Cold Mix Asphalt Research Articles

WASTEWATER SLUDGE ASH IN THE PRODUCTION OF A NOVEL COLD MIX ASPHALT (CMA): DURABILITY, AGING AND TOXICITY CHARACTERISTICS

New Sustainable with no CO2 emission cold mix asphalt (CMA) for road and highways surfacing is successfully developed from wastewater sludge ash normally sent to landfills. The Paper reports; durability in terms of water sensitivity, aging and contamination levels of heavy metals of the new developed novel CMA containing upgraded fly and bottom ash secondary cementitious materials from United Utilities fly and bottom ashes. Road engineers currently restricted the use of conventional CMA containing conventional limestone fillers (LF) for use in walkways and light trafficked roads only, as these mixtures needs from 2 to 24 months for curing. Conventional CMA mixtures also have high voidage contents and thus low traffic bearing capacity. The durability of these mixes is low especially in the UK and European countries where the climate is predominantly wet and cold.In Germany and France, ordinary Portland cement (OPC) replaced the filler used in traditional CMA. Although this allows the new CMA to be used in roads for light and heavy trafficked loads. The materials are not environmentally friendly, as one tone of cement releases approximately one tone of CO2 emission during their manufacturing process. The results of the new developed CMA are satisfying the British and European codes of practices requirements. The new novel mixtures are also; highly cost-effective compared with the use of Hot Mix Asphalt (HMA), has no CO2 emission during mixing construction, and has no health and safety issues compared with the HMA manufacturing and application process.

Tailoring compatibility and mechanical properties of cold-mixed epoxy asphalt via external epoxy group content manipulation

The compatibility of cold-mixed epoxy asphalt (CEA) significantly influences its mechanical properties, primarily mediated by the epoxy group content within CEA. However, the feasibility and mechanisms for regulating the external epoxy group content to achieve optimal performance have yet to be explored thoroughly. Herein, soybean oil, epoxidized soybean oil, and epoxy-terminated hyperbranched epoxy resin (EHER) were used to construct CEA with different external epoxy group contents, and their effects and mechanisms on the compatibility and mechanical properties of CEA were investigated based on experiments and molecular dynamics simulation. Our findings suggest that maintaining an external epoxy group content between 8.4%∼11.4% in the CEA blend and below 12.17% in the cured CEA is crucial. These criteria can be met by adding no more than 5 wt% EHER. CEA with 3 wt% EHER exhibited the most balanced compatibility and mechanical properties, characterized by a pot life of 91 min, a tensile strength of 5.02 MPa, an elongation at break of 61.3%, and a tensile toughness of 1.58 MJ/m3. The presence of external epoxy groups increased the cohesive energy density and the solubility parameter difference between epoxy resin and asphalt prior to curing, forming a "sea-island" structure with varying particle sizes, primarily comprising small-sized particles. This structure was preserved post-curing, establishing a stable system with minor energy alterations. Simultaneously, EHER enhanced the molecular rigidity and uniformity of CEA, thereby improving its mechanical properties. It is recommended to relate epoxy group content in CEA blends with indicators of compatibility and mechanical properties, enabling better prediction.

Investigation of cracking resistance of cold asphalt mixture designed for ultra-thin asphalt layer

Ultra-thin asphalt layers are mostly constructed at high producing temperatures of 165–180 ℃, which results in high energy consumption and extra aging of asphalt binders. Those influences could be eliminated by employing the cold-mix process. However, the reduced cracking resistance of cold asphalt mixtures should be addressed. The objective of this study is to design a preferable cold mix asphalt mixture which can be used for ultra-thin asphalt layer. A cold mix ultra-thin asphalt layer (GT-10 C) with comparable anti-cracking performance was developed through the use of high-performance binder, basalt fibers, and specially designed aggregate gradation. Several cracking resistance tests were employed including the low-temperature bending test, impact toughness test, and semi-circular bending test. In addition, a specified test method was developed for determining cracking resistance and durability of the ultra-thin asphalt layers by using compounded slabs. The testing results were compared with the performance of a conventional hot mix ultra-thin asphalt layer (Hot-UA) and a common micro-surfacing layer with cold mix (Cold-UA). It was found that GT-10 C had larger ultimate tensile strain, impact and fracture toughness than Hot-UA and Cold-UA, and a better fracture life in the thin layer cracking resistance test as well. This research provides a potential technology for producing cold mix ultra-thin asphalt layers.

Quantitative characterization and evaluation of key physicochemical characteristics of steel slag

Steel slag is considered to improve the road performance of cold mixed asphalt (CMA) due to its superior physicochemical characteristics. To realize the potential application of steel slag in CMA pavement, the alkalinity, hydration activity, pore characteristics, and three-dimensional (3D) morphology were quantitatively characterized and evaluated based on the X-ray fluorescence (XRF), mercury intrusion porosimetry (MIP), 3D laser scanning, and 3D structured light measurement, respectively. The results show that the alkalinity of steel slag can not fully reflect its hydration activity. Most steel slag has high alkalinity with an alkalinity value greater than 2.5, while the activity index (AI) is generally less than 1.0. The pores of steel slag are mostly "ink-bottle" shaped, in which macropores are the most developed, and small pores and micropores are the least developed. The total pore volume of macropores is the largest, while the total pore area of small pores is the largest. The porosity of porous, less porous, and dense steel slag is 12.05%, 6.88%, and 1.28%, respectively. The adsorption and accommodation capacity of porous steel slag for fluids is the largest, followed by less porous and dense steel slag. All three steel slags have good 3D shapes, and their shape factor (SF), sphericity (S), needle degree (ND), and flake degree (FD) have distribution intervals of 0.81–1.19, 0.70–0.99, 1.01–1.90, and 1.01–1.51, respectively. Porous steel slag shows richer apparent morphology than less porous and dense steel slag. Their apparent morphology characterization indicators Ra, Rq, Rp, Rv, and Rt show a good linear positive correlation with porosity, which can be regarded as the classification criterion for apparent morphology. This study will help enrich the theoretical basis and control indicator system for applying steel slag in CMA pavement.

Optimised mix design for cold mix asphalt considering various curing parameters of loose mixture

Several research works have been carried out to improve cold mix asphalt (CMA), being an eco-friendly construction; however, very few attempts have been made on curing of loose CMA mixture before the compaction process for preparing the specimens that simulate the actual field condition. The present study aims to assess the effect of various curing parameters (curing temperature, curing duration and curing condition) on loose CMA mixture for improvement in the curing rate and strength of compacted samples. The curing rate of the loose mixture was satisfactory in the temperature range of 40–60°C; however, curing in the oven at 50°C closely simulated the local field condition in normal weather. After investigating different processes for effective curing of the loose mix, the protocol with initial 1% moisture loss in the air at room temperature, followed by 3% moisture loss in the oven at 50°C resulted in the optimum CMA properties.

Mechanical properties of cold mixed asphalt

The mechanical and performance characteristics of cold mix asphalt derived from straight-run bitumen blended with dissolved polythene were assessed to determine the engineering, environmental, and economic feasibility of a recently developed product for pavement maintenance. The cold mix asphalt binder was created by treating a portion of straight-run bitumen with chemically dissolved polythene waste sachets at a temperature of approximately 80°C, employing an alkaline emulsifier, chemical surfactant, and water. The formulation for the cold mix asphalt involved 35% coarse aggregates, 65% fine aggregate, and 10% mineral filler, with an optimal binder content of 8.3%. Standard laboratory Marshall tests, static loading/unloading in both laboratory and field settings, and real-time traffic loads were applied to the cold asphalt mixes to establish comparative performance. The Marshall Stability, flow, and density of the experimental cold mix asphalt were determined as 5.08 kN, 4.0 mm, and 1.98 g/cm3, respectively. In comparison, the corresponding values for the other three commercially available cold asphalt mixes ranged from 0 to 4.27 kN, 0 to 5.5 mm, and 1.60 to 1.85 g/cm3. The rate of deformation of experimental cold mix with respect to time and traffic load respectively 0.0086mm/week and 0.00877mm/standard 80 kN standard axle, which are more favorable than the corresponding values for the commercial mixes.

Motion Characteristics of Interfacial Water and Its Effect on the Performance of Cold-Mixed Epoxy Asphalt Binder: A Molecular Dynamics Study

Motion Characteristics of Interfacial Water and Its Effect on the Performance of Cold-Mixed Epoxy Asphalt Binder: A Molecular Dynamics Study

Pyrolysis characteristics analysis of cold mix asphalt mixture based on TG-FTIR-GC/MS

This study aims at the pyrolytic behavior of cold mix asphalt mixture (CMAM), and addressing the existing knowledge gap related to their thermal stability in fire-risk scenarios. Based on a combined TG-FTIR-GC/MS approach, the pyrolysis behavior of CMAM was analyzed at heating rates of 10, 20, and 30 K·min−1. Pyrolysis kinetic parameters were calculated and the reaction mechanism function was determined employing both linear and nonlinear methods. The results show that the main phase of pyrolysis weight loss in CMAM occurs within the temperature range of 600–860 ℃, implying weight loss ranging from 41.4% to 41.7%. Activation energy values, determined by the Flynn Wall Ozawa (FWO) and Kissinger Akahira Sunose (KAS) methods, exhibited substantial similarity. Furthermore, the Vyazovkin method was used to confirm the activation energy value. The main peak activation energy, calculated through the Kissinger method, was 172.4473 kJ·mol−1. Moreover, the Coats Redfern (CR) method was used to determine the pyrolysis mechanism model of CMAM as R3. Analysis via infrared spectroscopy indicated that the main small molecule product is CO2. Experimental data from gas mass spectrometry suggested the potential generation of 9 products. This study provided significant reference for a deeper comprehension of the thermal stability and fire safety characteristic of CMAM.

Effect of Mechanical Properties on Performance of Cold Mix Asphalt with Recycled Aggregates Incorporating Filler Additives

The utilization of recycled asphalt pavement in the construction and maintenance of flexible pavement with asphalt emulsion is advantageous and environmentally friendly. It saves energy due to zero heat loss during the mixing and laying of pavement compared to hot mix asphalt. Recycled asphalt pavement (RAP) is a sustainable material in place of virgin aggregates in road construction. The focus of this study is (i) virgin aggregate production, (ii) the utilization of waste material (additive), (iii) reducing the production temperature, and (iv) recycled RAP material in the pavement. This paper attempts to create a venue for using RAP greater than 50% during pavement construction. Cold mix asphalt (CMA) containing 0%, 50%, and 100% RAP materials with different dosages of cement, fly ash, and Stabil-road at 1%, 2%, and 3% of dry aggregate weight were used for ascertaining the mechanical and volumetric properties of mixtures. The mechanical properties for CMA samples, such as stability, tensile strength, moisture susceptibility, stiffness modulus, and the abrasion loss of CMA samples, were evaluated with and without RAP incorporation. Present laboratory studies revealed that a cold mix containing 50% RAP materials produced a higher stability value than the control mix, irrespective of the types of additives in its contents. All the additives can potentially resist moisture damage in the mix. Also, a significant improvement in the resilient modulus was considered for RAP-incorporated mixtures with the additives.

Investigation on strength characteristics and mechanism of cold mix based on geopolymerization reaction

Cold mix asphalt is an energy-efficient and eco-friendly pavement material, yet its early strength is deficient. This study investigated the strength augment of cold mix asphalt through modification with geopolymer additives. Macro-strength was assessed via Marshall stability testing under varied geopolymer contents, curing durations, and water immersion conditions. Microscale analysis encompassed fluorescence microscopy to discern geopolymer-asphalt interactions and discrete element modeling to simulate the compression process. Results showed that stability rose and then fell as geopolymer content increased, with an optimal ratio of 4:3 between base asphalt and additive. Stability increased rapidly in the first 3 days of curing and accumulated at a slower rate afterwards. Fluorescence microscopy revealed that geopolymer bonded the asphalt to the aggregate surfaces. Modeling exhibited geopolymer resisted vertical loads and confined the aggregate. In summation, geopolymerization enhances cold mix strength by improving adhesion and generating a rigid 3D network encompassing aggregate particles. The discoveries provide guidance on formulating durable cold mix asphalt utilizing geopolymer additives.

Investigation on the high-temperature stability and fatigue behavior of cold mixed epoxy asphalt mixture with different gradations

Cold mixed epoxy asphalt mixture (CMEAM) is widely applied on steel deck bridge pavements due to its excellent high temperature and fatigue resistance. However, previous studies investigated above two properties through destructive test or without considering water-damage factor, respectively, which is far away from real servicing condition. To distinguish above two properties of EA-05 and EA-10 (mixture with nominal maximum particle size of 4.75 mm and 9.5 mm), uniaxial static creep tests, dynamic modulus test and four-point bending beam fatigue test were applied in this paper. At the same time, to comprehensively acquire elastic, viscous-elastic and plastic performance of CMEAM, four kinds of constitutive models were also put forward. Results showed that seven-element viscous-elastic-plastic creep model has the highest correlation coefficients which proves there exists plastic deformation in CMEAM. Meanwhile, EA-10 is likely to present viscous-elastic deformation while EA-05 is more likely to show plastic deformation. Dynamic modulus among different gradation type mixture at 40 °C is not so apparent. But with the increase of frequency and testing temperature, this difference would be clear. The middle gradation of EA-10 has the most excellent high temperature stability under dynamic load. In terms of the resistance to fatigue damage of control or freeze-thaw treated samples, EA-05-U(the upper limit of EA-05 gradation type) always takes the first place and has the lowest sensitivity to the change of stress level and water damage.

Fracture toughness of colored slurry seal at low temperatures and different loading Modes: Comparative study with warm and hot mix asphalt materials

Sustainable pavement, including colored slurry seal, was treated by crack growth under different traffic loads and temperatures. The current research examined colored slurry seals’ fracture toughness at various temperatures under mixed modes I/II and I/III. Three-point bend fixtures were used to prepare edge-notched disk bend (ENDB) disk specimens with edge cracks along one side of the specimens. Then, different temperatures and complete range mode mixity, including I/II and I/III, were used to determine fracture toughness data as well as the critical stress-intensity factor. Results indicated that the samples’ fracture resistance initially declined followed by an increment by an increment in the shear load in I/II mixed mode. From pure mode I to III, colored mixture resistances decreased with crack growth by raising mode III fraction at the crack tip. Moreover, lower temperatures led to better fracture performance between mixtures, especially at −20 °C. Mixtures’ fracture performance was positively influenced by temperature reduction due to bitumen strength characteristics. Comparison of fracture envelopes of cold mix asphalts (CMAs) in I/II and I/III mode mixities with other types of asphalt concrete, such as warm and hot mix asphalt (WMA and HMA), showed higher susceptibility of CMA mixture to cracking failure mode, making it noticeably weaker than WMA and HMA mixtures.

Investigating the Impact of Polymer and Portland Cement on the Crack Resistance of Half-Warm Bituminous Emulsion Mixtures

Cold mix asphalt (CMA) is emerging as an environmentally friendly alternative to traditional hot mix asphalt (HMA). It offers advantages such as lower costs, reduced energy demands, decreased environmental impacts, and improved safety aspects. Among the various types of CMA, the cold bitumen emulsion mixture (CBEM) stands out. The CBEM involves diluting bitumen through emulsification, resulting in lower bitumen viscosity. However, this process has certain drawbacks, including extended setting (curing) times, lower early strength, increased porosity, and susceptibility to moisture. This study focuses on enhancing CBEM properties through the utilization of low-energy heat techniques, such as microwave technology, and the incorporation of a polymeric additive, specifically acrylic. These innovations led to the development of a novel paving technology known as a half-warm bitumen emulsion mixture (HWBEM). The research was conducted in two phases. First, the study assessed the impact of low-energy heating on the CBEM. Subsequently, it explored the combined effects of low-energy heating and the addition of an acrylic polymer. CBEM samples containing ordinary Portland cement (OPC) as an active filler were utilized in the sample manufacturing process. The effectiveness of these techniques in enhancing crack resistance was evaluated by analysing the results of the indirect tensile strength test. Notably, CBEM samples containing an amount of 2.5% of acrylic polymer and OPC exhibited the highest resistance to cracking. Furthermore, significant improvements were observed in their volumetric and mechanical properties, comparable to those of HMA.

Investigation of the combination of microwave heating and calcium alginate capsule rejuvenation healing methods for cold mix asphalt considering the type of compaction effort

Healing behavior of asphalt mixes can affect the pavement life and life cycle cost. Effects of encapsulated rejuvenators and microwave heating methods (as two approaches to improve self-healing behavior) on the cold mix asphalt (CMA) were studied separately and simultaneously at different compaction conditions (i.e., different types and levels of compaction). For this aim, capsules of calcium alginate (CAG) loaded with waste sunflower oil (WSO) and waste engine oil (WEO) were used as encapsulated rejuvenators and iron (Fe) powder was used as a heat conductive material to spread microwave heating into the samples. Moreover, the synergetic effect of powder-based heat-absorbing additives and encapsulated rejuvenators on the healing performance (HP) was also investigated. The chemical test results showed that the Fe powder is compatible with the bitumen emulsion. Pre- and post-healing semi-circular bending (SCB) fracture experiments were conducted before and after healing to check for the effect of the healing method and compaction effort on the HP of CMA. The results indicated higher effectiveness of the microwave heating rather than the encapsulated rejuvenators for facilitating the healing of cracked areas in asphalt mixes. Combining microwave heating and encapsulated rejuvenation methods was not successful in improving the HP, and the healing index was reduced 10 to 15% when both methods were combined. Compaction condition was more influential than the healing method, and the adverse impact of inadequate compaction could not be compensated with any healing methods. It was shown that the healing index can be improved by more than 10% when a proper compaction was applied to the specimens.

Evaluation of asphalt pavement maintenance using recycled asphalt pavement with asphalt binders

Road maintenance projects require innovative, economical, and environmental solutions. This study evaluated recycled asphalt pavement (RAP) as a greener aggregate alternative to natural aggregate for the maintenance of asphalt concrete in flexible pavements. The mechanistic performance of warm mix and cold mix asphalt concretes using recycled asphalt pavement (RAP) was furthermore investigated in this study. The bitumen binders used were asphalt cement AC60/70 for warm mix asphalt concrete and asphalt emulsion CMS-2 h for cold mix asphalt concrete. Laboratory tests undertaken include Marshall stability and flow, indirect tensile strength, indirect resilient modulus, indirect tensile fatigue, and permanent deformation were performed to ascertain the true performance of RAP-AC60/70 and RAP-CMS-2 h mixtures as maintenance asphalt concretes. The laboratory test results of RAP-AC60/70 and RAP-CMS-2 h mixtures were compared with those of a conventional warm mix asphalt concrete using limestone and asphalt cement AC60/70. The results indicated that the overall performance of both RAP-AC60/70 and RAP-CMS-2 h mixtures was comparable to the Limestone-AC60/70 mixtures. The total material cost of RAP-60/70 and RAP-CMS-2 h mixtures was approximately 60% lower than Limestone-AC60/70 mixture. However, the RAP-CMS-2 h mixture had more advantages than RAP-60/70 in terms of maintenance operation and carbon footprint emission. The usage of RAP with both CMS-2 h for repairing pavement deterioration was found to provide a more cost-effective and greener solution.

The Effect of Superplasticizer (SP) on the Workability and Skid Resistance of Geopolymer Concrete (GPC) Containing High Calcium Precursor (HCP)

A superplasticizer (SP) is one of the admixtures that may be used to improve the workability of concrete. However, its effects on geopolymer concrete (GPC) have yet to be well known or published, especially regarding its skid resistance and workability performance. This research aims to study the impact of the superplasticizer on the skid resistance and workability of geopolymer concrete containing high calcium precursor (HCP) in different proportions of SP, which are 0, 0.5, 1.0, 1.5 and 2.0 % by the weight of the HCP. Seven mix designs were produced: 1 conventional concrete mix, 5 geopolymers concrete mix, and 1 bituminous cold-mix asphalt mix. Slump flow and skid resistance tests were performed in this study. A skid resistance test is achieved using a British Pendulum Tester (BPT) on a 220 mm x 220 mm x 50 mm rectangle. This study found that the effect of SP on skid resistance is insignificant. However, the skid resistance of all GPC mix designs is higher than CC and asphalt mix. The workable flow of geopolymer concrete containing HCP and 0 - 2 % SP was 118-123 mm. However, less than 2 % of SP is given an insignificant difference. The optimum mix design of GPC is mix design GPC with an added 2 % SP (M6) that gives a high workability compared to other GPC mix designs and good skid resistance of 95 BPN. This study also found that workability correlates with skid resistance. The higher the spreading width value, the smaller the skid resistance value. In other words, the higher the flowability value, the less rough the sample surface. Hypothetically, the higher the percentage of SP, the higher the workability and the lower the skid resistance.

Quantifying the Workability of Cold In-Place Recycling in the Laboratory

Abstract The Dongre Workability Test (DWT) is a method for determining an asphalt pavement’s relative workability based on stress–strain relationships during compaction in a Superpave gyratory compactor. Although the DWT has seen favorable results with warm-mix and hot-mix asphalt, there has been limited attempts to apply it to cold-mix asphalt (CMA), and those limited attempts did not provide conclusive results. This research re-examined the curves developed during the DWT data collection in order to better quantify the workability of CMA, specifically, cold in-place recycling (CIR). Phase one consisted of defining ten possible metrics from the stress–strain curve and applying them to samples with three different curing conditions. From these preliminary results, the five metrics that showed the greatest differences between curing conditions with small relative coefficients of variation were chosen for continued evaluation. In phase two, these five metrics were applied to three different asphalt emulsions at four different curing conditions (temperature-minutes: 10C-30, 10C-120, 60C-30, and 60C-120). Two metrics based on different areas under the stress–strain curve yielded the most logical and consistent results, with higher values indicating a more workable mixture. Samples cured for 30 minutes at either 10°C or 60°C showed the most noticeable distinction between workability of each asphalt emulsion. Moving forward, it is recommended these metrics be applied to additional asphalt emulsions, reclaimed asphalt pavement sources and gradations, and curing conditions to determine if the DWT method can be modified for application to CIR mixtures.

Cold mix asphalt with polymeric stone for low traffic volume roads

The use of polymer-based household waste in the wearing course of flexible pavements has been analysed, either as an asphalt bitumen modifier or as a dry additive. However, there are not enough records in which this waste is used to make up the aggregate to be used in an asphalt mix. This article presents the development carried out at LEMaC, consisting of pieces made from the mixture of household waste polymers and soils, which has been called Polymeric Stone. This material is used to design a cold-mix asphalt, and its use has been validated after evaluating a series of properties.

Enhancing the compatibility of cold-mixed epoxy asphalt binder via graphene oxide grafted plant oil-based materials

Cold-mixed epoxy asphalt (CEA) has attracted extensive attention in overloaded and steel bridge pavement and maintenance engineering because of its room temperature construction and low energy consumption. However, the compatibility of epoxy resin and asphalt in CEA is still a challenge, limiting its application to some extent. This study aims to enhance the compatibility of CEA with low amounts of plant oil-based compatibilizers and suggest appropriate methods for assessing the compatibility of CEA. GO-grafted epoxidized soybean oil (GOESO) and GO-grafted soybean oil (GOSO) were synthesized and used to modify CEA. The GO and ESO (or SO) solutions were prepared at concentrations of 0.5 mg/mL and 5 mg/mL, respectively. The pH of the solution was adjusted to 5∼6 before heating. The results showed that 0.2 wt% of GO-modified oil-based compatibilizers had similar effects as 30 wt% of oil-based compatibilizers and did not significantly alter the crystal and chemical structures of the CEAs. GOESO is the preferred recommended GO-modified compatibilizer because of the enhanced compatibilizing ability of the epoxy groups in ESO. The compatibilization mechanism involved the effects of the oils on the chemical structures, curing reaction rate, and microstructures of CEAs. The proportion of asphalt particles larger than 20 μm and the reaction rate had strong correlations with the mechanical properties of the cured CEAs. Molecular dynamics simulations revealed that GOSO reduced the solubility parameter (δ) and Flory-Huggins parameter (χ) difference between components A and B by 39.4% and 65.8%, respectively, while GOESO increased the δ and χ difference between components A and B by 10.4% and 15.8%, respectively.

Effect of Conditioning Procedures on Moisture Susceptibility of Foamed Cold-Mix Asphalt Mixtures

Abstract In recent years, cold recycling technologies gained significant interest among road agencies and are used as stabilized base layers because of their economic and environmental benefits. One of the most common technologies for cold recycling is using foamed asphalt as the stabilizing agent. Various road agencies specified different moisture-conditioning procedures to characterize the moisture susceptibility of foamed cold-mix asphalt (FCMA) mixtures. Three commonly used conditioning procedures are AASHTO T 283, Standard Method of Test for Resistance of Compacted Asphalt Mixtures to Moisture-Induced Damage, the moisture-induced stress test, and Asphalt Academy’s technical guideline 2. The moisture-conditioning procedure may also affect the moisture-susceptibility ranking among the various FCMA mixtures. Therefore, it is important to understand the effect of the moisture-conditioning procedure on the moisture susceptibility of FCMA mixtures. The objective of the study was to evaluate the influence of three conditioning procedures on the moisture susceptibility and ranking of FCMA mixtures. The laboratory investigation was conducted on mixtures produced with four different recycled asphalt pavement (RAP) contents of 0 %, 50 %, 75 %, and 100 %. Even though a 0 % RAP FCMA mixture is not practical, this mixture was considered in the study to have FCMA mixtures with a wide range of moisture damage susceptibility results. Moisture damage susceptibility was evaluated using two widely used parameters: tensile strength ratio (TSR) and resilient modulus ratio (MR ratio). The two-way analysis of variance and Tukey’s post-hoc comparison indicated that TSR was not affected by the amount of RAP in the FCMA mixtures. Furthermore, TSR results were not affected by the conditioning procedure. On the other hand, both RAP content and conditioning procedures affected MR ratio results.