Search Results (113)

This study developed a design framework for porous mixtures using a 100% sustainable non-bituminous epoxy–polyurethane binder system. Conventional design protocols for porous asphalt mixtures exhibit limitations in accurately controlling void content and mixture composition. This study proposed a novel design framework for porous mixtures containing 100% sustainable binder based on statistical analysis and theoretical calculations. The relationships among target air voids, binder content, and aggregate gradation were systematically analyzed, and calculation formulas for coarse aggregate, fine aggregate, and mineral filler contents were derived. A mix design framework was further established by applying the void-filling theory, where the combined volume of binder, fine aggregate, and filler equals the void volume of the coarse aggregate skeleton, thereby ensuring precise control of the target void ratio. Additionally, mixing procedures were investigated with emphasis on feeding sequence, compaction method, and mixing temperature. Results indicated that the optimized feeding sequence significantly improved binder distribution; specimens compacted using the Marshall double-sided compaction method achieved a density of 89.60%. Rheological analysis revealed that at 30 °C, the viscosities of sustainable binder and polyurethane filler were 1280 mPa·s and 6825 mPa·s, respectively, suggesting optimal mixture uniformity. The proposed methodology and process parameters provide essential technical guidance for engineering applications of porous mixtures containing 100% sustainable binder. Full article

This study examines the influence of virgin polyethylene (vPE), recycled polyethylene (rPE), and Aerosil (A) on the performance of bitumen binders modified with partially devulcanized rubber (DVR). The experimental program included morphology analysis, determination of devulcanization degree, dynamic viscosity measurements, shear stress–shear rate analysis, load–displacement (F–Δl) testing, storage-stability evaluation, ring and ball softening point (R&B), penetration (P), and elastic recovery (ER) testing. The results show that DVR-rPE-modified bitumen binders exhibit 20–35% higher viscosity and up to 25% greater elongation at the break compared to DVR-vPE-modified bitumen systems, indicating more effective interaction with the bitumen matrix. The incorporation of Aerosil increased viscosity ca. 1.5–2 times for DVR-rPE and DVR-vPE-modified systems, respectively. Meanwhile, top and bottom differences in R&B decreased by a factor of 1.6–5 for DVR-rPE and DVR-vPE-containing composites, respectively, demonstrating significant enhancement in structural stability during storage. Mechanical testing further revealed that DVR-rPE + A binders absorbed 10–20% more deformation energy and consistently maintained ER values above 70–80%, corresponding to a higher elastic recovery grade at 25 °C. Overall, the DVR-rPE + A system provided the most balanced improvements in rheological, mechanical, and thermal properties, confirming its potential for use in high-performance, thermally stable, and environmentally sustainable bituminous materials for pavement applications. Full article

This review examines scientific and engineering strategies for adapting bituminous and asphalt concrete materials to the highly diverse climates of Central Asia. The region’s sharp gradients—from arid lowlands to cold mountainous zones—expose pavements to thermal fatigue, photo-oxidative aging, freeze–thaw cycles, and wind abrasion. Existing climatic classifications and principles for designing thermally and radiatively resilient pavements are summarized. Special emphasis is placed on linking binder morphology, rheology, and climate-induced transformations in composite bituminous systems. Advanced characterization methods—including dynamic shear rheometry (DSR), multiple stress creep recovery (MSCR), bending beam rheometry (BBR), and linear amplitude sweep (LAS), supported by FTIR, SEM, and AFM—enable quantitative correlations between phase composition, oxidative chemistry, and mechanical performance. The influence of polymeric, nanostructured, and biopolymeric modifiers on stability and durability is critically assessed. The review promotes region-specific material design and the use of integrated accelerated aging protocols (RTFOT, PAV, UV, freeze–thaw) that replicate local climatic stresses. A climatic rheological profile is proposed as a unified framework combining climate mapping with microstructural and rheological data to guide the development of sustainable and durable pavements for Central Asia. Key rheological indicators—complex modulus (G*), non-recoverable creep compliance (Jnr), and the BBR m-value—are incorporated into this profile. Full article

To conserve natural resources and reduce waste generation, the effective valorization of industrial waste and byproducts in engineering applications is becoming increasingly important. Among these materials, aluminum production residues (APRs) offer a promising and sustainable solution for road pavement applications. Unlike previous reviews, this paper uniquely examines recent research on the use of various APRs in bituminous materials across multiple scales, with particular attention to their roles as additives and fillers. The APRs examined included red mud (RM), aluminum dross (AD), and spent pot lining (SPL) residues, as well as secondary aluminum waste (SAW). These materials have been employed as additives in asphalt binders (microscale), as fillers in asphalt mastics (mesoscale), and as additives or fillers in asphalt mixtures (macroscale). Overall, this review indicates that adopting appropriate treatment approaches for APRs as asphalt modifiers can enhance their dispersion, thermal stability, rheological behavior, and leaching performance. In particular, the use of RM has been shown to improve thermal stability, tensile strength, intermediate-temperature cracking resistance, and rutting resistance, largely due to the increased stiffness it imparts to asphalt mastic and mixture phases. However, there is no clear consensus among researchers regarding other properties, as performance outcomes depend strongly on multiple factors, particularly the physicochemical characteristics of the RM, filler–binder ratios, testing methods, and reference filler types. Other APRs—such as AD, SPL, and SAW—have also shown beneficial effects on the performance of asphalt mixtures. There is still limited research on the influence of APRs physicochemical variability on asphalt–filler interactions and the performance of bituminous materials. For the safe and large-scale adoption of APRs, it is essential to establish standardized characterization procedures, testing methods, and application guidelines while considering diverse climatic conditions. Comprehensive assessments of cost and environmental impacts should also be incorporated to support informed decision-making by engineers and industrial stakeholders. Full article

This paper discusses the efficiency of ultrasonic-assisted bitumen extraction from bituminous sands of the Beke deposit (Mangistau region, Kazakhstan) using alkaline aqueous solutions. The process parameters, including ultrasonic frequency (22 kHz), power (up to 1500 W), solution pH (>12), and optimal NaOH concentration (1 wt.%) were optimized to achieve a maximum bitumen recovery of 98 wt.% within 8 min. The most effective sand-to-solution mass ratio was determined as 1:2, while the optimal process temperature was 75 °C. The application of ultrasound significantly enhances cavitation and reagent penetration, enabling efficient separation of bitumen with minimal chemical usage. Fourier-transform infrared (FTIR) spectroscopy and GC–MS analyses revealed the presence of aromatic hydrocarbons, paraffinic and naphthenic structures, as well as sulfur- and oxygen-containing functional groups (e.g., sulfoxides, carboxylic acids). These characteristics suggest moderate maturity and a high degree of aromaticity of the organic matter. Despite suitable thermal and compositional properties, the extracted bitumen exhibits a relatively low stiffness and softening point, indicating the need for additional upgrading (e.g., oxidation) prior to use in road construction. Although standard rheological tests (e.g., dynamic shear rhinometry) were not conducted in this study, the penetration and softening point values suggest a relatively soft binder, possibly unsuitable for high-temperature paving applications without modification. Future research will focus on rheological evaluation and oxidative upgrading to meet the ST RK 1373-2013 specification requirements. Full article

Polymer-modified bitumen is difficult to produce and often separates during storage and transport. In contrast, granular bitumen modifiers offer wide applicability, construction flexibility, and ease of transport and storage. This study involved preparing a multipolymer granulated bitumen modifier with a styrene–butadiene–styrene block copolymer, polyethylene, and aromatic oil. To elucidate the modification mechanism of a multipolymer granulated bitumen modifier on bitumen, the elemental composition of bitumen A and B, the micro-morphology of the modifiers, the changes in functional groups, and the distribution state of the polymers in the bitumen were investigated using an elemental analyzer, a scanning electron microscope, Fourier-transform infrared spectroscopy, and fluorescence microscopy. The effects of the multipolymer granulated bitumen modifier on the physical, rheological, and viscoelastic properties of two types of base bituminous binders were investigated at various dosages. The test results show that the Z_H/C ratio of base bitumen A is smaller than that of base bitumen B and that the cross-linking effect with the polymer is optimal. Therefore, the direct-feed modified asphalt of A performs better than the direct-feed modified asphalt of B under the same multipolymer granulated bitumen modifier content. The loose, porous surface structure of styrene–butadiene–styrene block copolymer promotes the adsorption of light components in bitumen, and the microstructure of the multipolymer granulated bitumen modifier is highly coherent. When the multipolymer granulated bitumen modifier content is 20%, the physical, rheological, and viscoelastic properties of the direct-feed modified asphalt of A/direct-feed modified asphalt of B and the commodity styrene–butadiene–styrene block copolymer are essentially identical. While the multipolymer granulated bitumen modifier did not significantly improve the performance of bitumen A/B at contents greater than 20%, the mass loss rate of the direct-feed modified asphalt of A to aggregate stabilized, and the adhesion effect reached stability. Image processing determined the optimum mixing temperature and time for multipolymer granulated bitumen modifier and aggregate to be 185–195 °C and 80–100 s, respectively, at which point the dispersion homogeneity of the multipolymer granulated bitumen modifier in the mixture was at its best. The dynamic stability, fracture energy, freeze–thaw splitting strength ratio, and immersion residual stability of bitumen mixtures were similar to those of commodity styrene–butadiene–styrene block copolymers with a 20% multipolymer granulated bitumen modifier mixing amount, which was equivalent to the wet method. The styrene–butadiene–styrene block copolymer bitumen mixture reached the same technical level. Full article

The use of solid products deriving from the pyrolysis of wastes as potential substitute of traditional binders in asphalt preparation is investigated with the final goal of reducing production costs, preserving non-renewable resources, and promoting an effective resource use as well as recovery and recycling procedures, thus implementing a regenerative circular economy approach. Char derived from the pyrolysis of agricultural and aquaculture wastes has been explored as a novel alternative additive for asphalt production. Different feedstocks were used for the preparation of biochar by pyrolysis. The produced char samples, after an in-depth chemical and structural characterization, have been implemented in the preparation of asphalt mixtures, with their potential use as a binder evaluated by performing conventional rheological tests. To evaluate the potential anti-aging effect of char as an additive, bituminous formulations containing 3 to 6 wt.% char were subjected to short-term simulated aging using the Rolling Thin-Film Oven Test (RTFOT) method. The resulting mechanical properties were then assessed. The results indicate that the all the tested char samples have limited modifying properties towards the gel-to-sol transition temperature. Among the samples, lemon peel-derived char (LP-char) showed superior antioxidant properties against bitumen oxidative aging. This study suggests that certain chemical characteristics can serve as predictive indicators of antioxidant activity in biochars produced from biomass pyrolysis. Full article

This study investigates the modification of bitumen using mechanochemically devulcanized crumb rubber. The objective of this research is to enhance the performance characteristics of bituminous binders while addressing the inherent limitations associated with conventional crumb rubber (CCR), such as insufficient dispersion, elevated viscosity, and phase instability. Preliminary chemical activation of the crumb rubber was performed using a planetary ball mill, followed by thermomechanical devulcanization on a two-roll open mixing mill. Structural features of the devulcanized crumb rubber were analyzed using infrared spectroscopy, which confirmed the breakdown of S–S bonds. This study presents a comparative analysis of the performance characteristics of rubber–bitumen binders produced using both conventional rubber crumb (CRC) and devulcanized rubber crumb (DRC). The use of DCR, obtained mechanochemically from rubber waste, improved penetration, Fraass breaking point and the ring and ball softening point on average at high concentrations (20; 25% crumb rubber) compared to conventional crumb rubber by 33%, 66% and 2.4%, respectively. Optical microscopy revealed the formation of a uniform mesh-like rubber structure within the bitumen matrix, which contributes to enhanced performance characteristics of the modified binder and improved mechanical strength of the material. The key contribution of this work lies in the development and experimental validation of an efficient approach to deep devulcanization of crumb rubber via mechanochemical activation using readily available nitrogen-containing reagents. Furthermore, the study establishes a direct correlation between the degree of devulcanization, the dispersion quality of rubber particles within the bitumen matrix, and the resultant performance characteristics of the modified binder. Full article

Ferrochrome (FeCr) slag is a by-product of high-carbon ferrochromium, which is used in the manufacturing of stainless steel. In this study, FeCr was evaluated as a replacement for natural aggregates in hot-mix asphalt (HMA) bituminous base and wearing course layers. Four mixes were designed according to the Superpave mix design procedure, one control and three mixes, with FeCr slag replacing coarse, fine, or total aggregate. FeCr slag exhibited higher angularity and surface roughness than natural aggregates, resulting in an increased number of voids in mineral aggregate (VMA) and increased binder content. Performance testing using dynamic modulus, finite element analysis, and rutting evaluation using the MEPDG rut model showed that rutting increased with increased slag content. However, mixes with coarse aggregate replacement performed better than those with fine aggregate replacement. TCLP testing indicated that the FeCr slag is environmentally safe. The heavy metal leachate content was well below regulatory limits. Economic analysis showed material cost savings of up to 44% and 4% in the bituminous base and wearing course layers, respectively. The findings support the use of FeCr slag as a coarse aggregate replacement in asphalt mixes, offering both environmental and economic benefits. Full article

The increasing environmental impact of industrial waste, particularly from the textile sector, has driven efforts to integrate alternative materials into road construction. This study explores the feasibility of incorporating recycled cotton textile fibers into Stone Mastic Asphalt (SMA) mixtures to enhance their mechanical performance and sustainability. The bituminous mixture SMA 11 surf 35/50 was designed with 0.3% textile fibers, a dosage optimized to prevent binder drainage while maintaining adequate structural properties. Laboratory tests were conducted to evaluate bulk and maximum density, air void content, water sensitivity, and resistance to permanent deformation. The results demonstrated that the inclusion of 0.3% textile fibers significantly reduced binder drainage, improved moisture resistance with an ITSR of 96.30%, and enhanced stability under traffic loads. Although the WTSAIR value of 0.12 mm/1000 cycles did not fully comply with PG-3 requirements for T2 traffic, slight adjustments in binder content or composition could optimize performance. Beyond technical benefits, this study highlights the environmental and economic advantages of repurposing locally generated textile waste, reducing landfill accumulation, and fostering synergies between industries. Future research should focus on optimizing bitumen content, conducting fatigue and aging tests, and validating field performance under real traffic and environmental conditions to ensure long-term durability and compliance with road specifications. Full article

Rising industrialization and population growth contribute to the increasing generation of plastic waste, which poses significant environmental and health challenges. Despite its potential as a resource, plastic waste is often discarded without proper treatment. Repurposing it in road construction offers both economic and environmental benefits, providing a sustainable waste management solution. This paper thoroughly examines various types of plastic waste used in asphalt mixtures, considering both wet and dry processing methods and their impact on bituminous binders and asphalt performance. Overall, incorporating waste plastics into asphalt mixtures has been shown to improve fatigue resistance, rutting resistance, moisture resistance, and high-temperature performance. However, challenges related to compatibility and low-temperature performance persist in plastic-modified asphalt applications. To address these issues, modified approaches, such as the use of chemical additives, have been identified as effective in enhancing the bonding between waste plastics and bituminous binders while also increasing the amount of plastic that can be incorporated. While plastic-modified asphalt shows significant promise, overcoming these challenges through targeted research and careful implementation is essential for its sustainable and effective use in asphalt mixtures, ensuring long-term performance. Full article

Crumb rubber modification of bituminous binders for asphalt concrete mixture production has been shown to provide significant environmental benefits, in terms of reduced embodied carbon, as well as improvement in the mechanical performance properties of asphalt mixtures. Furthermore, even at low dosages of crumb rubber, significant anti-ageing benefits have been reported, in terms of oxidation and ultra-violet light exposure. However, the effect of low dosage crumb rubber modification on the mechanical properties of asphalt mixtures must be understood. This research compared otherwise nominally identical dense-graded asphalt mixtures produced with crumb rubber modified binder at 5%, 10%, and 15% (by weight of the bitumen) and, using short digestion (reflecting field blending) and long digestion (reflecting terminal blending), to two control asphalt mixtures across a range of mechanical properties indicative of stiffness, rutting resistance, fatigue cracking resistance, cold fracture resistance, and moisture damage resistance. It was concluded that 10% was the optimum crumb rubber content and that crumb rubber modification generally improved the mechanical properties of asphalt mixtures, particularly the deformation resistance and the fatigue cracking resistance, which were both improved significantly. However, the effect of crumb rubber content and digestion times was variable. Consequently, the decision to field blend (short duration) or terminal blend (long duration) should be based on logistics, and not on asphalt mechanical properties and the associated mixture performance. Full article

This paper discusses the properties of OMV Starfalt^® PmB 45/80 RC bituminous binder developed by the Austrian oil company OMV Downstream GmbH (OMV, Vienna, Austria), intended to be used for the recycling of reclaimed asphalt mixtures (RAP). The binder is characterized by various adjusted properties like higher needle penetration, higher softening point and higher elastic recovery (close to 95–100%), with the aim to compensate for the properties of the aged binder contained in the reclaimed asphalt. Three experimental sections were laid in the Czech Republic. Monitoring was performed on these sections (cores were taken after 0, 6, 12, 24, 44 and 93 months) with a consecutive analysis of the properties of the used binder—the binder was extracted from the cores and tested for penetration, softening point, critical temperature at bending beam rheometer (BBR), complex modulus and phase angle using a dynamic shear rheometer (DSR). The previously described binder was used during the construction of trial sections in the villages Domasov and Lednice and near the city Opava. In the first case, a surface course mixture of asphalt concrete type (AC surf 11+) contained 18% of RAP, whereas in the second and third case, a binder course mixture of asphalt concrete type (AC bin 22 S) comprised 23% and 39% of RAP, respectively. After approx. 8 years (Domasov and Lednice) and 3.5 years (Opava) in service, no failures or defects were recorded at any of the sections. This paper gives an update of the research work carried out in 2019 with the latest results from 2023. Full article

Climate change, principally driven by human activities, has led to an increase in global temperature, which is predicted to continue rising in the coming years. This temperature increase is even more pronounced in urban areas due to the heat island effect. This phenomenon is highly influenced by the presence of paved streets made with bituminous mixtures, which are characterised by their high solar radiation absorption capacity. Bituminous mixtures retain and re-emit a large amount of heat that intensifies the urban heat island effect. The novelty of this work is to measure retroreflective properties of bituminous mixtures that present a highly textured surface. In this context, the aim of this study is to evaluate the retroreflectance of different bituminous mixtures for use as pavement surfaces, focusing on the influence of colour and different types of aggregates. For this, total and directional reflectance measurements were conducted to determine the retroreflectance of these mixtures, with the purpose of mitigating the heat island effect in urban environments without affecting users through reflected solar radiation. The results show the retroreflective capacity of the designed mixtures within the visible spectrum, especially those manufactured with light-coloured aggregates and synthetic binders pigmented with titanium dioxide. Thus, the retroreflectance of the lighter mixtures range from 37.9% at a 0° entrance angle to 68.9% at 60°, while the black mixtures exhibit values between 5.1% and 8.4%. Full article

Cracks in asphalt mixtures compromise the structural integrity of roads, increase maintenance costs, and shorten pavement lifespan. These cracks allow for water infiltration, accelerating pavement deterioration and jeopardizing vehicle safety. This research aims to evaluate the impact of synthetic fibers, specifically glass fiber (GF) and polypropylene fiber (PPF), on the crack resistance of Hot-Mix Asphalt (HMA). An optimal asphalt binder content of 5% was used in all sample designs. Using the dry mixing technique, GFs and PPFs were incorporated into the HMA at dosages of 0.50%, 1.00%, and 1.50% by weight of the aggregate. The effects of these fibers on the mechanical fracture properties of the HMA were assessed using Semi-Circular Bending (SCB), Indirect Tensile Asphalt Cracking Tests (IDEAL-CTs), and Three-Point Bending (3-PB) tests. This study focused on fracture parameters such as fracture work, peak load, fracture energy, and crack indices, including the Flexibility Index (FI) and Crack Resistance Index (CRI). The results from the SCB and IDEAL-CT tests showed that increasing GF content from 0.5% to 1.5% significantly enhances the flexibility and crack resistance of HMA, with FI, CRI, and CT Index values increasing by 247.5%, 55%, and 101.35%, respectively. Conversely, increasing PPF content increases the mixture’s stiffness and reduces its crack resistance. The PP-1 mixture exhibited higher FI and CT Index values, with increases of 31.1% and 10%, respectively, compared to the PP-0.5 mixture, based on SCB and IDEAL-CT test results. The SCB, IDEAL-CT, and 3-PB test results concluded that fibers significantly influence the fracture properties of bituminous mixtures, with a 1% reinforcement dosage of both PPFs and GFs being optimal for enhancing performance across various applications. Full article