Pavement Applications Research Articles

Assessing Semiflowable Self-Consolidating Concrete with Sugarcane Bagasse Ash for Application in Rigid Pavement

Assessing Semiflowable Self-Consolidating Concrete with Sugarcane Bagasse Ash for Application in Rigid Pavement

Effect of using Oil Shale Ash on geotechnical properties of cement-stabilized expansive soil for pavement applications

Expansive soil is considered an engineering problem that may cause cracks and distresses in structures and roads. Due to its swelling potential and low unconfined strength, expansive soil causes failures in structures and leads to financial losses. Oil Shale Ash “OSA” is the byproduct of the combustion of the oil shale rock to produce electricity. Instead of dumping OSA materials into landfills, which has several negative environmental implications and cost burdens, utilizing these materials as building materials might alleviate the environmental concerns caused by their disposal. This research investigates the possibility of experimentally using the by-products Oil Shale Ash (OSA) and Portland Cement (PC) to enhance the geotechnical properties of problematic expansive soil. OSA and cement have been added to the soil, where OSA is used in four percentages by dry weight of soil (10%, 20%, 25%, 30%), and cement is used in three percentages (2%, 4%, 6%). A laboratory test program was implemented, including Atterberg limits, compaction test, unconfined compressive strength test (UCS), swell test, linear shrinkage test, and California Bearing Ratio (CBR) test. The results showed that OSA and cement have reduced the expansive natural soil's swelling potential, plasticity index, and linear shrinkage. Also, the UCS and CBR values of treated soil have improved significantly. Pavement analyses demonstrated that OSA-cement-stabilized soil could be a suitable stabilization agent for the subgrade and base layers in constructing pavements.

Implementation of deep neural networks and statistical methods to predict the resilient modulus of soils

ABSTRACT The Resilient Modulus (Mr) is perhaps the most relevant and widely used parameter to characterise the soil behaviour under repetitive loading for pavement applications. Accordingly, it is a crucial parameter controlling the mechanistic-empirical pavement design. Nonetheless, determining the Mr by laboratory tests is not always possible due to the high consumption of time and financial resources. Thus, developing new indirect approaches for estimating the MR is necessary. Precisely, this article investigates the application of Deep Neural Networks (DNNs) and statistical methods to predict the Mr of soils. For that purpose, the Long-Term Pavement Performance (LTPP) database was implemented. It includes 64 701 datasets resulting from coarse-grained and fine-grained soil samples considering a wide range of grain size distribution and subjected to different stress levels. The input parameters were the bulk stress, octahedral shear stress, and the percentage of soil particles passing through the different sieves (3”, 2”, 3/2”, 1”, 3/4”, 1/2”, 3/8”, No. 4, No. 10, No. 40, No. 80, and No. 200) and the output was the Mr. The results suggest that while conventional mathematical models are unable to predict the influence of the grain size distribution and stress level on the Mr, the proposed DNNs were able to reproduce very accurate predictions. Notably, the proposed computational models have been uploaded to a GitHub repository and have become a valuable tool for forecasting the Mr when experimental measurements are not feasible.

Engineered cementitious composites design framework for pavement applications

Engineered cementitious composites (ECCs) have gained attention as a potential material alternative for extending the lifespan of pavements and overlays due to their exceptional mechanical strength and ductility. This study presents a novel thickness design framework that incorporates the elastic and plastic regimes of ECCs, along with a wide range of mechanical properties, to develop general thickness design equations for the fatigue failure mode of ECC pavements. The pavement thickness design framework proposed in this study integrates three components: (1) experimental models characterizing the beam flexural fatigue performance of ECC materials; (2) Finite Element (FE) analysis to quantify the stress response of ECC pavements under vehicular loading; and (3) empirical stress equivalency functions to combine the FE analysis results with the beam flexural fatigue models and predict the fatigue life of ECC pavements during the plastic regime. Using the proposed framework, two general thickness design equations predicting the service life of ECC pavements were developed, one for the elastic regime and one for the plastic regime of ECCs. The thickness design equations developed are in terms of ECC material properties and empirical coefficients, which can be determined through experimentation and modeling. The analysis of the results indicates that the proposed framework provides a more accurate representation of the service life of ECC pavements, particularly during the plastic deformation regime, compared to previous design frameworks discussed in the literature.

Evaluation of Millability and Recyclability of Asphalt with Paving Interlayers

Abstract Reclaimed asphalt pavement (RAP) has been widely incorporated into roadway base and surface courses, as they provide economic and environmental benefits that lead to sustainable construction practices. However, because of the increasing use of paving interlayers (e.g., geotextiles, geogrids, and geocomposites) during roadway rehabilitation, the likelihood of milling projects involving asphalt layers with paving interlayers (referred to as GRAP) has significantly increased. Consequently, the assessment of potential GRAP reuse in geotechnical and pavement applications becomes essential. This research study aims at evaluating the millability and recyclability of asphalt layers with paving interlayers. Specifically, sections with and without paving interlayers were first milled to evaluate the millability of asphalt layers with paving interlayers. Subsequently, the recyclability of GRAP for the base and surface course of pavements was assessed by quantifying the geotechnical characteristics of millings collected from asphalt layers with paving interlayers, referred herein as geosynthetic RAP or GRAP, and those without paving interlayers (RAP). The evaluation of RAP and GRAP materials for road base suitability included blending them with virgin aggregates and investigating these blends via determination of particle size distribution, binder content, compaction characteristics, abrasion resistance, hydraulic conductivity, and resilient modulus. The evaluation of RAP and GRAP materials for surface course suitability involved preparing asphalt mixtures that incorporated RAP and GRAP and quantifying their particle size distribution, indirect tensile strength, and moisture susceptibility. Comparison of the results obtained from five different base course blends and five different asphalt mixtures demonstrated that the base course blends and asphalt mixtures with GRAP exhibited properties similar to those with RAP. Also, the results of this investigation indicate that asphalt mixtures (surface course) and granular base courses can incorporate up to 30 % and 50 % GRAP, respectively, thus leading to sustainable roadway construction practices.

Preparation and Experimental Study of Phase Change Materials for Asphalt Pavement.

This study aimed to address the issue of high-temperature challenges in asphalt pavement by developing two types of phase change materials (PCMs) for temperature control. Encapsulated paraffin wax particles (EPWP) and encapsulated myristic acid particles (EMAP) were synthesized using acid-etched ceramsite (AECS) as the carrier, paraffin wax (PW) or myristic acid (MA) as the core material, and a combination of epoxy resin and cement as the encapsulation material. The investigation encompassed leakage tests on PCMs; rutting plate rolling forming tests; SEM, FTIR, XRD, and TG-DSC microscopic tests; as well as heat storage and release tests and temperature control assessments using a light heating device. The study revealed the following key findings. Both types of PCMs exhibited no PCM leakage even under high temperatures and demonstrated low crushing ratios during rut-forming tests. Microscopic evaluations confirmed the chemical stability and phase compatibility of the constituents within the two types of PCMs. Notably, the phase change enthalpies of EPWP and EMAP were relatively high, measuring 133.31 J/g and 138.52 J/g, respectively. The utilization of AECS as the carrier for PCMs led to a substantial 4.61-fold increase in the adsorption rate. Moreover, the PCMs showcased minimal mass loss at 180 °C, rendering them suitable for asphalt pavement applications. The heat storage and release experiments further underscored the PCMs' capacity to regulate ambient temperatures through heat absorption and release. When subjected to light heating, the maximum temperatures of the two types of phase change Marshall specimens were notably lower by 6.6 °C and 4.8 °C, respectively, compared to standard Marshall specimens. Based on comprehensive testing, EPWP displayed enhanced adaptability and demonstrated substantial potential for practical implementation in asphalt pavements.

Potential Role of GGBS and ACBFS Blast Furnace Slag at 90 Days for Application in Rigid Concrete Pavements.

Incorporating blast furnace slag into the composition of paving concrete can be one of the cost-effective ways to completely eliminate by-products from the pig iron production process (approximately 70% granulated slag and 30% air-cooled slag). The possibility to reintroduce blast furnace slag back into the life cycle will provide significant support to current environmental concerns and the clearance of tailings landfills. Especially in recent years, granulated and ground blast furnace slag (GGBS) as a substitute for cement and air-cooled blast furnace slag (ACBFS) aggregates as a substitute for natural aggregates in the composition of concretes have been studied by many researchers. But concrete compositions with large amounts of incorporated blast furnace slag affect the mechanical and durability properties through the interaction between the slag, cement and water depending on the curing times. This study focuses on identifying the optimal proportions of GGBS as a supplementary cementitious material (SCM) and ACBFS aggregates as a substitute to natural sand such that the performance at 90 days of curing the concrete is similar to that of the control concrete. In addition, to minimize the costs associated with grinding GGBS, the hydration activity index (HAI) of the GGBS, the surface morphology, and the mineral components were analyzed via X-ray diffraction, scanning electron microscopy (SEM), energy dispersive spectrometry (EDX), and nuclear magnetic resonance relaxometry (NMR). The flexural strength, the basic mechanical property of road concretes, increased from 28 to 90 days by 20.72% and 20.26% for the slag concrete but by 18.58% for the reference concrete. The composite with 15% GGBS and 25% ACBFS achieved results similar to the reference concrete at 90 days; therefore, they are considered optimal percentages to replace cement and natural sand in ecological pavement concretes. The HAI of the slag powder with a specific surface area equivalent to that of Portland cement fell into strength class 80 at the age of 28 days, but at the age of 90 days, the strength class was 100. The results of this research present three important benefits: the first is the protection of the environment through the recycling of two steel industry wastes that complies with European circular economy regulations, and the second is linked to the consequent savings in the disposal costs associated with wastefully occupied warehouses and the savings in slag grinding.

Influence of bagasse ash powder and marble powder on strength and microstructure characteristics of alkali activated slag concrete cured at room temperature for rigid pavement application

In this research, an attempt is made to partially replace ground granulated blast furnace Slag (GGBS) with a binder rich in SiO2 and CaO in alkali activated slag concrete (AASC) to increase workability and setting time. GGBS is replaced with bagasse ash powder (BAP) in 5%, 10%, and 15% of the binary mix, and subsequently with marble powder (MP) in 5% and 10% of the binary mix. After establishing the best mix for both binder replacements, a ternary mix with 5% BAP and 10% MP is created. The fine aggregates used in the comparison are 100 % river sand and slag sand. 10 M sodium hydroxide and the alkaline to binder ratio is 0.4, were used. Mechanical properties such as compressive strength, split tensile strength, and flexural strength are performed cured at 1, 3, 7, and 28 days samples. To further understand the intrinsic mechanism of strength development, microstructure, morphology and mineralogy on AASC are investigated. Based on the findings, it can be inferred that AASC mixes have a higher strength than OPC mixes. The mechanical strengths of the AASC binary mix with 10% MP and 5% BAP are higher. The microstructural analysis reveals the mixes developed with BAP and 100 % GGBS, had a denser microstructure than the normal mixes. The mechanical properties obtained for most of the AASC mixes are significantly higher than the IRC SP:62-2014 recommendations for rigid pavements for low volume roads.

Prediction of compressive strength of cementitious grouts for semi-flexible pavement application using machine learning approach

This study involves the preparation of cement grout samples by varying proportions of superplasticizer (SP) and water-cement (w/c) ratio (0.25–0.45) which were tested for computing flow value and 1-day, 7-day, and 28-day compressive strength. With 75 data points a neural network model was developed to predict the 28-day compressive strength based on w/c ratio, superplasticizer percentage, flow value, and compressive strengths of 1-day and 7-day as input variables. Due to the better performance of Artificial Neural Networks (ANN) over other applied models, this study predicts a confident pattern of relationship between w/c ratio (indirect), superplasticizer (direct up to 3%), and the corresponding strength characteristics of the study samples. The prediction power of the developed model has been improved from R2 = 0.959 to R2 = 0.984 by optimizing the number of neurons, activation function, and optimizer. The best performance was observed in the case of Model45-R_A. The same model was used for assessing the effect of the percentage of superplasticizer and water cement ratio on 28 days compressive strength where the compressive strength of 73.941 MPa was recorded in the case of 3% superplasticizer and w/c of 0.25.

Sustainable use of COVID-19 discarded face masks to improve the performance of stone mastic asphalt

Since COVID-19 was declared a global pandemic, the production, consumption, and discard of personal protective equipment (PPE), such as face masks, have been rapidly increasing. The massive amount of face mask waste poses a severe threat to the ecology, environment, and public health. Alleviating the adverse effects of mask waste requires the cooperation of professionals from various fields. To reduce the epidemic-generated waste and improve the performance of stone mastic asphalt (SMA) mixes, in this study, comprehensive laboratory experiments, including volumetric assessment, Marshall stability and flow, resilient modulus, dynamic creep, moisture susceptibility, and binder drain-off test were carried out on SMA specimens prepared with 0.3%, 0.5%, 0.7%, and 1.0% of mask fibre (MF) by weight of asphalt mixture. The results were compared with the control SMA specimen (i.e., SMA mixed with 0.3% cellulose fibre (CF)) that complied with the road industry regulations and standards. The results of the study illustrated that the introduction of MF into the SMA mix improved the stability, resilient modulus, indirect tensile strength, resistance to permanent deformation, resistance to moisture damage and binder drain-off performance. Experimental results indicated that the inclusion of 0.3% and 1.0% MF in SMA complied with industry requirements and suggested that MF could be used instead of virgin CF as a fibre additive. Considering the available supply, performance and industry standards, SMA containing 0.3% MF demonstrates more potential for pavement applications.

Life Cycle Assessment of Aggregate Quarry By-Product Fines in Pavement Applications

Quarry by-products (QB) pose a major environmental challenge for quarries as they accumulate in large quantities, and their beneficial uses are continually sought out. Research at the Illinois Center for Transportation introduced seven applications to utilize QB in chemically stabilized base/subbase pavement layers. These applications were evaluated for field performance through accelerated pavement testing. This paper presents results for the environmental benefits and trade-offs of including QB or blends of QB with recycled materials in pavements. The seven QB applications and a control section were evaluated in terms of environmental impacts using life cycle assessment (LCA). The LCA was conducted in accordance with the International Standard Organization ISO 14044:2006 guidelines. The life cycle impacts were calculated in terms of energy consumption and global warming potential. Three scenarios for (1) as-constructed thicknesses, (2) as-designed thicknesses, and (3) thinner sections for local roads were considered. LCA analysis results were interpreted in terms of the normalized impacts and the response benefits based on falling weight deflectometer resilient deflections to reflect on the impacts due to relative service life expectancy. It was shown that cement-stabilized QB pavement layers, particularly those having QB blended with recycled pavement materials, can have lower environmental impacts when normalized over pavement life and anticipated traffic (i.e., when pavement life expectancy is considered).

Use of Reclaimed Asphalt Pavement Aggregates in Pervious Concrete: A Pilot Field Study

Pervious concrete (PC) is emerging as a novel pavement material for its unique characteristics of reducing storm-water runoff and mitigating urban heat islands. This makes it well suited for low-volume pavement applications. It is also expected that reclaimed asphalt pavement (RAP) aggregates as a replacement for natural aggregates will improve the porosity and permeability of PC pavement mixtures. As a result, this study checks the feasibility of using RAP-based PC mixes in a parking space. The construction process will offer a guide to the field engineer on how to push this technology further when recycled materials are used. The PC parking space, with a capacity of 5 tonnes laden weight, was developed by replacing natural aggregate with 25% RAP aggregate (30% of 10 mm and 70% of 4.75 mm). Field mixtures were found to have higher porosity and lower density when compared with laboratory-prepared mixes. The field infiltration capacity was observed to be in the range of 0.50–1.75 cm/s while maintaining a flexural capacity of 2.36 MPa to 3.17 MPa (342.28 pounds per square inch (psi) to 460 psi). This suggests that using binary-graded RAP aggregates helps create an interconnected pore network, enhancing PC mixtures’ transport capabilities. The present study illustrates the step-by-step construction process of PC pavements for field applications. Based on the findings, it is recommended that 50% could be the maximum feasible limit for the usage of RAP aggregates in PC field mixes.

Experimental Study on Behaviour of Paver Block using Granite Powder

Abstract: One of the most common materials for pavement applications is pre-cast concrete paver blocks. However, they need a lot of cement, which is expensive and harmful to the environment. Cement is the main ingredient in any concrete mix, but its production and transportation costs are high. Moreover, it causes air pollution when produced on a large scale. Therefore, there is a need to find an alternative or substitute for cement industry. This study explores the possibility of using 30% granite powder by weight instead of cement in paver block production. Granite powder is a waste material from the granite industry in India, which produces more than 3500 cubic meters of it every day. The granite polishing process also generates tons of granite dust, which is not used and disposed on the land. This creates environmental and health problems due to its high alkalinity and air pollution. It also occupies a lot of land space for disposal.

The Effect of Incorporating 100% of Undiluted and Diluted Reclaimed Epoxy Asphalt Materials into Pervious Cement Mixes

In order to improve the sustainability of road pavements, transportation agencies should consider designing pavements with recycled materials such as reclaimed epoxy asphalt pavement. Epoxy asphalt has recently attracted significant attention from the pavement community as a superior-performing binder that can help achieve long-lasting pavements. 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. Due to its thermosetting nature, the usual process of reclaiming asphalt pavement cannot be performed on epoxy asphalt pavement. Recent studies have investigated utilizing reclaimed epoxy asphalt materials in asphalt mixtures as black rock. In light of this, examining the use of reclaimed epoxy materials in cement-concrete mixes is important. The use of reclaimed epoxy asphalt materials in pavement construction is expected to gain more popularity and become a new sustainable construction option in various sustainable pavement applications in the near future. The main objective of this study is to investigate the effects of incorporating 100% reclaimed epoxy asphalt (hereinafter referred to as “epoxy RAP”) and reclaimed diluted epoxy asphalt materials (hereinafter referred to as “diluted epoxy RAP”) into cement-concrete mixes on the performance of the mixtures. The study also examined the effects of replacing cement with 5% silica fume on the performance of reclaimed mixtures. Five different mixtures were fabricated and tested in terms of density, void content, permeability, and compressive strength. Results of the density test revealed that replacing 100% natural aggregates with epoxy RAP and diluted epoxy RAP materials reduced density by an average of 10%. However, void content was found to increase with the incorporation of epoxy RAP, even when replacing Portland cement with silica fume. Regarding permeability, mixtures containing 100% epoxy RAP and diluted epoxy RAP materials have significantly higher permeability values compared with the natural mix value. However, adding 5% silica fume significantly reduced the permeability. Compressive test results indicated that substituting 100% of aggregates with epoxy RAP or diluted epoxy RAP materials would reduce compressive strength by 55% on average. Furthermore, adding silica fume to reclaimed mixes was found to have no apparent effect on compressive strength.

Engineered cementitious composites (ECC) with manufactured sand (M-sand) for pavement applications

Nowadays, Engineered Cementitious Composites (ECC) are highly regarded for use in pavement applications due to their exceptional deformability. Nonetheless, these composites' high cost and limited practicality restrict their use in pavements and overlays. Few studies are available using river sand substituting micro silica sand (MSS) to produce economic ECC, but the depletion of river sand and increased cost limit the large-scale applications. To address these aforementioned challenges, the present study aimed to explore the feasibility of replacing natural sand with manufactured sand (M-sand). The present article discussed the optimization of superplasticizer dosage subjected to desired rheological properties. Further, the influence of M-sand gradation (coarse/fine) on the mechanical properties of ECC is presented. The results revealed that using M-sand slightly increased the compressive (10–30%) and tensile strength and showed a noticeable decrease (22–35%) in the tensile strain capacity. Moreover, the gradation of M-sand considerably influenced the tensile strain capacity, with a decrease of 17% in coarser gradation mixtures. These preliminary results provide valuable insights into the development and utilization of M-sand in the matrix tailoring of ECC.

Properties of WFS Incorporated Cement Stabilized Lateritic Soil Subgrades for Rural Pavement Applications

Properties of WFS Incorporated Cement Stabilized Lateritic Soil Subgrades for Rural Pavement Applications

Laboratory evaluation of the performance of reclaimed asphalt mixed with composite crumb rubber-modified asphalt: reconciling relatively high content of RAP and virgin asphalt

ABSTRACT Reclaimed asphalt pavement (RAP) applications are largely limited by the insufficient performance of reclaimed asphalt (RA). To address this challenge, the composite crumb rubber-modified asphalt (CCRMA) with SBS and SBR modifiers was mixed with RA to prepare reconciling and reclaimed modified asphalt (RRMA) and evaluate its performance in laboratory tests. Experimental groups of RRMA included five RA contents (30%, 40%, 50%, 60%, and 70%) and three aging degrees. Results showed that RRMA’s high-temperature and fatigue resistance performances improved by adding CCRMA, while this improvement was weakened with increasing RA content and aging degree. This was because the addition of CCRMA reduced the morphology of ‘bee-like structures’ and improved resistance to deformation. CCRMA slightly reduced moderate-temperature crack resistance but still improved low-temperature crack resistance because adding CCRMA reduced the internal adhesion of asphalt. The moderate-temperature crack resistance was below the threshold. However, it is necessary to consider adding other technical means when RRMA was aged for more than 20 hours with more than 60% RA content. Furthermore, the reliability of excellent performance was 85% for RRMA with 30% RA content under a short-term aging state, which provided a reference for the design of reclaimed asphalt binder.

Effect of solution road RomixSoilfix on deformation performance of granular base material: A laboratory and field investigation

Granular base material (GBM) is widely used as a base course in flexible pavement, since it has good performances to disperse stress and resist deformation. However, due to the increasing cost of pavement construction resulted by the low stiffness of GBM, the application of flexible pavement was rarely reported in Chinese expressways. This paper aimed to investigate the effect of Solution Road RomixSoilfix (SRX) on deformation performance of GBM and to evaluate the feasibility of SRX modified GBM (SRX-GBM) as a flexible base in expressway structure. A series of experimental tests were performed to analyze the influence of SRX content on curing process, stability and deformation performance of SRX-GBM. Subsequently, a flexible pavement was constructed using the SRX-GBM base course at the field sections on Tengchong to Longchuan Expressway in Southwest China. Results show that the use of SRX improves the California bearing ratio (CBR) of GBM, which raises from 145% to 417%. The dry shrinkage resistance and water stability of SRX-GBM are obviously better than cement-stabilized macadam. The results of triaxial tests demonstrate that the resilient behavior of SRX-GBM is dependent on the stress characteristics and curing times. The existing stress-related model is available for evaluating the changes of stress contribution to the Mr with the increase of SRX content. Since the base course has a high residual moisture content in a humid climate, the CBR of 250% was proposed by field CBR and deflection tests as a criterion for controlling curing time.

Physical and chemical evaluation of adhesion recovery property of aged high-viscosity asphalt based on specialized composite rejuvenators

With the wide application of porous asphalt pavement, the techniques for recycling aged porous asphalt mixture have attracted more attention for facilitating its sustainable development. One of the most critical issues is how to recover the adhesion properties of aged high-viscosity asphalt (HVA). In this study, different specialized composite rejuvenators types on the adhesive properties of aged asphalt binder were designed and evaluated for the goal of adhesion recovery. A bond strength test was used to evaluate the macroscale adhesion properties between the regenerated asphalt and aggregate. Micro-scale chemical and physical tests were utilized to discover the regeneration mechanism of specialized composite rejuvenators on asphalt adhesion. The results showed that the proposed three kinds of composite rejuvenators can effectively restore and improve the adhesive properties of aged HVA. The results of differential scanning calorimetry (DSC) represented that recycled HVA with smaller Tg and total heat absorption showed better adhesion properties. The FT-IR and AFM test results showed that the adhesion of recycled HVA is highly correlated with the C–O functional group index and micro adhesion. In addition, the concave structure in the asphalt surface is more beneficial to improve the asphalt-aggregate interface bonding, and the scheme of adding 8% optimized rejuvenator based on graft co-polymerization had the best effect, which could be promoted for the future application in the recycling of HVA in porous asphalt pavement.

Performance and cost evaluations of 100% recycled hot asphalt mixtures for pothole patching applications in flexible pavements

Fixing the potholes using bituminous patching mixtures is a critical and costly pavement maintenance activity. The patching mixture's quality significantly affects patch durability and performance; always using the best material available is advisable. This study investigated the feasibility of using 100% hot recycled asphalt pavements (RAP) as a possible patching material by comparing the performance results with cold patching mixtures (CPM) as well as Superpave hot mix asphalt (SHMA) mixtures. Four different RAP mixtures, two fine-graded and two coarse-graded, from two distinct sources, are obtained. RAP mixtures were handled in a laboratory environment to obtain the hot recycled patching materials. Three different rejuvenators were incorporated into hot-recycled pavement material (HRPM) at manufacturer-recommended dosages to determine the best rejuvenator type. Performances of the mixtures are evaluated in terms of linear viscoelastic characterization, permanent deformation, and low-temperature thermal cracking potentials using dynamic modulus, flow number, and indirect tensile strength tests, respectively. The results show that RAP mixtures with any RAP source, gradation, and rejuvenator type outperformed CPM in performance tests and behaved similarly to SHMA mixtures.