A growing concern for public transit is its inability to shift passenger's mode from private to public transport. In order to overcome this problem, a more developed feeder bus network and matched schedules will play important roles. The present paper aims to review some of the studies performed on Feeder Bus Network Design and Scheduling Problem (FNDSP) based on three distinctive parts of the FNDSP setup, namely, problem description, problem characteristics, and solution approaches. The problems consist of different subproblems including data preparation, feeder bus network design, route generation, and feeder bus scheduling. Subsequently, descriptive analysis and classification of previous works are presented to highlight the main characteristics and solution methods. Finally, some of the issues and trends for future research are identified. This paper is targeted at dealing with the FNDSP to exhibit strategic and tactical goals and also contributes to the unification of the field which might be a useful complement to the few existing reviews.
Examining driving behaviour is crucial for traffic operations because of its influence on driver safety and the potential for increased risk of accidents, injuries, and fatalities. Approximately 95% of severe traffic collisions can be attributed to human error. With the progress in artificial intelligence in recent decades, notable advancements have been achieved in computer capabilities, communication systems and data collection technology. This increase has significantly influenced our capacity to replicate driver behaviour and comprehend underlying driving mechanisms in diverse situations. Traffic microsimulation facilitates an understanding of traffic performance inside a given road network. Among the microsimulation software packages, Verkehr In Städten - SIMulationsmodell (VISSIM) has garnered significant attention owing to its notable ability to accurately replicate traffic circumstances with high dependability in real-world scenarios. Given the diverse applicability of VISSIM-based schemes, this review systematically examines the applications of the VISSIM-based driving-behaviour models within different research contexts, revealing their utility. This review is designed to provide guidance for researchers in selecting the most suitable methodological approach tailored to their specific research objectives and constraints when utilising VISSIM. Five important aspects, including calibration, driving behaviour, incident, and heterogeneous traffic simulation, as well as utilisation of artificial intelligence with VISSIM, are assessed, which could yield substantial advantages in advancing more precise and authentic driving-behaviour modelling in VISSIM.
Paving block is a widely used pavement material due to its long service life, fast and easy production and easily replaced for maintenance purpose. The huge production volume of paving blocks consumes large amount of natural aggregates such as sand and granite. Therefore, there is a necessity to review the utilization of alternative materials as the aggregate replacement to cut down both the consumption of natural resources and disposal of various waste. This paper thus analyses published works and provides a summary of knowledge on the effect of utilizing selected waste materials such as soda-lime glass, cathode ray tube (CRT) glass, recycled concrete waste, marble waste, crumb rubber (CR) waste and waste foundry sand (WFS) as aggregate replacement in concrete paving blocks fabrication. The influence of each waste material on the properties of paving block is discussed and highlighted in this paper. The adherence of the waste material paving block to the standard requirements is also presented to provide a clear direction on the utilization of these materials for practical application. Soda-lime glass, CRT glass, pre-treated RCA and calcined WFS have the potential to be utilized in high quantities (30-100%), normal RCA and marble waste can be incorporated in moderate amount (30%) while CR waste and WFS is limited to low amount (6-10%). In overall, the usage of waste materials as aggregate replacement has good potential for producing eco-friendly concrete paving block towards the sustainable development of construction material.
Fatigue cracking is an essential problem of asphalt concrete that contributes to pavement damage. Although stone matrix asphalt (SMA) has significantly provided resistance to rutting failure, its resistance to fatigue failure is yet to be fully addressed. The aim of this study is to evaluate the effect of crumb rubber modifier (CRM) on stiffness and fatigue properties of SMA mixtures at optimum binder content, using four different modification levels, namely, 6%, 8%, 10%, and 12% CRM by weight of the bitumen. The testing undertaken on the asphalt mix comprises the dynamic stiffness (indirect tensile test), dynamic creep (repeated load creep), and fatigue test (indirect tensile fatigue test) at temperature of 25°C. The indirect tensile fatigue test was conducted at three different stress levels (200, 300, and 400 kPa). Experimental results indicate that CRM-reinforced SMA mixtures exhibit significantly higher fatigue life compared to the mixtures without CRM. Further, higher correlation coefficient was obtained between the fatigue life and resilient modulus as compared to permanent strain; thus resilient modulus might be a more reliable indicator in evaluating the fatigue life of asphalt mixture.
The main objective of this paper is to investigate the relations of rubber size, rubber content, and binder content in determination of optimum binder content for open graded friction course (OGFC). Mix gradation type B as specified in Specification for Porous Asphalt produced by the Road Engineering Association of Malaysia (REAM) was used in this study. Marshall specimens were prepared with four different sizes of rubber, namely, 20 mesh size [0.841 mm], 40 mesh [0.42 mm], 80 mesh [0.177 mm], and 100 mesh [0.149 mm] with different concentrations of rubberised bitumen (4%, 8%, and 12%) and different percentages of binder content (4%-7%). The appropriate optimum binder content is then selected according to the results of the air voids, binder draindown, and abrasion loss test. Test results found that crumb rubber particle size can affect the optimum binder content for OGFC.
Semi-flexible pavement surfacing is a composite pavement that utilizes the porous pavement structure of the flexible bituminous pavement, which is subsequently grouted with appropriate cementitious materials. This study aims to investigate the compressive strength, flexural strength, and workability performance of cementitious grout. The grout mixtures are designed to achieve high strength and maintain flow properties in order to allow the cement slurries to infiltrate easily through unfilled compacted skeletons. A paired-sample t-test was carried out to find out whether water/cement ratio, SP percentages, and use of silica fume influence the cementitious grout performance. The findings showed that the replacement of 5% silica fume with an adequate amount of superplasticizer and water/cement ratio was beneficial in improving the properties of the cementitious grout.
This research incorporates sustainable materials such as ground granulated blast furnace slag (GGBS) and recycled waste glass (RWG) as cement and fine aggregate replacement respectively to produce green dry mix mortar paving blocks. The GGBS and RWG contents in the mortar paving block were optimised using the response surface methodology (RSM), considering the performances of the ultrasonic pulse velocity (UPV), flexural and compressive strengths, water absorption, and Cantabro loss. Life cycle assessment (LCA) was also conducted to evaluate the environmental impact of the optimised green mortar paving blocks. The RSM suggested that the paving block with optimum GGBS and RWG contents of 26.5% and 91.3%, respectively, could exhibit compressive strength of 36.5 MPa, which complied with the requirement for concrete segmental paving units (MA20). Excluding the mixes not fulfilling the MA20 requirement, the mix with 40% GGBS and 100% RWG exhibited the lowest values for the acidification potential (AP), global warming potential (GWP), photochemical oxidation (POCP), abiotic depletion potential for fossil fuel (ADPF), and water scarcity/strength ratio. Whereas, for eutrophication potential (EP) and abiotic depletion for elements (ADP (elements))/strength ratio, the mix with 100% RWG exhibited the lowest value. The optimised mix from RSM showed a similar performance as the two mixes.
Multi-walled carbon nanotubes (CNTs) functionalized with a deep eutectic solvent (DES) were utilized to remove mercury ions from water. An artificial neural network (ANN) technique was used for modelling the functionalized CNTs adsorption capacity. The amount of adsorbent dosage, contact time, mercury ions concentration and pH were varied, and the effect of parameters on the functionalized CNT adsorption capacity is observed. The (NARX) network, (FFNN) network and layer recurrent (LR) neural network were used. The model performance was compared using different indicators, including the root mean square error (RMSE), relative root mean square error (RRMSE), mean absolute percentage error (MAPE), mean square error (MSE), correlation coefficient (R2) and relative error (RE). Three kinetic models were applied to the experimental and predicted data; the pseudo second-order model was the best at describing the data. The maximum RE, R2 and MSE were 9.79%, 0.9701 and 1.15 × 10-3, respectively, for the NARX model; 15.02%, 0.9304 and 2.2 × 10-3 for the LR model; and 16.4%, 0.9313 and 2.27 × 10-3 for the FFNN model. The NARX model accurately predicted the adsorption capacity with better performance than the FFNN and LR models.
The rapid economic and industrial growth experienced in the Asian region has significantly increased waste production, particularly single-use plastic. This surge in waste poses a significant challenge for these countries' municipal solid waste management systems. Consequently, there is a pressing need for progressive and effective solutions to address the plastic waste issue. One promising initiative involves utilizing used plastic to produce components for asphalt pavement. The concept of plastic road technology has gained traction in Asia, with 32 countries displaying varying levels of interest, ranging from small-scale laboratory experiments to large-scale construction projects. However, as a relatively new technology, plastic road implementation requires continuous and comprehensive environmental and health risk assessments to ascertain its viability as a reliable green technology. This review paper presents the current findings and potential implementation of plastic-modified asphalt in Asian countries, with particular attention given to its environmental and human health impacts. While plastic asphalt roads hold promise in waste reduction, improved asphalt properties, and cost savings, it is imperative to thoroughly consider the environmental and health impacts, quality control measures, recycling limitations, and long-term performance of this road construction material. Further research and evaluation are needed to fully understand the viability and sustainability of plastic asphalt roads. This will enable a comprehensive assessment of its potential benefits and drawbacks, aiding in developing robust guidelines and standards for its implementation. By addressing these considerations, it will be possible to optimize the utilization of plastic waste in road construction and contribute to a greener and more sustainable future.