Search Results (61)

Conventional crumb-rubber-modified asphalt (CRMA) often shows high viscosity, storage separation, and limited low-temperature relaxation, whereas existing engineered rubber or single-activation methods do not fully clarify the combined contribution of biomass–oil swelling and microwave treatment. This study develops a rapeseed heavy oil (RHO)–microwave composite activation route for CRMA. Microwave activation, RHO pre-swelling, and their composite treatment were compared by varying rubber size, microwave intensity, and oil-to-rubber ratio. Binder workability, storage stability, DSR/MSCR/BBR rheology, FTIR, SEM, fluorescence microscopy, TGA, and AC-13C mixture performance were evaluated. Microwave activation mainly reduced viscosity and improved rubber dispersion, whereas RHO pre-swelling improved ductility and storage stability. The optimal F84 binder (80-mesh rubber, RHO-to-rubber ratio 1:2, 1.2 kJ/g microwave) reduced 180 °C viscosity and top–bottom softening-point difference by 42.95% and 55.68%, respectively, and increased 10 °C ductility from 10.5 to 19.5 cm relative to inactivated CRMA. Although F84 weakened creep recovery compared with inactivated CRMA, it improved low-temperature relaxation and mixture failure strain (3527.8 µε). The composite route is therefore suitable for CRMA applications prioritizing workability, storage stability, low-temperature cracking resistance, and rubber valorization, while rutting-critical projects require mixture-level verification. Full article

The application of carbon-fiber-based geogrids in asphalt pavements is still in the nascent phase of research in China. Compared with glass fiber, carbon fiber undergoes processes such as electrochemical surface oxidation and coating with a sizing agent (polyurethane-based) to enhance its bond strength with bitumen or concrete, and to improve its wear resistance and suitability for construction. Utilizing a suite of laboratory tests including rutting tests, low-temperature flexural failure tests, and Leutner shear tests, this study researches the impacts of surface combined body type and geogrid type on the high- and low-temperature performance characteristics and interlayer shear performance of asphalt pavement structures. The results demonstrate that carbon-fiber-based geogrid reinforcement improves the rutting and low-temperature cracking resistance of asphalt surface combined bodies, with the carbon fiber geogrid (CCF) variant exhibiting superior performance to the carbon/glass fiber composite geogrid (GCF) in both aspects. Relative to GCF reinforcement, CCF reinforcement achieves increases of 12.80–13.74%, 4.53%, and 37.47% in dynamic stability, flexural tensile strength, and flexural tensile strength enhancement rate, respectively, indicating that the polymer coating process enhances the reinforcement effect of carbon-fiber-based geogrids. Carbon-fiber-based geogrid reinforcement compromises the interlayer shear performance of asphalt pavement composites; nevertheless, CCF reinforcement delivers 13.94–28.14% better interlayer shear performance than GCF reinforcement. This indicates that the polymer coating process enhances the shear resistance at the interface of carbon-fiber-based geogrids. Surface combined body type is a key factor governing the high- and low-temperature performance and interlayer shear behavior of reinforced surface combined bodies. The dynamic stability, maximum flexural-tensile strain, and interlayer shear strength of the AC-20/AC-25 are all superior to those of the AC-13/AC-20, with respective increases of 40.25%, 27.58%, and 8.5–25.6%. The test results may provide meaningful insights into the performance behavior of geogrid-reinforced asphalt pavements. Full article

Conventional maintenance models often neglect the impact of pre-existing rutting on sealcoat performance, particularly in high-temperature regions like Chongqing in China, where rut-related failures are common. Existing ruts impose geometric constraints that significantly alter stress redistribution within the new sealcoat layer, yet this constraint mechanism remains poorly understood due to limitations in laboratory observation. This study developed a mesoscopic AC16 + MS3 composite discrete element model to simulate the mechanical behavior of a sealcoat applied over a rutted pavement. To replicate real-world conditions, a constant pressure of 0.7 MPa, representing the standard tire ground pressure in JTG E20-2011, was applied at a temperature of 70 °C, reflecting extreme high-temperature stability limits. Virtual rutting tests and contact force chain analyses were conducted across varying existing pavement rut depths, including 0 mm, 3 mm, 6 mm, and 10 mm. The results indicate that existing ruts redirect stress transfer paths, causing vertical compressive force chains to densify within the rutted zone and tensile stress to concentrate at rut edges. Mastic-mastic contacts transmit over 65% of the load, identifying asphalt mortar as the primary load-transfer phase. Notably, a 10 mm existing rut depth induces a tensile vacuum zone at depths of 15–40 mm, disrupting the standard U-shaped stress distribution. These findings clarify how pre-existing geometries govern structural degradation, suggesting that maintenance in high-temperature regions must prioritize asphalt mortar performance to mitigate edge cracking and deformation. Full article

Oxidative aging drives asphalt pavement degradation, causing critical structural failures. This study evaluated hazelnut (HS) and walnut shell (WS) powders (0–3% w/w; 10–12 μm) as sustainable antioxidants, from valued residues, to mitigate thermo-oxidative aging in CA-24 binders. After evaluating the antioxidant potential (ORAC; Oxygen radical absorbance capacity, and TPC; Total phenolic content), modified binders underwent RTFO (Rolling thin film oven) and PAV (Pressure aging vessel) aging, evaluated by Fraass fragility, Relative Aging Index (RAI), dynamic shear rheometry (G*/sin δ), and Multiple Stress Creep Recovery (MSCR). WS exhibited significantly higher antioxidant capacity (6000 μmol TE g DW⁻¹) and TPC than HS. The 3% treatments demonstrated optimal antioxidant efficacy, reducing long-term RAI by 14% and improving low-temperature flexibility by 3.8 °C (Fraass point −12.3 °C). However, MSCR revealed initial plasticizing effects decreasing elastic recovery (70%) and increasing non-recoverable compliance (Jnr) compromising unaged rutting resistance. Principal component analysis confirmed progressive diversification of aging-induced properties, evidencing complex multivariate trajectories. Ultimately, while nutshell derived phenolic modifiers provide effective concentration-dependent antioxidant protection, practical application requires optimization through targeted phenolic extraction, particle engineering, or elastomeric co-modification. Balancing aging resistance with high temperature stability remains essential for advancing these sustainable biomodification strategies in road infrastructure. Full article

This study addresses the severe durability challenges for asphalt pavements in extreme, arid continental climates like Turpan, Xinjiang, where summer surface temperatures exceed 80 °C and winter lows drop below −20 °C. It evaluates Qingchuan rock asphalt (QRA) as a modifier to enhance the durability of plant-mixed hot recycled asphalt mixtures containing reclaimed asphalt pavement (RAP). Laboratory tests at binder and mixture levels evaluated the performance of QRA-modified binder and recycled mixtures. The program included binder specifications, performance grading, dynamic modulus, dynamic stability, and residual stability. Results indicate that increasing QRA dosage raises the softening point, G*/sin δ, and high-temperature PG, enhancing stiffness and rutting resistance. Although blending with RAP binder further improves high-temperature performance, it reduces workability and low-temperature resistance. In mixtures, dynamic stability, residual Marshall stability, and TSR increased by 115%, 6.59%, and 14.38%, respectively, while failure strain decreased by 30.8%. Dynamic modulus master curves confirm improved modulus retention at high temperatures. Considering the local PG 76–22 requirement and relevant specifications, a mixture containing 10% QRA and 50% RAP is recommended for durable plant-mixed hot recycled asphalt pavements in Turpan and similar arid climate regions. Full article

Speed management plays a critical role in road safety; however, conventional speed limits are determined based on characteristics such as geometry and traffic volume. Limited consideration is given to the structural condition of pavements and surface distress. This study proposes an integrated mechanistic–quantitative framework that links pavement distress and road safety indicators to the selection of speed limits. A flexible pavement section on Highway No. 80 in Iraq is analyzed as a case study. Mechanistic pavement analysis using KENPAVE is employed to estimate critical strains based on field traffic data and Equivalent Single-Axle Loads (ESALs). The rate of failure is estimated by comparing ESALs and the allowable load repetitions. Safety-related constraints are then derived to quantify hydroplaning risk, braking performance through stopping sight distance, and the vertical shock criterion. The results indicate that the existing pavement structure is marginal, with a high probability of fatigue failure and sensitivity to rutting under increased traffic loads. The integrated safety analysis yields a critical wet-weather speed of approximately 67–70 km/h, while localized settlements exceeding 10 mm require speed reductions of 50–60 km/h to maintain vehicle stability. The proposed framework demonstrates that pavement conditions directly influence safe speed, providing a rational basis for safety-oriented speed management. Full article

Stone Matrix Asphalt (SMA) has emerged as a premier high-performance paving solution for critical infrastructure applications. Its distinctive skeleton structure, composed of coarse aggregates bound by a fiber-stabilized bituminous mastic, delivers exceptional mechanical performance, including superior resistance to rutting (≤3 mm after 10⁶ load cycles) and fatigue cracking (>500,000 cycles to failure). While proven in demanding service environments, research has increasingly focused on enhancing the sustainability of SMA through key innovations: (1) the incorporation of recycled materials, such as 30–40% Reclaimed Asphalt Pavement (RAP) and 0.3–0.5% waste tire textile fibers (WTTF); (2) the development of bio-based binders derived from renewable sources; and (3) the adoption of Warm-Mix Asphalt (WMA) technologies that reduce production temperatures by 20–30 °C. These advancements yield significant environmental benefits, including approximately 25% lower CO₂ emissions and 15–20% reduced energy consumption compared to conventional SMA production. It is important to distinguish between these quantitatively demonstrated benefits, primarily from Life Cycle Assessment (LCA) studies of technologies like WMA and RAP, and the more qualitative sustainability claims associated with emerging materials like nanomaterials or novel bio-additives, which often lack comprehensive lifecycle inventories. Nevertheless, challenges persist, notably moisture susceptibility (manifesting as a 10–15% strength reduction after saturation) and uncertainties regarding the long-term performance of modified mixes. This review consequently identifies critical research priorities: optimizing mix designs with locally available materials to minimize transport emissions, employing nano-scale modifiers to enhance moisture resistance, and developing standardized lifecycle assessment protocols. Addressing these challenges is paramount to establishing SMA as a model sustainable pavement technology that robustly meets both structural performance benchmarks and ecological sustainability goals. Full article

This study investigates the synergistic use of Fischer–Tropsch wax (FTW) and recycled rubber powder (RP) as dual modifiers in stone mastic asphalt (SMA11) to improve its mechanical and functional performance. Rheological analysis demonstrated that an FTW content of 4% achieves the optimal balance of high-temperature rutting resistance, aging resistance, and workability, with a binder viscosity of 1.6 Pa·s at 135 °C. When incorporated into SMA11 mixtures at 15%, RP yielded the best overall mechanical performance, including a reduction in rut depth to 1.22 mm and a 25% decrease in wheel tracking slope (WTS). The 15% RP mixtures also exhibited superior long-term skid resistance (μ_m = 0.329 after 180,000 polishing cycles, corresponding to a 13% reduction in braking distance) and enhanced thermal cracking resistance (failure temperature improved by 8.0 °C to −32.7 °C). An RP content of 5% maximized moisture resistance (ITSR = 100%), while 10% RP produced the highest mid-frequency sound absorption coefficient (α = 0.050). The hybrid modification system enables a 20 °C reduction in production temperature, consistent with published data on wax-based warm-mix technologies, and is associated with reduced energy consumption and lower emissions. The approach simultaneously supports sustainable pavement design through the high-value reuse of waste tire rubber. Full article

The incorporation of reclaimed asphalt pavement (RAP) offers significant environmental benefits; however, its use is often limited by an increased susceptibility to cracking due to the insufficient elasticity of the severely aged RAP binder. This limitation is conventionally mitigated using polymers such as styrene–butadiene styrene, which, despite their effectiveness, are costly and carbon intensive. This paper introduces a low-carbon sulfur-based ternary polymer developed through TiO₂-catalyzed inverse vulcanization of elemental sulfur to be used as a modifier to address the abovementioned challenge at the asphalt mixture level. The sulfur polymer containing waste cooking oil and metal-rich biochar was incorporated into hot-mix asphalt having 25% RAP. The mixture specimens were evaluated before and after accelerated thermal and ultraviolet aging. Cracking resistance was measured using the Indirect Tensile Asphalt Cracking Test (IDEAL-CT), while resistance to rutting and moisture damage were assessed through the Hamburg Wheel Tracking Test (HWT). IDEAL-CT findings showed improved ${\mathrm{C}\mathrm{T}}_{\mathrm{I}\mathrm{n}\mathrm{d}\mathrm{e}\mathrm{x}}$ values for the modified mixture under unaged conditions and after three days of thermal aging, with smaller variations noted after prolonged thermal aging and during the combined thermal–ultraviolet aging process. Results from the HWT test revealed that the addition of the sulfur polymer did not negatively impact resistance to rutting or moisture damage; all mixtures remained significantly below rutting failure thresholds. Furthermore, a simplified environmental analysis indicated that substituting 10 wt% of petroleum binder with the sulfur polymer lowered the binder’s cradle-to-gate global warming potential by around 11%. In summary, study results showed that the newly developed sulfur polymer system has the potential to improve cracking resistance even when exposed to select accelerated aging protocols while decreasing embodied carbon, thus endorsing its viability as a sustainable modifier for asphalt mixtures. Full article

Rutting is a predominant distress in asphalt pavements, particularly in hot climatic regions. This study systematically investigated the high-temperature performance of hot mix asphalt modified with five nanomaterials, namely, nano-silica (NS), nano-alumina (NA), nano-titanium (NT), nano-zinc (NZ), and carbon nanotubes (CNTs), under consistent laboratory conditions. Modification dosages were selected up to 10% for NS, NA, and NT, and up to 5% for NZ and CNTs. The experimental methodology comprised the following: (i) binder rheological characterization through rotational viscosity, G*/sinδ, and multiple stress creep recovery (MSCR) to quantify rutting susceptibility; (ii) chemical and microstructural assessments using Fourier transform infrared spectroscopy (FTIR) and scanning electron microscopy (SEM); (iii) mixture-level evaluation via repeated-load axial testing coupled with digital image correlation (DIC) to monitor permanent microstrain evolution; and (iv) rutting performance over a 20-year period using the VESYS 5W predictive model. A cost–performance analysis was further incorporated to assess the economic viability of each nanomaterial. The results demonstrated that nanomodification substantially improved rutting resistance, consistent with reductions in non-recoverable creep compliance and permanent microstrain. Among additives, the 8% NS mixture exhibited the most favorable performance, maintaining a present serviceability index (PSI) of 2.5 after 20 years, whereas the un-modified mixture dropped below the failure threshold within a few years. These findings confirm that nanomaterial selection and dosage can meaningfully enhance the structural and performance of asphalt pavements. Full article

This study investigates the effectiveness of the finite element method for predicting the performance of flexible pavements subjected to varying traffic-loading and environmental conditions. A two-dimensional axisymmetric finite element model of a flexible pavement structure was developed using ABAQUS software v2022. In order to estimate the necessary pavement stiffness for reducing the likelihood of rutting and fatigue failure, the impacts of loading and operational characteristics of modern trucks were taken into consideration. Detailed parametric analyses were conducted to comprehensively assess the effect of substrate temperature profile variations on pavement performance. The findings demonstrate that utilization of a stiffer binder results in substantial reductions in critical tensile and compressive strains. Full article

This study investigates the performance improvement of asphalt binders through the incorporation of two polymers, polyvinyl chloride (PVC) and styrene–butadiene–styrene (SBS), with asphalt grade (60–70), to address the growing demand for durable and climate-resilient pavement materials, particularly in areas exposed to high temperatures like Iraq. The main objective is to improve the mechanical characteristics, thermal stability, and workability of typical asphalt mixtures to extend pavement lifespan and lessen maintenance costs. A thorough set of rheological, physical, morphological, and workability tests was performed on asphalt binders modified with varying content of PVC (3%, 5%, 7%, and 9%) and SBS (3%, 4%, and 5%). The significance of this research lies in optimizing binder formulations to enhance resistance to deformation and failure modes such as rutting and thermal cracking, which are common in extreme climates. The results indicate that PVC enhances performance grade (PG), softening point, and viscosity, although higher contents (7% and 9%) exceeded penetration grade specifications. SBS-modified binders demonstrated marked improvements in softening point, viscosity, and rutting resistance, with PG values increasing from PG64-x (unmodified) to PG82-x at 5% SBS. Fluorescence microscopy confirmed optimal polymer dispersion at 5% concentration for both SBS and PVC, ensuring compatibility with the base asphalt. Workability testing revealed that SBS-modified mixtures exhibited higher torque requirements, indicating reduced workability compared to both PVC-modified and unmodified binders. These findings offer valuable insights for the design of high-performance asphalt mixtures suitable for hot-climate applications and contribute to the development of more durable and cost-effective road infrastructure. Full article

Stone mastic asphalt (SMA) is the most widely adopted asphalt mixture on highway pavement in China. However, the cost of SMA is rising continually due to the increasing shortage of high-quality basalt aggregate. On the other hand, China’s steel slag and reclaimed asphalt pavement (RAP) stock is abundant, and steel slag has excellent strength and wear-resistant performance, which can fully or partially replace part of the basalt aggregate. The content of asphalt may be increased due to the porosity of the steel slag. If fine RAP rich in asphalt is also used for SMA, it can partially fill the voids of steel slag and reduce the amount of new asphalt and fine aggregate. For this objective, SMA 13 was designed with two particle sizes of coarse steel slag aggregate (5–10 mm, 10–15 mm) and one fine RAP (0–5 mm), named SR-SMA. The fundamental pavement performance of SR-SMA was evaluated through a wheel-tracking test, low-temperature beam bending test, freeze–thaw indirect tensile test, and four-point bending fatigue test. For comparison, the mix design and performance tests of two SMAs involving coarse steel slag and fine basalt aggregate (named SB-SMA), and coarse and fine basalt aggregates (named B-SMA), respectively, were conducted. The results indicated that SR-SMA (dynamic stability of 4865 passes/mm) shows the best rutting resistance, followed by SB-SMA (dynamic stability of 4312 passes/mm), and B-SMA (dynamic stability of 4135 passes/mm) comes in last. Additionally, the dynamic stability values of three SMAs have significant differences. SR-SMA has better low-temperature cracking resistance with a failure strain of 3150 με, between SB-SMA and B-SMA (failure strain values are 4436, 2608 με). Compared to B-SMA and SB-SMA, the moisture stability of SR-SMA is relatively poor but meets Chinese specification. While the fatigue resistance of SR-SMA is the worst among three SMAs, their differences are insignificant. Furthermore, SR-SMA reduces material cost by approximately 35% per ton compared to conventional B-SMA. Overall, SR-SMA is cost-effective and can be used as an alternative material to traditional B-SMA. Full article

Unlike conventional asphalt pavements, steel bridge deck pavement (SBDP) is directly constructed on orthotropic steel deck plates characterized by relatively low flexural stiffness, rendering it more susceptible to rutting deformation under elevated temperatures and repeated loading. To investigate the mesoscopic mechanism underlying rutting formation in SBDP, a three-dimensional (3D) discrete–continuous coupled model of a steel–asphalt composite structural specimen (SACSS) was developed and employed to conduct virtual rutting simulations, which were subsequently validated against laboratory test results. The impact of surface cracking on rutting progression was then explored. In addition, the spatial motion and contact interactions of particles during the rutting process were monitored and analyzed. The influence of steel plate stiffness on the rutting resistance of SBDP was also evaluated. The numerical analyses yielded the following key findings: (1) Under three steel–asphalt interface bonding (SAIB) failure conditions (0%, 17%, and 100%), the virtual simulation results exhibited strong agreement with experimental trends in rutting depth over time, thereby confirming the validity and reliability of the coupled modeling approach. (2) At 30 °C, the presence of surface cracks is found to increase the rutting depth by 35.77%, whereas this effect is mitigated at 45 °C. (3) The meso-mechanical mechanisms governing rutting deformation in SBDP are further elucidated under different temperature conditions. (4) Moreover, at elevated temperatures, the use of a steel plate with an elastic modulus of 206 MPa effectively inhibit rutting development. This study offers mesoscopic-level insights into the effects of temperature, SAIB conditions, steel plate stiffness, and surface cracking on the macroscopic rutting behavior of SBDP, thereby providing a theoretical foundation for the design and optimization of long-lasting SBDPs. Full article

The high-temperature rutting performance of asphalt mixtures is strongly dependent on the aggregate skeleton and particle movement under loading. Such mechanisms were addressed in the present study by a combined experimental and simulation approach based on the triaxial strength test. A single type of asphalt with two different aggregate gradations (dense and gap) was incorporated to highlight the role of gradation in resisting shear dilation. The simulation was carried out by coupling the discrete and finite element methods considering the realistic three-dimensional aggregate shapes and gradations as well as the flexible boundary prescribed by latex membranes as routinely employed in triaxial testing. In order to represent contact failure-induced cracks within the virtual specimens, the linear parallel bond model was mixed with the Burgers or linear model through random distribution at contacts involving the mortar units. Model verification was achieved by comparing the resulting stress–strain data against those from the laboratory. The calibrated model provided a platform for systematic investigation from the perspectives of particle movement, crack development and distribution, and interparticle contacts. The results showed that the gap-graded mixture yielded lower triaxial strengths and yet softened at a lower rate and exhibited smaller volumetric expansion in the post-peak region. A faster loss of internal cohesion was inferred in the dense-graded mixture based on the higher accumulation rate of cracks that were concentrated at the middle height towards the perimeter of the virtual specimen. Contact analysis indicated that aggregate skeleton was more influential in the strength and stability of gap-graded mixtures. Full article