Asphalt Materials Research Articles

Materials and Performance of Asphalt-Based Waterproof Bonding Layers for Cement Concrete Bridge Decks: A Systematic Review

As an important part of the bridge deck pavement system, the waterproof bonding layer plays a vital role in ensuring the integrity and durability of the pavement structure. Asphalt-based waterproof bonding materials have attracted extensive attention from researchers due to their low cost and good combination with asphalt surfaces. However, the existing research results of asphalt waterproof bonding layers are confused and there is a lack of systematic summaries. In addition, there are significant differences in the type, specification, performance, evaluation method, and evaluation index of asphalt materials. The performance evaluation indexes and methods of asphalt waterproof bonding materials need to be further studied and improved. To further promote the research and development of asphalt waterproof bonding layer materials, in this paper, the relevant specifications for the waterproof bonding layer of roads and bridges in China were systematically combed, the key performance index requirements in different specifications were compared and evaluated, the research trends of the asphalt waterproof bonding layer in China and its application in engineering construction were comprehensively reviewed, the performance of different asphalt waterproof bonding materials were systematically investigated, and the construction technology and economy of different asphalt waterproof bonding layer materials were analyzed. This paper provides a useful reference for the specification improvement and quality control of asphalt waterproof bonding layer.

A more accurate fatigue characterization of GO-modified asphalt binder considering non-linear viscoelastic behaviour and UV exposure effects

The non-linear viscoelastic (NLVE) behaviour at high load levels is often neglected when characterizing the fatigue performance of asphalt materials, leading to a conservative or even underestimated assessment of the fatigue durability. The incremental stress sweep tests were conducted to define the threshold load amplitudes of the graphene oxide-modified asphalt binders (GO-MA) in the NLVE domain. The linear and non-linear dynamic shear modulus (|G*|LVE and |G*|NLVE) at fatigue test conditions were separately incorporated into the simplified viscoelastic continuum damage (S-VECD) model to rigorously quantify the fatigue life of asphalt binders. The damage evolution and the corresponding fatigue life of GO-MA binders in LVE-based and NLVE-based S-VECD models were analyzed comparatively. The outcomes manifested that GO nanoparticles could enhance the fatigue life of the asphalt binder. The comparison outcomes demonstrate an increase in fatigue life prediction for the base binder and GO-MA when both NLVE behavior and aging effects are taken into account.

Numerical simulation of mechanical response analysis of asphalt pavement under dynamic loads with non-uniform tire-pavement contact stresses

The selection of accurate input design parameters is important for understanding the dynamic response of an asphalt pavement structure. The transverse and longitudinal shear stresses that affect the dynamic response of asphalt pavement are not considered in traditional asphalt pavement design. To this end, this study utilizes the finite element method (FEM) to analyze the mechanical response of asphalt pavement under dynamic loads with non-uniform tire-pavement contact stresses. For this purpose, firstly a three-dimensional (3D) finite element (FE) model of a rubber tire is developed. Secondly, the predicted and laboratory measured stresses are compared to develop a 3D FE model of the contact stresses. Finally, a 3D FE model of the tire–pavement contact is analyzed to investigate the influence of shear stresses on the response of the asphalt pavement and the superposition effect of the mechanical response. The results show that the distribution and magnitude of the vertical contact pressure under the free-rolling state are the same as those under the static state, and the traction and braking conditions could change the symmetry of tire-pavement interactions. In addition, the shear stress at the tire-pavement interface affects the peak response of the surface layer, indicating that shear stress plays a considerable role in controlling the development of rutting and longitudinal cracks. Considering the viscoelasticity of the asphalt material, it is observed that the superposition effect of the mechanical response is a comprehensive result of the space–time domains. In conclusion, this study analyzes the influence of tire-pavement contact on the mechanical response of asphalt pavement and proposes input design parameters for improving the design of asphalt pavement.

Investigation on the inclusion of reclaimed diluted epoxy asphalt pavement materials into hot mix asphalt

Designing long-life pavements and pavements with reclaimed asphalt pavement (RAP) materials are two main strategies to improve pavement sustainability. The recyclability of a proven long-life pavement material such as epoxy asphalt has now become one concern in promoting the use of epoxy asphalt binder in road pavements. Since epoxy asphalt binder is an expensive material, road agencies have practiced diluting it with conventional binder and achieved pavements with good performance. In this study, the performance of hot mix asphalt (HMA) containing reclaimed diluted epoxy asphalt materials (hereinafter referred to as “diluted epoxy RAP”) was investigated. Two percentages of diluted epoxy RAP (40% and 80%) were incorporated as replacements of virgin coarse aggregates and compared with that of asphalt mixtures containing same content of reclaimed undiluted epoxy asphalt (hereinafter referred to as “epoxy RAP”). Due to lack of materials in the field, diluted epoxy RAP and epoxy RAP materials were artificially manufactured in the laboratory. Results showed that the use of either diluted epoxy RAP or epoxy RAP up to 80% as replacement for the virgin coarse aggregates in HMA had no negative effects on its Marshall stability, tensile strength, and moisture susceptibility. Improvements of mixtures performance were noticed in asphalt mixtures containing 40% diluted epoxy RAP, suggesting that diluted epoxy RAP binder might be partially blended with the conventional binder during mixing. This was further confirmed by binder tests on blends of diluted epoxy RAP binder and conventional binder. It is concluded that the inclusion of diluted epoxy RAP materials in HMA as replacement of virgin coarse aggregates is feasible.

Use of spiral cracking patterns in fracture characterization of asphalt materials

A new approach for fracture characterization of asphalt materials through use of spiral cracking patterns is presented. Five different asphalt materials each at three different oxidative-aging levels, were utilized in this work. An efficient image processing framework using Convolutional Neural Networks (CNN) was implemented to analyze spiral cracking images. Results showed that spiral tightness parameter was sensitive to fracture energy, performance grade (PG), and oxidative aging level of asphalt binders. Machine learning approaches such as XGBoost and Elastic-Net regularized regression were employed to develop prediction models to estimate fracture in asphalt materials.

Life Cycle Assessment of Innovative Asphalt Mixtures Made with Crumb Rubber for Impact-Absorbing Pavements

This study applies the life cycle assessment methodology to evaluate the environmental impacts of shock-absorbing pavements fabricated with recycled materials (crumb rubber and a colored pigment called ferrotone), employing the “cradle-to-grave” approach, in which the impacts of all life cycle phases (from materials’ acquisition to the end-of-life of the pavement) are included. The analysis compares the impacts of standard and innovative asphalt materials, considering cold and hot production processes. In addition, three different lifespans are simulated for the pavement structures: the reference service life until the first intervention is considered to be 5 years, and the following scenarios consider that the alternative asphalt materials may last 20% less (4 years) or 20% longer (6 years) than the reference service life. The analysis uses non-renewable cumulative energy demand (nr-CED) and global warming potential (GWP) as main indicators to determine the environmental impacts over a 45-year analysis period. The results show that adopting the “dry process” (consisting of adding the rubber as a partial substitution for aggregates) increases the overall impacts due to the need for higher contents of binder. However, if the alternative pavement structures last 20% longer than the reference, they would generate lower impacts in terms of nr-CED and GWP.

Effect of FTC on the interface between soil materials and asphalt concrete using a direct shear test

The process of freezing and thawing has a great effect on different aspects of materials in cold regions. Due to the complex behavior of materials under the impact of freezing and thawing, several studies conducted on the individual behavior of soil materials or asphalt concrete on this condition. In the present study, the impact of freezing and thawing on the strength characteristics and interaction ratio of soil materials from classes GC (clayey gravel) and GP (poorly graded gravel) at the interface between asphalt and soil materials was assessed. The particle size distribution of the aggregate used in this study was within the grading range recommended by the International Commission on Large Dams (ICOLD) and Fuller's ideal grading curve used in the construction of Mijran Dam, Mazandaran Province, Iran. First, granular materials and asphalt concrete were subjected to weight loss test and durability study, respectively, according to AASHTO-T103 and Iranian Standard 12728. Then, utilizing a large-scale direct shear machine, the contact surface element (interface between granular materials and asphalt concrete) was evaluated under dry and saturated conditions as well as under various freeze-thaw cycling (FTC). The results demonstrate that an increase in the number of FTC let to a decrease in the maximum shear stress under dry and saturated circumstances for both clayey gravels and poorly graded gravels materials at interference with asphalt concrete. In GC materials at the contact surface with asphalt concrete, the interaction ratio reduces by 0.22 % under dry conditions and by 0.54–1.2 % under saturated conditions, relative to its value in the tenth cycle, as the number of FTC increases. In GP materials at the interface with asphalt concrete, as the number of FTC increases, the interaction ratio drops between 9.2 % and 33.61 % in dry conditions and by 20.62 % in saturated situations compared to the value that occurred in 10 cycles.

Real-time assessment of asphalt pavement moduli and traffic loads using monitoring data from Built-in Sensors: Optimal sensor placement and identification algorithm

Asphalt pavement performance is gradually attenuated subjected to repeated traffic loads. Grasping the relationship between the repeated traffic loads and pavement modulus attenuation is crucial for understanding pavement mechanical behavior, improving pavement design methods, and guiding maintenance decisions. However, the current bottleneck is that neither the existing non-destructive testing nor monitoring methods can simultaneously obtain the information of traffic loads and pavement moduli. To fill this gap, an innovative real-time assessment method of asphalt pavement moduli and traffic loads from the aspect of structural health monitoring was proposed. On the one hand, the optimal sensor placement was determined by the theoretical relationships between moduli, loads, and mechanical responses based on elastic multi-layered theory. On the other hand, the corresponding algorithm for stepwise decoupling identification of asphalt pavement moduli and traffic loads to match the optimal sensor placement was developed. Therefrom, the validity of the proposed assessment method was theoretically verified, and the effects of the viscoelastic property of asphalt materials, measurement errors, and layer thickness on the identification accuracy were comprehensively discussed. The proposed assessment method was applied to the realistic pavement to further prove its applicability. Results show that the proposed assessment method can both evaluate pavement moduli and traffic loads accurately. The proposed assessment method has application prospects for simultaneous real-time monitoring of the pavement modulus attenuation and traffic loads, which helps understand the pavement damage behavior, improve pavement design methods, and guide maintenance decisions.

Comparative Study of the Mesomechanical Response of Asphalt Bridge Deck Pavement under Multiple Loads

Asphalt bridge deck pavement is a weak bridge structure area, and early damage usually occurs in this area under vehicle loads. Due to the complexity and diversity of vehicle loads and material structures, it is difficult to truly reflect the mechanical response of bridge deck pavement under vehicle loads. This paper studies the vehicle road interaction from a microscopic perspective. In this research, the dynamic response of asphalt bridge deck pavement under multiple loads is comparatively studied, considering the mesoscopic structure of the asphalt materials. First, the compressive properties, tensile properties and interlaminar shear properties of each layer were studied through laboratory tests. Second, the asphalt mixture bridge deck pavement model, including mesostructured, was established. Then, the subprograms of the sinusoidal vibration load, rolling load and vehicle road coupling load were realised using the discrete element method (DEM). Finally, the mesomechanical response of asphalt bridge deck pavement under those three dynamic loads was comparatively studied. The study finds that there is a large difference in the mechanical response of bridge deck pavement under multiple loads. A sinusoidal vibration load can simply be the moving load, the edge of the loading area and the bottom of the lower layer bear large tensile stress, and the shear stress at the edge of the loading area is approximately 4 times that of the middle area. The rolling load can better reflect the status of the vehicle. There is a certain difference in the shear stress response between the rolling load and the sinusoidal vibration load, and the lower layer bears compressive–tensile alternating stress. Under the vehicle road coupling load, the volatility of the dynamic response is obvious due to the road roughness. Therefore, it is of vital importance to improve the abrasion resistance of the surface layer. The results show that the comprehensive consideration of multiple loads and the mesostructure can provide a more reliable method for the dynamic design of bridge deck pavement, which is of great significance for improving the durability of the pavement.

The Rejuvenating Potential of Plasticizers on Oxidatively Aged Asphalts: Rheological and Molecular Dynamics Perspectives.

Recycle and reuse of waste asphalt materials in the pavement industry has brought tremendous contributions to the infrastructure sustainability and environmental preservation. The recent literature has suggested a great potential of plasticizers to be used for rejuvenating the oxidated paving asphalts. This study was aimed at assessing the rejuvenating effectiveness by rheological characterizations of two typical plasticizers, dibutyl phthalate (DBP) and tributyl citrate (TBC), selected based on the molecular structural differences. The underlying rejuvenating mechanisms were approached using molecular dynamics (MD) simulation, for probing the interactions between the plasticizers and oxidized asphaltenes and examining the outcomes in terms of deagglomeration. The results indicated that both plasticizers were highly effective in restoring the stiffness and elasticity properties as well as fatigue resistance of the aged asphalt. According to the simulations, the two plasticizers were able to deagglomerate the asphaltene associations. Owing to the high polarity and hydroxyl group, TBC appeared to be slightly more efficient in dissociating the asphaltenes, which explained its higher effectiveness in restoring the rheological properties as compared to DBP. Both the rheology and simulation results suggested that the plasticizers were rejuvenating instead of simply softening the aged asphalt.

Computer vision framework for crack detection of civil infrastructure—A review

Civil infrastructure (e.g., buildings, roads, underground tunnels) could lose its expected physical and functional conditions after years of operation. Timely and accurate inspection and assessment of such infrastructures are essential to ensure safety and serviceability, e.g., by preventing unsafe working conditions and hazards. Cracks, which are one of the most common distress, can indicate severe structural integrity issues that threaten the safety of the structure and people in the environment. As such, accurate, fast, and automatic detection of cracks on structure surfaces is a major issue for a variety of civil engineering applications. Due to advances in hardware data acquisition systems, significant progress has been made in the automatic detection and quantification of cracks in recent decades. This paper provides a comprehensive review of the research progress and prospects in computer vision frameworks for crack detection of civil infrastructures from multiple materials, including asphalt, concrete, and metal-like materials. The review encompasses major components of typical frameworks, i.e., data acquisition techniques, publicly available datasets, detection algorithms, and evaluation metrics. In particular, we provide a taxonomy of detection algorithms with a detailed discussion of the advantages, limitations, and application scenarios of the methods in each category, as well as the relationships between methods of different categories. We also discuss unsolved issues and key challenges in crack detection that could drive future research directions.

Understanding the influence of filler type and asphalt binder content on the moisture and fatigue resistance of asphalt mortars

An adequate moisture resistance is a key element to guarantee the durability of asphalt materials. This paper identifies the influence of filler typology and bitumen content on the mechanical response of asphalt mortars before and after water action. Two fillers were evaluated: Portland cement and Calcium carbonate, along with different contents of a penetration bitumen (B35/50). Stiffness, ductility, and fatigue were evaluated through a new protocol for asphalt mortar samples using a 3-point-bending test on DMA (Dynamic Mechanical Analyzer). The use of Portland cement presents higher stiffness, lower ductility, and improved fatigue and water resistance compared to Calcium carbonate. It is also possible to optimize bitumen content based on fatigue results. Content beyond the optimal reduce variations after water action but compromise fatigue resistance. Lower content leads to a poorer performance in both terms. This methodology enables asphalt mortar characterisation as a tool to optimise the design of asphalt materials.

Effects of modified binders obtained from different polymers on conventional and rheological properties

For the bituminous hot mix layers to resist the increased traffic load and number for a long time without deforming, binders modified with the Styrene-Butadiene-Styrene (SBS) polymer additive are commonly used in the asphalt material. The high demand for SBS makes its delivery difficult when needed and thus the use of alternative additives has been discussed. In this study, three different polymers (701, 611, and SBS) were compared. The effect of the bituminous binder on its physical, chemical, and rheological properties was examined. Conventional (force ductility, penetration, viscosity, softening point tests, etc.) and Superpave binder (bending beam rheometer and dynamic shear rheometer) tests were performed on pure and modified binders. Additionally, Fourier-transform Infrared Spectroscopy (FTIR) test was done on aged modified binder specimens. As a result, the conventional and Superpave binder test results of 4 different binders showed that the binders increased the performance levels of the pure binder. Furthermore, the results of the tests proved that 701 and 611 polymers could be used instead of SBS polymers. In particular, it was found that the rutting performance of the 611 polymer was better than other polymers.

Optimized formulation of asphalt compound containing bio-oil and shredded rubber

Under the influence of complex environments and increasing traffic loads, asphalt pavements expose early failure due to the dependence of asphalt on temperature and loading-rate. This problem has been investigated to some extent by preparing modified asphalts. In order to obtain high-performance and sustainable asphalt materials, this study focused on using biomass oil (BO) such as castor oil, and solid waste materials such as crumb rubber (CR) to replace a part of the base asphalt. Based on the general physical properties of the modified asphalt, the order of adding the two modifiers was determined. To obtain the modification process with the best compatibility between BO and asphalt, the storage stability test, atomic force microscopy and differential scanning calorimetry were used as evaluation indexes. Similarly, orthogonal experiments were designed to obtain the best preparation process of BO/CR modified asphalt based on the evaluation indexes such as softening point, ductility and elastic recovery tests. Results showed that the softening point and elastic recovery of BO/CR modified asphalt prepared by adding BO first and then adding CR increases by 3.8 °C and 10.5%, respectively. The BO modified asphalt showed good compatibility of each component in terms of macroscopic properties, microscopic morphology, and thermodynamics at a preparation temperature of 140 °C, shearing time of 30 min, and shearing rate of 5000 rpm. The optimal preparation process of BO/CR asphalt composite with excellent performance was determined by multi-index orthogonal test, and that is, the swelling time was 90 min, the shearing time was 60 min, and the breeding time was 60 min. This study elucidated the effect of modifier addition order on the physical properties of modified asphalt. The influence of the preparation process on the compatibility of BO/CR with asphalt was revealed from multiple perspectives. A high-substitution and high-performance modified asphalt preparation process was obtained, which laid the foundation for the sustainable development of asphalt.

Cocaine Trafficking in Asphalt Material: An Unusual Report of Cocaine in Seized Drugs

Cocaine is an illicit drug commonly found by law enforcement in seizures around the world. This paper describes a rare case of cocaine trafficking in asphaltic material, possibly in the form of cocaine hydrochloride. The material was found and seized in barrels during an operation conducted by the Brazilian Federal Police. The sample was initially extracted and resulted negative for cocaine via Scott’s Test, but further screening by gas chromatography coupled with mass spectrometry (GC-MS) confirmed the presence of cocaine. Afterwards, samples were subjected to quantitative GC-MS analysis. The concentrations of cocaine ranged from 0.11 to 1.53 ng/10 mg in the extracts of precipitate material found in the barrels. Considering that extraction efficiency was around 57.44%, it is estimated that 1.07 – 15.34% of barrel’s sediment weight was constituted by cocaine.

The influence of truck speed on pavement defects

ABSTRACT The response of asphalt material depends on the rate of loading and varies from elastic to plastic. Therefore, the behaviour of flexible pavement would also be different along the entire length of a road because of truck speed changes due to the existence of police checkpoints, bus stations, speed bumps, intersections, horizontal and vertical curves, and climbing lanes. The objective of this study is to investigate the effect of truck speed on the performance of flexible pavement. Thus, analyses were conducted for various truck speeds (1–75 km/hr) on three different pavement structures and three traffic levels using AASHTOWare Pavement ME Design 2.5.5 for the local conditions of Izmir, Turkey. The analysis results of the study manifested that a reduction in traffic speed (75–1 km/hr) on a road resulted in higher pavement distress. According to the results, reducing truck speed from 25 to 1 km/hr resulted in a rapid increase in AC rutting, alligator cracking and top-down cracking by 13.3 mm, 10.6% and 1473.8 m/km, respectively. It is expected that the outcomes of this study would promote the local calibration of the mechanistic-empirical pavement design guide (MEPDG) and pavement design in Turkey and the region.

Pyrolysis of Reclaimed Asphalt Aggregates in Mortar

Asphalt pavement consists of aggregates resulting in a waste material at end of its life. The aggregates can be reused as basic material for asphalt or cementitious binding agents. In both scenarios, the recycled aggregates should provide a good b

Experimental investigation of nano materials applicability in Hot Mix Asphalt (HMA)

• The efficacy of using Nano materials in Hot Mix Asphalt (HMA) was examined. • The effect of CNT and NC, loading frequency and temperature on dynamic modulus and resilient modulus were investigated. • Nano materials (CNT and NC) led to higher stiffness improved Dynamic stability rutting resistance and moisture resistance of HMA. • The optimized percentage of CNT and 1.5% CNT with NC in HMA was determined to be 1.5% and 6%, respectively. • MEP and regression techniques was developed in predicting the dynamic modulus of the nano material modified HMA. Nanotechnology for asphalt modification and incorporating nanomaterials into Hot Mix Asphalt (HMA) to deal with road failure have gained popularity recently. Researchers have reported the improved performance of asphalt modified by nanomaterials but most of the study is limited to binder modification using nanomaterials. The utilization of Nanomaterials in HMA can significantly improve the performance indicators in the form of extension in pavement service life and decrease pavement distresses. The Nanomaterials reinforcement of HMA can enhance pavement performance indicators, including low and high-temperature dynamic modulus and stability and enhancement in rut resistance and stiffness modulus. Nano Materials modified is a suitable solution to improve the mechanical properties of HMA. The current study objectives focus on the experimental investigation of Nano Materials such as Carbon Nano Tubes (CNT) and Nano Clay (NC) applicability in HMA. CNT and NC percentages used in HMA to the weight of bitumen are 0.5%, 1.5%, 2.5% and 2%, 4%, 6%, 8%. Conventional and Nanomaterial modified asphalt mixes were subjected to performance tests such as Simple Performance Tester (SPT), Dynamic Stability and Rutting, Tensile Strength Ratio (TSR), and Resilient Modulus ( M R ) using UTM-25. The present study further aimed to predicting dynamic modulus of nanomaterial modified HMA through Artificial intelligence (AI) modeling using Multi Expression Programming (MEPX) and Regression modelling with validation. Results have indicated that the addition of CNT and NC has improved HMA properties such as enhancement in dynamic modulus and dynamic stability and improves stiffness, rut resistance, and moisture resistance. It has been observed that 1.5% CNT with 6% NC content by weight of bitumen in asphalt mixtures outperformed other CNT and NC percentages. Moreover, Dynamic stability and Rut resistance have been improved by 820% and 64.7%, respectively, while resilient modulus increased by 309% and moisture susceptibility has been reduced by 22.26%. Overall, the asphalt mixtures with 1.5% CNT with 6% NC content has the best results.

A critical review of the fatigue life prediction of asphalt mixtures and pavements

New pavement construction techniques and the increased use of recycled materials have led to unexpected and premature pavement failure in recent years. The pavement's exposure to daily and seasonal extreme temperature and repeated vehicular loads accumulate damage. Pavement cracking occurs once the cumulative damage surpasses the material's cracking threshold. Fatigue crack is the most common pavement cracking type. Over the past four decades, researchers have carried out numerous experiments and analyses to understand pavement cracking. This paper aims to provide an overview of fatigue cracking and discuss various fatigue test methods for characterizing asphalt concrete mixtures. The article also discusses the most common phenomenological and mechanistic models for predicting the fatigue life of asphalt concrete pavements based on different fatigue test results. The paper details the implementation of the commonly used numerical models found in numerical simulation software and their prediction ability for the fatigue life of a pavement structure. Two major flaws in current evaluation methods are the sensitivity of experimental results and the lack of reliability of some predictive models. Multiscale asphalt material characterization is the ongoing practice for determining the most appropriate performance evaluation tool. However, proceeding with future research objectives is unrealistic until the accuracy of the tests and reliability of the predictions can be verified against actual field results. This critical review of the fatigue life predictions of asphalt mixtures and pavements should help to refine or redefine the right course of action for future research. • Summarize the fatigue cracking, fatigue test methods, constitutive models, and numerical simulation software programs. • Study the theory, application, advantages, and disadvantages of mechanistic and phenomenological models. • Comparing the three prediction approaches reveal that mechanistic models accurately rank pavement mixture performance according to actual pavement conditions.

Effect of water immersion on the AC-WC mixture utilizing elastomeric modified asphalt to compressive strength, elastic modulus and durability

Indonesia has relatively high rainfall with a long duration of rain. It can result in a flood on the surface of the road. A flood can reduce the strength of materials from the asphalt mixture and cut the life of the road plan. Therefore, it is necessary to conduct a study that can measure the durability level of the asphalt material mixture on the surface layer of the road to the flood water bath. The study used an Asphalt Concrete-Wearing Course (AC-WC) mixture with Elastomeric Modified Asphalt (EMA), and an Upper Limit (UL), Middle Range (MR), and Lower Limit (LL) gradation based on specification. The Optimum Bitumen Content (OBC) value was obtained from each gradation by applying the Marshall test. The value of the OBC was used to create specimens that had a diameter of 3 inches and a height of 6 inches, and they were using an Unconfined Compression Strength (UCS) test. This study measures the durability of compressive strength and elastic modulus from a mixture of flood water immersion for 1, 2, 4, and 7 days. To calculate the durability using Retained Strength Index (RSI), First Durability Index (r), and Second Durability Index (a). The results showed that there was a decrease in the compressive strength of the mixture on gradations of UL, MR, and LL on days 1, 2, 4, and 7. It meant that the longer the immersion time more reduced the compressive strength of the mixture. The UL-gradedraded mixture had the best durability when it was compared to the MR and LL gradations up to the 7th-day immersion, with an RSI of 91.19%, (r) of 7.44%, and (a) of 6.93%. At the same time, in the elastic modulus of the mixture, there was no significant effect on the duration of immersion because it had a fluctuating value of the elastic modulus to the duration of immersion.