Search Results (59)

Durable road infrastructure in tropical regions is challenged by severe climatic conditions and heavy traffic loads. This study investigates the influence of two high-performance binders and aggregate structure on the fatigue resistance of two asphalt concrete (AC) mixtures and examines their relationship with pavement mechanical response. The experimental program includes uniaxial compression and four-point bending fatigue tests to determine dynamic modulus and fatigue performance. A predictive model for constant-strain fatigue life was developed based on fatigue test results. Mechanistic analysis was conducted for different asphalt layer thicknesses to estimate internal strains used in fatigue life prediction. The results show that the high-toughness mixture (GT-13) exhibits a 12% to 14% higher dynamic modulus at high temperatures. The maximum tensile strain occurs at the bottom of the AC layer for a thickness of 7 cm. Compared to Beton bitumineux Semi-Grenu (BBSG 0/14), GT-13 improves fatigue life by over 5.4 times and reduces damage by about 87%, extending the equivalent theoretical design life beyond 28 years, achieving the lowest composite-index-based pavement evaluation. Full article

Conventional pavement design methods are generally intended for highways and are not suited to the extreme loading conditions experienced by mining haul roads. This study presents an innovative pavement design for a heavily trafficked phosphate mine haul road (≈22.35 kT·day⁻¹) constructed entirely from phosphate mine waste rock (PMWR), offering a sustainable alternative to conventional aggregates. The proposed structure comprises a 0.35 m sub-base (0–100 mm), a 0.25 m base (0–63 mm), and a 0.07 m semi-granular asphalt concrete (BBSG 0–20 mm) wearing course designed to combine high mechanical performance with effective dust control. The design was validated through an integrated experimental program that included repeated load triaxial testing (RLTT), asphalt stiffness, fatigue and rutting tests, thermogravimetric analysis (TGA), and full-scale field trials involving EV₂ plate-load testing, dust monitoring, and emergency braking tests using a Komatsu 730E haul truck. The results demonstrate that the proposed pavement provides excellent structural performance. The asphalt mixture achieved a stiffness modulus of 9160 MPa, a fatigue resistance of 139.6 µε, and a proportional rut depth (PRD) of only 2.2%. In the field, the compacted sub-base and base reached average EV₂ values of 153 MPa and 181 MPa, respectively, confirming their high load-bearing capacity. The paved haul road reduced airborne dust emissions by approximately 91%, surpassing the mine’s target of 80%, while also enabling haul-truck operating speeds to double, with associated reductions in tire wear and maintenance. Despite these performance gains, the proposed solution remains economically attractive, with a construction cost of approximately 23.97 €/m². Overall, the study demonstrates that phosphate mine waste rock can be successfully transformed into a durable, cost-effective, and environmentally sustainable pavement solution for heavy-haul mining roads, providing a practical example of circular economy principles in mining infrastructure. Full article

Road construction contributes to embodied carbon in infrastructure, with asphalt-bound layers often dominating construction-stage greenhouse gas emissions in flexible pavements. Reclaimed asphalt pavement (RAP) and high-modulus asphalt concrete can reduce virgin material demand and improve structural efficiency, but their sustainability benefit depends on maintaining equivalent pavement performance. This study develops a climate-informed, mechanistic, environmental, and economic Pareto optimization framework for RAP-modified high-performance asphalt concrete (RAP-HPAC) pavement sections in Alberta. The framework couples fitted dynamic modulus master curves, monthly pavement temperature inputs, ALVA layered elastic analysis, Asphalt Institute fatigue and rutting criteria, A1–A5 global warming potential (GWP), and Alberta 2026 installed unit-price cost data. The RAP-HPAC mixture contains 50% RAP and was designed through a balanced mix design to target approximately 80% effective RAP binder activation. Three traffic classes were evaluated: 731, 1300, and 5426 ESAL/day/direction, each with 2% annual compound growth over a 20-year design period. Relative to independently optimized conventional HMA controls, Pareto-selected RAP-HPAC sections reduced P50 construction-stage GWP by approximately 19–30% and first cost by approximately 6–11% at a conservative 0.90× RAP-HPAC cost multiplier. The results show that RAP-HPAC is most beneficial when used as a structural-bound base that replaces conventional asphalt-bound capacity while preserving sufficient granular support. The framework provides a reproducible design-stage approach for comparing recycled high-modulus asphalt mixtures using performance, carbon, and cost criteria simultaneously. Full article

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

The need for potentially more sustainable road rehabilitation solutions has driven the use of reclaimed asphalt pavement (RAP) in bituminous mixtures. However, high-RAP content remains a technical challenge due to binder ageing, which increases mixture stiffness and adversely affects its mechanical performance. The aim of this research is to evaluate three strategies for correcting aged binder in asphalt concrete (AC) 16 surf S mixtures containing 50% RAP: rejuvenator, regenerator, and softer virgin bitumen. To this end, four asphalt mixtures were evaluated through tests on air void content, water sensitivity, resistance to permanent deformation, and stiffness modulus, in accordance with European standards. The results show that the reference mixture without binder correction exhibits excessive stiffness, whereas the mixture incorporating a rejuvenator showed the most favorable combination of the mechanical indicators evaluated, combining a significant reduction in stiffness modulus with high water resistance and adequate rutting resistance. The mixture with regenerator showed an intermediate response, while the exclusive use of a softer bitumen did not achieve satisfactory overall performance. The results confirm that the use of high-RAP contents in AC 16 surf S mixtures can be feasible, provided that an appropriate strategy for rheological correction of the aged binder is applied. Full article

Semi-circular bending tests were conducted on high-elasticity asphalt concrete under different aging conditions to investigate the effects of rubber particles and polyester fiber contents on its fracture properties. Results showed that the incorporation of approximately 3% rubber particles increased the fracture energy by 15%, whereas the addition of 1.2% polyester fibers increased the fracture toughness and fracture energy by 4% and 19%, respectively. Aging-induced oxidative hardening enhanced the overall elastic modulus and interfacial constraint effect of the asphalt mixture, thereby improving the stress transfer efficiency among the rubber particles, polyester fibers, and the surrounding matrix. As a result, both the peak load and fracture toughness increased. However, compared with the unaged state, aged asphalt concrete became more susceptible to brittle fracture, with a decrease in fracture energy and a change in the crack propagation path from a curved to a straight trajectory. Full article

High-quality pavement materials at reasonable prices are crucial for managing many heavy truck loads and hot weather conditions that present significant challenges for researchers, managers, and engineers. One effective strategy is to incorporate polymers into modified asphalt or asphalt mixtures. However, there are several notable challenges when using polymers in asphalt concrete, particularly related to mixing procedures and methods. Worldwide, two primary mixing methods are commonly used, including traditional dry and modified dry techniques. The dry method is usually preferred for using polyethylene terephthalate (PET) due to its various advantages. The indirect tensile strength, static resilient modulus, dynamic modulus, and fatigue tests were examined for all asphalt mixtures with PET using both dry methods. The findings from this research suggest that the modified dry mixing method is more effective, particularly regarding fatigue resistance, based on a systematic analysis of the results. In addition to these experimental investigations, an analysis of flexible pavement design for a typical pavement section has been conducted. This analysis utilized the experimental resilient modulus of all mixtures to predict fatigue life based on the Asphalt Institute model. Full article

The main goal of this study is to evaluate the feasibility of designing high-performance MASAI mixtures produced at ambient temperature. For this purpose, the impacts of certain variables, such as the type and amount of asphalt emulsion and the use or non-use of RAP, on its performance are evaluated. Subsequently, its stiffness modulus, tensile strength, permanent deformation, and resistance to thermal cracking were evaluated and compared against a conventional dense-graded asphalt concrete (AC 16) and an open-graded (BBTM11B) hot-mix asphalt used for wearing courses. The results showed that these materials could represent more sustainable and good solutions for the rehabilitation of some types of pavements. Full article

In order to clarify the road performance and load response behavior of polyurethane mixtures, a low-temperature bending test, dynamic modulus test, rutting test, Hamburg rutting test, and four-point bending fatigue test were conducted on multi-crushed stone polyurethane concrete (SPC-16) and polyurethane concrete (PC-20) as the test objects, and the results were compared with the road performance of an asphalt mastic crushed stone mixture (SMA-13). The differences in the load response between two typical polyurethane mixture pavement structures and a typical asphalt pavement structure were analyzed under four working conditions: a normal-temperature standard load, normal-temperature heavy load, high-temperature standard load, and high-temperature heavy load. The results showed that the low-temperature flexural tensile strength of the polyurethane mixture was 1.3–1.7-times that of SMA-13, the maximum flexural tensile strain was 1.1–1.8-times that of SMA-13, the dynamic stability of the polyurethane mixture was more than 15-times that of SMA-13, and the fatigue life of the polyurethane mixture was 8–12-times that of SMA-13. The surface deflection, base stress, and surface strain of the typical asphalt pavement structures and two typical polyurethane mixture pavement structures at the same temperature all increased with an increase in the load. The load response of the polyurethane mixture pavement structures under high-temperature conditions was relatively stable. Full article

Owing to certain inherent deficiencies in their properties, fine reclaimed asphalt pavement (RAP) particles have not yet been widely reused worldwide, resulting in significant environmental pollution and economic waste. Currently, a diverse array of design methods for asphalt mixes has been proposed. These methods can exert a varying influence on the degree of blending (DoB) and the performance of recycled hot-mix asphalt containing fine RAP particles, and some methods may be better suited for recycling fine RAP particles. However, the specific effects and differences among these various methods have yet to be fully revealed. Therefore, this research comprehensively explored these behaviors. Four distinct mix design formulations were investigated: the dense-graded Asphalt Concrete Group (Group AC), the Stone Mastic Asphalt Group (Group SMA), the High-modulus Asphalt Concrete Group (Group HMAC), and the rejuvenator-modified Asphalt Concrete Group (Group AC+Re). It can be found that the DoB and performance varied across different groups. The DoB spanned from 69% to 82%, with Group SMA showing the highest and Group HMAC exhibiting the lowest. The tensile strength ratio (TSR) of Group AC performed only 73.7%, failing to meet the specification threshold; nevertheless, this shortfall can be compensated by employing alternative methods or adding rejuvenator. Group HMAC exhibited the highest splitting-tensile strength and fracture energy. In addition, the incorporation of rejuvenator can enhance most performance of mixes. Some findings may provide a new perspective for the application of fine RAP particles. Full article

Under high temperature and heavy load conditions, asphalt pavements are prone to rutting and other distress, which severely affect the service life of the road. High modulus asphalt concrete has significant advantages in addressing rutting issues in asphalt pavements. However, its low-temperature performance is often poor, especially in regions with hot summers, cold winters, and large diurnal temperature variations, which limits the application of this technology. Based on this, the study introduces three types of fibers: basalt fiber, polyester fiber, and lignin fiber as reinforcing materials to improve the performance of high modulus asphalt concrete. The effects of these fibers on the pavement performance of high modulus asphalt concrete are systematically evaluated through rutting tests, low-temperature bending tests, immersion Marshall tests, freeze–thaw splitting tests, fatigue tests, and dynamic modulus tests. The test results show that as the fiber content increases, the effect of the fibers on the high-temperature, low-temperature, and fatigue performance of high modulus asphalt concrete initially improves and then decreases. The impact on water stability is not significant, while the dynamic modulus performance decreases. Fibers can significantly improve the low-temperature performance of the mixture. Among them, basalt fiber shows the greatest improvement in high-temperature and fatigue performance, while polyester fiber provides the best improvement in low-temperature performance. The improvement effect of lignin fiber is not as pronounced as that of the first two fibers. All types of fibers have an adverse effect on the dynamic modulus of the mixture. Taking all factors into consideration, the recommended fiber contents for basalt fiber, polyester fiber, and lignin fiber are 0.4%, 0.3%, and 0.3%, respectively, as these levels exhibited the best overall performance among the discrete dosages investigated in this study. Based on the experimental results, and within the selected dosage range, a performance evaluation system for fiber-reinforced high modulus asphalt concrete is established. Full article

The aging of asphalt mixture is one of the primary factors influencing the durability and performance of pavements. This study analyzed the influence of short-term (STOA) and long-term (LTOA) aging on hot mix asphalt (HMA) with the incorporation of recycled concrete aggregates (RCAs). The effect of aging on these types of mixtures has not been previously evaluated. HMAs were produced with 0%, 12%, and 21% RCAs (by mass), referred to as HMA Control, HMA RCA12, and HMA RCA21. These replacement percentages correspond to particles ranging between 19 and 12.5 mm (12%) and 19 and 9.5 mm (21%). The Marshall test was employed to determine the optimal asphalt content, followed by indirect tensile strength, resilient modulus, and permanent deformation resistance tests on samples subjected to STOA and LTOA. Overall, the results demonstrate that the incorporation of RCAs could improve the durability of asphalt mixtures by reducing their susceptibility to aging. Specifically, HMA RCA12 exhibited the best balance between stiffness, deformability, and resistance to aging, suggesting a favorable technical potential for its application in sustainable pavements, although additional testing is required to validate its long-term performance. Despite this, high RCA contents may reduce resistance to rutting and moisture damage. The results suggest that the optimal performance is achieved by balancing binder content and aggregate absorption to minimize susceptibility to aging. Full article

The stress–strain–strength behavior of hydraulic asphalt concrete is critical to the safety of the high asphalt concrete core. To study the effect of bitumen grade on the stress–strain–strength behavior of hydraulic asphalt concrete, uniaxial compression tests, direct tension tests, bending tests, and triaxial compression tests were conducted. The variation patterns of mechanical performance indicators and stress–strain curves of hydraulic asphalt concrete with bitumen grades A70, A90, and A110 were analyzed. The elastic modulus expression of asphalt concrete based on nonlinear failure criteria were proposed. Considering potential issues associated with asphalt concrete core, the selection of bitumen grades was discussed. The results indicate that increasing the bitumen grade enhances the tensile, compressive, bending, and shear deformation properties of hydraulic asphalt concrete, and makes it exhibit more pronounced ductile behavior. However, the strength and modulus decrease. The use of higher-grade bitumen reduces the dilatancy of hydraulic asphalt concrete. As the bitumen grade increases, the nonlinear property of the shear strength of hydraulic asphalt concrete becomes more significant. An elastic modulus expression based on nonlinear failure criterion accurately describes the deviatoric stress–axial strain relationship for hydraulic asphalt concrete of different bitumen grades. When the strength of hydraulic asphalt concrete meets these requirements, it is advisable to select higher-grade bitumen to enhance the safety of the core. Full article

Microwave heating is a method with a uniform heating effect and environmental friendliness in in-place hot recycling, but the microwave absorption capacity of traditional asphalt mixtures is still insufficient. As an excellent microwave-absorbing material, magnetite powder has the characteristics of high temperature resistance, corrosion resistance, and good thermodynamic stability. This study selects it as the microwave-absorbing material, prepares AC (Asphalt Concrete) type and SMA (Stone Mastic Asphalt) type microwave asphalt mixtures by adjusting its content, and investigates its influence on the microwave-heating characteristics and pavement performance of the mixtures. Simulations of the microwave-heating process of AC-type mixtures using COMSOL software (COMSOL Multiphysics 6.2) show that magnetite powder achieves optimal performance in terms of heating effect and economic efficiency when its content is 0.5%. Subsequently, laboratory tests are conducted to study the wave absorption and temperature rise performance of AC and SMA microwave asphalt mixtures; combined with economic factors, the optimal contents of magnetite powder for the two types of mixtures are determined to be 0.5% and 1%, respectively, and at the same time, these results are explained based on multiple physical theories. Furthermore, pavement performance is investigated through laboratory tests, including high-temperature rutting tests, low-temperature bending tests, immersed Marshall tests, and freeze–thaw cycle durability tests, and the results indicate that the high-temperature performance, low-temperature performance, and water stability of the microwave asphalt mixtures all meet the specification requirements for pavement performance. Subsequently, after 15 freeze–thaw cycles, the splitting tensile strength retention rate and stiffness modulus of the two types of mixtures show minimal differences from those of ordinary mixtures, and there is no durability degradation caused by the incorporation of magnetite powder. Finally, outdoor environment verification is carried out, and the results show that under complex conditions such as environmental factors, the wave absorption and temperature rise rates of AC and SMA mixtures at optimal contents are 52.2% and 14.6% higher than those of ordinary AC and SMA asphalt mixtures, respectively. In addition, these microwave asphalt mixtures have the advantages of both sustainability and reduced carbon emissions. By combining simulation methods and experimental verification, this study finally prepared two types of microwave asphalt mixtures with excellent performance, not only improving the microwave absorption and heating performance of asphalt mixtures, but also reducing environmental pollution and energy consumption, which conforms to the development of green transportation. Full article

Accurately determining the modulus of each structural layer remains a key challenge in asphalt pavement design, construction quality control, and bearing capacity assessment. This study introduces an ensemble model combining a genetic algorithm-optimized backpropagation neural network (GA-BP) and a convolutional neural network (CNN) to back-calculate the dynamic modulus of asphalt pavement layers over rubblized old cement concrete structures. Using a dynamic deflection basin database created by our research team, we built a dataset of 1,552,000 pavement structure samples with Falling Weight Deflectometer (FWD) data. Based on this dataset, we developed regression models, including a backpropagation (BP) neural network, GA-BP, and CNN, to perform the back-calculation of dynamic modulus values. Performance testing revealed that the CNN model outperformed both the GA-BP and BP models in terms of accuracy and stability, as indicated by evaluation metrics (R², MAE, RMSE, MAPE), with the following ranking: CNN > GA-BP > BP. Nonetheless, the maximum relative error across all three models remained notable. To address this, an ensemble model combining GA-BP and CNN was created, significantly enhancing the accuracy and stability of the back-calculation results. The proposed ensemble model was tested on-site with FWD data to estimate the dynamic modulus of asphalt pavement layers. The results demonstrated strong agreement with actual pavement performance and high consistency with numerical outcomes from three-dimensional (3D) dynamic finite element method simulations. These findings suggest that the GA-BP and CNN ensemble approach offers a reliable method for back-calculating the dynamic modulus of asphalt pavement layers over rubblized old cement concrete structures. Full article