Reclaimed asphalt pavement (RAP) materials, which include aggregate and bitumen, can be used in recycled asphalt mixes and granular base layers. Recycling these materials helps conserve natural resources. It also reduces energy consumption and costs. However, due to the variety of sources as well as insufficient strength, RAP materials without stabilizing additive is not suitable as an alternative to virgin aggregates in granular base layers. Therefore, it is necessary to use a suitable chemical or mechanical stabilization method to use reclaimed asphalt pavement as a base material. In this paper, the properties of RAP materials and aggregates containing different percentages of RAP are reviewed. Then the results of recent studies on the mechanical properties of these materials are presented. The results show that with increasing the percentage of RAP material in mixtures containing RAP, the resilient modulus and the accumulated permanent deformation increase.

Today، the greenhouse gas emission from industry and transport is the most important factors in the destruction of ecosystems and natural resources. One of the main sources of pollution is industries related to construction، maintenance and improvement of transport infrastructure. The production of cleaner asphalt needs to reduction of temperature in the asphalt mixture، without a reduction in mechanical performance levels. The reuse of Reclaimed Asphalt pavement (RAP) in the production of new asphalt preserves natural resources and reduces environmental pollution. In this study، the use of RAP in producing hot and warm mix asphalt mixtures and effects of two additives (Sasobit and Zycotherm) was evaluated. The amount of RAP in the mixture was 50، and 75% and percentage of Sasobit and Zycotherm were 2 and 0. 1% respectively. The addition of Sasobit improves the compressibility and strength of asphalt mixture effectively، so the sample containing 75% of RAP had better compressibility and strength، but Zycotherm caused improvement of compressibility and considerable decrease in air void range and increase stability of mixtures containing 75% RAP. Generally، partial strength values of WMA with 75% RAP is not very different from HMA. Finally، TSR test results have increased along with the increase in the percentage of sub-asphalt materials ratio which shows low sensitivity to moisture in the recycled mix.

In a majority of methods used for designing asphalt pavements, the base and sub-base layers have not received enough attention; instead, most researches have focused on the asphalt layers. These layers play a key role in reducing stress on the base layer. Light Weight Deflectometer (LWD) test is commonly used for assessing the bearing capacity of unbound layers of pavements. The present study aims to investigate the simultaneous effects of different variables such as sample thickness, wet content, weight, and compaction on the base layer surface modulus and deflection through LWD test results on the 150times150times60150times150times60 cm sample. The results indicated that the maximum compaction value was 97% with a thickness of 40 cm and the minimum compaction value was 10 Kg weight with 20 cm thickness. Furthermore, according to the findings, an increase in the compaction and thickness of the layer led to a decrease in the deflection and an increase in the mass of weight; however, moisture did not significantly influence the mentioned factor.

It is possible to use reclaimed asphalt pavement materials as a type of recycled material in the asphalt concrete layer or the base layer in the pavement. However, due to the variety of sources as well as insufficient strength, RAP materials without stabilizing additive is not suitable in granular base layers. In this paper, the unconfined compressive strength of cement treated RAP base has been investigated and evaluated in a laboratory study. Three cement contents of 4, 5, and 6 percent were added and the samples were cured for 3, 7, 28, and 90 days after compaction. Samples were prepared with standard compaction energy according to ASTM D558. The unconfined compressive test has been carried out using the strain control method. In order to investigate the effect of moisture, in addition to the optimum moisture, moisture levels below and above the optimum have also been evaluated. Based on the results of this laboratory study, with the increase of cement percentage and curing period, unconfined compressive strength and modulus of elasticity increase visibly. It was also found that according to the percentage of cement used in the mixing design, the maximum strength may occur at the optimum moisture or less than the optimum moisture content.

In today's society, the urban heat island is considered as one of the most important emerging natural hazards. It is in the form of a difference in the surface temperature of urban areas compared to the surrounding areas due to various ecological, morphological and topographical reasons. This research investigated the thermal islands of Tabriz city, as one of the most important population and industrial centers of Iran, in its 8th region as a case study, using Landsat 8 images. The objectives of this research included extracting, locating and analyzing the phenomenon of urban heat islands in the study area by using specific algorithms and preparing relevant maps and checking with the type of materials used, identifying two hot heat islands in the center and west with a temperature of 33.48 degrees Celsius and one island It followed a cold temperature in the north of the region with a temperature of 20.02 degrees Celsius. In the following, the influential indicators in the heat islands of the urban land were evaluated in the study area. According to the review of key and referenced articles and the review of other sources and authoritative books, in this study, the factors affecting the urban heat island are divided into two categories of uncontrollable climatic factors, controllable factors of urbanization and city construction, and factors related to and influenced by urbanization. which consists of: 1- Uncontrollable climatic factors: these factors include solar radiation, speed and intensity and direction of wind, height above sea level, direction of slope, vegetation cover, green space per capita and proximity to large bodies of water such as rivers and the sea. 2-Controllable factors of urban development and city construction and affected by urban development: which include street width, building height, building orientation, building occupation level, building density, building facade, building roof and open space per capita. The amount of positive or negative effects of the mentioned factors on urban heat islands requires a comprehensive investigation of the factors through field visits. Now, in this research, after examining the influencing indicators and determining the heat islands, the impact of surface materials as one of the effective components on urban heat islands compared to other components is comprehensively evaluated. After analyzing the 15 main factors determined for the 8th area of ​​Tabriz and field observations of the main materials used in the area, which were mostly cement and clay, and determining the albedo, thermal radiation emission rate, heat capacity and solar reflectance of the colors in the area, we came to the conclusion that with More or less the entire region is one of the most effective indicators of heat islands, the main difference in urban temperature difference can be seen in the type of pavement materials used and its color in the designated heat islands. Where the cold thermal island i.e. the covered market of Tabriz, despite the almost identical conditions with the existing heating islands in most of the determined indicators, the main difference was in the new paving materials that marble and light reflective materials were used. Therefore, urban shell materials play the most important role in reducing heat intake, storage and transfer to the urban environment. Finally, practical solutions have been presented in connection with the use of cool materials in the construction of designated thermal islands in District 8 of Tabriz city.

The best method of efficient management in the field of transport infrastructure is to accurately predict the conditions and performance of pavement in the future. By reducing errors in estimating pavement failure, significant economic savings can be made by timely assessment and careful planning. The purpose of this research study is to develop a method for calculating the pavement status index (PCI) based on pavement failure data collected in the long-term pavement performance plan (LTPP) database. Prefabricated Excel software templates are used to transfer faulty data from databases and directly calculate PCIs for developed test units. The main pavement performance curve based on PCIs has also been analyzed and evaluated as part of this research. Analysis of LTPP data results for several case studies showed that the method of this research is reasonable and statistical parameters showed that the accuracy of this model is good to excellent. The above developed PCI models can be used in Info Pave TM input data, so that users can calculate the PCIs of their desired road sections with the results of this research. PCI-based performance model development can also be added in future versions of Info Pave TM. Although the present study has examined the sections related to asphalt pavement, but its method can be generalized to experimental sections with concrete pavement. The results showed that the developed model is closely related to the observed values and is suitable for the main performance curve, and it can be used to predict the performance of the pavement network.

Increasing impermeable levels has made water control a great challenge. On the other hand, the increase of impermeable surfaces causes the lack of heat exchange of the underground layers with the air, which will increase global warming. One solution to this challenge is to use porous pavements. Advantages of porous pavement compared to normal pavement,only on run-water control, he can easily increase the use of the road, increase the main road and increase the road, and so on. Restrictions on porous concrete include restrictions on use on high-traffic roads or heavy traffic loads,In other words, with the current knowledge about this pavement system, it can be used in less traffic routes such as local roads and streets and parking lots. The purpose of this study is to investigate aerated concrete and get acquainted with the standard related to aerated concrete. Also in this research, the advantages and disadvantages of porous concrete, construction, maintenance and common problems of this system have been required. At the end of this research, only to gain general knowledge about aerated concrete and aerated concrete pavement mix design, common maintenance methods of porous pavement and common tests in the relevant researches are introduced. In the end, it was concluded that with sufficient knowledge, porous concrete pavement can be used on roads with low traffic or light traffic load.

The most important part in pavement management systems is data collection. The modern technologies which are used for this purpose, such as point-based lasers and laser scanners, are too expensive to purchase, operate, and maintain. Thus, it is rarely feasible for city officials in developing countries to conduct data collection using these devices. This paper aims to introduce a cost-effective technology which can be used for pavement distress data collection and 3D pavement surface reconstruction. The applied technology in this research is the Kinect sensor which is not only cost-effective but also sufficiently precise. The Kinect sensor can register both depth and color images simultaneously. An apparatus is designed and developed to hold an array of Kinect sensors. The cameras are calibrated and the slopes of collected images from surfaces are corrected via the Singular Value Decomposition (SVD) algorithm. Then, a procedure is proposed for stitching the RGB_D (Red Green Blue– Depth) images using SURF (Speeded-up Robust Features) and MSAC (M-estimator SAmple Consensus) algorithms in order to create a 3D-structure of the pavement surface. Finally, transverse profiles are extracted and some field experiments are conducted to evaluate the validity of proposed approach for detecting pavement surface defects.

Every year we spend a lot of cost for constructing and maintaining roads, these costs are significantly related to the type of the pavement and its fundamental materials. Iranians usually use the flexible pavement which contains the asphaltic overlay and the granular base and sub grade, while we can pay more attention to the rigid and the composite pavement for using in our highways too.In this study a flexible pavement and a composite one for the Qazvin - Zanjan freeway by AASHTO method has designed and their initial costs and whole life costs has compared with each other. It has shown that the cost of constructing composite pavement is more than the flexible one but because of the cost-effective maintenance, its whole life cost is less than the whole life cost of traditional flexible pavement. Also the composite pavement has some technical advantages such as its high fatigue resistance, low deformation and high friction, though, composite systems are potentially more prone to other distresses, such as reflective cracking and rutting within the HMA layer. Premium HMA surfaces and/or reflective cracking mitigation techniques may be required to mitigate these potential problems.

Every year we spend a lot of cost for constructing and maintaining roads, these costs are significantly related to the type of the pavement and its fundamental materials. Iranians usually use the flexible pavement which contains the asphaltic overlay and the granular base and sub grade, while we can pay more attention to the rigid and the composite pavement for using in our highways too.In this study a flexible pavement and a composite one for the Qazvin - Zanjan freeway by AASHTO method has designed and their initial costs and whole life costs has compared with each other. It has shown that the cost of constructing composite pavement is more than the flexible one but because of the cost-effective maintenance, its whole life cost is less than the whole life cost of traditional flexible pavement. Also the composite pavement has some technical advantages such as its high fatigue resistance, low deformation and high friction, though, composite systems are potentially more prone to other distresses, such as reflective cracking and rutting within the HMA layer. Premium HMA surfaces and/or reflective cracking mitigation techniques may be required to mitigate these potential problems