Road Performance Research Articles

Long-Term Maintenance Planning Method of Rural Roads under Limited Budget: A Case Study of Road Network

At present, the task of maintaining and managing rural roads in China is becoming increasingly severe. To solve the problems of insufficient scheme benefits, complex feasible solutions, and low optimization efficiency in long-term maintenance planning of rural road networks under a limited budget, it is urgent to develop maintenance decision-making models and optimization methods suitable for rural roads in China. This paper focuses on the critical aspects of performance evaluation, prediction, and decision-making. Firstly, this paper proposes evaluation indicators and maintenance countermeasures suitable for rural roads, combining them with the characteristics of rural road performance degradation. Based on different treatment measure levels, RPCI and RRQI performance prediction models are established. On this basis, an improved heuristic optimization method is proposed, which realizes rapid optimization of the most cost-effective solution. Finally, the model and method proposed in this paper are applied to the case analysis of 10 rural roads in Haimen City, generating 171 optimal maintenance sections, further verifying the feasibility and effectiveness of the model. The study provides a theoretical basis for the scientific management of rural road maintenance.

ANALISIS KINERJA RUAS JALAN JARIT-PUGER JEMBER PROVINSI JAWA TIMUR

In addition to serving as a vital link between neighborhoods for residents, roads also serve as a tool for facilitating daily activities like travel and commerce. Population has a big impact on transportation activities. The volume of traffic is also impacted by the high population density. The Jatir-Puger road in Jember, East Java, serves as one illustration. We will talk about the road performance on Jalan Jatir-Puger in Jember, East Java, in this study. MKJI or The Indonesian Highway Capacity Manual 1997 serves as the research source. To gather information about these roads, the research method employs observation. Then calculations for volume, speed, density, side resistance, and capacity will be made using the data obtained.

Study of Decay Mechanisms and Rules of Recycled Asphalt Pavement via a Full-Scale Experiment

Under the influence of long-term vehicle loads and large attenuation degrees, asphalt pavement performance gradually decreases, which leads to failure in fulfilling the appropriate requirements and, in turn, may affect driving safety. The purpose of this paper was to study the attenuation mechanism and rule of styrene–butadiene–styrene (SBS)-modified recycled asphalt pavement, so as to determine the applicable position and rational utilization of recycled asphalt mixture. To achieve this goal, two structures were designed, and full-scale experiments were carried out. The performance of the field test road based on accelerated loading testing (ALT) was analyzed through field monitoring data. The fatigue characteristics of stone matrix asphalt-13 (SMA-13) and asphalt concrete-20 (AC-20) mixtures before and after accelerated loading were studied via the trabecular bending fatigue test and dynamic modulus test. The microscopic components in the asphalt mixtures were determined via thin-layer chromatography on chromarods with flame ionization detection (TLC-FID). The results showed that the fatigue properties of recycled asphalt mixture can meet the requirements of ordinary asphalt mixtures and meet the technical standards of asphalt pavement design. With the increase in loading times, the British pendulum number (BPN) value of the two structures tended to be stable, and the BPN of Plan 2 was six less than that of Plan 1. Under the same test conditions, the fatigue life sequence of the recycled asphalt mixture under different loading frequencies was 20 Hz > 10 Hz > 5 Hz. The contents of four components in the reclaimed asphalt mixture were similar to those in the ordinary asphalt mixture. The light component of the reclaimed asphalt mixture of SMA-13 was reduced by 11.69%, and the light component of the ordinary asphalt mixture of SMA-13 was reduced by 15.29% through the full-scale test. In summary, recycled asphalt mixture should not be applied to the upper layer of pavement but can be rationalized in the middle layer and the bottom layer of pavement.

Road performance evaluation of prestressed high-strength concrete pile waste powder as alternative filler in asphalt concrete

As a kind of solid waste, using Prestressed High-Strength Concrete Pile Waste Concrete (PPWC) as the replacement for limestone filler in asphalt concrete can not only reduce the accumulation of PPWC and increase its utilization but also avoid the increased road construction costs and environmental degradation associated with limestone mining. This study aims to investigate the effect of using PPWC filler to replace limestone filler on the road performance of asphalt concrete. Firstly, PPWC was ground into filler particles with a diameter less than 0.075 mm. The particle characteristics such as surface morphology, particle size distribution and chemical composition of PPWC filler and limestone filler were compared. Then, PPWC filler was used to replace limestone filler with different volume fractions to prepare asphalt concrete, and the water damage resistance, high-temperature rutting resistance, low-temperature crack resistance, fatigue resistance and adhesion performance of asphalt concrete were tested. The results showed that PPWC filler has a smaller particle size and rougher surface than limestone filler, and it contains Ca(OH)2 produced by hydration. The addition of PPWC filler can effectively improve the mechanical properties of asphalt concrete without reducing its water damage resistance. PPWC filler can improve the high-temperature rutting resistance and low-temperature crack resistance of asphalt concrete, but reduce its low-temperature fatigue resistance. The low content of PPWC filler will enhance the adhesion between asphalt mortar and aggregate. However, when the content of PPWC filler exceeds 50%, Ca (OH)2 in PPWC will reduce the adhesion between acid asphalt mortar and alkaline basalt aggregate. Therefore, the use of PPWC as filler in asphalt mixtures provides a reliable solution for the sustainable development of road materials.

Performance Analysis of Industrial-Waste-Based Artificial Aggregates: CO2 Uptake and Applications in Bituminous Pavement

In order to raise the utilization rate of industrial waste and mitigate issues involving land resource occupation and environmental damage, in this study, industrial-waste-based artificial aggregates (IWAAs) were fabricated using steel slag powders, fly ash, and cement. They were processed under accelerated carbonation and were utilized in a bitumen mixture. During the experiment, the micromorphology, internal structure, and phase composition of IWAAs before and after accelerated carbonation were characterized using X-ray phase analysis, thermal analysis, and scanning electron microscopy (SEM); concurrently, the possibility of IWAAs being used as a partial substitute for natural aggregate to prepare bituminous mixture was qualitatively and quantitatively analyzed based on Marshall’s design procedure in combination with road performance tests and microcosmic analyses. The results indicated that the presence of carbonate crystals brought about by accelerated carbonation was the main phase composition inside the IWAAs, enhancing the microstructure densification and diminishing the immersion expansion and crushing values; this is due to the depletion of the interior Ca-based (e.g., f-CaO and Portlandite) and Mg-based (e.g., periclase and brucite) compounds together with the formation of cement hydration products. Additionally, the 12 h carbonation time obtained the optimum CO2-sequestration efficiency on the premise of satisfying the performance standard. The expansion rate and crushing value of the IWAAs decreased by 82.21% and 41.58%, respectively, whilst the anti-rutting properties, the moisture damage resistance, and the skid resistance rose by 31.92%, 5.59%, and 10.00%, respectively, in the IWAAs–bituminous mixture. This study lays a foundation for research on the CO2 sequestration and resource utilization of industrial wastes in bitumen mixtures.

Performance evaluation of styreneic methyl copolymer regenerated SBS-modified asphalt and its mixture with high content RAP

The aging degree of reclaimed asphalt pavement (RAP) is complex and diverse, and the current utilization rate of RAP is far from meeting the needs of green cycle development. To explore the effect of Styreneic Methyl Copolymer (SMC) rejuvenator of aging asphalt and the performance of SMC regenerated asphalt mixture containing 50% and 60% RAP, this study used SMC rejuvenator to regenerate SBS-modified asphalt with different aging degrees. The high and low-temperature rheological properties of regenerated asphalt were evaluated by temperature sweep test, multi stress creep recovery test, and bending beam rheometer test. Then, the recommended content of the SMC rejuvenator was obtained by using Matlab to establish the corresponding model. Finally, the road performance of the regenerated mixture with high-content RAP was verified. The test results showed that the recommended content range of the SMC rejuvenator for the aging asphalt with PAV (Pressurized Aging Vessel) 0 h, PAV5h, PAV10h, PAV15h, PAV20h were 1.56∼2.31%, 3.03∼3.36%, 4.269∼4.48%, 5.23∼5.66%, 5.95∼6.91%, respectively. The road performance of the SMC regenerated asphalt mixture with 50% and 60% RAP content met the specification requirements. SMC rejuvenator had no significant negative impact on high-temperature performance, significantly improving low-temperature cracking resistance. SMC regenerator had a positive significance in improving regeneration efficiency.

Recycled keratin biofiber-asphalt composites: Investigations on compatibility and performance

The study explored the potential of keratin biofiber, derived from waste human hair, in augmenting the engineering qualities of asphalt. Keratin biofiber (KBF) was obtained through an alkali degreasing process on waste hair. Subsequent to this, keratin biofiber-asphalt (KBF-A) composites were formed by mixing KBF with base asphalt. Advanced methods, including scanning electron microscopy, energy-dispersive spectrometry, thermogravimetric analysis, and Fourier transform infrared spectroscopy were employed to ascertain that the degreasing process enhanced the compatibility between the biofiber and asphalt by altering the biofiber's surface structure. The Response Surface Methodology (RSM) was applied to pinpoint the optimal parameters for formulating KBF-A. The results demonstrated that the integration of KBF fortified the asphalt's resistance to elevated temperatures, albeit with a minor compromise in its ductility at lower temperatures. The optimal KBF-A composite contained 0.348% KBF with a fiber length of 6.618 mm. Road performance assessments revealed that KBF bolstered the asphalt mixture's defense against high-temperature deformation, amplified its flexural strength at lower temperatures, and elevated its resistance to water erosion. These insights underscore the potential advantages of repurposing discarded human hair for engineering purposes and suggest its prospective value in advancing eco-friendly road construction practices in the future.

Towards Sustainable Roads: A Systematic Review of Triple-Bottom-Line-Based Assessment Methods

This review summarizes the methods and approaches for quantifying the sustainability performance of roads based on the Triple Bottom Line (TBL) concept. Furthermore, research gaps and challenges in the sustainability assessment of roads are identified. While prior studies explored the environmental and economic dimensions, no comprehensive overview of holistic sustainability assessment of roads exists. A systematic literature review (SLR) was conducted to identify relevant studies. Two assessment approaches were identified: (1) life-cycle-based approaches and (2) sustainability rating systems (SRS). Most of the reviewed studies applied life-cycle-based methods, such as Life Cycle Sustainability Assessment or a combination of Life Cycle Assessment, Life Cycle Costing, and selected social indicators. Heterogeneity in functional units was observed, with most studies opting for a dimension-based instead of a function-based reference. There was high variability regarding the life cycle stages, indicators, and impact assessment methods. Concerning the interpretation methods, most studies calculated a sustainability index or applied Multi-Criteria Decision-Making methods. The SRS presented a similar structure with different levels of aggregation. Furthermore, aspects such as planning, leadership, innovation, and construction activities were addressed. The results of this SLR contribute to expanding the knowledge regarding road sustainability and provide insight into common frameworks, guidelines, and best practices for the sustainability assessment of roads and pavements.

Road performance and prediction model for carbonaceous mudstone soil-rock mixtures under wet-dry cycles

The abandoned carbonaceous mudstone has caused severe environmental problems such as land occupation and landslides. For the consideration of economic and ecological factors, carbonaceous mudstone soil-rock mixture (CMSRM) is used as an embankment material assessed by California bearing ratio (CBR) and unconfined compression strength (UCS). A series of experiments were conducted to measure the CBR and UCS of the CMSRM with different wet-dry cycles (0, 2, 4, 6 and 8) and different rock contents (0, 20, 40, 60 and 80%). The experimental results were predicted and analysed by a convolutional neural network (CNN). The experiment results show that the CBR and UCS of CMSRM increased at first and then decreased with the increase of rock content and were negatively correlated with wet-dry cycles. The CNN predicted values were highly correlated with the measured values. The CNN model enables variable parameter analysis of the experiment results via deep learning, which provides a new method to the CMSRM embankment road performance prediction.

Laboratory and field performance investigation of anti-ultraviolet aging of warm-mixed asphalt concretes

MgAl-Layered double hydroxides (LDHs) is commonly applied to improve the anti-ultraviolet (UV) aging performance of SBS-modified asphalt concretes. However, LDHs elevates the mixing temperature of SBS-modified asphalt, resulting in more energy consumption and more volatile organic compounds (VOCs) emission. The surface-active warm-mixed agent (W-MA) can effectively reduce the viscosity of asphalt binder. This study explored the use of W-MA in LDHs/SBS-modified asphalt binder (LA) and LDHs/SBS-modified asphalt mixtures (LAM) to reduce the mixing temperature and VOCs emission. Firstly, the structural stability of LDHs and the effect of W-MA on viscosity reduction and VOCs emission in LA were studied. Then, the physical properties, UV aging resistance, and optimal LDHs content of warm-mixed LAM were examined. Finally, the performances of the test road applying warm-mixed LAM were investigated. The results demonstrated that the excellent structural stability of LDHs and the application of W-MA could effectively reduce the viscosity of LA and VOCs emission. Warm-mixed LAM exhibited excellent UV aging resistance and high-temperature performance. However, its low-temperature performance and moisture damage resistance performance were slightly lower than warm-mixed asphalt mixtures. The optimal LDHs content in warm-mixed LAM was found to be 3 wt%. The test road showed minor differences in road performance compared to that in the laboratory, and the test road has great anti-UV aging performance.

Study on the Influence of Aggregate Roundness of Reclaimed Asphalt Mixture on Its Road Performance

The utilization of reclaimed asphalt mixture, which combines old asphalt reclaimed material (RAP) with new aggregate, holds significant environmental benefits. However, the road performance of this mixture can decline due to the degradation of the old asphalt components. In this study, the shape characteristics of both old and new aggregates were analyzed using IPP6.0 software. Notably, the roundness of old aggregates within the 9.5–16 mm range exhibited the most substantial wear. Consequently, an investigation was conducted on the road performance implications of incorporating 30% RAP and its associated impact on aggregate roundness. The research findings indicated that there was minimal disparity in roundness between new and old aggregates within the particle size range of 4.75 mm to 9.5 mm. Nevertheless, as the proportion of old aggregates exceeding 9.5 mm increased, the recycled asphalt mixture exhibited reduced low-temperature and high-temperature performance, as well as diminished water stability.

Experimental investigation on performance of composite thermochromic and ice-melting coatings for dynamic pavement temperature control

As the main type of urban roads, the surface temperature of asphalt pavement can reach 70 °C in summer because high heat absorption, causing pavement disease and aggravating the heat island effect. Solar reflective coating is an effective way to tackle the problem in summer but may bring certain negative effects in winter. In this paper, a kind of composite coating containing thermochromic (TCM) materials and snow melting and ice suppression (SMIS) functional fillers was developed. The reflective properties, thermal behavior and road performance of the pavement coatings were investigated. The results showed that the optimal TiO2 contents in TCM-black coating for pavement was 3 wt% to make full use of optical variation range. Long-term solar radiation destroyed the structure of thermochromic microcapsules and caused degradation of color and visible reflectance of TCM coatings, which could be alleviated by ultraviolet absorbers and light stabilizers. The optimal double-layer coating structure with TCM on the top and SMIS at the bottom could achieve cooling effect of 9 °C, pavement icing temperature of −5 °C and faster ice melting rate. The skid and temperature change resistance with the coatings also met requirements. This study provides a reference for developing novel pavement materials with balanced cooling effect and ice suppression capacity for mitigating heat island effect, improving driving safety, and ensuring the optimal service state and longer service life of pavement at the same time.

A review into studies related to the effect of the pavement surface condition on traffic safety: A scientometric analysis

Traffic crashes are one of the main reasons for the death of many people and the loss of property Therefore, it is important to conduct research and studies to reduce the risk of accidents and identify the causes that lead to their occurrence. The condition of the pavement is one of the main factors that lead to accidents, as several studies have been presented that show the impact of pavement defects such as rutting, roughness, and skid resistance on traffic safety. This research was conducted to find out and compile the most important research papers using the web of science (WOS) and then analyzing the data using the VOSviewer program, and to know the most countries and journals published on the related pavement condition of road crashes, as well as to know the authors and their cooperation. In addition to knowing the keywords that help researchers research this topic. In order to benefit from these studies in knowing the causes of accidents, analyzing and treating them, and improving the performance of roads using modern analysis and maintenance methods that ensure traffic safety.

Kinerja Infrastruktur Pelayanan Jaringan Jalan Kabupaten di Wilayah Pengembangan Timur Kabupaten Bogor

The Eastern Development Region (WP Timur) of Bogor Regency, consisting of 7 districts, holds a strategic position and is experiencing rapid development. WP Timur is currently in the process of forming a new "Bogor Timur" Regency and is also the site of several national strategic projects. Infrastructure development, particularly road networks, must be able to anticipate the region's growth and changing needs. To improve the management of road infrastructure, an evaluation of the road network's performance is required.. The methodology involves (1) comparing the existing road variable values with the performance standards set by government regulations, (2) analyzing the connectivity index of the county road network, and (3) conducting an integrative assessment based on the analysis of various variables. The results of this research indicate that (1) Cariu District meets the standards for 8 road performance variables, including having good connectivity. Jonggol, Sukamakmur, and Tanjungsari Districts meet 5 variables with deficiencies in accessibility, mobility, road condition, and connectivity. Gunung Putri, Cileungsi, and Klapanunggal Districts meet only 3 variables with deficiencies in accessibility, mobility, and road condition. Gunung Putri and Cileungsi have low traffic loads, while Klapanunggal lacks connectivity. (2) New road construction is needed in Gunung Putri, Cileungsi, Klapanunggal, and Jonggol Districts based on Accessibility SPM, and in Gunung Putri, Cileungsi, Klapanunggal, Sukamakmur, and Tanjungsari Districts based on Mobility SPM. The construction of new roads aims to anticipate increased traffic volume and enhance connectivity. (3) Efforts are required to improve road conditions and maintenance in the 6 districts other than Cariu based on Road Condition SPM

Effect of Fractionation Process and Addition of Composite Crumb Rubber-Modified Asphalt on Road Performance Variability of Recycled Asphalt Mixtures with High Reclaimed Asphalt Pavement (RAP) Content

The application of reclaimed asphalt pavement (RAP) can help reduce resource waste and environmental pollution in road construction. However, so far, only a small percentage of RAP materials can be used in road construction. The key obstacles to the application of a recycled asphalt mixture (RAM) with high RAP content are the variability of RAP materials and the difficulty of fully rejuvenating aged asphalt. However, there is still a lack of research on the effect of the variability of RAP materials and recycled asphalt on the quality control of a RAM. Therefore, this study investigates the effects of sieve pretreatment of RAP material using 4.75 mm sieve mesh and the use of composite crumb rubber-modified asphalt (CCRMA) to reclaim aged asphalt on the road performance and frame variability of reclaimed asphalt mixtures. Therefore, this study investigates the effects of the fractionation process of RAP material using 4.75 mm sieve mesh and the use of CCRMA to reclaim aged asphalt on the road performance of a RAM. The results show that the fractionation process can effectively reduce the mitigation of RAP agglomeration and reduce the variability of gradation, which in turn reduces the variability of road performance. The incorporation of CCRMA can effectively improve the high-temperature stability performance and low-temperature cracking resistance. The dynamic stability and the fracture energy of the CRAM (RAM prepared using CCRMA) were four and one and a half times as large as that of the NAM (RAM prepared using base asphalt), respectively. The fractionation process of RAP material and the utilization of CCRMA could help reduce the variability of the RAM while improving the road performance of the RAM.

Analisa Kinerja Ruas Jalan Panglima Sudirman Singosari-Malang

Highways are transportation infrastructure that is very important in supporting land transportation. Without being matched by an increase in road infrastructure, it will result in an excessive load on the road structure and will cause congestion. Congestion is one of the problems that is often experienced or encountered, congestion occurs due to the large number of vehicles that exceed the capacity of the road so that it affects road performance. Based on the network pattern seen during holidays or weekends, access to and from the Malang City area tends to increase. Road side barriers that occur on Commander Sudirman street, Singosari are one of the causes of traffic jams. This research aims to provide an alternative plan in overcoming the problem of traffic jams on Commander Sudirman street, Singosari. The method used in this research was based on the 1997 Indonesian Highway Capacity Manual (MKJI), as well as data collection using direct observation methods in the field and then followed by collecting primary data and secondary data. From the research results, the vehicle volume of 2320.6 pcu/hour and degree of saturation (DS) of 0.80 with a level of service (LOS) class D. So it is necessary to divert the route for heavy vehicles (HV) that pass through Commander Sudirman street in the direction of Malang - Surabaya to be diverted via Tumapel street, Ronggowuni street and Kertanegara street, then return to street main route, while for vehicles from Surabaya to Malang that will cross Commander Sudirman street with heavy vehicle types (HV) will follow the current road diversion, namely crossing Rogonoto street, Kebon Agung street, Watu Gede street, and Stasiun street then returning. to the main road as well as installing signs prohibiting parking in the Singosari market shopping area which is on Commander Sudirman street. From the results of this treatment the DS value became 0.76.

Peningkatan Kinerja Ruas Jalan Akibat Aktivitas Pasar dan Pedagang Pada Bahu Jalan (Studi Kasus: Jalan Benteng Pancasila, Kota Mojokerto)

Benteng Pancasila street often experiences congestion caused by excessive side barriers due to the large number of parked vehicles and vendors selling on the shoulder of the street. This study aims to improve Jl Benteng Pancasila section performance and forecasts for the next five years. This research is quantitative descriptive research that produces quantitative data and being analysis based on descriptive situation. This study shows that based on peak time and side resistance calculations, the final saturation (DS) value is 0.75 at LOS D. After implementing the improvement alternatives, the DS values are 0.71 for LOS C in 2022 and 0.82 in 2026. LOS value of D. This condition needs to alternative improvement to improve road performance Benteng Pancasila street.

Numerical Modelling and Predicting Performance of Geogrid-Reinforced Low-Volume Unpaved Roads over Soft Subgrades

AbstractPavement performance is usually predicted by large-scale laboratory experiments, expensive field tests and/or comparatively cheaper numerical modelling alternative. In this study, a finite element limiting strain model has been developed to investigate the strain response of both unreinforced and geogrid-reinforced pavements on unpaved roads where the geogrid is placed at the bottom of the unbound granular base layer. A two-dimensional (2D) axisymmetric finite element model (FEM) is used to analyse the behaviour of both unreinforced and geogrid-reinforced granular base. The critical pavement responses (vertical surface deformation, compressive strain and compressive stress at the top of subgrade, etc.) are simulated numerically using ABAQUS. These critical responses are used to develop the pavement performance models (strain limiting models) and to predict long-term service life of pavement or the reduction of thickness of granular base for equivalent service life or a combination of both. The parametric results are then used to develop design charts to aid practitioners to use directly in designs. The numerical model is verified using published literature-based information and found to be reasonable. The results show that the traffic benefit ratio (TBR) of 3.1 at a 20 mm rut depth can be achieved for a thin granular base built over soft subgrade using a medium stiff geogrid.

From Hive to Highway: Waste Honeycombs as a Sustainable Modifier for Asphalt Binder Formulations in South Korea.

Navigating the crossroads of sustainable infrastructure and innovative waste management, this research unveils the potential of waste honeycombs (WHCs)-an overlooked byproduct of apiculture-as a potent modifier for asphalt binder formulations. This endeavor addresses the dual challenge of enhancing road pavement sustainability and mitigating environmental degradation. A meticulous methodology evaluated the impact of varying WHC concentrations (5, 10, and 15 wt.%) on the asphalt binder, examining its attributes pre- and post-aging. Employing an array of analytical tools-thin-layer chromatography-flame ionization detection (TLC-FID); Fourier transform-infrared spectroscopy (FT-IR); scanning electron microscopy (SEM); thermogravimetric analysis (TGA); and a suite of conventional tests such as penetration, softening point, viscosity, ductility, dynamic shear rheometer (DSR), and multiple stress-creep recovery (MSCR)-provided a comprehensive insight into the binder's behavior. TLC-FID analyses revealed that WHC, with its 92 wt.% resin content, altered the SARA profile across distinct aging conditions, notably reducing asphaltene content, a factor linked to binder stiffness. The colloidal instability index (IC) further attested to this, pointing to a more thermodynamically stable system with WHC's inclusion. Meanwhile, FT-IR confirmed a physical interaction between WHC and asphalt without introducing new chemical entities. SEM observations highlighted the superior miscibility of WHC with asphalt, evidenced by a unique microtexture. With marked precision, TGA assessments unveiled a bolstering of asphalt's inherent thermal resilience consequent to a minor WHC integration. From the conventional tests, shifts in penetration, softening point, and viscosity were observed, with reduced viscosity, indicating improved workability. Lastly, while rutting potential was sensitive to WHC concentrations, fatigue resistance notably heightened with minor to moderate WHC inclusions. In essence, this pioneering study advocates for WHC's integration into asphalt formulations, offering enhanced road performance coupled with sustainable waste utilization. The findings underscore the synergy between environmental stewardship and infrastructural advancement.

Study on the Performance of Phase-Change Self-Regulating Permeable Asphalt Pavement

Under low-temperature conditions in winter, asphalt pavement is prone to cracking, icing and other distresses, which affect its safety and comfort. Therefore, by incorporating phase-change materials into asphalt and conducting relevant performance studies, the aim is to alleviate low-temperature distress and regulate road surface temperature and expand the application of phase-change materials in asphalt pavement. We mixed the selected phase-change materials with different dosages into the matrix asphalt to prepare phase-change temperature-regulating asphalt and tested the four basic indicators: road performance, latent heat characteristics, temperature-regulating performance, and rheological properties of phase-change asphalt and its mixture. The research results indicate that with the increase in phase-change material content, the penetration, softening point, ductility, and dynamic viscosity of phase-change high-viscosity asphalt gradually increase. Under the constant temperature test conditions of −2.5 °C and −5 °C, the surface icing speed of asphalt binder specimens mixed with phase-change materials is slower than that of specimens without phase-change materials. Adding phase-change materials can improve the high-temperature and low-temperature PG grading of high-viscosity asphalt, effectively improving its high-temperature rutting resistance and low-temperature cracking performance. According to the temperature regulation test results, phase-change temperature-regulating asphalt has a certain regulating effect on temperature under low-temperature conditions, which can slow down the cooling rate of asphalt, reduce the thermal conductivity of permeable asphalt mixture by more than 50%, increase the temperature regulation rate by more than 30%, and improve the ice-melting and snow-melting ability by more than 20%. Phase-change materials have almost no effect on the porosity of permeable asphalt mixtures and can effectively improve the water stability, low-temperature crack resistance, and antiflying performance of permeable asphalt mixtures. Their Marshall stability and rutting stability decrease, but still meet the requirements of the specifications. Applying phase-change materials to permeable asphalt pavement can automatically adjust the temperature of the pavement, reduce the cooling rate of the asphalt pavement during cooling, alleviate the problem of snow and ice accumulation on the asphalt pavement in winter, and thereby improve the performance of permeable asphalt pavement against freeze–thaw cycles.