The increasing world steel production has contributed to the generation of million tons of mining residues. But, the huge demand of aggregates for the execution of pavements and the lack of raw material for this purpose, the research for new materials to be used in this area has become vital. The sandy residue that was studied was collected at Mariana– MG county, which was the result of the iron ore processing of the company Samarco S.A. This research has as objective the evaluation of the mechanical behaviour of asphalt mixtures utilizing residue from the processing of iron ore in substitution of the fine aggregate in the asphalt mixtures of the Asphaltic Concrete type, aiming its use in the rolling layer of a road pavement. To do so, the Marshall dosage of three asphalt mixtures and the mechanical tests characterized by the resilient modulus and fatigue life at a controlled tension were performed. It was also performed the determination of the optimum content by the Superpave dosage method conducted in two of these mixtures to obtain the Compaction Index and the mechanical behaviour by the Flow Number value. Concluded that the residue is compatible with all current standards for the use in asphalt mixtures, being able to be used in the CBUQ rolling layer, showing an improvement in the behaviour compared to the standard mixture.

The paper presents a simplified laminar model with which the deformation of soil layers (base, subbase and subgrade courses) under flexible pavements due to repeated traffic load can be determined. In the first step, the cyclic strain amplitude is calculated using a nonlinear material model that is based on particle size distribution parameters (d50 and CU) and dependent on the mean normal stress, relative density and actual strain level. In the second step, the HCA (High Cycle Accumulation) model is used to calculate the residual settlement of each sublayer as a function of the number of cycles. It is shown that the developed model is suitable for describing different types of subgrades and pavement cross-sections. It is also demonstrated with finite element calculations that the developed model describes both the elastic and plastic strains sufficiently accurately. The developed model can predict the settlement and rutting of pavement structures with sufficient accuracy based on easily available particle size distribution parameters without the need of complex laboratory and finite element tests.

Skid resistance of a road pavement surface is the force developed when tyre is prevented from rotating slides along the pavement sur-face. This property comes from the combination of the macro- and micro-texture of pavement. The skid resistance of an asphalt pave-ment is an important parameter influencing driving safety on a road, since there is a proven relationship between skid resistance and accident parameters. The paper deals with the measurement principle of pavement skid resistance (surface friction) including longitudinal and transverse friction. A high number of measuring devices of skid resist-ance are also introduced highlighting their advantages and limitations. Besides, the measurement policies in the European Union and in Hun-gary are outlined. Pavement surface texture is investigated dealing with the levels of surface tex-ture, the most common measuring tech-niques, the macro-texture features of asphalt types, as well as the Hungarian regulation in the field. As a related topic, the aggregate properties and their implication in the relevant Hungarian specification are introduced briefly, as well. Some outcomes of the EU’s COST Ac-tion 354 on the development of unified European macro-roughness and skid resistance performance indicators and indices are also presented.

Permeable pavements have been the subject of numerous studies in recent decades. The possibility of dissipating stormwater more smoothly and generating numerous benefits to the environment and users makes the use of permeable pavements an excellent possibility of integration into sustainable and resilient water management systems in cities. In Brazil, numerous studies on the quantity and quality of infiltrated water, permeability of the coating, clogging, environmental burden, feasibility, among other characteristics, have been researched. Within this theme, the Federal University of Santa Catarina (UFSC) has contributed with ten papers in the research of permeable pavements in the last six years, which address various topics about the effectiveness and applicability of permeable pavements. This paper reviews the studies conducted at UFSC on permeable pavements and discusses the different results within the main issues found. In general, the selected documents addressed seven themes in the studies: potential for potable water savings, clogging, quantity and quality of the water infiltrated into the pavement, Life Cycle Assessment (LCA) and its variants, and hydraulic and structural design details. More specifically, many selected papers assess the potential use of stormwater harvested through permeable pavements in non-potable uses of buildings. The possibility of aligning the benefits of green infrastructure with the rational use of water expands the advantages of the system and can help prevent future water scarcity, as well as reduce the environmental impacts of paving.

In this study, a novel porous geopolymer mortar (GP) was produced and tested experimentally. Industrial waste materials/by-products were used as constituents of the GP, along with dune sand. One sample was produced as a control sample for benchmarking. For the rest of the samples, 15%, 30%, and 45% by volume, the solid constituents were replaced with expanded polystyrene foam (EPS) beads. These mortar samples were heat cured to depolymerize the EPS to cause porosity inside the samples. Indoor experiments were conducted to evaluate the response of produced porous GP to high heat flux. The porous samples were able to reduce heat transmission across the opposite surfaces. Induced porosity resulted in a decrement in compressive strength from 77.2 MPa for the control sample to 15.8 MPa for 45% porous sample. However, the limit lies within the standards for partitioning walls in buildings and pavements in urban areas to absorb rainwater.

Loess was deposited in the Negev during the Pleistocene, but such sediments seem to be missing for the Holocene. This could be due to erosion unless structures such as ruins offered protection. We studied soils developed on archaeological hilltop ruins in the Negev and the Petra region and compared them with local soils, paleosols, geological outcrops, and current dust. The ruin soils in both regions were found to consist of similarly complex mixtures of local and remote sediment sources. They differ from sediments deposited during current dust storms. This seems due to fixation processes: average accretion rates are estimated to ~0.14 mm/a, suggesting that only ~3% of the current dust that can be trapped with dry marble dust collectors is stored in the soils. Vegetation, biocrusts, and/or clast pavements associated with vesicular layers seem to act as sediment-fixing agents. As well, climate might play a role: rain, and in particular one snowstorm in the Petra region brought a high amount of sediment that was more similar to the ruin soils. Wet deposition and snow might catalyze dust deposition and enhance fixation by fostering vegetation and crust formation. Frequent snow during the Pleistocene might be one explanation of enhanced loess deposition.

The main aim of this paper is to analyse the performance of different intelligent compaction measurement values (ICMVs) and compare them with spot test measurements for asphalt pavement. To accomplish this, a two-layer asphalt testbed was constructed using an instrumented double-drum roller. All ICMVs [compaction meter value ( ), compaction control value ( ), roller-integrated stiffness ( ), and vibratory modulus ( )] were calculated using the same accelerometer data collected during the construction of the asphalt testbed. A novel method using the cross-correlation technique was developed to estimate the phase lag between the excitation force of the roller drum and the ground reaction, which is required for and calculations. The analysis of ICMV data showed a strong correlation between and , while and demonstrated a strong correlation only when double jump of the roller drum did not occur. Further, none of the ICMVs recorded during the last roller pass of asphalt compaction showed an acceptable correlation with asphalt densities [measured using a non-nuclear density gauge (NNDG)], mainly due to the influences of the underlying support and asphalt temperature on ICMVs. A correction method to decouple the influence of underlying support on was developed and validated using existing data from the literature. The applicability of this method for different field scenarios was demonstrated using numerical modelling.