Search Results (1,614)

The increasing number of waste rubber tires has attracted the attention of more and more researchers. Rubber asphalt has better performance compared with original asphalt. However, the compatibility between rubber powder and asphalt is poor because of the difference in physical and chemical properties and the improvement of high-temperature performance of asphalt by rubber powder is very limited. The compatibility between rubber powder and original asphalt plays a key role in the storage stability and rheological performance of rubber asphalt. This paper provides a comprehensive overview of rubber asphalt, factors influencing compatibility, compatibility evaluation methods, and improvement approaches. Desired compatibility results from the fact that rubber powder is cross-linked with molecules of original asphalt and evenly distributed in the original asphalt, forming a homogeneous system. Starting from the preparation process of rubber asphalt, the best preparation process was summarized. Then the activity of rubber powder is improved by physical and chemical methods, or other additives are added to finally promote the formation of a cross-linking network structure between rubber powder and original asphalt. Rheological method is the most widely used method in compatibility evaluation, but it is gradually accepted by researchers to evaluate the compatibility by observing the molecular morphology of rubber asphalt. Full article

Utilizing waste tire crumb rubber to modify asphalt enhances the damping and noise reduction performance of pavements. This study employs a multi-scale approach to investigate the effect of crumb rubber content (5–25%) on the damping performance of crumb rubber-modified asphalt (CRMA). The results show that damping performance improves initially with increasing crumb rubber content, peaking at 20%, and then declines. At this optimal content, the loss modulus increases by 110% and 440% at 46 °C and 82 °C, respectively, compared to base asphalt, with enhanced damping efficiency and damping temperature stability. Fluorescence microscopy (FM) images and quantitative analysis reveal that, at 20%, the crumb rubber forms a moderately connected three-dimensional network. Molecular dynamics (MD) simulations indicate that, at this content, the solubility parameter of the CRMA system is closest to that of the base asphalt, and interfacial binding energy increases, suggesting optimal compatibility. Ridge regression models, with R² values of 0.903 and 0.876 for the FM and MD scales, respectively, confirm that crumb rubber dispersion is the dominant factor governing damping performance, with moderate phase separation further enhancing performance. This study establishes a quantitative structure–property relationship, providing a framework for understanding the damping performance of rubber-modified asphalt pavements. Full article

The growing demand for sustainable pavement materials has driven increased interest in asphalt mixtures incorporating recycled crumb rubber (CR). While CR modification enhances mechanical performance and durability, its often increases initial production costs and energy demand. This study develops an integrated framework that combines machine learning (ML) and economic analysis to identify the optimal balance between performance and cost in CR-modified asphalt overlay mixtures. An experimental dataset of conventional and CR-modified mixtures was used to train and validate multiple ML algorithms, including Random Forest (RF), Gradient Boosting (GB), Artificial Neural Networks (ANNs), and Support Vector Regression (SVR). The RF and ANN models exhibited superior predictive accuracy (R² > 0.98) for key performance indicators such as Marshall stability, tensile strength ratio, rutting resistance, and resilient modulus. A Cost–Performance Index (CPI) integrating life-cycle cost analysis was developed to quantify trade-offs between performance and economic efficiency. Environmental life-cycle assessment indicated net greenhouse gas reductions of approximately 96 kg CO₂-eq per ton of mixture despite higher production-phase emissions. Optimization results indicated that a CR content of approximately 15% and an asphalt binder content of 4.8–5.0% achieve the best performance–cost balance. The study demonstrates that ML-driven optimization provides a powerful, data-based approach for guiding sustainable pavement design and promoting the circular economy in road construction. Full article

With the acceleration of urbanization, municipal landscape roads play a crucial role in urban public spaces. This study focuses on the distress detection and aging characteristics of asphalt pavements in municipal landscape roads. Firstly, a novel method is proposed based on the SpA-Former shadow removal network, which effectively addresses the interference caused by tree shadows and significantly improves the accuracy of automated distress identification. Distress detection results indicate that transverse cracks are the most common type of distress, primarily influenced by environmental factors such as asphalt material aging, temperature fluctuations, and freeze-thaw cycles—these factors induce asphalt embrittlement and a substantial decline in crack resistance. Subsequently, accelerated aging experiments were conducted to simulate the aging process of asphalt materials. It was found that as aging time extends, asphalt stiffness increases significantly; while this enhances deformation resistance, it also makes the material more prone to cracking under low-temperature conditions. Low-temperature crack resistance tests reveal that asphalt aged for more than six years exhibits a sharp deterioration in low-temperature crack resistance, showing distinct brittle characteristics. Furthermore, freeze-thaw cycle experiments demonstrate that the coupling effect of asphalt aging and freeze-thaw action significantly impairs its freeze-thaw resistance—particularly for asphalt aged over six years, which nearly loses its freeze-thaw resistance. In summary, the coupling effect of asphalt aging and environmental factors is the primary cause of pavement damage in municipal landscape roads. This study divides 2542 images into three mutually exclusive subsets: a training set of 2123 images, a validation set of 209 images, and a test set of 210 images. The research provides new theoretical references and technical support for the maintenance and management of landscape roads, especially demonstrating practical significance in distress detection and the analysis of material aging mechanisms. Full article

Modernizing municipal roads requires rehabilitation strategies that ensure adequate structural performance while reducing environmental and economic burdens. Although cold in-place recycling with foamed bitumen (CIR-FB) has been widely investigated, integrated assessments combining mechanistic–empirical modeling with LCA and LCCA remain limited—particularly for municipal roads in Central and Eastern Europe, where reclaimed asphalt pavement (RAP) quality, climatic conditions and budget constraints differ from commonly studied regions. This study compares two reconstruction variants for a 1 km road section: a conventional design using virgin materials (V₁-N) and a recycling-based alternative (V2-Rc) incorporating RAP from the existing wearing and binder layers and reclaimed aggregate (RA) from the existing base. CIR-FB mixture testing (stiffness ≈ 5.25 GPa; foamed bitumen = 2.5%, cement = 2.0%) was integrated into mechanistic–empirical fatigue analysis, material-flow quantification, LCA and LCCA. The V₂-Rc variant achieved a 3–21-fold increase in fatigue life compared to V₁-N at equal thickness. Material demand decreased by approximately 27%, demolition waste by approximately 39%, and approximately 92% of the existing pavement was reused in situ. Transport work was reduced five-fold (veh-km) and more than six-fold (t-km). LCA showed a 15.9% reduction in CO₂-eq emissions, while LCCA indicated approximately 19% lower construction cost, with advantages remaining robust under ±20% sensitivity. The results demonstrate that CIR-FB, when supported by proper RAP/RA characterization, can substantially improve structural, environmental and economic performance in municipal road rehabilitation. Full article

To address the issue of inefficient interfacial diffusion between virgin asphalt and the aged asphalt in Reclaimed Asphalt Pavement (RAP), this study investigates how a rejuvenator improves the interfacial blending behavior and restores the functional properties of aged asphalt. Molecular dynamics (MD) simulations were employed to construct aged asphalt–rejuvenator models with varying rejuvenator contents and to establish a bilayer dynamic model of the virgin-aged asphalt–rejuvenator diffusion system. The kinetic characteristics of the diffusion process were analyzed based on system density and relative concentration profiles, while the mean square displacement (MSD) and diffusion coefficients were calculated to elucidate the diffusion mechanism. The accuracy of the MD simulation results was validated using Fourier Transform Infrared Spectroscopy (FTIR) and Differential Scanning Calorimetry (DSC), and the regulatory mechanism of the rejuvenator on the interfacial diffusion between virgin and aged asphalt was revealed at the microscopic scale. The results demonstrated that the addition of the rejuvenator effectively promotes the blending and diffusion at the virgin-aged asphalt interface. Specifically, a 6% rejuvenator significantly improved the diffusion efficiency at elevated temperatures, optimized system density toward virgin asphalt properties, and achieved the most uniform molecular distribution, thereby facilitating balanced intermolecular interactions. Meanwhile, the regenerant effectively restored the aromatic fraction content, reduced polar functional groups such as sulfoxide, and significantly lowered the glass transition temperature (Tg), thereby enhancing the low-temperature crack resistance and overall mechanical performance of RAP. Full article

This study investigates the influence of synthetic fibers and rubber powder derived from end-of-life tires (ELTs) on the rheological behavior of asphalt mastics composed of paving-grade bitumen and mineral filler. Nine asphalt mastic formulations were prepared with varying fiber and rubber contents, reflecting the composition of stone mastic asphalt mixtures. Dynamic shear rheometer tests were conducted to assess dynamic stiffness modulus, phase angle, non-recoverable creep compliance, and elastic recovery. The results demonstrated that ELT-derived additives significantly enhanced high-temperature stiffness and elasticity, while maintaining satisfactory viscoelastic balance at lower temperatures. Synergistic effects between fibers and rubber were observed, improving both non-recoverable compliance and percent recovery, particularly at elevated shear stresses. Prolonged exposure to production temperatures (175 °C) confirmed the thermal stability of the modified mastics, with the most notable performance gains occurring during the first hour of heating. Based on the findings, it was concluded that ELT-based fiber–rubber additives can improve high-temperature performance of asphalt mastics without negative effects in intermediate and, possibly, also low service temperatures. This permits expanding the use cases for these kinds of additives beyond the role of inert stabilizers in stone mastic asphalt to an active modifier for extending asphalt mix performance. Full article

To address the challenges of decarbonization in the global transportation sector and disposal of waste tires, warm asphalt rubber (WAR) with low viscosity and high performance was prepared. In particular, the preparation and rheological behavior of WAR incorporating composite warm mix systems at relatively high crumb rubber contents have not been thoroughly documented. In this study, WAR prepared under such conditions was systematically examined. A five-factor, three-level segmented orthogonal experimental design (OED) was employed to investigate the effects of preparation parameters on hot mix asphalt rubber (AR) properties. Based on the optimized AR formulation, a composite warm mix system combining Ultra-Warm Mix additive (UWM) and Sasobit was developed, and control groups containing 5% UWM only and 1.5% Sasobit only were prepared for comparison. Conventional physical tests together with rheological characterization, including Dynamic Shear Rheometer (DSR), Multiple Stress Creep Recovery (MSCR), and Bending Beam Rheometer (BBR) tests, were conducted to evaluate the high- and low-temperature performance of WAR. Results show that the optimal preparation process consisted of aromatic oil content 5%, crumb rubber content 30%, shear temperature 220 °C, shear time 120 min, and reaction time 90 min. The composite warm mix system notably enhanced WAR performance, with the WAR-5U1.5S group exhibiting the most balanced properties. A marked reduction in rotational viscosity was achieved while maintaining a stable softening point, and satisfactory ductility and elastic recovery were also retained. DSR and MSCR tests confirmed improved high-temperature deformation resistance, an increase in percent recovery R, and a decrease in non-recoverable creep compliance J_nr. BBR test further verified that the composite system maintained good low-temperature cracking resistance, meeting all specification requirements. Overall, these results indicate that, compared with the optimized AR, WAR can reduce mixing viscosity without sacrificing rutting or cracking performance, while alleviating the limitations observed for single warm mix additives. This study provides essential technical support for promoting WAR that integrates low-carbon construction with superior pavement performance. Full article

Coal gangue, a solid waste from coal mining, has long been underutilized while posing environmental and safety risks. This study reviews the current research progress and future prospects of coal gangue as a resource in asphalt pavement. The physical and chemical properties of coal gangue were summarized, and the environmental issues caused by its accumulation were highlighted. The effects of using coal gangue as aggregates or fillers in asphalt mixture were reviewed, along with its activation methods. The research progress on using coal gangue as an aggregate or a cementitious material in mixtures stabilized with inorganic binders was also examined, emphasizing the effects of binder content and coal gangue properties on mechanical and durability performance. The findings indicate that despite its inferior physical properties, coal gangue demonstrates practical feasibility as a pavement material when appropriately incorporated and activated. Proper content enabled coal gangue to meet asphalt mixture or base material requirements, while excessive content reduced low-temperature resistance and caused structural defects. Activated or modified methods can effectively enhance interfacial interaction, high-temperature stability, or structural densification of coal gangue. Recent studies have expressed enthusiasm for innovative activation or modification methods and AI-based performance optimization, while key challenges remain regarding high activation-energy demand, limited aggregate-related research, and an incomplete understanding of interfacial mechanisms. Full article

Traffic Speed Deflectometer (TSD) measures deflection velocities, normalised by travel speed to obtain deflection slopes. Pavement temperature and travel speed can significantly affect deflection slopes. Therefore, correcting deflection slopes for temperature and speed effects is essential. This study employs three-dimensional (3D) finite element simulations of a three-layer flexible pavement system subjected to moving load at travel speeds from 40 km/h to 80 km/h, while varying the Asphalt Concrete (AC) layers’ thickness from 100 mm to 300 mm and the temperature from 5 °C to 45 °C. The results showed that deflection slopes at 100 mm offset distance could be corrected for the effects of temperature and speed using a correction factor comprising the sum of a parabolic function of temperature and a linear function of speed. At 600 mm and 1500 mm offset distances, simpler correction factors could be established using the sum of linear functions of temperature and speed. The Mean Absolute Percentage Error (MAPE) for all predictions was below 3%, indicating high accuracy. Accurate regression-based equations were also proposed to incorporate AC thickness in predicting the correction factors. The results highlight the potential to correct deflection slopes to a reference temperature and speed by evaluating a range of pavement systems. Full article

This study develops and assesses a hydrophobized fly ash mineral powder as a filler for dense fine-graded asphalt mixtures in Kazakhstan. Fly ash from a local TPP was dry co-milled with a stearate-based modifier to yield a free-flowing, hydrophobic powder that meets the national limits for moisture, porosity, and gradation. SEM shows cenospheres and broken shells partially armored by adherent fines, suggesting an increased micro-roughness and potential sites for binder–filler bonding. Three mixes were produced: a carbonate reference and two fly ash variants, all designed at the same optimum binder content. Compared with the reference, fly ash fillers delivered a markedly higher compressive strength (up to about five times at 20 °C), improved adhesion, and high internal friction, while the mixture density rutting resistance was essentially unchanged. Water resistance indices remained high and stable despite only modest changes in water saturation, and crack resistance improved, especially for the dry ash mixture. The convergence of microstructural, physicochemical, and mechanical results shows that surface-engineered fly ash from a Kazakhstani TPP can technically replace natural carbonate filler while enhancing durability-critical performance and supporting the more resource-efficient use of industrial by-products in pavements. Full article

With the rapid expansion and aging of global road networks, cold recycled mix asphalt (CRMA) has gained significant attention as a sustainable pavement rehabilitation technology. However, the road performance of CRMA is highly sensitive to material composition and curing conditions, making accurate performance prediction challenging. This study develops machine learning (ML) models to predict two critical performance indicators: dynamic stability (DS) for high-temperature stability and indirect tensile strength (ITS) for low-temperature crack resistance. Four ML algorithms, Artificial Neural Network (ANN), Extreme Gradient Boosting (XGBoost), Random Forest (RF), and Support Vector Regression (SVR), were trained on a comprehensive dataset of 436 samples. A genetic algorithm (GA) was employed to optimize model hyperparameters, significantly enhancing prediction accuracy and robustness. The SHAP method was further applied to interpret model outputs and identify key influencing factors. Results demonstrate that GA-optimized XGBoost achieved the highest predictive performance for both dynamic stability (DS) and indirect tensile strength (ITS), with R² values of 0.9793 and 0.9694, respectively. Curing temperature, RAP content, and curing time were identified as the most influential factors. This study provides an accurate and interpretable ML-based framework for CRMA performance prediction, facilitating optimized mix design for pavement construction and maintenance. Full article

Semi-Flexible Pavement (SFP) combines the flexibility of asphalt concrete and the rigidity of cement concrete to provide excellent high-temperature rutting resistance in the summer. However, its application is often limited by the fluidity and mechanical properties of cement-based grouting materials. This study systematically optimized the mix ratios of three types of grouting materials (cement-based, mineral-modified, and polymer-enhanced) using response surface methodology combined with orthogonal tests. The effects of water–binder ratio (W/B), sand–binder ratio (S/B), mineral admixtures and polymer additives on the key properties of grouting materials were systematically studied. By using Scanning Electron Microscopy (SEM) and X-ray Diffraction (XRD), the evolution of the mixture microstructure and the mechanism of performance change were also analyzed. The test results show that the optimal mix ratio of the cement-based grouting material is W/B = 0.46 and S/B = 0.15; the optimal mix ratio of the mineral grouting material is to replace part of the cement with fly ash (9%), silica fume (6%) and microspheres (3%). Microscopic tests show that fly ash effectively inhibits bleeding; silica fume and fly ash promote the formation of calcium silicate hydrate (C-S-H) gel; microspheres optimize the rheology of the slurry; and the synergistic effect of silica fume and microspheres reduces the internal pores of the grouting material, achieving high fluidity, low bleeding rate and excellent mechanical properties of the grouting material. The polymer-reinforced grouting material is an enhanced slurry formed by adding high-performance water reducer (0.8%), rubber powder (2%) and coupling agent (0.9%) to the optimal mineral grouting material. The combined effect of rubber powder and coupling agent significantly improves the adhesive property between the grouting material and the asphalt interface, making it more suitable for the road performance of SFP in low-temperature environments. Full article

This study examines the possibilities of using hybrid data collection methods based on photogrammetric and LiDAR imaging for documenting traffic accident sites. The evaluation was performed with an iPhone 15 Pro and a viDoc GNSS receiver. Comparative measurements were made against instruments with higher accuracy. The test scenarios included measuring errors along a 25 m line and scanning a larger traffic area. Measurements were conducted under limiting conditions on a homogeneous surface without terrain irregularities or objects. The results show that although hybrid scanning cannot fully replace traditional surveying instruments, it provides accurate results for documenting traffic accident sites. The analysis additionally revealed an almost linear spread of errors on homogeneous asphalt surfaces. Moreover, it was confirmed that the use of a GNSS receiver and control points has a significant impact on the quality of the data. Such a comprehensive assessment of surface homogeneity has not been tested yet. To achieve accuracy, it is recommended to use a scanning mode based on at least 90% image overlap with RTK GNSS. The relative error rate on a linear section ranged from 0.5 to 1.0%, which corresponds to an error of up to 5 cm over a 5 m section. When evaluating a larger area using hybrid data collection, 93.38% of the points had an error below 10 cm, with a mean deviation of 6.2 cm. These findings expand current knowledge and define practical device settings and operational limits for the use of hybrid mobile scanning. Full article

The growing demand for durable, fire-resistant, and sustainable pavements has intensified research on asphalt as a polymeric composite system. This review provides a comprehensive analysis of asphalt from the perspective of polymer science, focusing on (1) material composition: asphalt chemistry and polymer–binder interaction, and the introduction of polymer modifiers; (2) material properties: rheology, thermal stability, mechanical properties and flame retardancy; and (3) evaluation methods: derivative thermogravimetric analysis, cone calorimeter, scanning electron microscope and computer simulation. Applications in road infrastructure, industrial surfaces, and high-temperature environments are discussed, emphasizing how polymer modifications enhance performance under operational stresses. Evaluation methodologies, including wheel-tracking tests and thermogravimetric and derivative thermogravimetric analysis, are critically reviewed to quantify deformation, thermal degradation, and fire-resistance mechanisms at both microstructural and molecular levels. Several key challenges remain, including understanding the long-term interaction between polymers and asphalt, optimizing the dispersion of reinforcing materials, and maximizing the performance of recycled polymers. This review aims to guide future research on polymer-modified asphalt systems to achieve safer, more durable, and more sustainable pavement solutions. Full article