improved the performance in the entire operating temperature range of bitumen. The combination of these two additives has also succeeded in reducing the bitumen sensitivity to temperature and aging and also increasing the bitumen resistance to common damages at high temperatures. The combination of these two additives was also able to improve the performance grading of bitumen (PG) to 4 categories without having much effect on the performance of bitumen at different temperatures. In order to investigate the microstructural changes in the samples after modification with rubber powder and polyphosphoric acid, the morphology of the samples was performed by scanning electron microscopy and the uniformity and integrity of the modifiers with bitumen was revealed. Marshall Resistance in modified and average samples increased by 15% compared to unmodified samples and also the modulus of resistance in modified samples increased by 24% on average compared to control samples.

Iran is one of the oldest countries in the world in using adobe in construction. Most of the architectural structures and rural houses in this country are made of adobe which have attracted the attention of many tourists. Today, with the advancement of science and technology and the abundance of adobe materials and the importance of tourism in Iran, the use of adobe block, a method that has played a role in the structures and architecture of the country for many years, has been given great attention. Since the dark color of conventional pavements, including asphalt pavements, does not match the color of the adobe and mud architectural-historical buildings of the village and affects its beauty; this study tries to explore the performance of adobe block stabilized with cement and lime to be used in paving sidewalks in rural areas with low traffic load. To this end, different adobe blocks were made of clay sand soil and fixed with different percentages of cement and lime and then tested for water absorption percentage, compressive strength, flexural strength, slip resistance and finally the modulus of elasticity. The results showed that in the case of cement stabilization, with increasing the percentage of cement from 5% to 15%, the amount of water absorption and friction decreases by about 17% and 14%, respectively, and with increasing the percentage of cement from 5% to 15% during a 3-day curing, flexural strength, modulus of elasticity and compressive strength increase by about 11, 89 and 92%, respectively. Regarding lime stabilization, by increasing the percentage of lime to 8%, the amount of water absorption and friction decreases by about 6 and 18%, respectively. Also, by increasing the percentage of lime from 4% to 8% during a 3-day curing, flexural strength, modulus of elasticity and compressive strength increase by about 99, 96 and 115%, respectively. Furthermore, the results show that in addition to the amount of stabilizer, the curing time is effective in compressive strength of samples.

Road traffic accidents are one of the major issues that have been investigated by many researchers in transportation communities. One of the effective factors in reducing accidents is to improve the surface friction of the road pavements, which is often measured by the skid resistance. The presence of dust would reduce drivers' field of view and also the skid resistance of the road surface, and thereby contributes many road accidents in these areas. In this research, the existing dust particles were collected from the surface of the roads. These fine dust with variable amounts were scattered as contaminants on the surface of asphalt samples and skid resistance was measured for HMA and SMA asphalt samples with different gradations and temperatures. The results showed that dust deposition on the pavement surface in three months causes pavement skid resistance in the two types of HMA and SMA asphalt mixtures, decreasing 9 to 16% in the dry state and 25 to 35% in the wet state. According to the obtained results, it is recommended to apply SMA asphalt with a nominal size of 19 mm as a Topeka layer in the areas that are exposed to fine dust, especially in conditions of high traffic and high ambient temperature.

The condition of the pavement from the point of view of the condition index of the pavement may have a major role to play in the severity and extent of road accidents and also in the conduct of drivers in relation to such accidents. In order to study the types of failures identified in dry road environmental conditions with long-distance rainy periods, a case study by Yazd City to study the pattern of behavior of drivers in the face of such failures, and the effect of speed on the severity and damage caused by the use of accidents. The decision tree data mining method examines the relationship between the type and the severity of the failure. After that, serious alligator crack was the next effective damage, but in most cases, we saw a second type reaction in this type of damage, and the amount of deviation in the path in this type of damage was less. We found that the size of the potholes and the severe damage also affect the behavior of the drivers.

Horizontal signs, including markings, play a vital role in the transportation system; therefore, it seems necessary to study the reaction of drivers to horizontal signs. The purpose of this study is to investigate the reaction of drivers to road markings and their grouping.

In order to group the drivers' reactions to the horizontal signs, traffic data including the speed and percentage of vehicles moving between the lanes were collected from the video recording by the surveillance cameras of the Traffic Control Center and then analyzed by SPSS software and decision tree. It should be noted that the streets in which the withdrawals were carried out were four streets: the 10th of Farvardin, Imam Khomeini, Daneshjoo Boulevard, and Qiyam Street in Yazd.

The results show that the speed of vehicles, the number of vehicles moving between the lanes, and the rate of deviation of vehicles from the center of the lane after creating the lanes than before creating them, has decreased on average by about 4%, increased by 11% and decreased by 81%, respectively; in fact, creating the right lane encourages the driver to slow down and maintain the lane.

According to the results, it can be said that drivers' behavior is affected by the marking of roads, and by creating a proper marking, calming, traffic order and safety in urban thoroughfares can be improved.

The presence of cracks on asphalt is one of the most significant and common causes of failure in asphalt pavements; The purpose of this study was to numerically investigate the characteristics of surface discontinuity in the performance of cracked asphalt pavement due to dynamic load. In this research, first asphalt samples with repaired discontinuity and samples with unrepaired discontinuity were modeled in Abaqus software and then dynamic creep and fatigue tests were simulated in this software. Then, to validate the simulation, laboratory asphalt samples were made and tested for dynamic creep and fatigue, and the results were compared with the software simulation results. The results of this study show that the simulation of dynamic creep tests has given greater results than the experiments in reality, and the simulation results of simulated unrepaired samples are more different from the test results than the repaired samples, due to the complexity of the geometry. Examples. Also, in the simulation results of the fatigue test, it is observed that the results obtained from the rectangular load are 35% higher than the semi-sine load. The advantage of modeling is that it is possible to study the number of different scenarios of factors affecting the pavement performance without making laboratory samples and conducting experiments; Because, with the help of fashion, approximate results can be achieved. In addition, the results show that crack sealing reduces the resistance of asphalt concrete to grooving and reduces fatigue performance.

Asphalt pavement cracking is an unavoidable phenomenon and the main factor of failure in pavement, which if followed, will lead to high costs and yet, with preventative measures, these costs can be reduced very effectively. Crack sealing is one of the preventive maintenance methods and the simplest and most economical way to repair recently cracked surfaces of asphalt pavement. This study was conducted to investigate the effect of discontinuity dimensions and their repair on the mechanical behavior of asphalt. Therefore, asphalt samples with treated and untreated discontinuities were made. Then dynamic creep, resilient modulus, fatigue, and durability testing were performed by the Lottman method on the samples. The results show that for a layer with finer granulation, sealing of narrow cracks (up to 20 mm wide) improves the corrosion resistance of asphalt concrete. Also, sealing cracks can increase the resistance of asphalt concrete to fatigue, regardless of the dimensions of the cracks. For a coarser-grained layer, sealing cracks deeper than width also reduces the resistance of asphalt concrete to sealing. Sealing cracks with overall width and depth of 20 mm reduces fatigue performance. Regarding resilience modulus for a layer with finer granulation and a layer with coarser granulation, crack sealing increases the modulus of resilience of asphalt concrete by 7.7% and 8.9%, respectively. The findings also indicate a more prominent role of discontinuity width than its depth on rutting behavior and durability. The results of this study are key in deciding the appropriate time to seal the cracks after their formation and improving some pavement properties in parallel with the treatment of cracks. Even though, generally, the desired effects of treatment on rutting, fatigue, and durability of pavements are partial and mostly negligible. However, sealing can be considered as a way to increase the resilient modulus of cracked pavements.

Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.

One of the most important road management programs in the world today is access road development; because rural access roads establish social and demographic connections between villages and cities and are an important factor in the expansion of trade and commerce. Whereas a large part of the country is covered with sand; most access roads run on sandy soil and one of the most important problems of access roads created on the sand bed is local cracks. Therefore, this study was conducted to numerically analyze the effect of cracking of sand beds on light and rural loading routes in the Yazd-Bafgh axis. In this study, samples were taken from the sandy soil of the Yazd-Bafgh axis and a number of samples were stabilized. Then, the characteristics of stabilized and unstabilized soil samples were entered in Plexis software and examined in two cases of cracking. The results show that due to loading on a road with cracked sand bed soil, the pavement suffers a lot of subsidence (excessive allowance) but stabilization of sand bed soil significantly reduces subsidence; Thus, in a crack with a width of 2 and a depth of 10 mm (constant depth and width), the amount of settling after stabilization has decreased by 59% compared to before stabilization. The results also show that areas of low-traffic roads that have deeper cracks should be repaired with higher priority compared to areas with shallow cracks but more openness.

Conservation of architectural monuments and buildings has become very important to the world today because these monuments are cultural wealth and represent the antiquity, identity, history and civilization of each land and on the other hand the prosperity of the tourism industry in each country. One of these architectural buildings, which is also known as Earth Architecture, is clay and mud structures that are very common in Iran, especially in desert cities with hot and dry climates. Numerous factors cause the destruction of these clay and mud structures, one of the main causes of the destruction of this type of structures is moisture that mainly the accumulation of rainwater runoff at the foot of the clay and mud walls is the main source of it. One solution to conserve this structure from rain runoff is to use moisture-absorbing procedures that, in addition to being permeable, have also the ability to absorb sound and reduce noise pollution and evaporate to cool the air. This study was performed to evaluate the performance of porous asphalt in traditional texture passages in order to prevent runoff and moisture from infiltrating to mud-brick buildings and thus its protection, as well as to investigate the property of reducing noise pollution to provide peace of mind of traditional textures, create an evaporation process to provide thermal comfort to traditional textures and the degree of resistance of porous asphalt and its comparison with current (impermeable) asphalt by making laboratory samples. Furthermore, because in the traditional-tourism texture passages, visual beauty is also of special importance, by running a piece of porous asphalt in one of the local passages, the speed of changing the color of porous asphalt from black to gray over time with the help of image processing with coding MATLAB was reviewed and compared with conventional asphalt. According to the results, the permeability and evaporation of porous asphalt are 0.00178 m/s and 13.6 gr/day, respectively, whereas these values are zero for conventional asphalt. The results also show that the amount of noise pollution produced by porous asphalt traffic and its Marshall resistance are 8% and 23% less than that of conventional asphalt pavement, respectively, and that the speed of color change in porous asphalt to reduce color opacity is much faster than that of conventional asphalt pavement.

One of the most effective factors in creating tire/pavement sound and reducing the sound of reflection from the asphalt surface are: pavement texture, pavement life, vehicle speed, and temperature, which in the present study, pavement texture and speed have been studied. In the present study, the simultaneous performance of pavement texture in providing friction and reducing pollution has been investigated. The English pendulum test by ASTM-T3-74 standard in wet/dry conditions was used to evaluate the skid resistance of asphalt. The depth of the pavement texture, which is determined by the size of the pavement material, is directly related to the amount of noise pollution created, and the finer the material used, the higher the sound level will be. According to the results, it can be concluded that the preparation of pavements with a higher percentage of coarse grain, can increase friction by 32% and increase noise pollution by 6% due to the movement of the vehicle. Compared to weather conditions (wet/dry), the skid resistance of wet asphalt decreased by 6%, and the amount of noise in wet asphalt compared to dry asphalt increased by an average of 1 dB. Needle aggregates were more sensitive than flake aggregates in a 15% increase in skid resistance. Also, flake aggregates were unaffected by pavement/tire noise and skid resistance. Therefore, it is recommended that in the process of preparing pavements, maintaining proper pavement friction, coarse materials, and high-speed control, especially in urban areas and sensitive areas, and pavement with proper drainage, be used.

Accidents are one of the adverse outcomes in the flow of traffic and cause a lot of financial and human losses. There is a clear relationship between the condition of the pavement and the types of accidents. In addition, the characteristics of pavement failure are among the important and influential parameters for the type of reaction and behavior of drivers. The goal of this study is to determine which pavement’s failures have the greatest impact on drivers' abnormal behavioral patterns when confronted with them in order to identify the most effective pavement’s failure in drivers' abnormal behavioral patterns to prevent the occurrence of this type of accident. In this paper, the effect of parameters such as vehicle speed on failure, In this paper, the effect of parameters such as vehicle speed during failure, transport volume and failure intensity on the type of driver response when faced with failure was investigated.

This paper analyzes the reactions of drivers on the Sari suburban road axis on a case-by-case system based. The decision tree method was used to determine the type of reaction of the driver by considering the effective factors (speed, failure, traffic volume). Consequently, based on the algorithm for the categorization and regression tree, the decision tree is created.

The speed variable was the most effective parameter for the driver response rate and the target variable followed by the moving traffic and the severity of the road damage, respectively, are the next influential variables.

The results of the Sari-Ghaemshahr axis model show that, within a speed range of 57.5 km/h to 62.5 km/h, if the asphalt pavement failure index is less than 2.5, 83.3 percent of the reactions are of the third type, which are the most common. In that same range, the most serious reactions occur. Even so, if the index of pavement failure in this case is more than 2.5, the reactions are not as severe and have a lower percentage.

Concrete pavement bears dynamic loads and is exposed to destructive environmental effects. Abrasion resistance is one of the items that will be very effective in increasing the durability of concrete pavement. The abrasion resistance of concrete is more effective and drier under the influence of compressive strength, concrete surface curing technique, type of setting, curing, aggregate properties and test conditions. Today the factors affecting the wear and durability of concrete procedures, is of particular importance, so this study evaluates the strategies affecting the performance of compressive strength and Abrasion and durability of pavement concrete. A total of thirty cylindrical samples were created, with approximately half of them being used for Dorry wear evaluations. The type and of minerals type and constituents of stone materials has a direct effect on the abrasion resistance of roller concrete, so that increasing the abrasion resistance of stone materials increases the abrasion resistance of concrete. Of all the aggregates used in this research, aggregate No. 3 prepared from Choghart mine, tectonic block 1, has the highest wear resistance and compressive strength, which is very suitable for use in places where roller concrete pavement is exposed to wear and stress. The results of friction resistance are suitable for all samples and aggregates No. 4 and 3 showed the highest friction resistance on wet surfaces. The findings also show that Dorry wear test results with a dependence coefficient of 80% in roller concrete pavement is dependent on the wear of aggregates.

Preparing the roads in the first period after the accidents and strengthening them against natural destructive factors is the preservation of national assets. Roads with low traffic and passages along the desert and beaches lose their resistance when water currents occur and it is not possible to establish traffic flow. On the other hand, in normal times, walking in these spaces is considered as the main model of sports and recreation in these areas. Pavement subgrade in these areas is often made of sand with low bearing capacity. Therefore, providing a suitable pavement for these areas is of special importance.

In laboratory modeling, it was shown that increasing the bed moisture sharply reduces the settling of block pavement and increases the settling rate. Numerical analysis on finite element model deformation showed that the distance between the golden appendages reduces the surface deformation and the possibility of failure. Creating a suitable pavement in critical situations for the flow of heavy traffic during emergency relief, especially in the case of permeable runoff in sandy subgrade in the desert and sea areas.

In two decades, the roads of the roads in the desert areas of the desert have also been changed. Fiber-reinforced soil behavior modification studies have been performed by compaction, uniaxial compressive strength, and California load-bearing ratios. In this research, studies were performed on soil stabilization of constructing roads in sandy loam soils using cellulose nanofibers. The aim of this study was to stabilize the cracked pavement bed and strengthen it by adding nanocellulose to the soil. Physical and mechanical tests were performed to find the type of soil in the area and the effectiveness of nanocellulose. Samples in these experiments were combined with 0.5, 1 and 1.5% nanocellulose, The results obtained from the experiments showed that the addition of nanocellulose increased the liquid and plastisite between 21 to 27% and 60 to 65% and decreased the plastisite index between 25 to 40%, respectively. Optimal moisture and dry specific gravity increase and decrease, respectively. The uniaxial strength of the samples increased between 30 and 85% and the maximum CBR number up to 12 times., and the soil strength class in all samples was changed to "very good" subgrade for use in pavement. The rupture zone energy results also show that the increase in nanocellulose has a positive effect on the modified specimens and delays the occurrence of rupture cracks due to loading and volumetric changes. The response Surface statistical method was also used to predict objective variables.