مصطفی آدرسی

Today, the safety, durability and strength of the materials used in covering the transportation network and communication routes, is one of the most important and effective factors in reducing road maintenance costs and providing safety, preventing waste of time and providing psychological comfort to those using the routes. Finding methods to prevent premature destruction of asphalt in the road network and delaying pavement repairs and increasing the service life of asphalt pavement by improving the technical specifications of the materials used, requires study and research on various methods of repair and maintenance which are corrective and preventive. In the preventive method, surface treatment asphalt has a special place due to bringing the desired surface characteristics, reducing costs, high effectiveness and preventing the destruction of asphalt in a long period of time in order to reduce maintenance costs. Another function of surface treatment asphalt is to create a non-sliding surface. Surface treatment asphalt has different types called fly seal, cape seal, chip seal, slurry seal, seal coat and micro-surfing, each of which has its own characteristics, but of course we will bear difference in cost by choosing each type. We have to pay attention to this point, along with the weather conditions and the amount of traffic in the desired location when choosing the type of surface treatment asphalt.

Corrosion of concrete caused by the activity of microbes is one of the main mechanisms of the destruction of subsurface concrete infrastructures. Because generally, in cities, concrete sewage infrastructures are installed under the road network, the failure of concrete facilities in the face of bacteria can have direct costs on the road infrastructure and indirect effects on roads and pavements as well as road users' health. Also, the destruction of concrete sewer infrastructure can cause soil and groundwater pollution, so the importance of knowing this type of corrosion and providing a reliable solution to control the destructive effects of this type of acid attack can lead to sustainable development. In this review, an overview of the vital research advances obtained concerning understanding microbial corrosion reaction mechanisms and developing durable materials have been made. For this purpose, for example, antibacteriostatic agents have been introduced as an effective tool to limit the growth of microbes on concrete surfaces in aggressive environments. In addition, geopolymer concretes in acidic environments as very resistant, and green concretes can reduce the severity of damage caused by acid attacks of bacterial origin.

In this study, an examination has been conducted on the factors of Sulfuric acid and sulfates that influence the process of concrete corrosion. Given that numerous concrete structures are subject to this form of corrosion, the most prevalent four simulated acidic and corrosive environment procedures, namely Immersion, Constant Sulfate, Constant pH, and Accelerated TAP Methods, have been reviewed. Ultimately, the techniques of X-ray diffraction, nuclear magnetic resonance, phenolphthalein solution, and scanning electron microscope have been delineated for the physical, mechanical, and microstructural analysis of the tested samples. In all of the aforementioned procedures, the utilization of an acidic or sulfate solution is unavoidable. Regulating the pH level of the solution and comparing it to the permissible range of the test standards enhances the reliability of the test results. Consequently, through the comparison of the aforementioned simulations of the acidic environment, it is apparent that the immersion test is less costly than the other tests, and this method necessitates simpler equipment for its execution.

The aim of this study is to evaluate the degradation of concrete, taking into account sulfate attacks, and to propose an appropriate approach to tackle this phenomenon. The effects of exposure conditions such as solution concentration, temperature, and immersion conditions, type of cement, and water to cement ratio were investigated. Additionally, it has been demonstrated that supplementary cementitious materials and ordinary Portland cement improve the properties of hydrated mortar and reduce external sulfate attack. This study also presents a comprehensive review of the performance improvement of slag and silica fume against sulfate attack. Replacement rates of over 20% slag and 3-20% silica fume have been found to improve resistance to sodium sulfate attack. Increasing the dosage rate improves overall performance for all supplementary cementitious materials except silica fume. In magnesium sulfate, at higher replacement rates, the performance for silica fume is mixed as it has been shown to expand relative to a control. Overall, slag and silica fume can be effective in reducing sulfate attack, but their performance depends on replacement rates, exposure to sulfate cations, and their chemical and physical properties..

The structural health monitoring of the infrastructure before and during the operation allows the supervisors to detect damage in concrete structures in the first stage of damage initiation and help the society economically and sustainably. This article investigates pavement surface and subsurface monitoring methods using piezo-resistance sensors inside the concrete. At first, self-sensing concrete sensors' damage detection mechanisms were studied and investigated for different loading conditions. Next, the article focused on the reviews of several methods developed based on the piezo-resistive properties in concrete to evaluate the level of damage. These methods, such as fracture mechanics, sequential electrodes, resistor mesh model, and tomography methods, were considered in this research. In the end, the tomography method used to detect crack propagation in a concrete pavement under an accelerated loading test in the real-world example was investigated. The results showed that the tomography method could accurately detect damage even from the subsurface of the concrete pavement when the damages come up to the surface. Therefore, the accuracy and prediction of such methods will be the key to developing smart infrastructure and future ways.

Today, urban management is one of the most important issues for decision makers and managers in urban areas. The problem of finding the shortest route, as one of the important issues in the field of urban management in order to reduce the travel time between two critical points, has always been the focus of many research fields such as urban management, transportation, communication, etc. During the past decades, the genetic algorithm has worked well in solving complex multi-objective optimization problems, but many genetic algorithms are only suitable for finding the optimal route in local networks. In these networks, if the number of points increases, algorithms will not be effective. The purpose of this research is to find a route in the street network of Tehran that has the least time, distance and cost. Therefore, a new method is proposed to solve the routing problem based on genetic algorithm, with the assumption that all lines in the network have positive weights.

The charactristics of the proposed algorithm is the variability of genetic algorithm operators, which is defined according to the network structure. Accordingly, the mutation operator in the genetic algorithm is defined based on the studied space and the distance between the start and end points. Integer coding is used to solve the problem, and therefore the points in this graph are named using integers and each person in the population is considered as an answer to solve the problem. The population size depends on the number of nodes in the graph and the length of each chromosome. The length of the selected strings is considered equal to the maximum number of nodes in the network, because there is a possibility that the best route is the route that passes through all the nodes. At the end, the proposed algorithm is implemented on the study area, which is a planar graph. The accuracy of the proposed method compared to the conventional genetic algorithm has been evaluated in three pairs of points.

Considering that the goal of solving the problem was to find the route that has the least weight, one combination operator and three mutation operators were presented in the proposed algorithm. This is despite the fact that in traditional genetic algorithms, only one mutation and combination operator is used. In this algorithm, the way to use mutation operators depends on the structure of the network and the distance between the start and end points. The use of the proposed genetic algorithm compared to the traditional genetic algorithm has been associated with a 16% improvement in performance, which shows that the proposed genetic algorithm reaches the solution of the problem faster. As shown in Figure 4, the best route is the route whose fitness function value is closer to one. The results of comparing the proposed method with conventional methods show 16% higher speed.

Considering that the initial assumption of this research was the positive weight of all the lines in the network, the mutation operator in the genetic algorithm was defined based on the studied space and the distance between the start and end points. The results showed that if there is a small search space, fewer points are needed and in order to generate the initial population, the nodes that are next to each other and closer to each other should be selected. In this way, the value of the fitness function of the people in the initial population increases and the answers become closer to reality. For future research, it is suggested that in order to generate the initial population, the points between the start and end points should be selected, and also the selected points should be near the connecting line between the start and end points, because when the weight of the edges of the network is the distance between the points, the best route is in the space between the starting point and the end point. It is also suggested to evaluate the performance of the network with several combination operators.

One of the issues that has been considered in the construction and improvement of pavements in recent decades is the use of recycled materials in the pavements. In this regards using RAPs is widely interested by many agencies and policy makers to recycle the waste materials and reuse of this valuable aggregated coating by bitumen. According to previous studies, the generally accepted criteria for the design of pavement structures containing a stabilized foundation are based on the allowable values and limits of unconfined compressive strength (UCS), and generally control according to durability criteria. The point to be noted here is the limited number of studies that examine the issue of durability and its impact on the mixing design and determining the optimal amount of RAPs. The purpose of this study is to investigate different durability criteria for cement-stabilized mixtures containing RAPs and to determine the optimal values of RAP and cement in terms of durability of such mixtures.

With the increase in the population of cities and the need to develop cultural center uses in the vicinity of residential and service users, is considered. An important question in this regard is the location of the cultural center. In this research, GIS and Multiple-criteria decision-making methods with a hierarchical analysis approach based on the opinion of elites have been used to allocate the cultural center in Yazd. In this research, it was tried to add traffic parameters (such as the street width, traffic capacity, etc.) in the weighting stage to the set of effective parameters in allocating the cultural center. The selected options were also evaluated based on macro-simulation analysis using TransCAD traffic software to consider the impact of each on the existing traffic networks before and after their construction in the decision-making process. The final map is used to characterize the best places for the cultural center and by using traffic software, the best place is selected. The combination of these two approaches helps to estimate the traffic demand in peak hours in a traffic network in the special place allocated for the central place and helps to decide based on its performance that is a new experience for allocating which help to decrease future problems.

Fewer construction projects have not been concerned about the type of construction project bed to have the necessary mechanical and chemical properties, has not been a concern for engineers. Different soils have different mechanical properties, swelling, bearing capacity and settling; Therefore, recognizing the types of problematic soils in the project and stabilizing them with suitable materials is very important. These soils can be divided into four types of compacted soils, liquefied soils, divergent soils and swellable soils. At present, wastes such as worn tires and crumbs in addition to cement, etc. can be tested to improve soil properties. Due to their low specific gravity, high tensile strength and high durability, tires can find many applications in civil works, especially geotechnical. In this regard, many researches have been done in recent years. In this research, after introducing different types of problematic soils and examining the characteristics of each, we examined the properties of crumb rubber as a new soil reinforcement material and some applications. We recently reviewed this material for soil stabilization.

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 the 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 fewer 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.

This article introduces and uses screw piles in the road construction industry. Considering the continuous expansion of the country's need for various restraints and piles in the construction industry and other industries such as road construction, telecommunications, etc., the use of advanced and modern technologies in this field are very important. It is important to note that, according to studies, a large percentage of the operating costs are spent on the construction of the foundation on loose and dense land. Therefore, the use of foundations that have a higher construction speed, are also economically viable and for different types of soil groups, environmental compatibility, no excessive change of soil layers, easy implementation conditions and no need for specialized personnel, Suitable, recommended.Due to the simple technology and fast implementation of this type of pile in all climatic and regional conditions and also the lower implementation cost compared to other similar methods, the use of this type of pile in the soil of the road construction bed can be very useful.

The roller-compacted concrete pavement (RCCP) surface is almost smooth and without texture due to the vibrating rollers in the construction process. The lack of texturing causes a decrease in skid resistance in RCCP. For this purpose, different scenarios were proposed to create surface texture at micro and macro levels and provide the necessary friction. To provide friction at micro-scale, siliceous and calcareous sand and a combination of 50-50 of them with broken and natural aggregate shape was used in the construction of 8 RCCP mixing designs. In addition, in order to provide macro-texture, each of the eight mixing designs was texturing by methods such as seeding (three cases), stamping (two cases), and brooming (two cases). The purpose of this paper is to investigate the durability of various micro and macro textures created on RCCP surfaces by the simulation method proposed in the ASTM C 944 standard. The results showed that different textures have almost the same abrasion resistance. Among these, the seeding texture with the grain size of 4.75-9.5 mm has the weakest, and the stamp texture of 4 x 4 cm has the most durable abrasion resistance. Changes in abrasion resistance were associated with more changes in the mixing design. This means that crushed silica sand had the highest and natural lime sand had the lowest abrasion resistance. The results demonstrated that the combination of calcareous and siliceous materials improves abrasion resistance. In this regard, the higher the fracture rates of combined sand, the better the abrasion resistance.

The purpose of this study is to determine the appropriate percentage of RAP and cement in the stabilized base in such a way that the durability and economics of the pavement are considered simultaneously. Therefore, compressive and tensile strength was obtained in different percentages of RAP including 0%, 40%, 60%, and 80%, and indifferent percentages of cement including 3%, 5%, and 7%. The structural design of the Pavement was further determined under 10, 20, 35, and 50 million ESALs. By establishing the relationship between the percentages of RAP, percentage of cement, and moisture sensitivity index (TSR) as an effective parameter in durability, and the cost of paving at different loads, a simultaneous cost-durability equation of pavement was formed. Finally, based on the optimization technique, the optimal percentage of RAP and cement to achieve the expected durability (TSR = 70) was determined. Hence, the optimum cost, which is a function of the loading level, was obtained in the amount of 29.6% of RAP, 4.16% of cement, and in the minimum loading level. The results can be appropriately approximated in the design of durable and economical pavement structures Contains a stabilized base with cement and various amounts of RAP.

The use of self-sensing concrete sensors to estimate the amount of force applied or to estimate damage levels to structures as a new approach has been considered in structural health monitoring studies. In this study, the possibility of using piezoelectric concrete sensors as load or stress sensors to the concrete column has been investigated. The importance of this research in the development of smart infrastructure is based on the response of concrete sensors to conventional sensors. For this purpose, different piezoelectric concrete sensors were made with different percentages of carbon nanotubes and were subjected to dynamic loading and the appropriate sensor with appropriate sensitivity and less turbulence was obtained by adding at least 0.15% carbon nanotubes by weight of cement. In order to simulate the performance of the concrete column under external load until the failure and analysis of its behavior, based on the response of the concrete sensor, a small cubic concrete sensor with dimensions of 5 cm was made and placed in a concrete column. By loading the concrete column until the failure, the output of the sensor was monitored and the behavior of the concrete column was analyzed based on the concrete sensor response. The results showed that the concrete sensor could accurately estimate the final force that can be applied to the column up to failure. The sensor demonstrated that it could differentiate the different phases of the concrete column under the loading up to failure.

This study aims at improving the tensile behavior of concrete blocks by adding polypropylene fibers to the concrete mixture. For this purpose, 84 cylindrical and cubic specimens were constructed and tested under tensile splitting and compressive force. Three variables of fiber dosage, cement content, and fiber type were taken into account to study the sensitivity of splitting strength, strain capacity, compressive strength, and energy absorption to these variables. The results show that the specimens without fibers experienced a sudden non-ductile failure, whereas this is not the case for the specimens with added fibers. All the considered response parameters were improved thanks to the addition of fibers. Generally, the improvement of specimens with micro fibers was better than that of the corresponding specimens with macro fibers, especially when larger cement content was included.

The purpose of this study is to investigate strategies to improve the skid resistance of roller-compacted concrete. Since the main weakness of roller-compacted concrete is the lack of pavement macrotexture, in this study, three types of macro textures, 1- Seeding (in three aggregate sizes), stamping (in two sizes), and grooving (one-way and two-way) were considered. In this research, eight mixing designs were selected to make roller-compacted concrete samples. The skid resistance of treated samples for 28 days before and after abrasion was evaluated by a British pendulum test. The results showed that concrete surface abrasion reduces the skid resistance of concrete samples by about 10%. The results also showed that changing different mixing designs did not have a significant effect on skid resistance. While the skid resistance is completely dependent on the type of macrotexture so that the grooved macrotexture shows the highest and the seeding shows the lowest skid resistance before and after abrasion.

Acting as a surface which is supposed to tolerate several reloading of heavy axes, pavement shall hold enough resistance against failures. Fatigue phenomenon is one of the most important causes of weakness in road pavement, which is occurred due to reloading of it. Many laboratory researches are carried out with the purpose to enhance fatigue life of asphalt concrete mix, in which researchers have tried to improve quality of asphalt concrete mix against load carrying transportation vehicles. During recent years, additives like polymer, iron powder, hydrated lime, glass wastages, crumb rubber and brick powder are also considered for improving tar and, consequently, asphalt mix properties. Generally, hot-mix asphalt (HMA) mixtures consist of three components: mineral aggregates, asphalt binder and air voids. It is well recognized that mineral fillers play an important role in the properties of mastics and hot-mix asphalt (HMA) mixtures. Better understanding of the effects of fillers on the properties of mastics and HMA mixtures is crucial to good mix design and high performance of HMA mixtures. In this stydy, the effect of brick powder on fatigue parametrs have been investigatedFiller content for mix design should be determined based on the overall performance of HMA mixtures.It has been recognised with growing concern that agricultural and industrial wastes are increasingly produced in large volume. In order to reduce environmental hazards and conserve natural resources, the use of waste materials in highway pavements would be extremely effective in terms of recycling waste materials. The main purpose of this study was to investigate the effects of waste materials as filler on the performance of hot mix asphalt (HMA) mixtures.It is well recognized that mineral fillers play an important role in the properties of mastics and hot-mix asphalt (HMA) mixtures. Better understanding of the effects of fillers on the properties of mastics and HMA mixtures is crucial to good mix design and high performance of HMA mixtures. Laboratory experiments were conducted to investigate the effect of different fillers on properties of mastics and HMA mixtures. The properties of HMA mixtures were investigated by Marshall, indirect tensile stiffness modulus and indirect tensile fatigue tests. The results indicated that WBP mixtures exhibited higher fatigue life and better performance than control mixtures. With the increase of filler content, some properties of HMA improved while others decreased. The effects of filler were exerted on HMA mixtures through the mastic. Fillers with rough particle texture (such as manufactured sand) tend to increase the stiffening effect of the mastics and mixtures. Considering the overall effects of filler on the properties of HMA mixtures, a filler content range would be required in order to ensure the performance of the mixtures. Waste materials can be mainly regarded as the following classifications: (a) industrial wastes such as cellulose waste, slag, bottom ash and fly ash; (b) municipal/household wastes such as incinerator residue, scrap rubber and waste glass; (c) mining wastes such as coalmine refuse and (d) construction and demolition Based on the results, in consequence of increased awareness of environmental issues and natural resources constraints, the studied waste materials can be advantageously utilised in road construction.

In this study, the possibility of using sensors to determine the vehicle loads in the pavement simultaneously with the damage detection sensor activity, was investigated. In this research, the possibilities of using damage detection sensor as piezoresistive sensor was investigated simultaneously. With this sensor, in addition to health monitoring and propagation of cracks in their structures over the time, they were also used as a sensor to determine the vehicle load and counter cars. In order to simulate conditions of concrete sensor embedded in concrete pavement, a small concrete sensor was buried in concrete beam as an element of concrete pavement. In order to formulate the traffic load on the pavement, concrete beam was tested under different magnitudes of dynamic loads. The results showed that the maximum external load exerted on the sensor (Fmax) with a maximum response of the sensor (Smax) is related to the proportion of force-time curve slope (tgα) sensor response - time curve slope (tgβ). It also continues to evaluate the behavior of the sensor damage detection concrete sensor by loading in static regime up to failure. The results showed the point of failure, growth of crack propagation and separation of concrete beam were clearly shown by sensor response. Therefore, it can be concluded that use of damage detection sensor for piezoresistive application is possible and the sensor can evaluate the load with of high-precision formulation (R2adj.> 0.99).

Recycling Steel slag aggregates into the asphalt mixes improves their performance; however, increasing the bitumen consumption as a result of this recycling bridle its wide spread application. To overcome this difficulty, this research investigates feasibility of concurrent recycling of reclaimed asphalt pavement (RAP) and steel slag into the warm mix asphalt. To this end, six types of asphalt mixture with two coarse steel slag aggregate percentages (0 and 40%) and three RAP contents (0, 20, and 40%) were prepared in two states of aging (short- and long term) and their resistance against rutting, cracking, and moisture-induced damages were examined and compared statistically. Results showed that incorporation of steel slag aggregates and RAP enhances the rutting and cracking performance of mixes; however, the former reduces and the latter one increases the moisture susceptibility. On the other hand, inclusion of RAP and steel slag in mixes respectively degrades and promotes the deformation of asphalt mix at the failure in indirect tension test. Overall, it is proven that simultaneous recycling of steel slag and RAP into the WMA not only is beneficial from economic and environmental perspective, but also leads to a mix which performs better or at least comparable to the conventional mixes and also the mixes that are made with one of these waste materials.

Annually, various concrete infrastructures are damaged and may collapse due to the presence of destructive factors. In this regard, the Structural Health Monitoring (SHM) provides a way to evaluate the safety and durability of a structure during its service life in order to ensure the serviceability and sustainability of it. Therefore, the sensor technology is a critical part to operate SHM system for recording of relevant data through its lifespan. Sensor is a device which is capable of identifying the probability or the value of parametric changes and showing them as a relevant output (typically electrical or optical signal. Making materials electrically conductive may be useful in many different ways such as creating piezoresistive sensors with the ability to acquire stress-strain or load-displacement data or creating sensors with the ability to acquire data on the extent of damage to the concrete. The piezoresistive sensor is capable of detecting the applied forces to the structure based on the changes in the electrical resistance. But the damage detection sensor operates based on the contacting conduction of CNTs. This means that by increasing the amount of CNTs in concrete, the three-dimensional contacting network of CNTs is built. When the amount of CNTs exceeds the percolation threshold, the contacting conduction will affect the electrical conduction of nanocomposites. One of the most significant and economical types of the sensor is the damage detection sensor which is provided by mixing conductive fibers (such as carbon nanotubes (CNT)) with concrete. For preparing damage detection sensor, CNTs and surfactants were mixed in the water for 10 minutes using a magnetism stirrer at 5000 rpm. Then, the mix was prepared at one ultrasonic dispersion energy. Then the cement and CNTs were added to high-speed mixer to be uniformly mixed. After adding the aggregate to the mixer, the concrete was placed in pre-oiled molds and by applying appropriate vibration, any air that may have been trapped was released. The specimens were curing for 28 dayes and they were tested under the static loading by Instron-Tech. test equipment. In order to remove the effect of polarization which is due to the movement of free ions in the concrete sensor during the measurement, an alternating current generator with the magnitude was used to nullify this phenomenon. After preparing the sensors, two main factors affecting the performance of concrete sensors are the amount of CNTs and their dispersion quality in the mixture. The goal of this study is to determine the optimum amount of CNTs with regard to the combined effects of the surfactant and the CNTs dispersion quality on the performance of the sensor using various criteria such as sensitivity of the sensor (Se), the standard deviation of the prediction error as electrical criteria and comparison and flexural strength as mechanical critera. The results have demonstrated that the sensor provided by 0.15 wt% CNTs, superplasticizer and SDS as a surfactant has the best performance. Also, The static criteria indicated that the quality of the dispersion (using proper surfactant material) and the amount of CNTs are effective on the sensitivity and the standard deviation of the prediction error, respectively.

In recent decades, using recycled asphalt materials in pavements is considered by researchers due to their economical costs. The purpose of this laboratory experiment is to introduce optimum mix design including suitable grading limits of the mixture, moisture formula for estimation of the amount of water needed for compaction and finally investigating the effect of reclaimed asphalt pavement (RAP) on unconfined compressive strength (UCS) of different cement-treated base mixtures and determination of optimum RAP content and cement with lowest construction cost. For this purpose, first, grading properties of different materials and RAP were determined and proper grading was selected. For studying the compaction characteristics and determining optimum moisture content, 12 different mixture designs, as a combination of 4 RAP percentage (0, 40, 60 and 80) and 3 cement content (3, 5 and 7 percent) were constructed. Then, 15×30 cm cylindrical samples were constructed to investigate UCS properties at optimum moisture content. Results showed that grading limits in Iran's Road Bulletin No. 101 could be the main reference for cement treated base (CTB) mixtures containing RAP materials. Also, modeling results of optimum moisture content indicated that by adding more recycled asphalt materials to the mixture would increase optimum moisture content and reduce maximum dry density. The UCS tests undertaken on 7-day cured samples at 25 0C indicated that by increasing the RAP materials to the treated mixture would decrease UCS of the samples. The pavement containing 68% of reclaimed asphalt and treated with 5% cement was the most economical mixture considering the 3.8 Mpa limit of UCS index. Finally, it could be expected that instead of compacting the samples with standard hammer, 60 seconds of vibration compression may be used

Today, the construction and development of low cost and smart concrete pavement is considered. Smart concrete pavement provides the ability to measure of load and damage detection at the same time when it withstands under the traffic loading. concrete sensor which is manufactured by mixing conductive fibers (such as carbon nanotubes (CNTs)) with concrete can measure the moving vehicle loads or detect damage propagation by variation in electrical response from two heads of sensor. Two main factors affecting the performance of concrete sensors are the amount of CNTs and their dispersion quality in the mixture with regard to the combined effects of the surfactant composition and content and of the CNTs dispersed with different level of energy. in this research different concrete sensors containing different amounts of CNTs (0.1,0.125,0.15,0.2) percent of cement weight with different levels of dispersion energy levels (one hour of ultrasonic bath, two hours of ultrasonic bath and one hour of ultrasonic bath with 90 minutes of probe ultrasonic) are manufactured. The goal of this study is to evaluate the effects of the main parameters affecting concrete sensor performance using various criteria in dynamic loading regime such as sensitivity of the sensor (Se), standard deviation of the prediction error, repeatability, cross-correlation and hysteresis (SSE). the results shows that, the higher energy levels in dispersion of CNTs in aqua phase lead to proper dispersion in cement phase and this parameter is more effective than the amount of CNTs to improve the concrete sensor performance. Also, in a constant energy level, with an increase in carbon nanotubes, sensor performance improves.

Composite pavement is a special type that contain with combination of one or more layers of concrete include RCC, PCC, CTB or CSB with one or more layers of asphalt pavement that is generally on the concrete. There are two views in composite pavement design. First view of pavement design is a lump sum and a product with two components of concrete and asphalt. In the second view, the implemented concrete pavement for various reasons such as lack of appropriate instruments of resistance or due to noise reduction or in some cases for driving safety increase to improve the surface texture feel the need to cover, so in this case, the desired quality asphalt layer is performed on a layer of old concrete. In this regard, the different sources cited the different designs of composite pavement and the objective of this paper is review the different methods and compare the results of composite pavement design methods. Thus, at first an introduction presented to determine the position of this pavement, and continues with principles used in the design process in various methods such as AASHTO 1993 and design method of UK code, these two methods with other methods like U.S. Military, Illinois Department of Transportation (IDOT) and DANISH methods were compared.