Flexible Pavement Construction Research Articles

Enhancing clayey soil performance with lime and waste rubber tyre powder: Mechanical, microstructural, and statistical analysis

Nowadays, for soil stabilisation and cleaner production of geo-composites, the possibility of utilising waste rubber is in vogue. The present paper deals with experimentally investigating the mechanical and micro-structural characteristics of weak Indian clayey soil partially substituted with lime (0-3.5%) and waste rubber tyre powder (0-15%). It was observed that, with increasing lime and rubber powder content, the plasticity index of the soil decreases. The shear strength and compaction testing results reveal that adding lime and rubber tyre powder (RTP) enhances the geotechnical performance of clayey soil up to an optimum dosage value. Also, the tri-axial shear testing was performed to obtain stress-strain curves for all considered soil mixes. For modified clayey soil containing 3% lime and 12.5% rubber powder, the cohesion values and bearing capacities improved phenomenally by 36.1% and 88.6% respectively, when compared to clayey soil. Further for this mix, SEM analysis reveals a compacted microstructure which improves dry-density and California’s bearing ratio among all modified mixes. The novel co-relations upon regression analysis are found able to predict plasticity index, dry density, bearing capacity and shear strength with higher confidence levels. Overall, the cost-benefit analysis worked out to obtain the optimum cost of construction of footings and flexible pavement shows cost deductions up to 19% and 39% respectively while utilising modified clay soil mixes containing 3% lime and 12.5% rubber powder in subgrade, ultimately making production stronger, cheaper and environment friendly.

Effects of oil palm mesocarp fibers on the physical and mechanical properties of expansive soils

Palm fiber is one of the favorable materials used in stabilization of soft soil in geotechnical engineering projects, nowadays due to its sustainability, less damage of environment, biodegradability, availability and cost-effectiveness in a context of widespread appeal to the world for return to nature by protecting the earth. On the other hand, expansive soils are renowned for their swelling-shrinkage property and these volumetric changes resultantly cause huge damage to civil infrastructures. Likewise, subgrades consisting of expansive soils instigate serviceability failures in pavements across various regions worldwide. This paper presents results of the laboratory evaluation of expansive soils stabilized with oil palm mesocarp fiber (OPMF), with a view to determine its suitability as flexible pavement construction material. The mixtures were subjected to British Standard heavy (modified Proctor) compaction energy to determine their strength characteristics. The samples were subjected to different tests to ascertain their index properties. Varying proportions of OPMF from 1% to 4% were incorporated into the soil samples and the effects were observed based on compaction and California Bearing Ratio (CBR) results. The control samples without inclusion of OPMF achieved the highest Maximum Dry Densities (MDD), the MDDs reduced linearly as the OPMF content increased. Consequently, the CBR values decreased with increase in OPMF. The reduction in MDD ranged from 20.28g/cm3, 18.5 g/cm3, 15.65 g/cm3, 12.53 g/cm3 as the OPMF increased from 1%, 2% to 3%, 4%. and the optimum moisture content remained almost unaffected due to high-absorbent nature of the fibers. With the inclusion of the OPMF, the CBR value under soaked conditions dropped from 5% to 1.8% rendering them very unsuitable for pavement subgrade. It was concluded that the presence of fiber depreciated the engineering properties of the earth materials. Direct application of OPMF in any part of road pavement has been dissuaded.

Soft computing-based optimization of plastic waste utilization in flexible pavement construction

Soft computing-based optimization of plastic waste utilization in flexible pavement construction

INFLUENCE DU PLASTIQUE RECYCLE DE TYPE POLYPROPYLENE SUR LES CARACTERISTIQUES DU BITUME ET DE LENROBE BITUMINEUX

Asphalt is the most widely used product in the construction of flexible pavements. The purpose of this study is to evaluate the feasibility of incorporating recycled polypropylene plastic into bitumen to obtain modified asphalt to manufacture modified asphalt mixes that offer better properties than conventional asphalt mixes. A type of asphalt mix has been studied, a semi-grained asphalt concrete (SGAC14). Conventional asphalt mixes as well as asphalt mixes containing 2% and 4% of the polypropylene dosages were manufactured. For all the tests carried out, the performance was evaluated according to five criteria: 1) improvement of the rheological properties of the bitumen (ring balls, penetrability, softening point, ductility) 2) suitability for compaction with the gyratory shear press (GCP) 3) Water resistance 4) rutting resistance and 5) the Marshall Trial. The experimental results showed, among other things: an improvement in the rheological properties of the modified bitumen for the respective polypropylene assays of 1%, 2%, 3%, 4% and 5%. For these assays, respectively, penetrability decreased by 29%, 37%, 42%, 74%, and 90% the temperature of beads and rings increased by 0.73%, 2.94%, 5.5%, 6.24% and 9.17% the springback increased by 13.82%, 21.40%, 5.69% and 4.07%. . The modified asphalt mixes with 2% and 4% polypropylene compact better than the reference asphalt at 80 gyrations with respectively 5.5% and 5.1% voids we have 6.1% voids for the reference asphalt. An increase in water resistance for polypropylene dosages at 2% and 4% respectively the latter offer a variation in simple dry compressive strength of 4.84%, 22% and a variation in compressive strength after 7 days of immersion in water of 8.53%, 19.5%. Improved rutting performance of modified asphalt mixes: The SGAC14 class 0 reference asphalt mixes are upgraded to a class 1 and class 2 SGAC0/14 for 2% and 4% polypropylene dosages respectively. Modified asphalt mixes give the best Marshall stability. Overall, the possibility of incorporating polypropylene into SGAC14 type asphalt has been proven.

Experimental study of improving hot mix asphalt reinforced with carbon fibers

Abstract Using hot asphalt mixtures (HMAs) is very common in flexible pavement construction due to its mechanical properties of durability, water resistance, and riding comfort. It proved to substantially reduce the applied stresses from vehicular traffic to subgrade. However, these types of pavements can undergo different types of distress such as cracks and rutting, which could be the result of weak mixing of the asphalt mixture and/or increasing traffic volumes. Therefore, the need to improve the mechanical properties of hot mix asphalt mixtures using different additives and modifiers was raised. Different materials have been recently used to reinforce asphalt concrete. For the construction of road pavements, using fibers in a HMA has emerged as a significantly more appealing option due to their strengthening properties. The alteration of asphalt binder is expected to benefit from carbon fibers (CFs) more than other types of fiber. In this study, an experimental study is carried out to investigate the effects of adding CFs to the asphalt mixtures with grades of (40–50) which comply with the Iraqi specifications. Twelve Marshall specimens were tested for stability and flow, 24 specimens for moisture failure testing, and two specimens for the rutting resistance of the asphalt mixture. The optimum bitumen content of 5.0% was used to prepare all the specimens. Different percentages of CFs by weight of asphalt (0, 0.2, 0.4, and 0.6%) were implemented to study the performance of paving mixtures. The way to mix the disperse the CFs homogeneously is by dry state (after separating the fibers manually) for 10 min, and then the asphalt was added; the mixture was heated to 165°C and mixed for at least 20 min. The results showed that the optimum properties of the HMA were reached by adding 0.4% CF to the HMA. Marshall stability was increased by 48%, the flow was decreased by 23%, and in addition, rut depth was reduced by 50%. The unit weight and the percentage of air voids in the mix were maintained and, along with other mix properties, are preserved within acceptable limits. Moreover, the indirect tensile strength has increased by 88.6%. Furthermore, moisture susceptibility reached 88%. Therefore, the addition of 0.4% CFs improved the performance of HMA at a high temperature of 60°C, which is close to the paving temperature in Iraq, by reducing the rutting of the asphalt mixture, which is considered the most dangerous tiling problem in Iraq. By improving the performance characteristics of asphalt mixture, the durability of the pavement will increase, and the riding will be more comfortable.

Influence of novel modified waste cooking oil beads on rheological characteristics of bitumen

The high global need for non-renewable resources such as bitumen for the construction of flexible pavements is a foremost concern in the pavement industry. Thus, researchers are looking for novel approaches such as bio-modifiers to reduce dependency on bitumen. This study investigated the effect of the modified waste cooking oil beads (MWCOBs) as a bio-modifier on the rheological properties, morphological properties, and chemical characteristics. The waste cooking oil (WCO) was pre-processed and modified at two ratios (45:55 and 50:50) with the SBS to form the rubbery material (MWCOBs). The base bitumen (BB) with 60/70 grade was blended with five percentages of MWCOBs for each ratio (5%, 10%, 15%, 20%, and 25%). The results indicated that viscosity has systematically increased with increasing content of MWCOBs and provided a better response at higher temperatures. Adding 5 wt% of MWCOB-A and MWCOB-B improves the viscosities to 513 cp and 562 cp at 135 ℃ respectively compared to 429 cp of BB. The incorporation of the MWCOBSs substantially enhances the elasticity and stiffness of modified bitumens. Additionally, based on the rutting and fatigue parameters, the incorporation of the MWCOBs provides enhanced performance. The 15 A and 15B demonstrated a performance grade (PG) 76 with failing temperatures of 76.2 °C and 78.7 °C respectively. However, 5B exhibited fatigue failure at 13 °C, whereas all other modified bitumens demonstrated fatigue parameter values below 5000 kPa. The separation indices (SIs) based on complex modulus at a temperature of 64 °C of modified bitumen are within the specified range regardless of the 25 A and 25B with SIs of 1.27 and 1.36 respectively. The master curve of 15 A demonstrated higher stiffness at a lower frequency than other bitumen curves and is less stiff at a higher frequency. The field emission scanning electron microscope (FESEM) investigation showed that the MWCOBs are dispersed in the base bitumen and produced a homogeneous matrix. In conclusion, the modified bitumen 15 A and 10B have shown optimal rheological performance and could be utilised as a sustainable bio-modifier.

Various Alternatives in Flexible Pavement Design and their Suitability

Abstract: The road network of about 63.3 lakh Km in India is the second largest in the world. Mostly Flexible pavement construction had been adopted but over last decade, emphasis is made to build long lasting pavement and hence Concrete Pavements have got more adoptability. All pavements are designed in accordance with the relevant codes. However, in order to make road infrastructure more economical by virtue of utilization of various recycled materials, greater flexibility is available in terms of design. However, this requires a thorough understanding of the genesis of various design types, their suitability under various site conditions and also availability of construction materials and technologies. This paper is intended to make an overview of such attempts and studies that may act as an extended guide for pavement engineers and designers. An attempt will be made to study the life cycle cost of different pavements

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.

Understanding the State Agency Policies toward RAP Usage in the United States: State of Practice

The usage of Reclaimed Asphalt Pavement (RAP) material is a highly resource-conservative, economical, and sustainable practice in flexible pavement construction. However, its usage in hot mix asphalt (HMA) is capped at 25% by the majority of state transportation agencies due to its aging levels, stiffness characteristics, and handling capabilities, which may result in early-age pavement distress. Though researchers suggest methodologies to increase RAP usage, higher RAP percentages in asphalt pavements require the support of state authorities. The main objective of this paper is to provide information on how different states design their mixtures with high RAP percentages. This study reviewed the current state of practice of fifty (50) state DOTs in the United States (US) with respect to RAP usage and the factors governing its regulations. It was observed that the limit of RAP content is mainly governed by traffic levels, gradation, binder content, and stiffness contributed by RAP and layer position in a pavement structure. The specifications also suggest that apart from volumetric and performance justification, blending charts, fractionation, and virgin binder grade selection would facilitate the use of higher RAP content in HMA. Controlled mixture design abiding by state specifications can increase the allowable RAP to 40–100%.

Waste Materials as Extender of Bituminous Binder: A Review

Bitumen is a hydrocarbon material which can be largely obtained from crude petroleum distillation. It used widely in flexible pavement construction as a binder that binds the aggregate. Flexible pavements make up around 95% of the pavement in entire world. The quality of the materials used in the flexible pavement is essential for its performance. The modification of bituminous binders using modifiers is applied to improve the quality and properties of bitumen. Due to the limitation of crude oil, higher price, and impact of bitumen on the environment, an efficient, cost-effective, and environmentally friendly modifier for the modification of bituminous binders is vital in road industry. This paper aims to provides a review and propose the waste materials that can be used as modifier or bitumen extender. Among these waste materials, silicon, rubber, cooking oil (mix with other modifiers) lignin and calcium lignosulfonate shown a promising results as bitumen extender. Furthermore, the cost analysis of the modified bituminous binders was also look upon. The findings from this study recommend lignin among the extender being compared. Lignin can be mixed directly in the bitumen with a minimal process involved. Moreover, lignin is a biobased waste materials and the second most abundant organic material on earth, after cellulose. With 25% replacement of bitumen, lignin reduces the consumption of non-renewable bitumen and has a great potential to be used in pavement construction.

The experimental procedures of sand and lime as base soil stabilization materials on the modified proctor values for flexible pavement construction

During road construction, one of the major challenges encountered is dealing with weak subgrade soil, specifically expansive soil that experiences volume changes due to variations in moisture content. Lime stabilization is a widely used method for improving post-construction stability, offering cost savings, and reducing environmental impact. This study reviews various methods for creating soil-lime mixtures, comparing testing methods. Effective soil stabilization leads to improved construction outcomes, cost reduction, and minimized environmental impact. Soil characteristics, including Maximum Dry Density (MDD) and Optimum Moisture Content (OMC) value, are important factors in determining suitability for construction. Therefore, this study focused on soil characterization, grain analysis, Atterberg limits, and modified compaction before and after lime as well as sand stabilization. This study also determined soil characteristics, grain gradation, Atterberg limit, and modified compaction, and also developed implementation methods and budget plans for stabilized earthworks. Subsequently, the tests included moisture content, density, specific gravity (Gs), sieve analysis, grain analysis with a hydrometer, Atterberg limits, and modified compaction. The tests were conducted with varying percentages of sand (20 %) and lime (5 %, 10 %, 15 %, and 20 % of soil dry weight). Original soil moisture content value (w) = 53.70 %, Wet soil unit weight (γ) = 1.69 gr/cm3, Gs = 2.69, The original soil is classified into A-2–7 as (silty gravel or clay and sand) according to AASHTO.•This method shows the effect of sand and lime as base stabilization materials.•This method examines the roles of modified proctor on the flexible pavement.•This study explores MDD and OMC for curing times of 1, 7, and 14 days.

Field Studies on Expansive Soil Stabilization with Nanomaterials and Lime for Flexible Pavement

The long-term performance of pavement is greatly influenced by the subgrade soil-bearing capacity. The areas with lower bearing capability experience higher construction costs due to soil replacement. Soil stabilization is one of the engineering measures that may be used to improve soil properties. The improvement in the soil properties varies depending on the soil type and type and dosage of the stabilizer. The primary objective of this study is to determine the impact of the different types of stabilizers on different types of black cotton soil. In the present study, black cotton soil was treated with Terrasil (0.5, 0.75, and 1 kg/m3), Zycobond (0.5, 0.75, and 1 kg/m3), and lime (0, 2, and 3%). The influence of varying dosages of Terrasil, Zycobond, and lime showed a significant improvement in the FSI, CBR, and UCS. In this study, attempts were made to investigate the field performance of chemically treated black cotton soil. A 100 m trail section with chemical- and lime-treated subgrade was constructed and analyzed using the dynamic cone penetration test. Finally, the mechanical design indicated that the chemical stabilization layer could be helpful to reduce asphalt layer thickness by 30 mm and cost. It is anticipated that this study will be useful to perceive, visualize, and understand the advantages of chemically treated black cotton soil. Overall, it is a step toward sustainable construction, which will reduce the demand for natural materials by optimizing pavement design and the use of existing unsuitable materials (black cotton soil) in flexible pavement construction.

Utilization of recycled concrete aggregates for developing high-performance and durable flexible pavements

The objective of this research was to explore the feasibility of using recycled concrete aggregates (RCA) to construct flexible pavements with high performance and durability. The research is based on materials obtained from urban renewal projects in Istanbul, where RCA can be sourced from construction demolition waste. The grain diameter distributions of subbase and base samples, intended for road infrastructure implementation, were established to comply with the AASHTO Pavement Structures Design Guidelines specifications. Laboratory tests were conducted to determine the physical, mechanical, and stiffness properties of subbase and base samples prepared with RCA. In addition, the influence of freeze–thaw (F-T) cycles on the stiffness characteristics of RCA was examined experimentally through resilient modulus and permanent deformation tests carried out on base and subbase samples subjected to a range of 1 to 20F-T cycles. Also, numerical evaluations were undertaken using finite difference numerical modeling software to investigate the mechanical performance of flexible pavements built with RCA under significant loads, utilizing parameters derived after various numbers of F-T cycles. The findings suggest that the stiffness properties of RCA meet the required specifications for subbase and base materials after F-T cycles, indicating that RCA can potentially provide high performance in flexible pavement construction under varying environmental conditions.

Municipal incinerated solid waste bottom ash as sustainable construction material in the construction of flexible pavements

Municipal incinerated solid waste bottom ash as sustainable construction material in the construction of flexible pavements

Enhancement of kaolin clay soil for civil engineering application using rice husk ash and sawdust ash geopolymer cements

These days, good quality road construction materials are scarce and their haulage to the construction site is expensive. When unsuitable materials are encountered during flexible pavement construction, the most technical and economical option is always to improve them to meet design standards. One of these deficient materials mostly encountered in tropical regions is kaolin clay soils. Cement and lime that are traditional deficient soil improvement agents are on high demand therefore have kept the cost of engineering construction financially high. Thus, the use of agricultural wastes such as sawdust and rice husk as alternative construction materials will considerably reduce the cost of construction and as well mitigate the environmental hazards caused by the wastes and cement production. This study investigated and compared the performance of rice husk ash (RHA) and sawdust ash (SDA) geopolymer cements in improving the geotechnical properties of kaolin clay soil used for flexible pavement construction. All laboratory experimental tests were carried out in accordance with British Standard (BS) 1377 and BS 1924 for natural and modified kaolin clay soil samples respectively. Soil samples were mixed with geopolymer cement at stepped concentrations of 0, 4, 8, 12, 16 and 20% by dry weight of soil. Results indicated that the plasticity index value of the natural kaolin clay of 18.52% was reduced to 7.24% at 20% RHA geopolymer cement content. The unconfined compressive strength of the natural soil was improved by 600 and 400 % by RHA and SDA geopolymer cements respectively. It was concluded that the use of up to 20% RHA and SDA geopolymer cements can efficiently and eco-friendly improve kaolin clay for flexible pavement foundation purpose.

Asphalt Mixing Performance Evaluation at Province Road Junction Sta 1+700 - 2+300

Asphalt mixture is a very important component that needs to be taken into account in flexible pavement construction to achieve the durability of a highway construction. In order to achieve the durability of road construction, it is necessary to control the quality of the mixture used to determine the quality of the mixture used in road construction. Evaluation of the mixture is carried out in the laboratory to check asphalt content, aggregate gradation and field density which must meet the required tolerances for the working mixture (JMF). Evaluation of the asphalt mixture can be done by the extraction method. The extraction method used in this study is the centrifugal extraction method. With this extraction method, the composition of a mixture can be known so that it can be compared with the mixture required in the Job Mix Formula (JMF). In conclusion, there is a decrease in the extracted asphalt content with the planned asphalt content, that is, with an average asphalt content value of extraction results of 6. 58% while the planned asphalt content value is 7.10% with the required tolerance of ±0.3%. In addition to the value of asphalt content, the field density also decreased from that which was planned in the work mix. It is known that the density value in the work mixture is 2,250 g/mm3 while the average field density value is 2,095g/mm3 so that the Job Standard Density (JSD) value is 93.108% and this value is below the tolerance limit. Then the aggregate gradation of the semi-gap HRS WC mixture at the Intersection section of the Lito province on average underwent a gradation change, namely a decrease in the percentage of passing on each sieve.

Utilization of reclaimed asphalt pavement (RAP) materials in HMA mixtures for flexible pavement construction

Production of more RAP material waste arises the problem of deposition. To overcome this problem, RAP materials are recycled and re-used in different layers of pavement which will reduce the cost of pavement construction, reduce the environmental pollution. So, partial replacement with natural aggregate (NA) is an alternative for conservation of natural resources. RAP materials contain bitumen on their surface which will reduce the amount of natural bitumen. Replacement of RAP materials with natural aggregate needs suitable blending proportion. This paper represents laboratory evaluation of replacement of Reclaimed Asphalt Pavement (RAP) materials, a varying percentage of 0 to 30% blended with natural aggregate in terms of Marshall Stability, Indirect Tensile strength and Tensile Strength Ratio to be used in hot mix asphalt (HMA) mixtures for construction of surface course of flexible pavement. Marshall Stability, Indirect Tensile strength and tensile strength ratio (wet and dry condition) of natural aggregate blended with RAP 0%, 10%, 20% and 30% were tested and found 20% RAP mix is suitable for the bituminous road construction.

Partial Replacement of RCA and LDPE in Bituminous Pavement

Bituminous concrete mix is a composite material which is widely used for the construction of flexible pavements, surfacing of roads and airports, various parking lots etc. It generally consists of bitumen which works as a binder material, coarse aggregates, fine aggregates and filler materials which are generally mixed together in right proportion and laid down in layers followed by the compaction. In this present age of modernization and urbanization, construction is non stoppable and the construction by demolishing of old building has arisen a serious problem of treatment of demolished waste. Similarly, the use of plastic in our day-to-day life and its improper disposal is also creating serious environment pollution. So, there is big challenge in managing the demolished waste as well as the waste plastics. In this project i.e. partial replacement of RCA and LDPE in Bituminous concrete mix we have tried to replace the RCA (25%) in Natural Aggregates and LDPE (2%, 4%, 6% and 8% respectively) in bitumen content for the improvement of the pavement characteristics satisfying both the strength criteria and the economic aspects giving emphasize to less environment degradation and sustainability.

АСПЕКТИ ПРОГНОЗУВАННЯ ТЕМПЕРАТУРНИХ РЕЖИМІВ АСФАЛЬТОБЕТОННОГО ПОКРИТТЯ В ЦІЛЯХ ПРОЄКТУВАННЯ НЕЖОРСТКОГО ДОРОЖНЬОГО ОДЯГУ

Introduction. The introduction to the paper describes the impact of critical temperatures and temperature loadings on the performance of the asphalt pavement layer and also on the entire flexible road pavement construction. Problem statement. The issues of the paper concern significant aspects of the pavement temperature regimes prediction used in various systems of the flexible road pavement designing. Purpose. The main goal of the paper is to review and compare the flexible road pavement designing approaches based on predicted temperatures of the asphalt pavement layer which may be reached under critical road pavement operating conditions. Results. The application of the theory of thermal diffusion as the framework for the description of establishing the asphalt pavement layer temperature equilibrium was reviewed. As it is assumed, when the maximum asphalt pavement layer temperature is reached exists the equilibrium between outgoing and incoming flows such as outgoing and incoming longwave radiation, shortwave incoming radiation, convection losses and heat transfer. After wide investigations carried out by an SHR program, the maximum asphalt pavement layer temperatures calculated on that heat flows balance were proposed to be used in the flexible road pavement designing. Also, the results of investigations carried out to develop the proposed theory of temperature equilibrium were analyzed and it was stated that under certain meteorological conditions the maximum asphalt pavement layer temperature will not be accompanied by the temperature equilibrium; the subsequent redistribution of heat flows may led to the values of temperature that significantly overcome the calculated maximum.

Characterizing the Aging and Performance of Asphalt Binder Blends Containing Recycled Materials

Abstract The aging of asphalt concrete is mainly governed by the aging of the asphalt binder, which is a naturally occurring organic hydrocarbon. Both chemical and rheological properties of asphalt binder are expected to change as aging continues. The pavement industry is increasing the use of different recycled materials in the construction and rehabilitation of flexible pavements to preserve natural resources, save costs, and reduce environmental emissions. The aged binder from recycled materials is expected to alter the binder properties and its aging characteristics in the new mix. In this study, 3 different virgin base binder types (PG 64-16, PG 58-22, and PG 70-10) and 7 different binder blends containing recycled binders (up to 100 % binder replacement) were subjected to different aging conditions. The rheological and chemical properties of these binders were characterized using a dynamic shear rheometer and Fourier transform infrared spectroscopy, respectively. It was found that the Glover-Rowe parameter distinctively captured the change in binder rheological properties with aging for the different binder blends. A good correlation (R2 value of 0.83–1.00) was observed between binder chemical and rheological properties. The source and performance grade of the base binder were found to govern the correlation between the rheological and chemical properties of the blended binder. Hamburg wheel tracking (for rutting and moisture sensitivity) and indirect tensile asphalt cracking test (for fracture) tests were conducted on asphalt mixes maintaining the same blended binder ratios. The laboratory mix performance parameters were found to correlate well with the properties of the blended binders. Therefore, properties of the blended binders can be an important source of information for predicting the performance of asphalt mixes containing recycled materials.