Asphalt Concrete Mixes Research Articles

Experimental and Statistical Modeling the Influence of Temperature Regimes of Asphalt Concrete Mix Production and Volumes of Supplied Protective Gases on the Process of Thermal Oxidative Aging

Experimental and Statistical Modeling the Influence of Temperature Regimes of Asphalt Concrete Mix Production and Volumes of Supplied Protective Gases on the Process of Thermal Oxidative Aging

Experimental and numerical study on the effect of friction between crack faces on fracture parameters of hot mix asphalt concrete

This article investigates the effect of friction between crack faces in ASCB (asymmetric semi-circular bend) specimen on fracture parameters of hot mix asphalt concrete. To achieve this, fracture tests were conducted on ASCB specimens containing cracks with different angles (0, 10, 20, 30, and 40°). In addition to the fracture tests, friction tests were also performed by designing a simple fixture. Subsequently, finite element analyses were carried out, and friction coefficients between crack faces were calculated based on the results of fracture and friction tests. Furthermore, two fracture criteria, ASED (average minimum strain energy density) and MTS (maximum tangential stress), were examined under two different scenarios: assuming zero-friction and non-zero friction between crack faces to predict fracture load and fracture strength. The fracture tests showed that with an increase in the crack angle, the fracture load initially decreased up to the crack angle of 20°, and then increased. Furthermore, the friction tests revealed that an increase in the normal load led to an increase in the friction coefficient. As per finite element results, the crack face contact occurred at a crack angle of 13.1°. Hence, crack faces in the ASCB specimens with the crack angles of 20, 30, and 40° had friction, which significantly affected the fracture parameters. The results also indicated that the average error values for the MTS and ASED criteria compared to the experimental results were 22.8 % and 18.8 %, respectively, when the friction` between crack faces is ignored, and 12.4 % and 4.0 % for the scenario that the friction effect is taken into account. The ASED criterion demonstrated higher accuracy than MTS criterion. Additionally, the average error value of fracture strength predicted by the ASED criterion with assuming non-zero friction was 4 %, indicating good predictive accuracy for fracture strength.

Statistical analysis of low-density and high-density polyethylene modified asphalt mixes using the response surface method

The common use of plastics in daily life has engendered gigantic amounts of waste plastics, which have a detrimental influence on the environment. Researchers have proposed several strategies for the recycling of waste plastics and their products. Among these, one strategy is to use them in the construction industry, particularly in asphaltic pavements. This study thus focused on the utilization of waste plastics, specifically Low-Density Polyethylene (LDPE) and High-Density Polyethylene (HDPE), as an additive in Asphalt Concrete (AC) mixes. Indirect Tensile Strength (ITS), Flow Time (FT), and Dynamic Modulus (DM) tests were used to investigate the moisture damage, permanent deformation, fatigue performance, and DM of the LDPE and HDPE modified AC mixes. According to the laboratory test results, the LDPE and HDPE modified AC mixes offer more resistance to moisture damage compared to the Control AC mixes. It was also concluded that asphalt mixes modified with the LDPE and HDPE attained 2.07 times and 1.26 times superior resistance to permanent deformation than the Control mixes. Furthermore, the LDPE and HDPE modified AC mixes outperformed the DM values of the Control mixes by 2.06 times and 1.41 times, respectively. In addition, it was determined that the LDPE and HDPE modified AC mixes exhibit 1.72 times and 1.39 times greater fatigue parameter values than their counterpart, suggesting superior fatigue resistance performance. The statistical models developed using Response Surface Methodology (RSM) revealed the highest values of the Coefficient of Determination (>0.80), adequate precision (>4.0), and lack-of-fit tests, indicating the model’s adequacy for predicting the response.

Thermal Behaviour of Cool-Pavement Materials Development using Palm Oil Shell Aggregate

Cool-pavement technology has emerged as a potential solution to environmental issues posed by the urban heat island phenomenon, with surface temperature acting as a vital parameter in the evaluation of its thermal performance. This study focuses on the thermal performance results of modified asphalt concrete mix, wherein palm oil shell (POS) serves as a replacement for fine aggregate. Modified asphalt samples prepared using the Marshall Mix Design, with varying degrees of fine aggregate substitution (0%, 10%, 20%, 30%, 40%, and 50%), underwent a 24-hour continuous surface temperature measurement over a span of 20 days, under real-world tropical climate conditions. The findings demonstrated that sample P5, comprising 50% fine aggregate substitution, exhibited the highest reduction in surface temperature when compared to control sample P0, registering a significant decrease of up to 3.29°C during the period of peak solar intensity. ANOVA test-based statistical analyses confirmed significantly lower temperatures for all test samples, barring sample P1 (10% aggregate replacement), relative to the control sample. The results highlight the efficacy of POS as a fine aggregate substitute in asphalt concrete, significantly lowering asphalt pavement surface temperature, thereby endorsing the potential use of POS-modified asphalt in cool-pavement applications.

Recyclability potential of waste plastic-modified asphalt concrete with consideration to its environmental impact

The use of waste plastic into asphalt concrete paving mix (ACP) has been explored in recent literature to improve the functional properties of the mix. However, exploration on their recyclability potential at the end of its service life remains scarce. This study explores the potential of recycling aged waste plastic-modified asphalt concrete (AACP) for road pavements, with focus on four commonly disposed household plastics: high-density polyethylene (HDPE), polypropylene (PP), polystyrene (PS) and polyethylene (PET). Marshall stability test, Cantabro abrasion test, indirect tensile strength test, resilient modulus (MR) test, Hamburg’s wheel tracking test and stripping test were performed to evaluate the engineering properties of recycled waste plastic-modified asphalt concrete (RACP) containing proportions ranging from 20 % to 100 % aged component (AACP) blended with virgin mixtures. This paper highlights significant engineering performance of RACP, and most notably for RACP containing PP with 20 % aged content which exhibits 1.6 times greater resistance to moisture damage compared to conventional recycled asphalt concrete (RAPA). Although RACP with HDPE and PP (consisting of 20 % and 40 % AACP in mix) yield improvements in resilient modulus over RAPA, this improvement is less pronounced for RACP with PS and PET. Overall, RACP with 40 % aged components exhibits better rutting, moisture damage and abrasion loss performance, along with improved stability and flow value. Environmental impact in terms of water leachability was also found to be negligible in this study and RACP can be considered a feasible sustainable pavement material, with potential for second and more lives.

FEATURES OF THE PROCESS OF LOADING AND TRANSPORTATION OF HOT ASPHALT CONCRETE MIXTURE. UKRAINIAN EXPERIENCE

Depicted in the Article are two stages of technological construction processes for asphalt concrete courses, namely: loading and transportation of asphalt concrete mix. As regards the loading, presented in the Article are two versions of discharging directly into dump body of dump truck or into storage hopper. Mentioned are the advantages of storage hopper usage, as well as the variety of such facilities and the storage time for asphalt concrete mix inside them. Described is the preparation procedure for a dump body of dump truck prior to loading (cleaning, lubrication). Explained are both the proper and improper schemes of loading, as well as the visual signs of asphalt concrete quality after discharging. Described is the right way to protect the asphalt concrete mix against cooling in dump body of dump truck, as well as the proper distance and allowed time-interval for transportation, possible problems occurring during transportation, expediency of using re-loaders for discharging the mix into the receiving hopper of asphalt paver

Модифицирующая добавка для повышения качества асфальтобетона

The paper describes the production of modifying additive on the basis of waste - deferrization sludge of waste groundwater of Nekrasovskoye settlement, Yaroslavl region. The authors found that the predominant components of this waste are trivalent and divalent colloidal iron in the ratio of 3:1. The authors propose to use this waste as a modifier of asphalt concrete mixture to increase the adhesion of bitumen to mineral components of asphalt concrete based on the study of its physical and chemical properties. The authors have conducted studies of asphalt concrete mixes of various grades and selected optimal conditions for the use of deferrization sludge in the technological process of asphalt concrete production. The use of modifying additive allows to increase shear stability and water holding capacity of asphalt concrete, which indicates the increase of adhesive strength of bitumen bond with mineral components of asphalt concrete.

Effect of steel slag and aspha-min zeolite on moisture susceptibility and stiffness of asphalt concrete mixes

This study evaluates the laboratory performance of Warm-Mix Asphalt (WMA) containing locally sourced Steel Slag (SS) and limestone (LS), focusing on stiffness and moisture sensitivity. Four asphalt mixes were tested: Hot mix with limestone (HL), hot mix with steel slag (HS), warm mix with limestone (WL), and warm mix with steel slag (WS). The binder used for all mixes was AC 60/70 penetration grade, and Aspha-min served as the warm mix additive.Testing included Marshall Stability, boiling water, indirect tensile strength, moisture-induced damage (TSR), and dynamic modulus. Image Analysis quantified the aggregate-retained coated area after the boiling test. Despite performance differences, all mixes met Egyptian code requirements for asphalt concrete mixes.Visual inspection and image analysis demonstrated the effectiveness of using steel slag to mitigate asphalt mix stripping. The retained coated area for limestone mixes ranged from 60 % to 75 %, while SS mixes exhibited over 95 %. Dynamic modulus tests indicated no significant stiffness difference with SS, and stability increased by 8 % and 14 % with and without the warm additive. Economic study confirmed the feasibility of utilizing SS. In conclusion, combining Aspha-Min and steel slag improves AC mix production and construction processes, offering a sustainable and advantageous option in Egypt.

Enhanced asphalt dynamic modulus prediction: A detailed analysis of artificial hummingbird algorithm-optimised boosted trees

This study introduces and evaluates a novel artificial hummingbird algorithm-optimised boosted tree (AHA-boosted) model for predicting the dynamic modulus (E∗) of hot mix asphalt concrete. Using a substantial dataset from NCHRP Report-547, the model was trained and rigorously tested. Performance metrics, specifically RMSE, MAE, and R2, were employed to assess the model's predictive accuracy, robustness, and generalisability. When benchmarked against well-established models like support vector machines (SVM) and gaussian process regression (GPR), the AHA-boosted model demonstrated enhanced performance. It achieved R2 values of 0.997 in training and 0.974 in testing, using the traditional Witczak NCHRP 1-40D model inputs. Incorporating features such as test temperature, frequency, and asphalt content led to a 1.23% increase in the test R2, signifying an improvement in the model's accuracy. The study also explored feature importance and sensitivity through SHAP and permutation importance plots, highlighting binder complex modulus |G∗| as a key predictor. Although the AHA-boosted model shows promise, a slight decrease in R2 from training to testing indicates a need for further validation. Overall, this study confirms the AHA-boosted model as a highly accurate and robust tool for predicting the dynamic modulus of hot mix asphalt concrete, making it a valuable asset for pavement engineering.

Optimizing the Use of Palm Fiber to Increase Stability and Deformation Resistance in Asphalt Concrete Mixes

Modifying asphalt binder materials with fiber reinforcement is one approach to improving the performance of asphalt concrete mixtures. This research aims to evaluate the effect of optimal palm fiber concentration on strengthening and improving the properties of the mixture and rutting resistance. Test specimens were made with four variations in the composition of a mixture of different palm fiber percentages (0%, 0.4%, 0.6%, and 0.85) with lengths (0.4 cm, 0.6 cm, 0.8 cm, and 1.0 cm) using an optimum asphalt content of 6% to evaluate the properties of the asphalt concrete mixture based on the Marshall Test. In comparison, the rutting indicator was evaluated using a wheel tracking tool with four variations in the percentage of palm fiber to an optimal length of 0.8 cm. The results of the Marshall test research showed that palm fiber increased stability by 6%, with the highest stability at a percentage of palm fiber of 0.6% with a length of 0.8 cm 1210.45 kg, higher than the normal mixture with a stability value of 1142.59 kg, VIM value decreased by 14% compared to the normal mixture and increased the flexibility of the mixture at the optimum percentage composition of palm fiber 0.6% length 8 cm by 4%. Fibre wheel tracking test results show that adding fiber fibers increases the groove and rutting resistance of optimum fiber by 53% with a total deformation value of 0.856 mm, dynamic stability of 5727 passes/mm, and a deformation rate of 0.007/mm/minute. Palm fiber is not strong enough to withstand heat due to a mixing temperature of 150oC and a compaction temperature of 140oC, with a higher risk of fiber damage

Life Cycle Assessment for the Use of Waste Plastics in Asphalt Concrete Mixes

Improper waste disposal poses the risk of contaminating natural water bodies and soil. The low recycling rate of plastics and their fate in landfills are significant global environmental concerns. Efforts to increase the use of recycled plastics worldwide aim to address the hazardous consequences of improper plastic treatment. One potential solution is incorporating plastics as binder or mixture modifiers in asphalt concrete (AC) mixtures, which repurposes waste plastics while reducing environmental impacts related to AC production. This study calculated the environmental impacts of repurposing waste plastics, specifically low-density polyethylene and polystyrene, into modifiers in AC mixes. Wet and dry processes were considered. The environmental impacts of plastic-modified AC mixes were compared with those of styrene-butadiene-styrene (SBS)-modified mixes. The life cycle assessment covered the following processes: (1) collection, sorting, and shredding of waste plastics; (2) transportation of waste plastics from landfill to recycling facility and then to the asphalt plant; (3) supply and transportation of virgin materials; (4) production of AC mixtures; (5) transport of material and equipment to site; and (6) onsite operations. The study concluded that waste plastic-modified mixes outperformed SBS-modified mixtures with regard to environmental performance, except for ozone depletion resulting from certain recycling process activities. The high-shear mixing in the wet process had a significant impact. Sensitivity analyses revealed the influence of binder content and material transportation on the overall environmental assessment.

Development of prediction model for structural behavior and gradation of porous asphalt pavement

This study is aimed at developing prediction model for structural behavior of Porous Asphalt Pavement (PAP) using ABAQUS software and also developing ANN (Artificial Neural Network) model to predict void percentages in Porous Asphalt mix gradations. Data from the past literatures were used to analyze various mixing parameters affecting the properties of Porous Asphalt gradation mixes. The study analyzed PAPs using KENPAVE software. The findings indicated that fewer allowable repetitions to fatigue and rutting failures were observed for thinner Porous Asphalt Concrete (PAC) layer thicknesses. This suggests that thicker PAC layers may offer better resistance to fatigue and rutting failures in pavement systems. The study found that the nature of subgrade material significantly influenced the rutting performance of PAP systems. Specifically, clayey soils exhibited a 77.74% reduction in the design life of the pavement compared to gravelly soil subgrades. This highlights the importance of considering subgrade characteristics in pavement design and construction to optimize pavement performance and longevity. Higher contact pressures resulted in higher tensile stresses at the bottom of PAC layer which in turn reduced the fatigue life of PAP. The findings from ABAQUS analysis indicated that an increase in the void percentage in Porous Asphalt Concrete (PAC) mixes led to a significant increase in horizontal tensile strain at the bottom of the PAC layer, with a 12.3% increase observed. Additionally, there was a noticeable increase in tensile strain for a PAC mix with 28% voids compared to a mix with 16% voids. This suggests that higher void percentages in the PAC mixes can potentially enhance the flexibility and deformation resistance of the pavement structure, which may contribute to improved performance under various loading conditions, hence leading to 92.8% reduction in allowable load repetitions to fatigue failure.The study further revealed that an increased void percentage in Porous Asphalt Concrete (PAC) mixes resulted in a decrease in vertical stress and deflection in the PAP system. However, no significant effect on the allowable repetitions to rutting failure was observed. This suggests that higher void percentages may lead to better load distribution and reduced vertical stresses within the pavement structure, contributing to improved performance in terms of stress and deflection.Moreover, Asphalt Pavement mixes were compiled to develop an Artificial Neural Network (ANN) prediction model. The results demonstrated good conformity between predicted and actual data, with a mean square error of 0.109 and a coefficient of correlation of 0.994. This indicates that the ANN model accurately predicts pavement performance based on the compiled asphalt pavement mixes, providing a valuable tool for pavement design and analysis.

Impact of Nonrecyclable Plastics on Asphalt Binders and Mixtures

Low-density polyethylene (LDPE) and polystyrene (PS) were evaluated for incorporation as binder additives to enhance the potential performance of asphalt concrete (AC) mixtures, as well as addressing global rising concerns over nonrecyclable plastics accumulation. Incorporation of LDPE and PS in asphalt binder resulted in an increase in its complex moduli over a range of temperatures and frequencies, as determined using frequency sweep (FS) and linear amplitude sweep (LAS) tests. AC performance tests were conducted, including the Hamburg wheel-tracking test (HWTT) to assess potential rutting, the Illinois flexibility index test (I-FIT) to determine cracking potential, the indirect tensile strength test (ITS) to assess moisture susceptibility, and the dynamic modulus for structural capacity. Two control AC mixes were designed, utilizing aggregates from different sources. For each AC mix, the aggregate blend and binder content were kept constant, with only the binder type changed. LDPE and PS were added through a wet process in one mix. Dry and wet processes were used in the other mix. Waste plastics–modified AC mixes, in both wet and dry processes, exhibited reduced rutting potential. However, the cracking potential and moisture damage susceptibility varied, depending on the modified AC mix. The addition of waste plastics had no impact on AC dynamic modulus. The results for waste plastics–modified AC mixes were compared with those for styrene-butadiene-styrene (SBS)–modified AC mixes. While waste plastics modification provided improvement over the control mixes, the performance fell short of that of the double-pump SBS-modified mix.

Development of a laboratory medium-term oven aging (MTOA) protocol with field validation for asphalt mixes containing RAP

In this study, laboratory loose mix oven aging was compared to field aging to begin calibration for a medium-term oven aging (MTOA) protocol. Five different oven aging temperatures were implemented at different durations to evaluate the change in chemical and rheological aging parameters for four plant-produced asphalt concrete (AC) mixes. The sulfoxide (SUL) index failed to show a consistent trend with aging for extracted binders obtained from both loose mixes and field slabs. The carbonyl area (CA) index was found to show a linear trend with the binders’ rheological parameters. The results of the field calibration indicate that loose mix oven aging of 20 h at 100 °C can simulate field aging at 0.5–0.6 in. (12 mm to 15 mm) depth after six years of pavement life in the climate region and for the material tested. Based on these results for a hot climate, loose mix aging of 20 h at 100 °C was proposed as the MTOA protocol for AC mixes for future studies.

Fracture characterisation of polymer modified asphalt concrete mixes for applications in diverse climatic regions

ABSTRACT Among various types of polymers used as modifiers, Styrene-Butadiene-Styrene (SBS) is the most commonly used as an elastomeric type of polymer to improve the cracking and rutting resistance of asphalt concrete (AC) mixtures. In this study, we explored low and intermediate-temperature fracture characteristics of mixes prepared with binders modified with incrementally increased percentages of SBS. Low and intermediate-temperature fracture experiments were conducted to compare fracture characteristics of modified and unmodified binders. The application of polymer modification is demonstrated using dense-graded and gap-graded stone mastic asphalt (SMA) type gradations. Based on the fracture properties and trends observed, a performance-based AC mixture grading and selection system for different climatic regions is proposed. Fracture energy converged to a baseline value governed by the low-temperature binder grade regardless of the mix type and polymer modification. Polymer modification in fine-graded mixes was shown to remain effective for testing temperatures of −12°C and above for binders with −22 low PG. The concept of critical cracking temperature is introduced to guide the application of polymer modification in different climatic regions. The findings of this research will support agencies in developing binder selection protocols to optimise the cracking resistance of mixes in different climatic regions.

Effects of waste high-density polyethylene (HDPE) on asphalt binder and airfield mixes

ABSTRACT Flexible airport pavements may require polymer-modified asphalt binder for their asphalt concrete (AC) mixes to withstand heavy gear loading and slow traffic moving in taxiways and aprons. Waste plastics could be repurposed as a possible alternative to Styrene–butadiene-styrene (SBS) modifiers. In this study, the feasibility of using granulated recycled high-density polyethylene (HDPE) waste was evaluated as an asphalt binder modifier for airfield pavements. A base asphalt binder was modified with waste HDPE to obtain a Superpave performance grade (PG) of 70-22. Adding waste HDPE would increase binder’s stiffness and bond to aggregate, it slightly improved ductility and elasticity; but less than SBS polymer-modified binders. The AC mixes prepared with waste HDPE-modified binder showed less potential for rutting and cracking compared control AC mixes with PG 64-22. However, the rutting and cracking potential was higher when compared to their SBS-modified PG 70–22 counterparts. On the other hand, AC mixes containing waste HDPE-modified binder were less susceptible to moisture-induced damage. It appears that using waste HDPE-modified binder is feasible where improving adhesion and resistance to moisture-induced damage AC mixes are needed and embrittlement and elastic recovery are not critical, while meeting rutting and cracking potential regional thresholds.

Road slag asphalt concrete

Asphalt and concrete road surfaces are an essential part of the infrastructure of transport systems, and in recent years slag road asphalt has gained popularity as an efficient and environmentally friendly alternative. Slag asphalt, produced by incorporating slag, a by-product of industrial steel production, into asphalt concrete mixes, is the subject of this review article. The article presents a review of researches papers on the use of slag road asphalt. This article reviews the composition, production and physical and mechanical characteristics of slag asphalt concrete. Particular attention is paid to studies of the effect of slag on the strength, fracture resistance and deformation of the material. The authors provide an overview of the various methods of modifying slag asphalt to improve its performance and durability of road surfaces. The article also highlights the environmental importance of slag asphalt, generalized its ability to reduce the use of natural resources and reduce waste from the steel industry. The overall analysis of these articles suggests the potential of using slag road asphalt concrete as an effective and environmentally sustainable material in road construction. However, further research and practical tests are needed to confirm its applicability in different climatic and road conditions. The final part of the article discusses the significance of slag asphalt concrete in the context of sustainable road construction. The potential of slag asphalt to save costs in the construction and maintenance of road infrastructure, as well as to improve its durability and sustainability, is emphasized. In conclusion, the article provides a generalised overview of slag asphalt concrete, its advantages and promising applications in road construction.

Calculation and modeling of seasonally freezing soils of the road highway in the area of Kosshy (Astana, Kazakhstan) in Frost 3D program

This article simulates ground conditions on a road section near Kosshy settlement (Astana, Kazakhstan) using Frost 3D modeling program. This program is used in scientific and engineering projects to assess the impact of climate change on frozen soils and engineering structures built on them. This program allowed to perform a thermal forecast for a section of road pavement, which is located in the third climatic zone, where the soil is saturated with moisture and has a high filtration rate. A three-dimensional model of the design area was also developed, taking into account the terrain and geological and lithological structure of the soil. This software complex allows to receive scientifically grounded forecasts of thermal regimes of permafrost soils under conditions of thermal impact of pipelines, production wells, hydraulic and other structures taking into account thermal stabilization of the ground. In this work we applied the program capabilities for seasonally freezing soils of Astana. Modeling in the program Frost 3D Universal allowed us to simulate and predict heat and mass transfer in the ground, as it can affect the service life of the road surface. The soil bases of highways as well as pavement layers remain in a stable frozen state during short-term temperature increases up to +6.6 °C and have a sufficient safety margin. When the air temperature rises for a short period of time, only 25 cm of the upper part of the pavement is exposed, which corresponds to the top layer of the hot highly porous asphalt concrete mix base.

Bitumen emulsion effect on properties of asphalt-concrete mix for non-rigid road pavements (Tambov) .

During major repairs of non-rigid road surfaces and reconstruction of automobile roads, it is necessary to remove old coating with road cutters. During cold milling of the old coating, the material acquires the form of granules with the surface covered with a bitumen film. Over time, the bitumen film loses its properties, and to reuse the material, it is necessary to restore the binder properties. The introduction of the bitumen emulsion in the composition of asphalt-concrete mix, allows to restore the binder properties affecting not only strength properties of the asphalt-concrete mix, but also deformability and stiffness of the mixture layer under the compressive load.Purpose: Evaluation of the influence of the binder content on deformability and stiffness of the asphalt-concrete mix.Methodology: Asphalt granulate fractions are used in proportions 8 to 16 and 18 to 36 mm with a residual bitumen content of 2%. The bitumen emulsion EBK-2 is used as a binder. The ultimate strength of the asphalt layer is measured according to GOST 12801. Deformation of the mixture layer is measured on a TP-1-1500 hydraulic press.Research findings: The bitumen emulsion effect is shown for deformation and stiffness of the asphalt-concrete mix for the pavement construction.Value: It is shown that the bitumen emulsion in regeneration of asphalt granulate affects deformability and stiffness of the layer subjected to compaction load. The development of deformation and stiffness of the mixture layer under the load with different binder content, particles size, and layer thickness are established. Analytical dependences are suggested for deformation and stiffness of the loaded layer, its thickness during paving, and percentage of bitumen emulsion in the mixture.

Assessing the Viability of Waste Plastic Aggregate in Stone-Modified Asphalt Concrete Mix for Bus Rapid Transit Pavement Maintenance

This research takes on a scientific problem originating from the pervasive deterioration observed in the pavements of Bus Rapid Transit (BRT) systems, which presents formidable challenges to their durability and imposes significant financial burdens on BRT organizations. While wear and tear on BRT pavements is a widely recognized concern, there exists a pronounced deficiency in sustainable solutions to address this issue comprehensively. This study endeavored to bridge this scientific gap by exploring the option of incorporating waste plastic aggregate (WPA) and recycled asphalt pavement (RAP) into the pavement material. The series of comprehensive investigations commenced with an assessment of modified binders. We identified a 25% extracted RAP binder as the most suitable candidate. Our research next determined that a 4% WPA content offers optimal results when used as an aggregate replacement in a stone-modified asphalt concrete mix, which is further refined with a 13 mm nominal maximum aggregate size (NMAS) gradation, resulting in superior performance. Under double-load conditions of the Hamburg Wheel Tracking test, rutting in the 10 mm NMAS mixture rapidly increased to 9 mm after 12,400 HWT cycles, while the 13 mm NMAS mixture showed a more gradual ascent to the same critical rutting level after 20,000 HWT cycles (a 61% increase). Real-world application at a designated BRT station area in Seoul reinforced the findings, revealing that the use of 13 mm NMAS with 4% WPA and RAP significantly improved performance, reducing rutting to 75 µm and enhancing pavement resilience. This configuration increased Road Bearing Capacity (RBC) to 5400 MPa at the center zone, showcasing superior load-bearing capability. Conversely, the 10 mm NMAS mixture without RAP and WPA experienced severe rutting (220 µm) and a 76% reduction in RBC to 1300 MPa, indicating diminished pavement durability. In general, this research highlights the need for innovative solutions to address BRT pavement maintenance challenges and offers a novel, environmentally friendly, and high-performance alternative to traditional methods.