Abstract
The use of reclaimed asphalt pavement is a practice that is adding significant environmental value to road technologies, not only due to the reduction of materials sent to landfill but also because of the mechanical properties of the reclaimed asphalt (RA) that can be reused. This research focuses on the rheological properties of hot and cold bituminous mastics made up as follows: (1) hot mastics mixed with limestone filler (LF) and bitumen, (2) hot mastics, made from bitumen mixed with jet grouting waste (JW), a mixture of water, cement, and soil derived from land consolidation work in underground tunnels, and (3) hot mastics mixed with LF and JW as filler and bitumen. Three different ratios (0.3, 0.4, and 0.5) of filler per unit of neat bitumen (B50/70) were studied. The same number was used for mixing cold mastics, by using an appropriate laboratory protocol designed since the adoption of a cationic bituminous emulsion. A total of 18 mastics were prepared and investigated. The comparison was carried out using the frequency sweep (FS) test, analysing shear modulus G∗, applying the multistress creep and recovery (MSCR) test (40°C and 60°C) as well as the delta ring and ball (ΔR&B) test, focusing on two main issues: (1) the stiffening effect caused by the filler type used for mixing each mastic, and (2) a comparison, in terms of stiffening effects and nonrecoverable creep compliance (Jnr) of hot and cold mastic performance to highlight JW reuse in mastics. The results showed that the best G∗ performance at test temperatures higher than 30°C is given by cold mastic after 28 days of curing time when JW is added to LF and bitumen. The lowest Jnr value was 40°C and 60°C for the same mastic.
Highlights
Pavement engineering researchers have been developing numerous new technologies to achieve more environmentfriendly and energy-efficient pavement maintenance/construction solutions in order to reduce the costs of maintenance operations, enhancing and redeveloping road heritage [1]
On the basis of the results discussed above, the following observations can be made: (i) Cold mastics mixing jet grouting waste, limestone filler, and bituminous emulsion were made at 60°C using a filler-to-bitumen weight ratio of 0.3; the separation of bitumen from water into bituminous emulsion took place without the addition of cement as traditionally happens with cold bituminous mixtures; and this is due to the role and contribution of jet grouting waste comprising water, cement, and soil available in site
(ii) It was observed that cold mastics after 3 days of curing time at 60°C return a worse G∗ performance than neat bitumen 50/70 contained in bituminous emulsion
Summary
Pavement engineering researchers have been developing numerous new technologies to achieve more environmentfriendly and energy-efficient pavement maintenance/construction solutions in order to reduce the costs of maintenance operations, enhancing and redeveloping road heritage [1]. A validated design procedure for cold bituminous mixtures is not yet available, and many researchers are trying to develop a more appropriate procedure [3]. Flores et al [4], for example, proposed a design methodology for cold recycled emulsion mixtures, evaluating air Advances in Materials Science and Engineering void content, indirect tensile stress (ITS), indirect tensile strength ratio (ITSR), rutting resistance, stiffness modulus, and fatigue damage. Du [5] proposed a mix design procedure based first of all on a preliminary investigation of an optimum water content to add to an optimum bituminous emulsion content to investigate the properties of a cold recycled mixture made up of composite Portland cement (CPC), hydrated lime (HL), and a combination of hydrated lime and ground-granulated blastfurnace slag (GGBF). Flores et al [4], for example, proposed a design methodology for cold recycled emulsion mixtures, evaluating air Advances in Materials Science and Engineering void content, indirect tensile stress (ITS), indirect tensile strength ratio (ITSR), rutting resistance, stiffness modulus, and fatigue damage. ey studied a series of possible dosages of bituminous emulsion contents of 2, 3, and 4% and cement contents of 0, 1, and 2% over the weight of the aggregates; in light of the results of the laboratory tests, a methodology was proposed and a single value “GPI” (Global Performance Index) has been proposed, taking into account the results obtained from previous laboratory tests. e results showed a strong relationship between GPI with gradation curves, bituminous emulsions, and cement.
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