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Geomaterials for Transportation Infrastructures

Geomaterials for Transportation Infrastructures infrastructures Editorial 1 , 2 3 Md Rashadul Islam *, Mohammad Sadik Khan and Asif Ahmed Civil Engineering Technology, Colorado State University, Pueblo, CO 81001, USA Civil Engineering, Jackson State University, Jackson, MS 39217, USA; mohammad_sadik.khan@jsums.edu Civil Engineering Technology, SUNY Polytechnic Institute, Utica, NY 13502, USA; asif.civil.buet.12@gmail.com * Correspondence: md.islam@csupueblo.edu The American Society of Civil Engineers’ (ASCE) quadrennial report card exhibited the grim picture of nation’s transportation infrastructure. Road infrastructure obtained “D” grade (poor condition) in a recently released infrastructure [1]. The highest grade of this specific category is “C+” in the last 23 years of record. While the road infrastructure is in crumbling condition, using innovative geomaterials is one of the means to improve the current status. Transportation infrastructure costs a tremendous amount of money, time, and labor to build and maintain. Transportation geomaterials serve as the foundation to build sus- tainable roadways, railways, airfields and ports, embankments, tunnels, and so on. The geotechnical properties of the multi-layers, structures, and foundations are the prerequisite to the quality, service life, and maintenance of transportation infrastructures. Soil, aggre- gates, concrete, asphaltic materials, and steel are the major materials in transportation. Although aggregate is cheaper than many other engineering materials, it has a huge cost impact, as it is used in a bulk amount. Aggregates account for 80 to 85% by volume of typical asphalt concrete, and 62 to Citation: Islam, M.R.; Khan, M.S.; 68% by volume of cement concrete. In 2012, approximately 1.3 billion tons of crushed Ahmed, A. Geomaterials for stone, worth approximately USD 12 billion, were produced in the United States. Of the Transportation Infrastructures. total crushed stone, 82% was used as a construction material, mainly for road construction Infrastructures 2021, 6, 103. and maintenance. For sand and gravel, approximately 927 million tons, worth about https://doi.org/10.3390/ USD 6.4 billion, were produced, of which 26% was used for road base, coverings, and infrastructures6070103 road stabilization, and 12% was used as asphalt concrete aggregates and in other asphalt- aggregate products [2]. About 130 million barrels (23 million tons) of asphalt binder and Received: 17 June 2021 road oil was used in the United States in 2011, which cost USD 7.7 billion [3]. The value of Accepted: 9 July 2021 asphalt paving mixtures produced in the United States was estimated at USD 11.5 billion Published: 12 July 2021 in 2007 [4]. The United States used approximately 111 million tons of hydraulic cement in 2005, worth about USD 9.1 billion, according to the United States Geological Survey. Publisher’s Note: MDPI stays neutral Approximately 5% of cement used in the United States in 2011 was used for road paving with regard to jurisdictional claims in purposes [5]. Approximately 8 million tons of reinforcing steel (rebar) is manufactured per published maps and institutional affil- year in the United States, using the scrap steel in efficient manufacturing operations. iations. Despite the huge cost, transportation infrastructure materials undergo continuous rapid degradation due to the increasing traffic and harsh climate. To this end, the need for a cost-effective and sustainable transportation foundation is an immense need and more essential than ever for transportation infrastructures. The future development of Copyright: © 2021 by the authors. transportation infrastructure tends to be larger, longer, smarter, and eco-friendlier, which Licensee MDPI, Basel, Switzerland. brings new challenges to transportation geomaterials. New research topics have been This article is an open access article brought forward by the development and evolution of transportation geomaterials, where distributed under the terms and more and more attention is being paid to the integration of emerging technologies, such as conditions of the Creative Commons big data, artificial intelligence, and smart materials, and into transportation geomaterials. Attribution (CC BY) license (https:// This Special Issue published five original research on the latest developments and creativecommons.org/licenses/by/ challenges in the field of transportation geomaterials, which will ensure cost-effective, 4.0/). Infrastructures 2021, 6, 103. https://doi.org/10.3390/infrastructures6070103 https://www.mdpi.com/journal/infrastructures Infrastructures 2021, 6, 103 2 of 3 eco-friendly, and sustainable transportation infrastructures. Khan et al. [6] investigated the effectiveness of recycled plastic pins (RPPs) in slopes constructed with high plastic clay soil (CH), using the finite element method (FEM). The FEM analysis was performed using the PLAXIS 2D software. The FEM analysis results indicated that RPP provides better shear resistance for the sloping embankment constructed on high plastic clay. Uniform spacing of RPP provided sufficient resistance that increased the factor of safety (FS) to 1.68 in 2H:1V slopes with less than 15 mm deformation. The uniform spacing and varied spacing combination of RPP increased the FS to 2.0 with the deformation of RPP less than 7 mm. Babatunde et al. [7] evaluated the effect of elapsed time on the strength of lime and iron ore tailings (IOT)-treated black cotton soil (BCS), an expansive tropical black clay as road construction material. BCS was treated with 0, 2, 4, 6, and 8% of lime and 0, 2, 4, 6, 8, and 10% of IOT content by the dry weight of the soil. The study showed that the strength (i.e., UCS and CBR values) increased with an increase in lime/IOT contents between 0 and 2 h after mixing. Peak strength values were recorded for 8% lime/8% IOT treatment for all lime content considered. A strong relationship between the strength properties and the soil parameters was observed. An optimal 8% lime/8% IOT treatment of BCS for elapsed time after mixing not exceeding 2 h was established and was recommended as sub-base material for low-trafficked roads. This recommendation would save a huge road construction cost for rural areas. Imtiaz et al. [8] studied the quantity of micropores and their effect on the strength of recycled materials used as the basis of microstructural analysis of recycled concrete and reclaimed asphalt. Microstructural properties obtained from analyzing scan- ning electron microscope (SEM) images were correlated with unconfined compressive strength data. Intra-aggregate and inter-aggregate pores were studied for different ratios of cement-treated mixture of recycled asphalt pavement (RAP) and recycled cement concrete aggregate (RCCA). The results showed that the addition of RAP considerably increased the number of pores in the mixture, which eventually caused a reduction in unconfined compressive strength. In addition, significant morphological and textural changes in re- cycled aggregates were observed by SEM image analysis. Therefore, proper mix design is recommended before using an excessive amount of RAP. The study by Wright et al. [9] aimed to determine the difference in the post-trafficked strength and stiffness of pavement foundation. A dynamic cone penetrometer and light weight deflectometer were utilized to determine material changes from this trafficking and revealed that all specimens that included a geosynthetic layer had a higher base stiffness and strength, while the specimen with geotextile and geogrid in combination created the greatest stiffness and strength after large-scale rolling wheel trafficking. The study by Putra et al. [10] discussed the potential increase in the strength and stiffness of the soil, the additional materials for grouting, the effect of these materials on the treatment process, and the mechanical properties of the soil. The possible sources of the urease enzyme and the applicability of the EICP method to other soil types were also discussed. The environmental and economic impacts of the application of EICP were also presented. In addition, the envisioned plans for application, potential advantages, and demerits of EICP for soil stabilization were discussed. Finally, the primary challenges and opportunities for development in future research were also briefly addressed. Funding: This research received no external funding. Informed Consent Statement: Not applicable. Data Availability Statement: Not applicable. Acknowledgments: I would like to thank the authors who supported and contributed to the Special Issue, the reviewers who dedicated their time to review the papers, and the MDPI Infrastructures Editorial Team for their tireless effort and continuous support throughout these steps. Conflicts of Interest: The author declares no conflict of interests. Infrastructures 2021, 6, 103 3 of 3 References 1. ASCE Report Card of America’s Infrastructure Website. Available online: www.infrastructurereportcard.org/ (accessed on 18 April 2021). 2. United States Geological Survey (USGS). Mineral Commodity Summaries 2013; United States Department of the Interior, United States Geological Survey: Reston, VA, USA, 2013. 3. Energy Information Agency (EIA). Asphalt and Road Oil Consumption, Price, and Expenditure Estimates; Energy Information Agency: Washington, DC, USA, 2011. 4. United States Census Bureau. EC0731SX1: Manufacturing: Subject Series: Industry-Product Analysis: Industry Shipments by Products: 2007 Economic Census; United States Census Bureau: Washington, DC, USA, 2007. 5. United States Geological Survey (USGS). 2011 Minerals Yearbook, Cement. Advance Release; United States Department of the Interior, United States Geological Survey: Reston, VA, USA, 2013. 6. Khan, M.S.; Nobahar, M.; Ivoke, J. Numerical Investigation of Slope Stabilization Using Recycled Plastic Pins in Yazoo Clay. Infrastructures 2021, 6, 47. [CrossRef] 7. Babatunde, A.Q.; Oshioname, E.A.; Paul, Y.; Junwolo, O.K. Effect of Elapsed Time after Mixing on the Strength Properties of Lime–Iron Ore Tailings Treated Black Cotton Soil as a Road Construction Material. Infrastructures 2020, 5, 89. [CrossRef] 8. Imtiaz, T.; Ahmed, A.; Hossain, M.S.; Faysal, M. Microstructure Analysis and Strength Characterization of Recycled Base and Sub-Base Materials Using Scanning Electron Microscope. Infrastructures 2020, 5, 70. [CrossRef] 9. Wright, J.; Kim, S.S.; Kim, B. Stiffness and Strength Improvement of Geosynthetic-Reinforced Pavement Foundation Using Large-Scale Wheel Test. Infrastructures 2020, 5, 33. [CrossRef] 10. Putra, H.; Yasuhara, H.; Fauzan, M. Review of Enzyme-Induced Calcite Precipitation as a Ground-Improvement Technique. Infrastructures 2020, 5, 66. [CrossRef] http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Infrastructures Multidisciplinary Digital Publishing Institute

Geomaterials for Transportation Infrastructures

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2412-3811
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10.3390/infrastructures6070103
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Abstract

infrastructures Editorial 1 , 2 3 Md Rashadul Islam *, Mohammad Sadik Khan and Asif Ahmed Civil Engineering Technology, Colorado State University, Pueblo, CO 81001, USA Civil Engineering, Jackson State University, Jackson, MS 39217, USA; mohammad_sadik.khan@jsums.edu Civil Engineering Technology, SUNY Polytechnic Institute, Utica, NY 13502, USA; asif.civil.buet.12@gmail.com * Correspondence: md.islam@csupueblo.edu The American Society of Civil Engineers’ (ASCE) quadrennial report card exhibited the grim picture of nation’s transportation infrastructure. Road infrastructure obtained “D” grade (poor condition) in a recently released infrastructure [1]. The highest grade of this specific category is “C+” in the last 23 years of record. While the road infrastructure is in crumbling condition, using innovative geomaterials is one of the means to improve the current status. Transportation infrastructure costs a tremendous amount of money, time, and labor to build and maintain. Transportation geomaterials serve as the foundation to build sus- tainable roadways, railways, airfields and ports, embankments, tunnels, and so on. The geotechnical properties of the multi-layers, structures, and foundations are the prerequisite to the quality, service life, and maintenance of transportation infrastructures. Soil, aggre- gates, concrete, asphaltic materials, and steel are the major materials in transportation. Although aggregate is cheaper than many other engineering materials, it has a huge cost impact, as it is used in a bulk amount. Aggregates account for 80 to 85% by volume of typical asphalt concrete, and 62 to Citation: Islam, M.R.; Khan, M.S.; 68% by volume of cement concrete. In 2012, approximately 1.3 billion tons of crushed Ahmed, A. Geomaterials for stone, worth approximately USD 12 billion, were produced in the United States. Of the Transportation Infrastructures. total crushed stone, 82% was used as a construction material, mainly for road construction Infrastructures 2021, 6, 103. and maintenance. For sand and gravel, approximately 927 million tons, worth about https://doi.org/10.3390/ USD 6.4 billion, were produced, of which 26% was used for road base, coverings, and infrastructures6070103 road stabilization, and 12% was used as asphalt concrete aggregates and in other asphalt- aggregate products [2]. About 130 million barrels (23 million tons) of asphalt binder and Received: 17 June 2021 road oil was used in the United States in 2011, which cost USD 7.7 billion [3]. The value of Accepted: 9 July 2021 asphalt paving mixtures produced in the United States was estimated at USD 11.5 billion Published: 12 July 2021 in 2007 [4]. The United States used approximately 111 million tons of hydraulic cement in 2005, worth about USD 9.1 billion, according to the United States Geological Survey. Publisher’s Note: MDPI stays neutral Approximately 5% of cement used in the United States in 2011 was used for road paving with regard to jurisdictional claims in purposes [5]. Approximately 8 million tons of reinforcing steel (rebar) is manufactured per published maps and institutional affil- year in the United States, using the scrap steel in efficient manufacturing operations. iations. Despite the huge cost, transportation infrastructure materials undergo continuous rapid degradation due to the increasing traffic and harsh climate. To this end, the need for a cost-effective and sustainable transportation foundation is an immense need and more essential than ever for transportation infrastructures. The future development of Copyright: © 2021 by the authors. transportation infrastructure tends to be larger, longer, smarter, and eco-friendlier, which Licensee MDPI, Basel, Switzerland. brings new challenges to transportation geomaterials. New research topics have been This article is an open access article brought forward by the development and evolution of transportation geomaterials, where distributed under the terms and more and more attention is being paid to the integration of emerging technologies, such as conditions of the Creative Commons big data, artificial intelligence, and smart materials, and into transportation geomaterials. Attribution (CC BY) license (https:// This Special Issue published five original research on the latest developments and creativecommons.org/licenses/by/ challenges in the field of transportation geomaterials, which will ensure cost-effective, 4.0/). Infrastructures 2021, 6, 103. https://doi.org/10.3390/infrastructures6070103 https://www.mdpi.com/journal/infrastructures Infrastructures 2021, 6, 103 2 of 3 eco-friendly, and sustainable transportation infrastructures. Khan et al. [6] investigated the effectiveness of recycled plastic pins (RPPs) in slopes constructed with high plastic clay soil (CH), using the finite element method (FEM). The FEM analysis was performed using the PLAXIS 2D software. The FEM analysis results indicated that RPP provides better shear resistance for the sloping embankment constructed on high plastic clay. Uniform spacing of RPP provided sufficient resistance that increased the factor of safety (FS) to 1.68 in 2H:1V slopes with less than 15 mm deformation. The uniform spacing and varied spacing combination of RPP increased the FS to 2.0 with the deformation of RPP less than 7 mm. Babatunde et al. [7] evaluated the effect of elapsed time on the strength of lime and iron ore tailings (IOT)-treated black cotton soil (BCS), an expansive tropical black clay as road construction material. BCS was treated with 0, 2, 4, 6, and 8% of lime and 0, 2, 4, 6, 8, and 10% of IOT content by the dry weight of the soil. The study showed that the strength (i.e., UCS and CBR values) increased with an increase in lime/IOT contents between 0 and 2 h after mixing. Peak strength values were recorded for 8% lime/8% IOT treatment for all lime content considered. A strong relationship between the strength properties and the soil parameters was observed. An optimal 8% lime/8% IOT treatment of BCS for elapsed time after mixing not exceeding 2 h was established and was recommended as sub-base material for low-trafficked roads. This recommendation would save a huge road construction cost for rural areas. Imtiaz et al. [8] studied the quantity of micropores and their effect on the strength of recycled materials used as the basis of microstructural analysis of recycled concrete and reclaimed asphalt. Microstructural properties obtained from analyzing scan- ning electron microscope (SEM) images were correlated with unconfined compressive strength data. Intra-aggregate and inter-aggregate pores were studied for different ratios of cement-treated mixture of recycled asphalt pavement (RAP) and recycled cement concrete aggregate (RCCA). The results showed that the addition of RAP considerably increased the number of pores in the mixture, which eventually caused a reduction in unconfined compressive strength. In addition, significant morphological and textural changes in re- cycled aggregates were observed by SEM image analysis. Therefore, proper mix design is recommended before using an excessive amount of RAP. The study by Wright et al. [9] aimed to determine the difference in the post-trafficked strength and stiffness of pavement foundation. A dynamic cone penetrometer and light weight deflectometer were utilized to determine material changes from this trafficking and revealed that all specimens that included a geosynthetic layer had a higher base stiffness and strength, while the specimen with geotextile and geogrid in combination created the greatest stiffness and strength after large-scale rolling wheel trafficking. The study by Putra et al. [10] discussed the potential increase in the strength and stiffness of the soil, the additional materials for grouting, the effect of these materials on the treatment process, and the mechanical properties of the soil. The possible sources of the urease enzyme and the applicability of the EICP method to other soil types were also discussed. The environmental and economic impacts of the application of EICP were also presented. In addition, the envisioned plans for application, potential advantages, and demerits of EICP for soil stabilization were discussed. Finally, the primary challenges and opportunities for development in future research were also briefly addressed. Funding: This research received no external funding. Informed Consent Statement: Not applicable. Data Availability Statement: Not applicable. Acknowledgments: I would like to thank the authors who supported and contributed to the Special Issue, the reviewers who dedicated their time to review the papers, and the MDPI Infrastructures Editorial Team for their tireless effort and continuous support throughout these steps. Conflicts of Interest: The author declares no conflict of interests. Infrastructures 2021, 6, 103 3 of 3 References 1. ASCE Report Card of America’s Infrastructure Website. Available online: www.infrastructurereportcard.org/ (accessed on 18 April 2021). 2. United States Geological Survey (USGS). Mineral Commodity Summaries 2013; United States Department of the Interior, United States Geological Survey: Reston, VA, USA, 2013. 3. Energy Information Agency (EIA). Asphalt and Road Oil Consumption, Price, and Expenditure Estimates; Energy Information Agency: Washington, DC, USA, 2011. 4. United States Census Bureau. EC0731SX1: Manufacturing: Subject Series: Industry-Product Analysis: Industry Shipments by Products: 2007 Economic Census; United States Census Bureau: Washington, DC, USA, 2007. 5. United States Geological Survey (USGS). 2011 Minerals Yearbook, Cement. Advance Release; United States Department of the Interior, United States Geological Survey: Reston, VA, USA, 2013. 6. Khan, M.S.; Nobahar, M.; Ivoke, J. Numerical Investigation of Slope Stabilization Using Recycled Plastic Pins in Yazoo Clay. Infrastructures 2021, 6, 47. [CrossRef] 7. Babatunde, A.Q.; Oshioname, E.A.; Paul, Y.; Junwolo, O.K. Effect of Elapsed Time after Mixing on the Strength Properties of Lime–Iron Ore Tailings Treated Black Cotton Soil as a Road Construction Material. Infrastructures 2020, 5, 89. [CrossRef] 8. Imtiaz, T.; Ahmed, A.; Hossain, M.S.; Faysal, M. Microstructure Analysis and Strength Characterization of Recycled Base and Sub-Base Materials Using Scanning Electron Microscope. Infrastructures 2020, 5, 70. [CrossRef] 9. Wright, J.; Kim, S.S.; Kim, B. Stiffness and Strength Improvement of Geosynthetic-Reinforced Pavement Foundation Using Large-Scale Wheel Test. Infrastructures 2020, 5, 33. [CrossRef] 10. Putra, H.; Yasuhara, H.; Fauzan, M. Review of Enzyme-Induced Calcite Precipitation as a Ground-Improvement Technique. Infrastructures 2020, 5, 66. [CrossRef]

Journal

InfrastructuresMultidisciplinary Digital Publishing Institute

Published: Jul 12, 2021

Keywords: n/a

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