Search Results (43)

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

An integrated statistical–graphical framework is introduced for designing sustainable cement grout mixes that incorporate polyethylene terephthalate (PET) waste and supplementary cementitious materials (SCMs) for semi-flexible pavement applications. A correlated multivariate linear mixed-effects model employs additive log-ratio transformations of PET and SCM proportions (fly ash or silica fume relative to cement) to predict 1-day, 7-day, and 28-day compressive strengths and 28-day flexural strength within a single unified framework. This approach quantifies both the systematic strength penalty of PET substitution and the benefits of SCM additions. The model results demonstrate high random-intercept correlations, substantial reductions in the Akaike information criterion (AIC) and root mean squared error (RMSE) compared to a null model, and marginal and conditional coefficient of determination (R²) values of 0.96 and 0.99, respectively, confirming major capture of the variance in the mechanical response. Complementary ternary plots visualize predicted 28-day performance across the cement–PET–SCM compositional space. These plots reveal that zero-PET formulations along the cement–binder edge achieve maximum strengths, with both fly ash and silica fume maximizing compressive and flexural strengths and any PET addition uniformly degrading performance. By combining rigorous compositional modeling with intuitive visualization, the proposed framework offers quantitative rigor, practical mix design guidelines, and a scalable protocol for optimizing sustainable grout formulations and informing future exploration of alternative fillers, flow regimes, and durability assessments. Full article

Fiber reinforcement is a promising solution to several problems, however, the impact of fiber characteristics on the mechanical behavior and reinforcement mechanisms of asphalt mixtures remains unclear. Therefore, two distinct forms of basalt fiber—chopped basalt fiber (CBF) and flocculent basalt fiber (FBF)—were employed. A comprehensive experimental program was conducted, encompassing macroscopic and microscopic analyses through semi-circular bending tests integrated with digital image correlation, four-point bending fatigue tests, and dynamic modulus tests. Results indicate that both fiber types significantly improve crack resistance, with FBF demonstrating superior performance. Compared with the ordinary mixture, the flexibility index and fracture energy of the FBF-reinforced asphalt mixture increased by 59.7% and 30.6%, respectively. Fibers exert a crack-bridging effect, delaying the transition of the crack propagation stage by 1.25–2.21 s and reducing the crack propagation rate by 39.6–55.4%. Although fatigue life decreased with increasing strain levels, basalt fibers substantially enhanced fatigue resistance, with FBF-reinforced asphalt mixture achieving 20–40% higher N_f,50 values than CBF. Dynamic modulus tests revealed that fibers reduce modulus at low temperatures while increasing it at high temperatures, with more pronounced reinforcement effects observed in high-frequency regions. These findings underscore the importance of fiber morphology in optimizing asphalt mixture design and provide a theoretical basis for optimizing fiber-reinforced pavement materials to achieve long-term durability under complex environmental and traffic load conditions. Full article

Semi-flexible pavement (SFP) relies primarily on the properties of cementitious grouting material (CGM), which plays a crucial role in providing durability and crack resistance. This paper investigates the performance of CGMs containing recycled waste glass (RWG) as a replacement to fine granite aggregate (FGA) and their effect on SFP mixtures. Two high-fluidity glass-cementitious grouts (Glcement grouts) were developed and tested at five RWG replacement levels (0%, 30%, 50%, 70%, and 100%). The results indicated that CGM with 70% RWG provided the most balanced performance, with a flowability of 11.8 s, low drying shrinkage (0.04%), and water absorption not exceeding 1.9%. The mechanical properties were significantly enhanced, achieving a high compressive strength of 121.9 MPa and a high flexural strength of 13.9 MPa. Microstructural analysis confirmed a refined interfacial transition zone with low porosity (5.36%), contributing to superior durability. Furthermore, the SFP mixture injected with Glcement exhibited high mechanical performance, attributed to improved interlocking within voids. In conclusion, replacing FGA with RWG in CGM optimizes both mechanical and durability properties, promoting sustainable and low-carbon pavement construction. Full article

Semi-flexible pavement (SFP) is a durable and cost-effective alternative to conventional rigid and flexible pavement and is formed by permeating an open-graded asphalt (OGA) layer with high-fluidity cement grout. The degradation of SFP mattresses due to fuel oil spills can result in significant maintenance costs. Incorporating glass waste (GW) into the construction of SFPs offers an eco-friendly solution, helping to reduce repair costs and environmental impact by conserving natural resources and minimizing landfill waste. The main objective of this research is to investigate the mechanical performance and fuel oil resistance of SFP composites containing different levels of glass aggregate (GlaSFlex composites). Fine glass aggregate (FGA) was replaced with fine virgin aggregate at levels of 0%, 20%, 40%, 60%, 80%, and 100% by mass. The results indicated the feasibility of utilizing FGA as a total replacement (100%) for fine aggregate in the OGA structural layer of SFPs. At 100% FGA, the composite exhibited excellent mechanical performance and durability, including a compressive strength of 8.93 MPa, a Marshall stability exceeding 38 kN, and a stiffness modulus of 19,091 MPa. Furthermore, the composite demonstrated minimal permanent deformation (0.04 mm), a high residual stability of 94.7%, a residual compressive strength of 83.3%, and strong resistance to fuel spillage with a mass loss rate of less than 1%, indicating excellent durability. Full article

The accelerated growth of the transport sector has increased oil consumption and greenhouse gas (GHG) emissions, intensifying global environmental challenges. The electrification of transportation has emerged as a key strategy to achieve sustainability targets, with electric vehicles (EVs) expected to account for 50% of global car sales by 2035. However, widespread adoption requires smart infrastructure capable of enabling dynamic in-motion charging. In this context, Electric Road Systems (ERSs), particularly those based on Wireless Power Transfer (WPT) technologies, offer a promising solution by transferring energy between road-embedded transmitters and vehicle-mounted receivers. This study assesses the structural response and service life of conventional and electrified asphalt pavement sections representative of the Spanish road network. Several standard pavement configurations were analyzed under heavy traffic (dual axles, 13 tons) using a hybrid approach combining mechanistic–empirical multilayer modeling and three-dimensional Finite Element Method (FEM) simulations. The electrified designs integrate prefabricated charging units (CUs) placed at a 9 cm depth, disrupting the structural continuity of the pavement. The results reveal stress concentrations at the CU–asphalt interface and service life reductions of up to 50% in semiflexible pavements. Semirigid sections performed better, with average reductions close to 40%. These findings are based on numerical simulations of standard Spanish sections and do not include experimental validation. Full article

Due to the growing consumption of plastic and rubber products, effective waste management solutions are crucial. This study evaluates the use of crumb rubber (CR), low-density polyethylene (LDPE), and their combination (CR+LDPE), as asphalt binder modifiers for improving pavement performance and sustainability. The analyses covered two critical pavement layers: the wearing surface (WS) and the treated base (TB). The methodology included (1) Binder Development and Testing; (2) Superpave Mix Design; (3) mechanical testing, including Indirect Tensile Strength Testing and Semi-Circular Bending Testing; (4) life cycle cost analysis; and (5) carbon footprint analysis. The results revealed that CR+LDPE significantly enhanced the fatigue resistance of the TB mixes, with a fracture energy increase of 47%, and increased the flexibility index by 53% in the WS. CR increased the flexibility index by about 146% in the TB layer, while LDPE increased the fracture energy by 21% in the WS layer. The life cycle cost analysis demonstrated that using LDPE, CR, and CR+LDPE reduced the life cycle costs by about 16% in the WS layer. Meanwhile, the life cycle carbon footprint analysis showed that using LDPE and CR+LDPE reduced the carbon footprint by about 87% and 81% for the TB and WS layers, respectively. The study findings highlight the mechanical, economic, and environmental benefits of incorporating wastes into asphalt pavements. Full article

Semi-flexible pavement (SFP) materials have garnered extensive application and research attention owing to their exceptional deformation resistance. The crack resistance of SFP materials constitutes a critical aspect of their road performance. This study conducts a comprehensive analysis of the crack resistance of SFP materials through material characterization and structural mechanical response evaluation. To assess the cracking behavior of SFP materials across the entire temperature spectrum, three experimental methodologies were employed: low-temperature flexural tensile testing, indirect tensile testing, and semi-circular bending tensile testing. Experimental findings reveal that SFP materials exhibit superior crack resistance compared to SMA-13 under ambient and elevated temperature conditions, while demonstrating inferior performance relative to SMA-13 in low-temperature environments. Through a comparative analysis of structural mechanical responses between SMA-13 and SFP pavements, it was determined that the implementation of a single-layer SFP material can reduce pavement tensile strain by 30–50%. This investigation provides comprehensive insights into the crack resistance characteristics of SFP materials and offers valuable guidance for material selection in pavement structural design. Full article

Foamed asphalt cold recycled mixtures can provide an effective approach for the reutilization of reclaimed asphalt pavement (RAP), but conventional asphalt foaming technology primarily exploits matrix asphalt as the raw material. To address this issue, this study explores rubberized asphalt with cold recycling technology to develop a foamed rubber asphalt cold recycled mixture (FRCM). The semi-circular bending (SCB) test was employed to investigate its cracking resistance. Load–crack mouth opening displacement (CMOD)–time curves under various temperatures were analyzed, and digital image technique was resorted to monitor crack propagation and growth rates. Fracture toughness, fracture energy, and flexibility index were compared with those of traditional foamed matrix asphalt cold recycled mixture (FMCM). The results show that, under the same test temperature, the FRCM exhibits slower crack propagation; larger peak load; and higher fracture toughness, fracture energy, and flexibility index in comparison with the FMCM. These improvements are more pronounced at low temperatures. For both mixtures, fracture toughness and fracture energy are decreased with increasing the temperature, while the flexibility index shows the opposite trend. The rigid zone accounts for a larger portion of fracture energy at low temperatures. The findings provide technical references for improving the cracking resistance of cold recycled asphalt layers using rubberized asphalt. Full article

Pavement structures are one of the most critical civil infrastructures for the socio-economic development of communities. However, pavement construction demands an elevated financial budget and generates large amounts of environmental impacts. Accordingly, the new trends in daily engineering practices have integrated sustainability criteria verification into traditional pavement design procedures. Thus, this research explores the sustainability implications of asphalt pavement incorporating a Cement-Treated Base (CTB) and Recycled Concrete Aggregate (RCA) within the local context of a Global South country. The environmental and economic performances of four different types of asphalt structures were assessed, each differing in how the CTB is employed. These structures include conventional flexible pavement, semi-rigid pavement, inverted base pavement, and simple composite pavement. Furthermore, each structure is evaluated under four varying contents of coarse RCA (i.e., 0%, 15%, 30%, and 45%) in their asphalt mixtures. This approach results in a comprehensive analysis spanning 16 unique scenarios, providing valuable insights into the interplay between RCA content and CTB inclusion for sustainable infrastructure development. It is important to highlight that the Life-Cycle Assessment and Life-Cycle Cost Analysis methodologies were implemented to perform the environmental and economic inspections, respectively. Overall, this investigation demonstrates that although pavement structures comply with mechanistic design standards, they can yield significantly different cost effectiveness and environmental burdens from each other. Therefore, executing a sustainability-related appraisal is essential for accomplishing definitive infrastructure designs. Consequently, this research effort is expected to be used by stakeholders (e.g., civil engineers, designers, and governmental agencies) to support data-driven decision making in the road infrastructure industry. Full article

Semi-flexible pavement (SFP) mixture consists of porous matrix asphalt mixture and cement-based grouting material. This composite material gains advantages from both the rigid cementitious material and flexible asphalt mixture. It exhibits excellent anti-rutting capability while no joints are needed. However, SFP is prone to cracks in the field. This study employs water-based epoxy resin and emulsified asphalt as polymer additives to modify the grouting material. A response surface methodology (RSM) model was employed for multi-factor and multi-response optimization design. The ratio of water-based epoxy resin to emulsified asphalt (w/e ratio), polymer content, defoamer content, and mixing speed were considered in the model. Fluidity, compressive strength, and fracture energy were selected as response indicators. It was found that a low mixing speed was not able to produce grouting slurry with acceptable fluidity. The addition of higher polymer contents would lower the compressive strength of the grouting material due to the low stiffness of the polymer and entrained air produced during mixing. The addition of defoamer eliminated the bubbles and, therefore, increased the strength and fracture energy of the samples. By solving for the optimal model solution, the values of optimized parameters were determined to be a w/e ratio of 0.64, polymer content of 3.3%, defoamer content of 0.2%, and mixing speed of 2000 rpm. Microstructural analysis further confirmed that the synergistic effect of water-based epoxy resin and emulsified asphalt can effectively make the microstructure of the hardened samples denser. The anti-cracking ability of the SFP mixture can be increased by 22% using optimally designed grouting material. The findings in this study shed light on the design of toughness-reinforced SFP materials. Full article

Road agency initiatives to reduce traffic-related greenhouse gas emissions are limited by the inability of current experimental methods to assess pavement impacts on vehicle energy consumption. This study addresses this by examining the rolling resistance of a semi-trailer suspension under highway conditions using a precise measurement system with embedded transducers. Data were collected over 174 km of highway, covering various pavement types under mild summer conditions. The analysis revealed notable differences in rolling resistance due to pavement characteristics, with more pronounced variations observed within pavement types than between them. For instance, geographically consecutive jointed rigid pavements showed a 34% variation in rolling resistance, likely correlated with harmonic excitations generated by slab presence, while flexible pavements exhibited up to a 21% variation under similar tire operating conditions. Composite pavements generally performed the worst, possibly due to interactions between bituminous materials and older cement-based foundations. The study also highlighted the critical role of tire operating conditions, showing a decrease of 0.09 kg/tonne in rolling resistance for every 1 °C increase in temperature. This research shows that precisely measuring the rolling resistance (±0.1 kg/tonne) in situ for heavy vehicles is feasible and underscores the need for additional data in diverse weather scenarios to better align laboratory results with on-road realities. Full article

The substitution of virgin asphalt binder with reclaimed asphalt pavement (RAP) has environmental and economic merits, however, cracking susceptibility arises due to the aged asphalt binder within RAP. The objectives of this study are to (1) enhance the cracking resistance of asphalt mixtures containing 50% RAP utilizing recycling agents (RAs) derived from six petroleum-based and bio-based materials, (2) conduct an environmental impact assessment (represented by global warming potential “GWP”) for high-RAP mixtures including RAs, and (3) estimate the cost effectiveness of including high-RAP content in asphalt mixtures. Based on the RAP asphalt binder performance grade (PG), base asphalt binder PG, and RAP content, the RA contents were determined to achieve a target asphalt binder of PG 76-22. A control mixture was benchmarked for comparison, specified for high-traffic volume roads, and contained PG 76-22 polymer-modified asphalt binder. The engineering performance of studied asphalt mixtures was evaluated using the Hamburg wheel-tracking (HWT), semi-circular bend, Illinois flexibility index, Ideal cracking tolerance, and thermal stress-restrained specimen tensile strength tests. It was found that petroleum-derived aromatic oil, soy-based oil, and tall oil fatty acid-based RAs demonstrated a successful restoration of aged RAP asphalt binder without compromising the permanent deformation resistance. The 50% RAP mixtures emitted less GWP by 41% and 42.9% using petroleum- and bio-oil RAs, respectively, and achieved a 31% cost reduction compared to the control mixtures. 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

Cement-stabilized macadam materials are widely utilized as semi-rigid base materials in road construction. However, conventional cement-stabilized macadam (CCSM) bases often develop shrinkage cracks during early construction and maintenance due to variations in humidity and temperature. Shrinkage cracks can subsequently result in reflective cracks in the asphalt pavement, significantly reducing the overall service life of the road. This study systematically evaluates the shrinkage and mechanical properties of large-size cement-stabilized macadam (LSCSM). Initially, the mix proportion for LSCSM is determined using the Bailey method. Subsequently, an experimental design based on the response surface method is implemented to comprehensively investigate various properties, including unconfined compressive strength, compressive rebound modulus, flexural strength, and the durability aspects of early drying shrinkage and temperature shrinkage through laboratory experiments. Further, the performance differences between CCSM and LSCSM are analyzed comparatively. The findings reveal that the compressive strength of LSCSM surpasses that of CCSM, albeit with comparatively lower compressive rebound modulus and flexural strength. LSCSM demonstrates a unique blend of characteristics, exhibiting traits of both semi-rigid and flexible materials. Furthermore, LSCSM exhibits favorable crack resistance properties, as evidenced by lower dry shrinkage strain, average dry and temperature shrinkage coefficient compared to CCSM. The proposed LSCSM in this study effectively reduces cement dosage and enhances the crack resistance performance of base materials. Full article