Renewable energy combined with energy efficiency can offer a viable and influential solution to minimise the harmful consequences of both fossil fuel depletion and increases in the cost of power generation. However, in most cases renewable energy technologies require high initial investments that may deter potential users. Pavement Energy Systems (PES) potentially offer a low-cost solution to sustainable and clean energy generation by utilising the thermo-physical properties and design features of new/existing pavement infrastructure. Within the PES, fluid-filled pipes are buried in the pavement at varying depths and transfer heat to and from the surrounding material, for application as a solar energy collector and/or thermal storage media. The fluid in the pipes can absorb/reject heat to the pavement and deliver useful energy to nearby buildings as well as benefiting the pavement structure and pavement users (in terms of reduced rutting, winter road maintenance, etc.). A significant advantage of such systems is that the pipes can be installed within pavements that are already needed for structural reasons and need not to be installed as single-function elements, as do conventional thermal utilisation systems. In this project, the effect of pavement materials and layer design optimisations on the performance of PES was investigated both theoretically and experimentally. The thermo-physical properties and load-bearing performance of concrete and asphalt pavements, consisting of conventional and unconventional components, were determined. In addition, pseudo 3D transient explicit finite-difference software was developed for modelling and performance analysis of the PES under various operating conditions and configurations. This software is capable of predicting the outlet fluid temperature and temperature distributions within the pavement structure. Furthermore, large-scale physical models of the PES were designed and constructed to compare the performance of the thermally modified pavement structures with those of conventional ones and also to validate the model. The physical model consisted of copper pipes embedded in pavements which were irradiated (causing surface heating) using halogen lamps. The results of thermo-physical optimisation of pavement materials, coupled with mechanical testing, showed that it was possible to achieve a wide range of thermally-modified pavements that can also meet the rigorous functional requirements of an airfield pavement. The experimental comparison between the thermally modified and unmodified concrete pavements revealed that there was potential to enhance both the heat collection and storage capability of concrete pavement structures. In addition, the model’s predicted temperatures in concrete pavements were in good agreement with the experimental ones with a mean error of less than 1°C. A similar comparison on asphalt pavements showed that although the surface temperature was lowered by asphalt modification, there were significant discrepancies between the measured and predicted surface temperatures for both modified and unmodified pavements. Further study was conducted on the pipe/pavement interface using X-Ray Computed Tomography (XRCT). The X-ray images revealed improper bonding between the pavement’s matrix and the pipe that was evidenced by the presence of air voids accumulation around the pipe perimeter, and could explain the significant discrepancy in the modelled temperatures. Furthermore, the validated model was used, for genuine temperature patterns, to simulate the relative influence of both the thermo-physical properties of pavement materials and the pavement layer sequences on the performance of the PES and to determine the implications for pavement design. It was concluded that the enhancements could allow pipes tobe installed deeper within the pavement without having any negative effect on their thermal performances. Pipe installation deeper in the pavement is expected to reduce ‘reflective cracking' under traffic loading as well as enabling future resurfacing of the pavement without damaging the pipe network.

Many of the proposed rational design methods for flexible pavements are concerned with the stresses and strains which occur in the various layers of the structure. The purpose of the work reported is to investigate, in the laboratory, the complete stress and strain distributions set up in the different layers under dynamic loads. Two systems have been investigated, a single layer of clay and a two layer system consisting of a granular base on a clay subgrade. The loading in each case consisted of a single pulse having a duration of loading between 0.1 and 2 sec. The load was uniformly distributed over a circular area and of varying magnitude. In-situ measurements of stress and strain were made using pressure and strain cells, -, at various orientations. Surface deflection was measured with a rectilinear potentiometer. Stress and strain distributions were determined by moving the load relative to the buried transducers. By superimposing results, values of principal stresses and strains and maximum shear were derived. By combining stress and strain measurements, values of in-situ elastic modulus and Poisson's ratio were calculated. Results were compared with elastic theory, both Boussinesq and layered system, the latter being computed using a recently developed program. Stresses showed good agreement with theory in both systems, but strains, being dependent on modulus, were less easy to predict theoretically. In-situ values of modulus were stress dependent for both materials. For the clay, at low stress levels, the modulus increased sharply with decreasing stress, while for the granular material modulus increased with stress level. In the two layer system results compared less favourably with theory, but the important values of tensile horizontal stress above the interface and vertical strain below the interface appear to be predicted adequately. The values of modular ratio were near to unity and hence Boussinesq theory was equally as adequate as the layered system approach for most effects. Strains were predicted with fair accuracy when local values of modulus were used i.e., those in the neighbourhood of the points concerned. The assumption of perfect roughness at the interface, used in most theoretical solutions, was shown to be valid. The stress dependence of modulus is thought to be one of the main problems at present in the application of layered system theory and, for the calculation of strains, in the use of the Boussinesq approach also.

Skid resistance, the road surface’s contribution to friction, is a crucial property of a road surface course required to maintain a safe and serviceable road network. Measurement of skid resistance is restricted by the need to measure the forces acting on a rubber wheel or slider while it is dragged across the surface. If the skid resistance of the road could be determined without the need for contact then measurement could be cheaper and more thorough. One route to achieving this goal is by measurement of the texture of the road that generates the friction experienced by a sliding tyre. However, the form and scale of the texture required is not well defined. The work presented in this thesis attempts to establish a robust methodology for measurement of texture on the surfaces of aggregate particles (the main constituent of the road surface course) so that it can be compared with friction. The stages of development are described in detail and the methodology is employed to examine the changing texture on two types of aggregate. The mechanisms by which these aggregates polish, methods for characterising their surface texture, and the consequences for the friction they are able to generate are explored.

Pavements represent an important infrastructure to all countries. In Saudi Arabia, huge investments have been made in constructing a large network. This network requires great care through conducting periodic evaluation and timely maintenance to keep the network operating under acceptable level of service. Pavement distress prediction and pavement condition prediction models can greatly enhance the capabilities of a pavement management system. These models allow pavement authorities to predict the deterioration of the pavements and consequently determine the maintenance needs and activities, predicting the timing of maintenance or rehabilitation, and estimating the long range funding requirements for preserving the performance of the network. In this study, historical data of pavement distress and pavement condition on the main and secondary road network of Riyadh, Saudi Arabia were collected. These data were categorized, processed, and analyzed. These data have been employed to generate prediction of pavement distress and condition models for the Saudi Arabia Urban Road Network (SAURN). Throughout the study, the most common types of pavement distress on SAURN have been identified. The behavior of these distress types has been investigated. A sigmoid function was found to be an excellent representation of the data. Seven for urban main pavement distress models (UMPDM) have been developed. In addition, six urban secondary pavement distress models (USPDM) have been developed. Moreover, two pavement condition models have also been developed, one for urban main pavement condition (UMPCM), and the other for urban secondary pavement condition (USPCM). The developed models provide a reasonable prediction of pavement condition. The models were assessed by standard error and residual analysis. A suitable procedure for the implementation of the models has also been proposed.

Asphalt pavements are usually constructed in several layers and most of pavement design and evaluation techniques assume that adjacent asphalt layers are fully bonded together and no displacement is developed between them. However, full bonding is not always achieved and a number of pavement failures have been linked to poor bond condition Theoretical research showed that the distribution of stresses, strains and deflections within the pavement structure is highly influenced by the bond condition between the adjacent layers. Slippage at the interface between the binder course and the base could significantly reduce the life of the overall pavement structure. If slippage occurs within the interface between the surfacing and the binder course, the maximum horizontal tensile strain at the bottom of the surfacing becomes excessive and causing the rapid surfacing failure. This condition becomes worse when a significant horizontal load exists. This thesis is concerned with the assessment of bond between asphalt layers. The main objective of this thesis is to provide guidance for assessing bond between asphalt layers, in order to facilitate the construction of roads with more assurance of achieving the design requirements. Further modification to the modified Leutner test has been performed. An investigation regarding the torque bond test and the effect of trafficking on bond have also been undertaken. A bond database on the modified Leutner test has been developed. An analysis has been performed to estimate the achievable values of bond strengths on typical UK road constructions obtained from the bond database. The values were then compared to the results from an analytical analysis to predict the required bond strength at the interface and other standards in Germany and Switzerland to recommend specification limits of bond strength for UK roads.

This study assesses the contribution of some selected stress absorbing membrane interlayers (SAMIs) on overlaid pavement performance in delaying the offset of reflective cracking using laboratory and full scale testing. Materials characterization were carried to have knowledge of the properties of the SAMIs and overlay and some of the properties were required as input for the finite element modelling. The characterization tests include the particle size distribution, penetration and softening point tests, dynamic mechanical analysis, indirect tensile stiffness modulus test (ITSM), indirect tensile fatigue test (ITFT) and repeated load axial test (RLAT). The interface bond was investigated using the Leutner shear test and pull off test. The assessment of the contribution of selected SAMIs on overlaid pavement performance in delaying offset of reflective cracking was carried out using a wheel tracking test supported by finite element modelling, a large scale pavement test facility test and a thermal cycling test. The Leutner shear test and pull-off test were used to examine the strength and stiffness of the overlay-SAMI interface. The interface strength/stiffness was determined because it is one of the factors that influence the crack resistance of SAMIs. The wheel tracking test was carried out to evaluate the effects of the thickness and stiffness of SAMI, thickness of overlay, SAMI composition, interface stiffness, load level and temperature on the performance of SAMIs under traffic loading. To study the performance of SAMIs under conditions close to the field, a large pavement test facility test was carried out. The finite element analysis of the wheel tracking test was carried out to evaluate the deflection, stress and strain distribution in a cracked pavement with and without SAMIs. The performance of SAMIs under thermal loading (temperature variation) was investigated using the thermal cycling test. The study shows that SAMI composition, SAMI thickness and stiffness, overlay thickness, interface stiffness, temperature and load levels influence the performance of SAMIs under traffic loading. It also demonstrates that the main factor that influences the performance of SAMIs under thermal loading is the interface stiffness. Design guidelines for the successful use of SAMIs against reflective cracking were prepared and the OLCRACK software was used to demonstrate the benefits of SAMIs in an overlay over a cracked pavement.

Adhesion is defined as the molecular force of attraction in the area of contact between unlike bodies of adhesive materials and substrates that acts to hold the bodies together. In the context of asphalt mixtures, adhesion is used to refer to the amount of energy required to break the adhesive bond between bitumen (bitumen-filler mastic) and aggregates. Thus, adhesive failure can be considered as displacement of bitumen (bitumen-filler) mastic from aggregates surface, which might indicates low magnitude of adhesive bond strength. Adhesion is considered as one of the main fundamental properties of asphalt mixtures, which can be correlated with quality, performance and serviceability. However, despite its significance, research on adhesion of asphalt mixtures is limited and yet there is no established testing technique and procedure that can be used to quantify the adhesive bond strength between bitumen (bitumen-filler mastic) and aggregates. Only in the past few years, some efforts have been conducted in developing testing techniques and procedures for measuring the adhesive bond strength of bitumen and aggregates. However, the developed testing techniques and procedures have not enjoyed universal success and acceptance, and not yet established. Hence, emphasis of this study is focused on the development of laboratory adhesion test method that can be used to directly measure the adhesive bond strength between bitumen (bitumen-filler mastic) and aggregates. Also, adhesive bond strength and failure characteristics of various combinations of asphalt mixture materials over wide ranges of testing conditions were evaluated in order to validate the reliability and efficiency of the developed laboratory adhesion test method. This study was divided into three parts. In Part 1, a detailed review of literature on various testing techniques and procedures used to measure the adhesive bond strength in numerous areas of scientific literature and international standards was performed, in order to assess and thus to propose the most suitable and realistic approach for development of laboratory adhesion test method for asphalt mixtures. In Part 2, the proposed adhesion test method was subjected to evaluation, mainly based on trial and error experimental approach, in order to adapt and thus to develop the criteria and procedures for test setup and apparatus, specimen preparation, testing and data analysis. The established criteria and procedures were then used for detailed evaluation in Part 3, in order to quantify the test results of various combinations of asphalt mixture materials (i.e. bitumen (bitumen-filler mastic) and aggregates) over wide ranges of thicknesses of adhesive layer of bitumen, aspect ratio of specimens, testing conditions (i.e. deformation rates and test temperatures) and conditioning procedures (dry and wet conditionings). Results of the study were subjected to comparative analysis in order to determine the effect of various variables and parameters on the test results, to propose suitable testing conditions and to validate the reliability and efficiency of the laboratory adhesion test method. Upon completion of the study, a draft protocol was developed as guiding principles in conducting the laboratory adhesion test method.

The formation of ice and snow on pavement surfaces is a recurring problem, creating hazardous driving conditions, restricting public mobility as well as having adverse economic effects. Current winter operations primarily consist of the correctly timed application of de-icing chemicals to the pavement surface to prevent hazardous conditions occurring. It would be desirable to develop new and improved ways of modifying the pavement surface, to prevent or at least delay the buildup of ice and to weaken the pavement-ice bond; making the ice which forms easier to remove. This development could lead to economic, environmental and safety benefits for winter service providers and road users. Recent research has identified “promising” chemical additives, which appear to have the potential to provide suitable anti-icing performance, as well as meeting requirements relating to the pavement surface life, economic and environmental factors. However, research relating to performance and durability of chemically modified asphalt for anti-icing purposes and the mechanisms by which the chemicals are transferred to the pavement surface is severely limited. The research described in this thesis attempts to contribute to the field by assessing the impact that the “promising” chemical modifications of sodium formate and sodium silicate have on the anti-icing performance and durability of asphalt. The research provides extensive data on how the chemically modified asphalt behaves in terms of the compactability, stiffness, fatigue, permanent deformation and skid resistance, relative to standard asphalt surface courses, under standard testing conditions and after high moisture absorption. The research provides a better understanding of how the chemical additive can be transferred from bitumen mastics and bituminous materials to the pavement surface. The study also assesses the potential reductions in freezing point and ice adhesion that can be produced by the specific chemical concentrations. The study evaluates laboratory test results in conjunction with three full scale site trials in the UK designed to better replicate the variability in winter weather conditions and trafficking. The study concludes that the addition of de-icing chemical formulations consisting of sodium formate and sodium silicate do not significantly reduce the asphalt performance when subjected to a number of standard asphalt test methods, including compactability, stiffness, permanent deformation and skid resistance. The inclusion of de-icing chemical formulations can however, lead to an increased susceptibility to deterioration in the presence of water, combined with an ability to absorb moisture from the atmosphere. Site trials have demonstrated that this can lead to an increased risk of early life failure and reduce service life of the pavement surface course. The thesis recommends that revised screening tests and bituminous mix design procedure is developed for assessing potential de-icing chemical formulations, which places particular emphasis on the performance of asphalt in the presence of moisture/water. The study concludes that de-icing chemical formulations can be transferred from within the bitumen mastic to the pavement surface. The chemical transfer to the pavement surface is heavily dependent on the relative humidity and the number and arrangement of surface voids. The transfer of de-icing chemical formulations to the pavement surface can reduce the freezing point of the pavement surface and/or reduce the ice adhesion.

Flexible road pavements often fail due to excessive rutting. as a result of cumulative vertical permanent deformation under repeated traffic loads. The currently used analytical approach to flexible pavement design evaluates the pavement life in terms of critical elastic strain at the top of the subgrade. Hence, the plastic pavement behaviour is not properly considered. Shakedown analysis can take into account the material plasticity and guarantee structure stability under repeated loads. It provides a more rational design criterion for flexible road pavements. Finite element analyses using the Tresca and Mohr-Coulomb yield criteria are performed to examine the responses of soil half-space when subjected to different loading levels. Both shakedown and surface ratchetting phenomena are observed and the residual stresses are found to be fully-developed after a limited number of load passes. The finite element results are then used to validate the solutions from shakedown analysis. The main focus of current research is concerned with new solutions for static (i.e. lower-bound) shakedown load limits of road pavements under both two-dimensional and three-dimensional moving surface loads. Solutions are derived by limiting the total stresses at any point (i.e. residual stresses plus loading induced elastic stresses) to satisfy the Mohr-Coulomb yield criterion. Previous analytical shakedown solution has been derived based on a residual stress field that may not satisfy equilibrium for certain cases. In this study, a rigorous lower-bound shakedown solution has been derived by imposing the equilibrium condition of residual stresses. The newly developed shakedown solutions have been applied to one-layered and multi-layered pavements. It was found that the rigorous lower-bound solution based on the self-equilibrated residual stress field is lower than the analytical shakedown solution for cases when the critical point lies on the surface or at the base of the first pavement layer. The results showed that the theoretical predictions of pavement shakedown load limit generally agree with the finite element and experimental observations for pavement behaviours. The shakedown solution has been further extended to study the influence of the shape of contact load area for pavements under three-dimensional Hertz loads. It was found that the shakedown load limit can be increased by changing the load contact shape from a circle area to an elliptical one. A new pavement design approach against excessive rutting has been proposed. The pavement design is suggested by plotting thickness design charts using the direct shakedown solutions and choosing the thickness combination based on the design traffic load.

Asphalt mixture is mainly used for the construction of roads throughout the world. Large amounts of capital are spent for construction and maintenance of roads. Water is one of the major contributors towards the damage of the road structure. It is considered as the worst enemy of a pavement structure by directly causing a distress or indirectly magnifying a distress and hence damaging the road structure. Asphalt mixture loses its strength in the presence of water either through loss of cohesion within the bitumen or loss of adhesive bond between bitumen and aggregate. All the conventional techniques that are used for the determination of the moisture susceptibility of an asphalt mixture assess the material as a whole by using some mechanical testing technique without taking into account the individual physicochemical characteristics of both the bitumen and the aggregates. The surface energy properties of the materials, which are used to quantify their interfacial adhesion, play an important role in the final adhesive bond strength between these materials. The aim of this research is to produce detailed experimental techniques to measure the surface energy properties of bitumen and aggregate, and then combine them with a mechanical moisture sensitivity test procedure. This can greatly contribute towards the development of a powerful material screening protocol/tool for selection of bitumen-aggregate combinations that are less susceptible to moisture damage. This thesis describes the work that was carried out towards the development of a physico-chemical laboratory at the Nottingham Transportation Engineering Centre (NTEC). Four types of equipment were used, namely goniometer and dynamic contact angle analyser for determining the surface energy properties of the bitumen samples, and the dynamic vapour sorption and microcalorimeter systems for the surface energy properties of the aggregates. Large amount of material testing was carried out with these equipment and testing protocols were developed and improved over the course of experimental work. It was found that the dynamic contact angle technique and dynamic vapour sorption technique provides consistent results for bitumen and aggregates respectively as compared to the other two test equipment. The surface energy properties of the bitumen and the aggregates were then combined thermodynamically to determine the adhesive bond strength between the two materials, and the reduction in the adhesive properties if water is introduced into the system. The results showed that these thermodynamic properties generally correlate well with the moisture damage performance of these combinations from the laboratory testing. SATS mechanical test technique was used to determine the moisture susceptibility of different bitumen-aggregate combinations. The virgin material and the recovered material from the SATS tested cores were tested for the surface energy properties. It was found that the surface energy properties combined with SATS results can be used, with some exceptions, to identify compatible bitumen-aggregate combinations and hence improved moisture damage performance of the resulting asphalt mixture.