Search Results (502)

Asphalt concrete pavements in many regions suffer from premature deterioration caused by low-temperature cracking and rutting resistance under heavy traffic loads and high summer temperatures. While polymer-modified bitumen is widely used to improve pavement performance, the high cost of commercial polymers restricts its extensive application. This study evaluates the potential of polymer waste as an alternative modifier for asphalt binders to enhance mechanical performance while reducing economic and environmental costs. Experimental results demonstrate that an optimal plastic waste content of 1.0–1.5% significantly improves rutting resistance and increases binder rigidity. The incorporation of 1.5% low-density polyethylene (LDPE) and high-density polyethylene (HDPE) enhances deformation resistance, elastic modulus, and temperature stability. LDPE exhibits better compatibility with bitumen and dissolves more readily, contributing to improved binder homogeneity, whereas HDPE provides higher stiffness and thermal stability. The combined use of polymer waste with styrene–butadiene–styrene (SBS) produces a pronounced synergistic effect, leading to improvements in physical and mechanical properties exceeding 25% compared to Kazakhstan regulatory standards. Increasing polymer waste content further enhances the rigidity of both the binder and asphalt concrete, thereby improving rutting resistance and plastic deformation at elevated temperatures. The proposed approach offers a cost-effective and sustainable solution for road construction, promoting plastic waste recycling, reducing reliance on virgin polymers, and improving pavement durability, particularly under the climatic and traffic conditions of Kazakhstan. Full article

Steel bridge deck pavements in coastal hot–humid regions are often exposed to the combined effects of moisture, salt, and temperature, which can accelerate material deterioration and shorten service life. To clarify the durability behavior of typical paving materials under such conditions, a comparative study was conducted on three asphalt mixtures used for steel bridge deck pavements: epoxy asphalt mixture (EA-10), dense-graded asphalt mixture (AC-13), and stone mastic asphalt mixture (SMA-10). The mixtures were subjected to hygrothermal salt-water cycling using a mixed chloride-sulfate solution, and their durability was evaluated through air void content, indirect tensile strength, and four-point bending fatigue tests. The results showed varying degrees of deterioration. The air void content of AC-13 increased by about 41.4% after 28 d at 60 °C, suggesting greater susceptibility to internal void damage under severe conditioning. The indirect tensile strength also decreased with wet–dry cycling; at 60 °C and 28 d, the strength retention of EA-10 remained 76.9%, higher than those of AC-13 and SMA-10. After conditioning at 60 °C, the fitted slope of fatigue life for SMA-10 reached −0.0052, compared with −0.0044 for AC-13 and 0.0027 for EA-10, indicating that SMA-10 was the most sensitive to hygrothermal salt attack, whereas EA-10 was the least affected. Overall, the resistance to hygrothermal salt-water damage followed the order EA-10 > AC-13 > SMA-10. The findings help clarify the durability behavior of steel bridge deck paving materials in coastal environments and provide support for durability-oriented material selection. Full article

Water damage under the coupled effects of traffic load and pore water pressure (PWP) is a primary cause of early failure in asphalt pavements. Although dense-graded pavements generally have low void ratios, excess PWP poses a severe threat to durability under extreme conditions. These conditions include heavy rainfall, water accumulation in wheel tracks, and upward capillary water rise. In this study, a mesoscopic model considering fluid–solid coupling effects was established using the Particle Flow Code in the 2 Dimensions (PFC2D) platform, which is based on the discrete element method (DEM). A parallel-bonded stress corrosion model was introduced to describe damage evolution. The results show that the maximum positive PWP increased monotonically with load, reaching a distinct peak value at a critical loading frequency under specific load amplitudes. At this critical frequency, the fatigue life was significantly shortened compared to lower-frequency conditions. The PWP response exhibited a clear phase lag relative to the applied load, with the lag angle increasing alongside frequency. Furthermore, the absolute value of the minimum PWP continued to increase with fatigue damage accumulation. This indicates that regions with a vacuum suction effect were continuously expanding, which is a key reason for asphalt film stripping from the aggregate surface. These findings provide a theoretical basis for understanding mesoscopic water damage mechanisms in asphalt pavements and offer a reference for durability design. Full article

The incorporation of crumb rubber derived from waste tires in asphalt pavements has gained increasing attention as a strategy to enhance performance while reducing environmental impacts, particularly in cold regions such as the Midwestern United States, where pavements are subjected to severe thermal stresses and freeze–thaw cycles. Despite the numerous performance benefits observed in previous laboratory-scale studies, field demonstrations can play a critical role in validating the use of recycled waste tires as asphalt additives. This study examines the performance benefits and environmental impacts of incorporating recycled tire rubber into asphalt mixtures via a dry modification process for cold-climate applications. Building on these findings, this paper is based on a full-scale field demonstration of a dry-process rubber-modified asphalt pavement constructed in Ann Arbor, Michigan. Performance testing was conducted at both the binder and mixture levels, and field cores were collected during the construction of field sections. To complement the performance evaluation, a life-cycle assessment (LCA) was conducted to quantify the environmental impacts of rubber-modified asphalt and conventional asphalt. The results indicate that successful rubber incorporation, combined with improved low-, intermediate-, and high-temperature performance, enhances long-term durability compared with control sections. Moreover, despite slightly higher initial environmental impacts associated with rubber incorporation, improved durability and reduced maintenance frequency can lead to lower life-cycle impacts over the long term. The findings highlight the potential of rubber-modified asphalt as a sustainable, resilient solution for cold-region pavements, offering practical insights for agencies seeking to balance performance and environmental impacts in future infrastructure design. Full article

To address the lack of systematic quantitative studies on waterborne epoxy resin (WER)-modified emulsified asphalt regarding its rheological optimization and engineering applicability, this study fills the gap by preparing WER-modified emulsified asphalt via a two-step process. New findings reveal that 20% WER content significantly enhances elastic components, creep–recovery, fatigue life, and fracture energy. The main objective is to establish a theoretical basis for high-performance pavement materials. Modified emulsified asphalt specimens with different waterborne epoxy resin contents were prepared using a two-step method of “emulsification followed by compounding”. The stability of the emulsions was quantitatively evaluated by zeta potential, storage stability, particle size distribution, and demulsification time. Their rheological parameters, multi-stress creep–recovery characteristics, fatigue life, and low-temperature crack resistance were systematically tested across the full temperature range using a dynamic shear rheometer and a bending beam rheometer. In addition, the bonding performance, strength development behavior, and water resistance durability were comprehensively assessed through pull-out tests, Marshall stability and splitting strength tests, as well as freeze–thaw cycle tests. These properties were compared with those of unmodified emulsified asphalt (UEA-0) and SBR-modified emulsified asphalt (SBR-EA). With an increase in waterborne epoxy resin content, the elastic component of the modified asphalt improved significantly, and the phase angle continuously decreased. The specimen with 20% waterborne epoxy resin content (WER-EA-20) exhibited the best performance: its phase angle was lower than those of the other groups under high-, medium-, and low-temperature conditions. After seven creep–recovery cycles, its creep–recovery rate remained at 33%, substantially higher than the 8% observed for the unmodified specimen. The fatigue life reached 15,000 cycles under a shear stress of 2.1 MPa. At −10 °C, the fracture strength was 0.92 MPa, and the fracture energy reached 21.4 J. Furthermore, the pull-out strength of WER-EA-20 was 0.86 MPa, with the failure mode identified as asphalt cohesive failure. After 37 days of curing, the Marshall stability reached 22.5 kN, and the splitting strength was 1.36 MPa. After 40 freeze–thaw cycles, the freeze–thaw splitting strength ratio (TSR) of WER-EA-20 remained above 75%, representing an improvement of more than 110% compared to the unmodified UEA-0 (TSR ≈ 35.5%), which highlights the significant enhancement in water resistance imparted by the waterborne epoxy resin. Compared to SBR-EA, WER-EA-20 has a higher softening point, a lower suitable mixing temperature, and better anti-aging properties. Waterborne epoxy resin can effectively improve the viscoelastic properties and overall road performance of emulsified asphalt, and the modification effect increases with increasing dosage. Full article

Asphalt pavements in hot and humid regions such as Southeast Asia are highly susceptible to moisture-induced debonding, especially when WMA is produced using marginal aggregates or less favorable gradation conditions. This study develops an anti-stripping-focused polymer-modified WMA system using SBS and a silane-based liquid additive. This study focuses on evaluating the coupled contribution of SBS-related binder cohesion and silane-related interfacial adhesion under poor gradation conditions, and verifies the selected system through binder-level, mixture-level, durability, and cost-efficiency evaluations. SBS contents of 4.0%, 4.5%, and 5.0% by binder mass were combined with silane dosages of 0%, 0.05%, 0.10%, and 0.15%. The mixtures were evaluated using MSCR, Marshall stability and flow, dry and wet ITS, TSR, Hamburg Wheel Tracking, SCB, and Overlay Test. SBS alone increased dry ITS and Marshall stability, but silane-free mixtures still showed low TSR values of 71.7–73.3%. The optimum mixture, S4.5-Si0.10, achieved a dry ITS of 0.94 MPa, wet ITS of 0.80 MPa, TSR of 85.1%, and Marshall stability of 13.8 kN. MSCR results confirmed that SBS reduced accumulated strain at both 0.1 and 3.2 kPa, while silane did not adversely affect binder deformation resistance. In Stage 2, the optimized SBS–silane mixture under poor gradation reduced Hamburg final settlement by 54.7% compared with the poor-gradation control. SCB work of fracture increased from 1.34 J to 5.20 J, and Overlay Test results confirmed improved load retention. The optimized mixture also reduced the annualized cost index by 27.2%. These findings demonstrate that a balanced SBS–silane WMA system can improve debonding resistance and durability under hot and humid pavement conditions. Full article

To address the durability limitations of conventional crack sealants under coupled extreme temperatures and traffic loads in long-life pavements, a bio-oil composite-modified patching material was developed using 90# base asphalt as the matrix, synergistically modified with crumb rubber (CR) and epoxidized soybean oil (ESO). To resolve the contradictory requirements for high elasticity and thermal expansion/contraction coordination in sealants, ESO was introduced; its polar epoxy groups optimize phase compatibility and promote low-temperature stress relaxation without restricting thermal deformability. Rheological evaluations revealed that the optimal system (OPT) successfully extended the service temperature window from PG 76–−24 °C (baseline) to PG 82–−24 °C, significantly enhancing its adaptability to extreme climatic fluctuations. At −24 °C, OPT exhibited a reduced creep stiffness (S) of 164 MPa and an increased creep rate (m) of 0.312, with a cracking resistance ratio (k) as low as 525.6; the quantitative significance of these metrics lies in granting the sealant superior stress relaxation capacity, enabling it to accommodate dynamic crack widening without interfacial debonding or brittle fracture. Fatigue testing via time sweeps demonstrated that N_f50 reached 2890 cycles, highlighting robust long-term resistance against high-frequency shear strains induced by tire edges. Micro-mechanistic analyses (FTIR, TG/DTG, and DSC) confirmed that the modification is primarily driven by physical blending. The elevation of the thermal decomposition threshold (T5%) to 302.4 °C and the residue at 600 °C to 44.8% provide a critical safety margin for high-temperature construction heating, preventing thermal degradation. Furthermore, the glass transition temperature (T_g) decreased to approximately −35.2 °C. These findings establish a rigorous quantitative and mechanistic framework for designing sustainable, high-performance patching materials for resilient pavement maintenance. Full article

The performance and durability of asphalt pavements are strongly influenced by the rheological properties of asphalt binders, particularly under severe climatic and traffic conditions. This study investigates the synergistic effects of incorporating multi-walled carbon nanotubes (CNTs) at dosages ranging from 0.25% to 1% into AC 40-50 asphalt binders modified with 4% Styrene–Butadiene–Styrene (SBS). A comprehensive experimental program involving physical, rheological, and chemical characterization tests was conducted, including penetration, softening point, viscosity, storage stability, a Dynamic Shear Rheometer (DSR), Multiple Stress Creep Recovery (MSCR), Linear Amplitude Sweep (LAS), Fourier Transform Infrared Spectroscopy (FTIR), and Glover-Rowe (G-R) analysis. Statistical inference using one-way ANOVA was also conducted to evaluate the significance of differences among the binder formulations investigated. The results showed a continuous increase in binder stiffness with increasing CNT content, as indicated by decreasing penetration values, higher softening points, and increased viscosity. Incorporating 1% CNT reduced the softening-point difference from 3.1 °C to 1.6 °C in SBS-modified binders, indicating improved storage stability. Rheological evaluations showed that 0.75% CNT increased the high-temperature performance grade from 82 °C to 88 °C and provided the best rutting resistance, as indicated by MSCR results. In contrast, the 0.5% CNT formulation exhibited superior fatigue resistance and the lowest Glover-Rowe index, indicating improved cracking resistance and durability. Overall, the findings demonstrate that CNTs can effectively enhance the performance of SBS-modified asphalt binders, with 0.75% CNT being optimal for hot-climate applications, while 0.5% CNT exhibited improved fatigue and cracking resistance under moderate-temperature conditions. Full article

Polyurethane (PU) mixtures are a promising high-strength, rapid-curing alternative to conventional asphalt, but their widespread application is hindered by slow curing rates and sensitivity to ambient moisture. To address these limitations, this study systematically evaluated the efficacy of three additives—lignin-based fiber, Glauber’s salt, and green vitriol—in regulating the curing behavior and performance of PU mixtures. Marshall stability, volumetric properties, and moisture resistance were measured under both outdoor and controlled laboratory curing conditions. Lignin fiber uniformly accelerates early-stage curing by enhancing moisture distribution via capillary action. Glauber’s salt releases crystalline water, drastically boosting early-age strength (by 162.4% after 2 days) but at the cost of an increased air void content (up to 8.1%) and reduced long-term water stability (residual stability <80%). Green vitriol acts through Fe²⁺ catalysis and crystalline water release, with its effectiveness being highly temperature- and delay-time-dependent. Combining fiber with Glauber’s salt yields the highest early strength but the shortest construction window (<1 h) and the most severe volumetric deterioration beyond the optimal delay time. All mixtures achieved high ultimate strength after sufficient curing (7 days), but the improvement varied significantly with additive type—ranging from 52.2% (fiber alone) to 162.4% (Glauber’s salt alone). Moreover, even under ideal curing, incomplete –NCO conversion persisted, indicating intrinsic cross-linking limitations. The residual stability of all mixtures fell below the 80% specification for conventional asphalt, suggesting that this metric alone is insufficient for assessing the moisture resistance of high-strength PU mixtures. This study demonstrates that while additives significantly enhance early-age performance, their application requires carefully optimized dosage, delay time, and temperature control to balance early strength gains with long-term volumetric integrity and durability. The findings provide revised evaluation metrics and practical guidelines for implementing PU mixtures in rapid pavement construction and repair. Full article

Facing the challenges in field monitoring of the mechanical response of geogrids in asphalt pavements, this study integrated two types of Fiber Bragg Grating (FBG) sensors, unarmored and armored, into geogrids using the pillar-stitching technique on industrial warp-knitting production lines. The integrated FBG-geogrid systems were comprehensively evaluated in both wound and flattened configurations, enabling the selection of a sensor type suitable for industrial production. After precise strain calibration, a full-scale field damage test was performed during the construction of the Qu-Gang Expressway in Hebei Province, China. The results demonstrate that the helical steel armor layer significantly enhances the mechanical durability of the FBG sensor. Specifically, the armored sensor maintained stable optical transmission over its entire 60-m length, with an average performance retention rate of 98.86% in the flattened state. Moreover, a strong linear correlation was established between the wavelength shift of the armored FBG sensor and the tensile strain of the geogrids. In contrast, the unarmored FBG sensor underwent irreversible shear deformation during production and contained at least two breakpoints. Additionally, a protection scheme employing fiberglass-reinforced silicone rubber on the hot side and standard silicone rubber on the cold side effectively shielded the sensors from high-temperature and compaction loads during asphalt paving. Consequently, the proposed FBG-geogrid integration method and the corresponding field protection strategy provide technical support for the real-time monitoring of geogrid performance in asphalt pavements and have significant engineering value. Full article

To reveal the long-term anti-aging mechanisms of rubber–plastic elastomer-modified asphalt in complex service environments and overcome the inherent defects of single polymer modifiers—namely their susceptibility to degradation or phase separation—this study prepared styrene-butadiene-styrene (SBS), low Mooney rubber (LMMR), and low-density polyethylene (LDPE)-modified asphalts. Simultaneously, an LMMR-LDPE rubber–plastic thermoplastic elastomer (TPE) was fabricated utilizing twin-screw extrusion technology and subsequently used to prepare a composite-modified asphalt. Three aging protocols were simulated: short-term thermo-oxidative aging (RTFOT), long-term pressure aging (PAV), and ultraviolet light aging (UV). A multi-scale quantitative characterization was conducted using a dynamic shear rheometer, Fourier transform infrared spectroscopy, and atomic force microscopy to evaluate the rutting factor, carbonyl index, and surface microroughness of each system before and after aging. The experimental results indicate that the coupled effect of long-term stress and thermal oxidation causes the most severe damage to the colloidal structure of modified asphalt. Conventional SBS-modified asphalt, due to its abundance of unsaturated double bonds, exhibits a sharp increase in the carbonyl index and aging index of the rutting factor after aging, making it highly susceptible to oxidative chain scission. Although LDPE-modified asphalt possesses chemical inertness, it is prone to crystalline phase separation under aging conditions, resulting in a microroughness distortion rate of up to 86.36%. In contrast, the LMMR-LDPE composite system, leveraging the high chemical stability of the saturated aliphatic carbon chain and the flexibility-enhancing and crystallization-inhibiting effects of LMMR, effectively reduces active oxidation sites and improves interfacial compatibility. This composite system exhibits the lowest carbonyl increment and rheological attenuation under all aging conditions, while effectively inhibiting the free migration and agglomeration of macromolecular components. The LMMR-LDPE composite modification technology effectively overcomes the inherent drawbacks of single polymers, such as susceptibility to degradation or segregation, demonstrating excellent long-term macroscopic rheological stability and microscopic phase morphology anti-aging capability. The present findings provide laboratory-scale mechanistic support for the design of durable rubber–plastic-modified asphalt systems, while further pilot-scale, economic, and field validation is still required before practical engineering application can be fully assessed. Full article

In cold and arid regions, the durability of asphalt pavement materials is often inadequate, and the hot mixing process further accelerates pavement ageing and releases harmful gases. To address the high-viscosity of pavement materials in such regions, lower mixing temperatures, extend the construction duration, and enhance pavement durability, this study systematically investigates a warm-mix technology for rubber-composite-modified asphalt. First, the influence of processing conditions on the viscosity-reducing effect was examined, and the optimal warm-mix preparation process was determined. Second, the properties of warm-mix rubber-modified asphalt were optimised through high- and low-temperature rheological testing. Finally, the mechanism of warm-mix modification was elucidated using microscopic techniques such as scanning electron microscopy, fluorescence microscopy and infrared spectroscopy. The results show that the 40-mesh pelletised desulphurised rubber treated with activator at a 5:1 ratio of activator at 220 °C for 50 h exhibits the optimal viscosity reduction effect. As the proportion of cracked rubber increases, the viscosity-reducing effect first intensifies and then diminishes optimal results are achieved at a dosage of 5%; the optimal comprehensive performance is achieved at a 5% proportion, where the asphalt simultaneously exhibits excellent high-temperature stability and low-temperature crack resistance. The cracking process effectively disrupts the cross-linked network structure of rubber, significantly reducing viscosity while enhancing the compatibility and stability of the asphalt system. Notably, the proposed warm-mix process reduces the production temperature of rubber-modified asphalt by 40–60 °C and lowers its viscosity by approximately 30% compared to conventional asphalt. This improvement provides crucial support for low-temperature construction and viscosity control of rubber-modified asphalt in cold and arid regions. Full article

The adhesion between asphalt and aggregate significantly influences the durability and lifespan of road structures. This study employs molecular dynamics simulations to investigate the interface behavior between asphalt and aggregates with varying defect sizes under chloride salt solution immersion and ion infiltration (physical erosion without chemical reactions). The interfacial adhesion energy (E_int), relative ion concentration (R_C), mean square displacement (MSD), and hydrogen bond count were analyzed to assess the adhesion performance of asphalt at the defective aggregate interface. The effects of chloride concentration and temperature on adhesion were also examined. Results indicate that aggregate surface defects enhance local asphalt adhesion within the defect region, although larger defects reduce the global interfacial adhesion energy normalized by total area: the adhesion energy decreases from −417 kcal/mol (defect-free) to −315 kcal/mol (20 Å) and −277 kcal/mol (30 Å), with a reduction of 24–34%. Additionally, defects accelerate ion diffusion significantly, with diffusion coefficients of water and ions increasing by up to 69%, promoting chloride ion accumulation, which exacerbates erosion physical interface deterioration. Both elevated temperature and chloride concentration further accelerate this degradation physical interface weakening, with high temperatures causing severe interface damage: adhesion energy decreases by about 28% as temperature rises from 290 K to 340 K, and by 15% as NaCl concentration increases from 0% to 20%. These findings offer a theoretical foundation for understanding the adhesion mechanisms of the asphalt–aggregate interface under chloride erosion chloride ion infiltration and physical erosion and provide insights into enhancing chloride resistance to chloride ion infiltration of road materials. Full article

This study evaluates the performance of recycled, long-term-aged rubber-modified asphalt (RMA) mixtures rejuvenated with soybean oil. Crumb rubber is widely used in asphalt mixtures for its ability to enhance elasticity, crack resistance, and durability. However, long-term aging leads to oxidative hardening, increased stiffness, and reduced cracking resistance, creating a need for effective rejuvenation strategies. To simulate extended field aging, plant-produced RMA mixtures were conditioned at 85 °C for five and ten days and subsequently treated with 10% soybean oil by binder weight. Mechanical performance was assessed using the Disc-Shaped Compact Tension test, Indirect Tensile Asphalt Cracking Test, Hamburg Wheel Tracking Test, and Rapid Shear Rutting Test. Rejuvenation effectively reversed aging-related deterioration, increasing fracture energy by 137–211% and improving cracking tolerance indices by 22–104%, thereby restoring or surpassing the cracking performance of unaged RMA mixtures. This improvement in flexibility was accompanied by reduced rutting resistance, with rutting tolerance indices decreasing by 52–70%, consistent with the softening effect of bio-based oils. Performance space diagrams further illustrated the trade-off between enhanced cracking resistance and increased rut susceptibility. Overall, the results demonstrate that soybean oil provides strong restorative capabilities for aged RMA mixtures, but achieving balanced field performance requires optimization of rejuvenator dosage. Full article

The large-scale generation of asphalt dust waste (ADW) has raised increasing environmental concerns, while its high-value utilization in cementitious materials remains insufficiently explored, particularly in terms of mechanical performance, durability-related properties, and integrated sustainability evaluation. In this study, a graded utilization strategy based on particle size was proposed to incorporate ADW into alkali-activated concrete paving blocks, in which fine ADW fraction (<0.075 mm) was used as a partial replacement of blast furnace slag (BFS), while the coarser ADW fraction was used as a partial replacement of river sand, aiming at sustainable pavement applications. In addition, two types of ADW with different lithologies, namely limestone ADW and basalt ADW, along with their combined system, were investigated. The results show that the incorporation of ADW effectively enhances the engineering performance of paving blocks. The compressive strength increased from 45.3 MPa to 56.6 MPa, while water absorption decreased from 5.3% to 4.1%. All mixtures satisfied the requirements for abrasion resistance and slip resistance, demonstrating their compliance with the performance criteria for pedestrian pavement applications. Among all mixtures, the combined use of limestone ADW and basalt ADW exhibited the best overall performance. The improved performance may be attributed to the combined effects of graded particle utilization and the potential compositional complementarity between calcium-rich limestone ADW and silica–alumina-rich basalt ADW, which is consistent with the denser microstructure observed in SEM images. In addition, the proposed strategy contributes to improved solid waste utilization and reduced consumption of natural resources, as reflected in the quantitative sustainability assessment. Overall, this study demonstrates that graded utilization of ADW is a feasible approach for developing alkali-activated paving materials, with promising performance and sustainability potential. Full article