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.

Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.Today, noise pollution is one of the most important environmental problems, which includes a significant share of noise pollution caused by transportation. Therefore, in the transportation engineering field, the issue of investigating the effect of pavement type on production or reduction of noise pollution caused by traffic is very important. For this purpose, this study was conducted to investigate the noise pollution resulting from vehicle traffic on composite pavements containing metal slag and copper slag. In this study, laboratory samples of composite pavement including roller concrete and chip seal with different percentages of steel and copper slag, 0%, 30%, 40%, and 50%, were made and tested for noise pollution produced by a British pendulum. The results of this study show that by increasing steel slag by 50% in concrete samples containing coarse and fine-grained chip seal granulation, the pavement noise number increases by 7.3 dB and 3.3 dB, respectively. Also, in composite pavement samples with coarse-grained and fine-grained chip seals, with the increase of copper slag by 50%, the pavement noise increases by 2.4 dB and 1.2 dB, respectively. In general, the type of granulation, as well as the use of copper and steel slag, has had a significant effect on increasing the sound produced.

Every year we spend a lot of cost for constructing and maintaining roads, these costs are significantly related to the type of the pavement and its fundamental materials. Iranians usually use the flexible pavement which contains the asphaltic overlay and the granular base and sub grade, while we can pay more attention to the rigid and the composite pavement for using in our highways too. In this study a flexible pavement and a composite one for the Qazvin - Zanjan freeway by AASHTO method has designed and their initial costs and whole life costs has compared with each other. It has shown that the cost of constructing composite pavement is more than the flexible one but because of the cost-effective maintenance, its whole life cost is less than the whole life cost of traditional flexible pavement. Also the composite pavement has some technical advantages such as its high fatigue resistance, low deformation and high friction, though, composite systems are potentially more prone to other distresses, such as reflective cracking and rutting within the HMA layer. Premium HMA surfaces and/or reflective cracking mitigation techniques may be required to mitigate these potential problems.

Every year lots of money is spent for constructing and maintaining roads. These costs are significantly related to the type of the pavement and its fundamental materials. Iranians usually use the flexible pavement which contains the asphaltic overlay and the granular base and sub grade, while we can pay more attention to the rigid and the composite pavement for using in our highways, as well. In this research study, a flexible pavement and a composite one had been designed for the Qazvin - Zanjan freeway according to AASHTO method. Their initial costs and the whole life costs had been compared, as well. It has been shown that the cost of construction of composite pavement is more than the flexible one but because of the cost-effective maintenance, its whole life cost is less than the whole life cost of traditional flexible pavements. Besides, the composite pavement has some technical advantages including its high fatigue resistance, low deformation and high friction, though; composite systems are potentially more prone to other distresses, such as reflective cracking and rutting within the HMA layer. Premium HMA surfaces and/or reflective cracking mitigation techniques may be required to mitigate these potential problems.

Weak bonding between layers of pavement leads to damages on the composite pavement. Bonding plays an important role in the durability and maintenance of composite pavement layers. The present study evaluates the factors effective in bond strength of the interface between concrete and asphalt pavements. The factors considered for this purpose include steel slag percentage in the concrete pavement, different types of modified bitumen, and rates of tack-coat. To measure the bond properties, direct shear and shear fatigue tests were carried out. In addition, texture depth and abrasion resistance were used in accordance with EN 1338 standard to measure the roughness properties of concrete pavement. The test results showed that 50% replacement of  steel slag with aggregate resulted in an increase in physical properties and texture depth of concrete pavement. Moreover, the results of the shear strength test of composite pavement revealed that the optimal rate of using tack-coat varies between 0.6 and 0.9 l/m2 and depends on the type of tack-coat. Finally, a higher shear strength was obtained for crumb rubber bitumen containing hydrated lime compared to crumb rubber modified bitumen and control bitumen.

The adhesion between composite pavement layers plays a significant role in the long-term performance of these pavements. The purpose of this study is to investigate the effects of tack coats and their rate of usage on shear strength of interface between reinforced concrete and asphaltic pavements. In order to measure the adhesion properties, the direct shear test was used and also to measure the roughness of the surface of the concrete pavements containing the steel slag, the British pendulum and abrasion tests were applied in accordance with EN 1338. The results of the experiments indicated that the replacement of 50% of steel slag with aggregate caused an increase in mechanical properties and also in accordance with the abrasion standard of EN 1338 it was in appropriate range in terms of wearing. In addition, the results of the composite pavement shear strength test showed that with increasing the rate of tack coat application, the shear strength increased to reach the optimum point and then gradually decreased. The optimum rate of applying tack coat was varied from 0.6 to 0.9 liters per square meter depending on the type of tack coat. Considering the optimum rate of the shear strength ranking for different bitumen between composite layers was as follows: emulsion bitumen< control bitumen< crumb rubber with zeolite modified bitumen.

One of the most important advances in road construction technology is the use of concrete pavements. These pavements are used in roads that require maximum performance and minimum repairs at the time of use. On the other hand, in recent decades, the use of cementitious composites and common fibers Has become popular to improve concrete performance. In this research, the role of steel and polypropylene fibers in improving the behavior of self-compacting cementitious composites pavements has been investigated. For this purpose, 127cubes specimens, cylinders and discs were made in 11 different mixing design.Two-layer flexural specimens were made in 17 different mixing designs containing steel fibers, polypropylene and a combination of them. On specimens, compressive tests, splitting test, drop weigth impact test and water absorption for half an hour and 72 hours and three point flexural test in accordance with the regulations of the 731 code have been done. the results showed that the more favorable effect of the steel fibers than the polypropylene fibers on the mechanical and impact properties the specimens.

In this research, rutting and top-down cracking of asphaltic layer in composite pavement with RCC have been investigated. To this end, 3D models of pavement have been made in Finite Element software of ABAQUS. Performance of 5 different asphaltic mixtures has been evaluated and compared. In addition, the effects of using different geogrids in different depths of asphaltic layer on the rutting and top-down cracking have been investigated. The effects of asphalt surface and RCC base thickness on the rutting and top-down cracking has been studied. Results show that type of mixture in surface layer is significantly important in rutting and top-down fatigue cracking. In addition it has been found that placing the geogrid at the mid-depth of asphalt surface decreases the rut depth, and, pacing that at the bottom of asphaltic layer is not effective on the rut depth. The effectiveness of geogrid is found to be dependent on the stiffness of geogrid, type of mixture and thickness of asphaltic layer. Also, placing the geogrid in the mid-depth of asphaltic layer decreases the top-down fatigue life, and placing that at the bottom of asphaltic layer is not effective on the fatigue life. The results of analysis show that rut depth increases with increasing the thickness of asphaltic layer, but is independent of the thickness of RCC layer thickness. The maximum tensile strain at the surface of asphaltic layer is found to vary with the thickness of asphaltic surface and RCC layer. However, the variation does not follow a trend.

In this research, the effects of vertical, horizontal and lateral loads of traffic on the shear stress at the interact of surface and base layer, longitudinal and lateral displacement and the maximum tensile strain at the top of surface layer have been investigated. Three different loading conditions, including only vertical, vertical and horizontal, and vertical, horizontal and lateral, simultaneously, have been investigated. The horizontal and lateral loads were considered to be 50% and 20% of the vertical load, respectively. The loads were applied on two different tire configurations, including dual tires and wide-base tire, with a constant axle load of 82kN and tire pressure of 600kPa, at two temperatures of 20 and 40°C. The analysis was conducted using 3D finite element modeling in ABAQUS. The results show that the horizontal loading has a significant effect on the tensile strain at the surface, shear stress at the interface and the horizontal and lateral displacements, such that, for example, at 20°C, the maximum horizontal strain on the surface, shear stress at the interface, horizontal and lateral displacements under dual tires with vertical and horizontal load, are 76, 286, 329 and 15.5% higher than those under only vertical load. Results also show that the wide-base tire has more detrimental effect than the dual-tire, such that, the maximum horizontal strain at the surface, shear stress at the interface, horizontal and lateral displacements under the wide-base tire with vertical, horizontal and lateral load at 40°C are, respectively, 1.53, 2.43, 1.7 and 1.8 times higher than those under dual tire. The results also reveal that applying lateral load does not significantly affect the responses, except the lateral displacement. Also, while the shear stress at the interface is not significantly affected by temperature, the horizontal strain at the surface and the displacements increases significantly with increasing temperature.

Due to increase in bitumen prices in the last few years in the country and romotion of the usage of concrete pavements, particularly the usage of Roller Compacted Concrete RCC in urban and suburban roads construction the application of combined pavement has been developed. Also the usage of asphalt overlay to create a suitable surface for deriving on the concrete surface is suggested. The methodology proposed in this study is using metal fibers and polymer fibers, separately, to strengthen the RCC. To increase the bending, tensile and compressive strength of concrete to reduce cracking and failure of the concrete RCC could be a preventive agent. For this study, first, roller concrete mix design was developed and was built as an indicator of tensile strength and compressive and flexural tests were performed on it. The obtained results were recorded as index Results. The following two types of metal fibers with consumption 0.5% and 1% in unit volume and polymer fibers with the use of 0.3 and 0.6% in unit volume in the plans mixture was used this fiber to mix design base were added. Fibers made from blends of standard cylindrical samples with dimensions of 30 x 15 and 50 x 15 x 15 cm prismatic beam samples were made and after processing all the sample tests to determine the compressive strength, flexural and tensile were. The 28 days results indicate that the metal fibers to the RCC at a rate of 0.5% and 1% respectively per unit volume increases the compressive strength of concrete roller 10.1% and 13.9% respectively and increases the tensile strength 29.5% and 45% and increased bending strength up to the 40.6% and 66.5%. And with the addition of polymer fibers at a rate of 0.3% and 0.6% per unit volume increases the compressive strength of RCC by 5.06% and 6.32% and increase the tensile strength of the order of 21.1% and 31% and increased the bending strength of the 29.1% and 42.7% lead.