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In many coastal areas where there are problematic soils, pavement construction on the soil is difficult because of the low shear strength and high consolidated. Also, given that the container terminals constitute more than 70% of the port area and as pavement in these areas is subject to heavy loads due to the long-term container storage, wheels of transport and movement equipment, the pavement must tolerate a distributed loading of at least 4 ton/m² in accordance with the type and weight of the containers imposed on the pavement. This study aims to investigate a variety of common pavement designs in coastal areas of southern Iran. The pavement type and characteristics of the subgrade layers are the same for each port; the thickness of different pavement layers is designed.

Due to problematic soil in the pavement subgrade, heavy and long-term container loading and the associated equipment, port pavement enjoys great importance.

The designed pavements are modeled by ABAQUS finite element software. The pavements are subject to a static load imposed by the corner casting container and resulted a distributed load 4 tons/m². The results from data analysis show that the concrete block pavements influenced by the containers static loads of 3%–20% have less vertical displacement on the subgrade than other pavements (rigid and flexible).

This paper is modeling 3 port pavement in Iran. Based on field evaluation and simulation actual loading on pavement.

The service performance for colored asphalt pavement is inevitably affected by the addition of different colorants, especially the challenge of low temperature environment in cold regions. Therefore, the purpose of study is to explore the effects of different colorants on the service performance for colored asphalt pavement and to provide a foundation for improving the applicability of colored asphalt pavement in cold regions.

In the study, three kinds of colorants (iron oxide red, iron oxide yellow, iron oxide green) were used to compare the influence of different colorants amounts and different colorants kinds on the service performance for colored asphalt pavement in cold regions. According to the characteristics of low temperature in cold regions, the effects of different colorants on the low temperature performance for colored asphalt pavement were studied.

The study shows that different colorants have different effects on the service performance of colored asphalt pavement. The high temperature performance increases with the increase of the colorants amount, but the low temperature performance is opposite. Additionally, the yellow colored asphalt pavement has more advantages of low temperature adaptation than the red and green colored asphalt pavement.

The study results provide a certain theoretical foundation for the application of colored asphalt pavement in cold regions and have certain value and significance for the further development of colored asphalt pavement.

The purpose of this paper was to study the possibility of using smartphone roughness measurements for developing pavement roughness regression models as a function of pavement age, traffic loading and traffic volume variables. Also, the effects of patching and pavement distresses on pavement roughness were investigated. The work focused on establishing pavement roughness prediction models and applying these models to pavement management systems (PMS) to help decision-makers choose the best maintenance and rehabilitation (M&R) options by using cost-effective methods.

Signal processing techniques including filtering and processing techniques were used to obtain the International Roughness Index (IRI) from raw acceleration data collected from smartphone accelerometer sensors. The obtained IRI values were inputted as a dependent variable in analytical regression models as well as several independent variables with proper transformations.

According to the study results, several regression models were developed with a big variation in the coefficients of determination (R²). However, the best models included pavement age, accumulated traffic volume (∑TV) and construction quality factor (CQF) with R² equal to 0.63. It was also found that the effects of pavement distresses and patching was significant at a-level < 0.05. The patching effect on pavement roughness was found higher than the effect of other pavement distresses.

The presented results and methods in this paper could be used in the future predictions of pavement roughness and help the decision-makers to estimate M&R needs. The work focused on establishing IRI prediction models and applying these models to the PMS to help decision-makers choose the best M & R options.

To develop sound pavement roughness models, it is essential to collect roughness data using automated procedures. However, applying these procedures in developing countries faces several difficulties such as the high price and operation costs of roughness equipment and lack of technical experience. The advantage of using IRI values taken from smartphones is that the roughness evaluation survey may be expanded to cover the full road network at a cheaper cost than with automated instruments. Therefore, if the roughness survey covers more roads, the prediction model’s accuracy will be improved.

In order to evaluate the rheological properties of asphalt more comprehensively and effectively, and to explore and discuss the practicability of relevant models in the evaluation of the rheological properties of asphalt.

Based on the rheological and viscoelastic theories, temperature scanning, frequency scanning and multiple stress creep recovery (MSCR) tests of different modified asphalt were carried out by dynamic shear rheometer (DSR) to obtain relevant viscoelastic parameters and evaluate the high temperature properties of different modified asphalt. Based on the time-temperature equivalence principle, the main curve was constructed to study the viscoelastic properties of asphalt in a wider frequency domain. The main curve was fitted with the CAM model, and the rheological properties of different modified asphalt were evaluated through the analysis of model parameters. The creep stiffness and creep velocity of different modified asphalt were obtained through the rheological test of bending beam (BBR), and the low-temperature performance of different modified asphalt was analyzed by using Burgers model to fit the creep compliance.

The results show that the high temperature rheological properties of several modified asphalt studied in the test are ranked from best to worst as follows: PE modified asphalt > SBS modified asphalt > SBR modified asphalt. Short-term aging can improve the high temperature performance of asphalt, and different types of modifiers can promote or inhibit this improvement effect. Based on BBR test and Burgers model fitting analysis, SBR modified asphalt has the best low temperature performance, followed by SBS modified asphalt, while PE modified asphalt has poor low temperature performance, so it is not suitable to be used as road material in low temperature area.

Combined with effective evaluation methods, the rheological properties of asphalt at different temperatures and angles were systematically evaluated, and the evolution of rheological properties of asphalt characterized by model parameters was further analyzed by advanced model simulation.

A single system to replace the four existing methods has been proposed for world‐wide use; if adopted by the Council, all users will benefit—airport and aircraft operators and aircraft manufacturers …

This research aimed to determine the differences and similarities in each pilot project to understand the primary design forms and concepts of sponge city concept (SCC) projects in China. It also aimed to examine ten pilot projects in Shanghai to extrapolate their main characteristics and the processes necessary for implementing SCC projects effectively.

A literature review and field survey case study were employed. Data were mostly collected through a field survey in Shanghai, focusing on both the projects and the surrounding environment. Based on these projects' examination, a comparative method was used to determine the characteristics of the ten pilot SCC projects and programs in Shanghai.

Six main types of SCC projects among 30 pilot cities were classified in this research to find differences and similarities among the pilot cities. Four sponge design methods were classified into ten pilot projects. After comparing each project size using the same geographical size, three geometrical types were categorized into both existing and new city areas. SCC project characteristics could be identified by combining four methods and three geometrical types and those of the SCC programs by comparing the change in land-use and the surrounding environment in ten pilot projects.

The results are valuable for implementing SCC projects in China and elsewhere and future research on the impact of SCC projects.

Roller compacted concrete (RCC) pavement is used in areas subjected to heavy impact loads; therefore, higher impact resistance is a desirable property of consideration. This study aims to investigate the effect of partial replacement of fine aggregate with crumb rubber (CR) and the addition of nanosilica (NS) by weight of cementitious materials on the impact resistance of roller compacted rubbercrete (RCR).

Four replacement levels of CR (0, 10, 20 and 30 per cent) and four addition levels of NS (0, 1, 2 and 3 per cent) were considered. The impact resistance test was carried out using the drop weight test recommended by ACI 544.

The results showed that the impact resistance of RCR increases with an increase in both CR and NS addition, though for CR above 20 per cent, sudden drop in impact resistance was observed. However, NS reduces the ductility of RCR by decreasing the post-cracking impact resistance. Response surface methodology was used to develop models for predicting the impact resistance of RCR, and the developed models showed a high degree of correlation. As a result of wide variations in the impact drop test data, two-parameter Weibull distribution function was used for the data analysis, and it was found that the probabilistic distributions of the first crack and ultimate failure impact resistance follow the two-parameter Weibull distribution function.

In this work, the effect of partial replacement of fine aggregate with CR and the addition of NS by weight of cementitious materials on the impact resistance of RCC pavement has been investigated. CR has been used to increase the impact resistance of RCC Pavement.

In a recent article upon the improper handling of meat, the Daily Mail observed that if the public realised the condition of much of the meat delivered to them there would be such an outcry that the Ministry of Health would be compelled to issue definite regulations governing the transport and sale of meat. London butchers are not the worst offenders. Many of them conform voluntarily to standards of hygiene that are far better than in many provincial towns where the public health authorities are lax; but even in London it is possible, in every district, to see revolting methods of dealing with meat. The great Central Meat Market at Smithfield is under the control of the Corporation of the City of London. There are definite orders that meat porters must wear white overalls and caps in addition to various sanitary regulations as to the transport of meat. Many men disobey them with impunity. Among incidents seen there by a representative of the Daily Mail were :—Porters with filthy tweed caps and still filthier sacking carrying carcases on their shoulders; carcases of mutton lying unprotected on a muddy pavement; a scavenger sweeping up dust and manure just beneath an open cart loaded with mutton; a boy with muddy boots and grimy clothes sitting on a heap of meat in another open‐end cart. If the orders of the Ministry cannot be enforced at Smithfield it is not surprising that they are utterly ignored in other places. More than half the butchers' shops seen in a long tour of London neglected the most elementary precautions against the contamination of meat from dust and dirt. The following are some typical examples:—Meat exposed in trays on the pavement, with a marble shop wall behind absolutely black with dirt and mud splashes ; a road‐sweeping machine spraying dirt on to joints exposed without any covering on a stall in the gutter outside a butcher's shop; refuse from a dust‐cart blowing on to meat in another open‐fronted shop; cooked meats exposed in an open window in one of the busiest streets in London. The Ministry of Health, in an explanatory memorandum, expressly excluded cooked meat from the operation of any regulations. Yet, as Medical Officers of Health point out, cooked meat, since it is eaten as bought, is a more dangerous carrier of infection than raw meat. The Ministry, it is understood, “ hope to be able to issue regulations dealing with the sale of cooked meat some time,” but cannot say when or promise an early date. The whole fault, for which the public have to pay the toll of disease due to dirty meat, is in the vagueness of the regulations made by the Ministry a year ago.

This paper aims to forecast inbound and outbound container throughput for Bangkok Port to 2041 and uses the results to inform the future planning and management of the port’s container terminal.

The data used cover a period of 16 years (192 months of observations). Data sources include the Bank of Thailand and the Energy Policy and Planning Office. Cause-and-effect forecasting is adopted for predicting future container throughput by using a vector error correction model (VECM).

Forecasting future container throughput in Bangkok Port will benefit port planning. Various economic factors affect the volume of both inbound and outbound containers through the port. Three cases (scenarios) of container terminal expansion are analyzed and assessed, on the basis of which an optimal scenario is identified.

The economic characteristics of Thailand differ from those of other countries/jurisdictions, such as the USA, the EU, Japan, China, Malaysia and Indonesia, and optimal terminal expansion scenarios may therefore differ from that identified in this study. In addition, six particular countries/jurisdictions are the dominant trading partners of Thailand, but these main trading partners may change in the future.

There are only two major projects that have forecast container throughput volumes for Bangkok Port. The first project, by the Japan International Cooperation Agency, applied both the trend of cargo volumes and the relationship of volumes with economic indices such as population and gross domestic product. The second project, by the Port Authority of Thailand, applied a moving average method to forecast the number of containers. Other authors have used time-series forecasting. Here, the authors apply a VECM to forecast the future container throughput of Bangkok Port.

Until recently, Port Harcourt was known as the “garden city of Nigeria” because of its neatness and the overwhelming presence of vegetation and flowers all over the metropolis. But today, the presence of piles of refuse dotting the entire city may have turned Port Harcourt rather to a “garbage city”. Indiscriminate dumping of wastes – industrial, commercial and household – such as food waste, paper, polyethene, textiles, scrap metals, glasses, wood, plastic, etc. at street corners and gutters, is still very common. The situation is so bad that traffic flow is obstructed, while there is likelihood that leachates from such dumps, after mixing with rain water, have the potential to contaminate drinking water. The basic solid waste management processes of collection, transport, segregation and final disposal appear to be very inefficient. This research carefully assessed the present system of solid waste management in Port Harcourt, with the aim of identifying the main bottlenecks to its efficiency and the way forward. The subject matter of solid waste management is the main object of discussion throughout this article.