Properties Of Asphalt Mixtures Research Articles

Evaluation of Mechanical Properties of Warm-Mix Asphalt Mixtures Prepared with Sasobit and Zeolite Additives

This study aimed to evaluate the impact of different additive percentages on the mechanical properties and durability of warm-mix asphalt. Two types of additives, Sasobit as an organic additive and Zeolite as a water-based additive, along with bituminous foam, were used at 2%, 4%, and 6% levels in modified asphalt mixes. Rutting resistance, moisture susceptibility, and cracking resistance were assessed using semi-circular bending tests, dynamic creep tests, and indirect tensile strength tests, respectively. Additionally, a two-dimensional performance interaction diagram was developed. The results indicated that incorporating different percentages of Sasobit and Zeolite additives improved rutting and cracking resistance, respectively. Zeolite showed a positive impact on enhancing the resistance of the asphalt mixture against moisture susceptibility, while Sasobit had a negative effect. Moreover, the influence of these additives on mechanical performance intensified with increasing percentages. Notably, the mixture containing 6% Zeolite demonstrated the highest resistance to moisture susceptibility, while the mixture with 6% Sasobit showed the lowest. Furthermore, the performance interaction diagram results suggested that using 4% and 6% Zeolite along with 4% Sasobit is optimal for rutting and cracking resistance. Considering the degradation mechanisms of moisture susceptibility, rutting, and cracking, mixtures with 6% Zeolite and 4% Zeolite exhibited satisfactory performance against these factors.

Evaluation of SMA-13 Asphalt Mixture Reinforced by Different Types of Fiber Additives

This research aims at systematically evaluating the properties of SMA-13 asphalt mixture reinforced by several fiber additives including flocculent lignin fiber (FLF), granular lignin fiber (GLF), chopped basalt fiber (CBF), and flocculent basalt fiber (FBF). Firstly, the thermal stability, moisture absorption, and oil absorption property of these fiber additives were analyzed. Secondly, the property of SMA-13 reinforced using four types of single fibers and two kinds of composite fibers (FLF + CBF and FLF + FBF) was comprehensively analyzed. Specifically, the high-temperature performance was evaluated using the uniaxial penetration test and the rutting test, the medium-temperature anticracking property was evaluated using the IDEAL-CT test, the low-temperature property was analyzed using the beam bending test, and the water stability was studied by the freeze–thaw splitting test. Thirdly, the dynamic mechanical response of different-fibers-modified SMA-13 was evaluated using the uniaxial compression dynamic modulus test. Finally, correlation analysis between the results of dynamic modulus and the high-, medium-, and low-temperature mechanical performance was carried out. The research results reveal that the stability of CBF and FBF under thermal action is better than that of GLF and FLF, and FBF shows the best thermal stability. The oil absorption property of FLF is better than that of GLF, followed by FBF and CBF. The comprehensive mechanical properties of CBF- and FBF-reinforced SMA-13 are better than those of FLF- and GLF-modified SMA-13. CBF can better reinforce the mechanical property of SMA-13 under low and medium temperature, while FBF can better reinforce the performance of SMA-13 at high temperature. FLF/CBF- and FLF/FBF-composite-modified SMA-13 show better high-temperature mechanical performance than that of the single-fiber-reinforced mixture, and FLF has some negative impact on the properties of FLF/FBF-composite-modified SMA-13 at low temperature. Fibers have no significant influence on the water stability of the mixtures. Meanwhile, the linear correlation between the mechanical performance of all the fiber-reinforced SMA-13 and the dynamic modulus result is good.

Circular Economy for Transport Infrastructure: An Overview of the Sustainable Use of Recycled Asphalt Shingles in Asphalt Mixtures

In North America and Europe, asphalt shingle waste created during the installation of roofing membranes and tear-off shingles retrieved at the end of the membrane’s life cycle are two major sources of municipal solid waste. Since almost 15–35% of recycled asphalt shingles (RAS) consist of an asphalt binder, the effective recycling of RAS into asphalt mixtures could also allow a reduction in the consumption of non-renewable resources such as asphalt binders. In this context, several studies investigating the use of RAS in asphalt mixtures can be found in the literature, although they exhibit widespread and sometimes conflicting information about the investigated materials, the mix preparation and testing methodologies and the experimental findings. Given this background, this review paper aims at summarizing the existing information and research gaps, providing a synthetic and rational picture of the current literature, where similar attempts cannot be found. In particular, different research studies show that the use of RAS in asphalt mixtures is an economical as well as an eco-friendly option. RAS with up to 20% by weight of binder or 5% by weight of aggregate/mixtures (eventually in combination with 15% reclaimed asphalt pavement aggregate) were found to be relatively suitable to improve the performance properties of asphalt mixtures, both in the laboratory and in the field. Adding RAS to asphalt mixtures could enhance their stiffness, strength and rutting resistance (i.e., high-temperature properties), while negatively affecting the mixtures’ fatigue and thermal cracking resistance. However, the addition of specific biomaterials (e.g., bio-binders, bio-oils) or additives to asphalt mixtures can mitigate such issues, resulting in lower brittleness and shear susceptibilities and thus improving the anti-cracking performance. On the other hand, the literature review revealed that several aspects still need to be studied in detail. As an example, RAS-modified porous asphalt mixtures (fatigue, rutting, moisture susceptibility and thermal cracking) need specific research, and there are no comprehensive research studies on the effects of the RAS mixing time, size and mixing temperature in asphalt mixtures. Moreover, the addition of waste cooking/engine oils (biomaterials) as asphalt binder rejuvenators in combination with RAS represents an attractive aspect to be studied in detail.

Influence of Basalt Fiber Morphology on the Properties of Asphalt Binders and Mixtures.

Basalt fiber (BF) has been proven to be an effective additive for improving the properties of asphalt mixtures. However, the influence of basalt fiber morphology on the properties of asphalt binders and mixtures remains inadequately explored. In this study, chopped basalt fiber (CBF) and flocculent basalt fiber (FBF) were selected to make samples for testing the influence of the two types of basalt fibers on asphalt materials. Fluorescence microscopy was used to obtain the dispersion of fiber in asphalt binders. Then, a temperature sweep test and a multiple stress creep recovery (MSCR) test were carried out to appraise the rheological characteristics of the binder. Moreover, the performance of the fiber-reinforced asphalt mixture was evaluated by a wheel tracking test, a uniaxial penetration test, an indirect tensile asphalt cracking test (IDEAL-CT), a low-temperature bending test, a water-immersion stability test, and a freeze-thaw splitting test. The results indicate that the rheological behavior of asphalt binders could be enhanced by both types of fibers. Notably, FBFs exhibit a larger contact area with asphalt mortar compared to CBFs, resulting in improved resistance to deformation under identical shear conditions. Meanwhile, the performance of the asphalt mixture underwent different levels of enhancement with the incorporation of two morphologies of basalt fiber. Specifically, as for the road property indices with FBFs, the enhancement extent of DS in the wheel tracking test, that of RT in the uniaxial penetration test, that of the CTindex in the IDEAL-CT test, and that of εB in the low-temperature trabecular bending test was 3.1%, 6.8%, 15.1%, and 6.5%, respectively, when compared to the CBF-reinforced mixtures. Compared with CBFs, FBFs significantly enhanced the elasticity and deformation recovery ability of asphalt mixtures, demonstrating greater resistance to high-temperature deformation and a more pronounced effect in delaying the onset of middle- and low-temperature cracking. Additionally, the volume of the air void for asphalt mixtures containing FBFs was lower than that containing CBFs, thereby reducing the likelihood of water damage due to excessive voids. Consequently, the moisture susceptibility enhancement of CBFs to asphalt mixture was not obvious, while FBFs could improve moisture susceptibility by more than 20%. Overall, the impact of basalt fibers with different morphologies on the properties of asphalt pavement materials varies significantly, and the research results may provide reference values for the choice of engineering fibers.

Performance Investigation of Diatomite Modified Asphalt Mixtures for Different Diatomite Ratios and Grinding Sizes

Modification of asphalt mixtures has become almost mandatory today due to increased stresses in pavements, shortening of load cycle times, and decreases in binder quality. For this reason, many additives can be added to bitumen or asphalt mixture. Industrial material wastes can also be among these additives. When diatomite material is used as a performance enhancer in asphalt mixtures, it significantly improves the main performance indicators of the asphalt mixture. However, low temperature cracking of diatomite-modified asphalt mixtures is still controversial in the literature. This study evaluated the asphalt mixture in terms of low-temperature cracking, water damage, and rutting, depending on the diatomite grinding size (gradation) and addition ratio. Three different sizes of diatomite additives (106, 212 and 300-micron maximum diameter) were used at three addition ratios (5, 10 and 15% by weight of bitumen). According to the test results, it was seen that the mechanical properties of asphalt mixtures were significantly affected by the addition ratios and diatomite sizes, and the use of 300-micron maximum diameter diatomite at the rate of 10% and 15% was more effective. However, according to the BBR test results, the use of diatomite additives with a maximum size of 106 µm at 5% slightly increased the low temperature cracking resistance.

Evaluation framework for bitumen-aggregate interfacial adhesion incorporating pull-off test and fluorescence tracing method

The interfacial adhesion between bitumen and aggregate is crucial to maintain the mechanical performance of asphalt pavement. Numerous indicators characterize the bonding ability of bitumen to aggregate; however, indicators based on limited conditions are used infrequently to effectively evaluate the interfacial adhesion between bitumen and aggregate. This study introduces a method to assess adhesion and moisture damage resistance at the bitumen-aggregate interface by combining the pull-off test with the fluorescence tracing method. The improved pull-off test considers different bitumen film thicknesses, ambient temperatures, material combinations, and moisture damage conditions, and the fluorescence tracing method and surface energy parameters are utilized to precisely detect the extent of bitumen adherence to the aggregate. The findings of this study are summarized as follows. (1) The bitumen stripping ratio characterizes the influence of ambient temperature and bitumen film thickness, and the pull-off strength/work quantifies the influence of ambient temperature and material combination. (2) The indicators derived from surface free energy theory exhibit lower sensitivity to material combinations compared with the pull-off performance indicators, with a coefficient of variation for both adhesion and stripping work of approximately 6 % compared to 14.29 %–70.13 % for the pull-off performance indicators. (3) The pull-off strength indicator dominates the pull-off performance evaluation, with the bitumen stripping ratio necessary at 0°C and pull-off work significant at 40°C to evaluate adhesive properties. In addition, the bitumen stripping ratio increment should be considered alongside pull-off strength loss ratio when estimating anti-moisture damage performance. (4) The fluorescence tracing method shows great potential in terms of enhancing the accuracy of bitumen stripping ratio detection in the pull-off test, with bitumen stripping ratio discrepancies at 0°C–40°C ranging from 0.98 % to 7.16 % for 70#-Limestone and 2.10–9.21 % for 70#-Granite. The methodology presented in this study represents a promising framework to determine the interfacial adhesive properties of asphalt mixtures with high accuracy.

EVALUATION OF BITUMINOUS MIXES WITH EPOXY-MODIFIED ASPHALT BINDERS

Road surfaces have long been made with bituminous mix because of its low cost and versatile applications. However, environmental variables, traffic loads, and ageing frequently affect its endurance. Many additives have been introduced to overcome these problems, and epoxy resin has shown great promise. This study evaluates bituminous binder and bituminous mixes with different percentages of epoxy modification. Epoxy asphalt binder's (EAB) rheological properties were described. Following that, an evaluation was conducted on the engineering properties of an epoxy asphalt mixture (EAM). The results demonstrated that the rheological properties of EAB outperform those of neat binders. Furthermore, the outcomes demonstrated that EAM had better moisture damage performance in terms of static immersion test and retained Marshall stability test than the conventional hot dense graded bituminous mixes. According to the results, the ideal content for both VG 30 and VG 40 binders is 2% epoxy modification. Out of all the mix permutations, bituminous mixes with 2% epoxy modification yielded the best results. Comparing blends with control mixes or unmodified bituminous mixes, on the other hand, revealed a lower resistance to moisture damage than mixes with 3% epoxy modification with both binders. The study concludes that epoxy resin can significantly improve the performance and longevity of asphalt concrete roadways, offering benefits to the road construction industry.

Aggregate migration and self-organisation properties of asphalt mixtures during compaction process

The objective of this investigation is to analyze the migration behaviours and self-organisation properties of aggregate-asphalt particle system. The three-dimensional discrete element dynamic compaction model was established, and the accuracy and reliability were validated by self-developed particle migration tracking test. The evaluation indices of aggregate particles was measured to investigate the migration behaviours of aggregates and its evolution law. The self-organisation behaviours of aggregate-asphalt particle system were explored combined with the contact behaviours. The results indicate that the migration process of aggregate particles can be delimited into three stages of compaction degree lower than 50%, from 50% to 70%, and above 70%. The larger the aggregate size, the more significant the rotation migration. Under the combined effect of migration and contact, the coarse aggregates migrate to find stable contact points to self-organize the skeleton structure. Asphalt mortar fills the voids eliminated to self-organize the dense structure.

Fatigue performance evaluation of epoxy-recycling technology utilising 100% reclaimed asphalt pavement (RAP): binders and mixtures

ABSTRACT In this study, a novel epoxy-recycling technology, which produces recycled mixtures using epoxy asphalt as binders, was applied to utilise 100% RAP. However, to date, the fatigue properties of epoxy-recycled asphalt mixtures (ERAM) made of 100% RAP remains unknown. The main objective of this paper is to investigate the fatigue performance of epoxy-recycled binders and mixtures. Thus, the linear amplitude sweep (LAS) tests and repeated semi-circular bending (R-SCB) fatigue tests were conducted to evaluate the fatigue resistance of binders and mixtures, respectively. The binder bond strength (BBS) tests were also performed to investigate their adhesive performance. The results show that the epoxy-recycling technology can recover the fatigue properties of ERAM to similar levels or even far superior to conventional virgin mixtures. Compared to SBS modified asphalt, the bonding strengths of epoxy-recycled binders increase by 92.38%, 110.16%, 133.33%, and 210.76% with increasing epoxy proportions. The fatigue lives between LAS tests for binders and R-SCB tests for mixtures show excellent correlations under power functions, and the fatigue performance enhancement of ERAM can be attributed to greater fatigue resistance of binders and better adhesive properties. The findings will provide evidence-based confidence in epoxy-recycling technology, thereby promoting long-life and sustainable pavement construction.

The role of nanomaterials in enhancing adhesion properties between bitumen and aggregate particles

During production and construction stages of asphalt mixtures, rheology of bitumen must be set at certain level. In addition, the adhesion strength between bitumen and the aggregate particles should be high enough so that during the service life of the pavement, asphalt mixture can resist various distresses. There are different methods of controlling rheological properties of bitumen binders and increasing adhesion properties of asphalt mixtures. One of the most effective methods of modifying bitumen binders of asphalt mixtures is using nanomaterials. In this research, two bitumen types of 60/70 and 85/100 penetration grades, three aggregate types (limestone, siliceous, and granite) and four nanomaterials types (nanohydrated lime NHL, nanosilica NSiO2, nanolime NCaCO3, and nanoclay bentonite NClay) were used at 2, 4, and 6% of the weight of bitumen. X-ray diffraction and X-ray fluorescence tests were performed and, microscopic images of thin-sections of aggregates and asphalt mixtures were taken with the aim of evaluating petrographic properties of aggregates and bonding characteristics of the bitumen binders with aggregate particles. Physical and rheological properties of the nano-modified bitumen binders were evaluated, performing dynamic shear rheometer and rotational viscometer tests. Boiling water and pull-off tests were also carried out in order to investigate the coating ability and the adhesion strength that is performed at the aggregate surface in the interface with the bitumen binders. Digital images were analyzed using Digimizer Software. The results indicated that the addition of nanomaterials at certain optimal percentage affected viscosity and improved rheological behavior of the bitumen binders at different temperatures, and increased adhesion properties of the bitumen coating the aggregate particles. Comparing the effects of different aggregates, it resulted that the binder coating the limestone aggregates performed better than the siliceous and the granite aggregates. The adhesion and the rheological properties of the 60/70 pen bitumen that was modified with nanomaterials were better than those of the 85/100 pen bitumen. Nano-modified binders at 4% NHL, or 2% NSiO2, or 4% NCaCO3, or 4% NClay exhibited the best behavior. Among these, the nano-modified binders containing 4% NHL resulted in better performance. Finally, the correlation between the adhesion and rheological behavior was suitable for nano-modified binders in order to improve the asphalt mixes' performance in operation and construction stages.

Performance assessment of sustainable asphalt concrete using steel slag, with an artificial neural network prediction of asphalt concrete behavior

This research evaluated the possibility of using Moroccan steelworks slag as a substitute for natural aggregates in asphalt mixtures, using chemical and mechanical analyses to demonstrate its compatibility with this application. Two granular mixtures, M1 and M2, were developed, incorporating respectively 15% and 25% natural sand (0/1.25) with slag aggregates to obtain granular mixtures complying with local standards. These mixtures were then tested with three different asphalt contents (4.7%, 5.2%, and 5.7%). Mechanical tests, including a gyratory compactor, Marshall stability, and Duriez strength, were carried out. In particular, the M1:5.2 and M2:5.2 mixtures met compaction criteria and showed remarkable Marshall Stability values, reaching 23.49 kN and 21.81 kN respectively. In comparison, the control mixtures only achieved a maximum stability of 11 kN. Thermal properties were also assessed, showing that the maximum thermal conductivity was achieved at an asphalt content of 5.2%. The slag-based mixtures, M1 and M2, showed higher thermal conductivity than the control mix M0, with maximum values of 0.74W/mK for M1 and 0.86W/mK for M2, compared with 0.56W/mK for M0. The overall results show that the M1 and M2 mixtures had improved thermal and mechanical properties compared with the M0 control mix. Artificial neural network (ANN) modelling was carried out using Marshall Test data. It showed excellent performance in predicting the stability and flow properties of asphalt mixtures. These results suggest that incorporating steelmaking slag into asphalt concrete mixtures was an effective strategy for simultaneously improving their thermal and mechanical properties.

Recycling steel slag as aggregate in developing an ultra-thin friction course with high comprehensive road performance

The demand for skid-resistant and wear-resistant alternative aggregates in the preparation of ultra-thin friction course (UTFC) asphalt mixtures is a key direction for achieving high durability and low-carbon development in pavement maintenance. As a typical industrial waste, steel slag with high alkalinity and strong adhesion can facilitate the mechanical property of asphalt mixtures. However, few researches focused on the impact of steel slag on the comprehensive road performance of UTFC mixtures. Hence, the issue merits systematic exploration. In this study, the chemical components, microstructure and morphological characteristics of three steel slags (GXSS, HBSS and IMSS) obtained from different sources were surveyed. Then the stone matrix asphalt (SMA)-5 and open-grade friction courses (OGFC)-5 mixtures with different steel slags were fabricated. And their comprehensive road performances were quantitatively explored via the improved radar chart. The results indicate that steel slag with approximately 40 % Ca content, about 20 % Fe content, irregular shapes and tiny pores endows its wear resistance and strong adhesion. IMSS demonstrates the largest average angularity and form 2D values of 3850 and 7.28, respectively, representing its significant crowding function and interlocking structure. Incorporating steel slag remarkably reinforces the rutting resistance, skid resistance and anti-interlayer shear performance of UTFC. While the effect of water stability and crack resistance of UTFC depend on the category of steel slag. All three steel slags manifest the improvement function on the comprehensive assessment indexes (CAI) of OGFC-UTFC. IMSS-OGFC reveals the optimal comprehensive road performance, achieving the highest CAI of 0.9909. It is inferred that steel slag is more suitable for OGFC-UTFC than SMA-UTFC due to its relatively high CAI and consistent performance regardless of the steel slag type.

Effect of Smart Aggregate Size on Mesostructure and Mechanical Properties of Asphalt Mixtures

Effect of Smart Aggregate Size on Mesostructure and Mechanical Properties of Asphalt Mixtures

Fracture properties of asphalt mixtures containing high content of reclaimed asphalt pavement (RAP) and eco-friendly PET additive at low temperature

Low-temperature cracking is one of the main types of distress that affects asphalt pavement performance over its service life. At the same time, the accumulation of plastics, especially polyethylene terephthalate (PET), and the potentially harmful effects of these plastics requires special attention in order to find ways to reduce them. Previous studies have paid less attention to the impact of PET on low-temperature cracking in asphalt mixtures and the simultaneous interaction between PET and reclaimed asphalt pavement materials (RAP) on fracture behavior of asphalt mixture. In this study, a value-added substance called PET Additive (PA), which is extracted from chemical processing of PET was blended with asphalt binder at different dosages (1–3 %) to use in the mixture of hot mix asphalt (HMA). Reclaimed Asphalt Pavement (RAP) was also added to the HMA mixtures at rates of 25 and 50 % by aggregate mass and the resulting asphalt mixtures were tested to characterize the load carrying ability and cracking resistance indexes of the modified HMA mixtures. Circular shaped test specimens with different mixture types and different geometries were manufactured. Results showed that the asphalt mixture containing PA has better performance than the control mixture; among all mixture types, a mixture containing 2 % PA and 25 % RAP had the better fracture resistance at low temperatures. Finally, the results demonstrate that the fracture behavior in Edge Notch Disc Bend (ENDB) and Semi-Circular Bend (SCB) specimens had similar trends.

Influence of field aging on viscoelastoplastic performance of rubberized asphalt mixtures incorporating reclaimed asphalt pavement in arid urban climate

This study investigates the effects of reclaimed asphalt pavement (RAP) and crumb rubber-modified asphalt (CRMA) on the viscoelastoplastic properties of asphalt mixtures under a range of aging conditions. Six asphalt mixtures, with varying RAP contents (0 %, 30 %, and 50 %) and CRMA modifications, were evaluated through dynamic modulus (|E*|) and flow number (FN) analyses. The specimens were subjected to authentic field-aging conditions for periods of 0, 3, 6, and 9 months. The results reveal that increasing RAP content enhances volumetric properties, Marshall stability, and rutting resistance. CRMA significantly improves fatigue performance and further bolsters rutting resistance, although some detrimental effects are observed at lower temperatures. Aging has a pronounced impact on the mixtures’ performance, particularly on |E*|, Prony series coefficients, viscoelastic strain (εve), and viscoplastic strain (εvp). Newly proposed aging indices, the dynamic modulus aging index (DMAI) and viscoplastic aging index (VPAI), effectively capture the changes in viscoelastoplastic behavior under different aging durations. These findings underscore the potential of RAP and CRMA to enhance pavement durability, prolong service life, and contribute to the development of sustainable and resilient infrastructure. The research offers valuable insights into the performance of asphalt mixtures incorporating RAP and CRMA under real-world conditions.

Advancing the performance characteristics of rubber asphalt mixtures through the integration of Basic Oxygen Furnace (BOF) slag: A focus on static and dynamic mechanical enhancements.

To investigate the advantageous effects of incorporating industrial solid waste basic oxygen furnace (BOF) slag on the mechanical characteristics of warm-mixed rubber asphalt (WMRA) and hot-mixed rubber asphalt (HMRA) mixture, varying proportions of BOF slag were substituted for limestone coarse aggregates (0%, 25%, 50%, and 75%). Additionally, a 1.5% dosage of Sasobit warm-mixed modifier was introduced to prepare the rubber asphalt. Subsequent to preparation, both static mechanical tests (including Marshall and indirect tensile tests) and dynamic mechanical tests (including dynamic creep and elastic modulus tests) were conducted to evaluate the influence of BOF slag on the mechanical behavior of WMRA and HMRA mixtures across different substitution levels. Following testing, a two-way analysis of variance (ANOVA) was employed to dissect the impact of BOF slag content and Sasobit warm-mixed modifier on the static and dynamic mechanical properties of the rubber asphalt mixtures. The findings reveal that BOF slag exhibits commendable engineering aggregate properties, enabling substantial substitution of coarse aggregates in both HMRA and WMRA mixtures. As the proportion of BOF slag increases, it enhances the resistance of asphalt mixtures to permanent deformation and cracking under static and dynamic loading conditions, while broadening the range of elastic deformation for both WMRA and HMRA mixtures subjected to repeated loading. Moreover, a synergistic enhancement in the resistance of rubber asphalt mixtures to dynamic load-induced deformation is observed when employing both BOF slag and Sasobit warm-mixed modifier. The findings offer valuable insights for enhancing the performance of WMRA and HMRA mixtures, as well as broadening the utilization of BOF slag and waste rubber.

The influence of acid rain on asphalt and its mixture performance, simulation and micro-mechanism exploration

Acid rain will destroy asphalt roads and affect human production and life. Therefore, this study has designed a new indoor simulated acid rain erosion test, and explored the effects of acid rain on the properties of 70# petroleum asphalt, SBS asphalt and their mixtures and the acid rain erosion mechanism from the micro and macro perspectives. In this paper, the influence of acid rain erosion on the microscopic properties of asphalt has been revealed through microscopic experiments. Through the combination with the basic performance test of asphalt, the effect of acid rain erosion on the conventional properties of asphalt was studied. The effects of acid rain on the properties of road asphalt mixtures were studied by Marshall immersion and high-temperature rutting tests. The results show that there is no obvious chemical reaction between the two kinds of asphalt after acid rain erosion, but the surface structure and morphology have changed significantly. There was a mass loss, the decreases of the softening point and ductility, and an increase of the penetration; the residual stability and high temperature resistance of both asphalt mixtures were reduced. In the worst case, the quality of petroleum asphalt was lost by 82.2%, the softening point and ductility decreased by 9.6% and 16.9% respectively, the penetration degree increased by 3.1% and the residual stability and dynamic stability of petroleum asphalt mixture decreased by 8.82% and 27.9% respectively. The mass loss of SBS asphalt was 82.5%, the softening point and ductility decreased by 5% and 3.3% respectively, the penetration increased by 2.6%, and the residual stability and dynamic stability of SBS asphalt mixture decreased by 4.82% and 25.4% respectively. In general, under the action of acid rain, the performance of 70# oil asphalt, SBS asphalt and their mixtures are affected to varying degrees. The specific performance is to destroy the original shape of asphalt, resulting in the loss of quality of asphalt, the reduction of deformation resistance, high temperature stability and low temperature stability of asphalt, weakening the high temperature stability and water stability of asphalt mixture, and leading to the decline of road performance.

Dynamic viscoelastic properties of ultra-large particle size asphalt mixture based on fractional derivative constitutive model

The aim of this paper was to accurately grasp and precisely characterize the dynamic viscoelastic properties of Ultra-Large Particle Size Asphalt Mixture (LSAM-50), and fully explore the features and simplified forms of the generalized fractional derivative Zener (GFDZ) model. The constitutive relations of the GFDZ model with n Abel elements were first given, and a modified GFDZ (mGFDZ) model was proposed. Then the master curves of LSAM-50, AC-13 and AC-20 mixtures were constructed, and the expression effects of different models and the dynamic viscoelastic behaviors of different asphalt mixtures were compared. The results showed that LSAM-50 was a typical viscoelastic material similar to traditional mixture. Both dynamic modulus and energy storage modulus decreased with increasing temperature. The phase angle increased first and then decreased with temperature increasing, and the peak value appeared near 40℃ at low frequency. The loss modulus increased first and then decreased with the temperature increasing. When the loading frequency was 0.1 Hz∼25 Hz, the peak value appeared at 0℃∼20℃. The rutting factors of LSAM-50 became larger with temperature reduction and frequency enhancement. When the number of Abel elements reached 2 in the GFDZ model or reached 3 in the mGFDZ model, the model fitting effects would no longer change significantly. The 2-mGFDZ model with only 5 parameters fitted master curves data satisfactorily and the physical meanings of parameters were clear. Comparing among three mixtures, LSAM-50, with the lowest asphalt content, showed significantly superior elasticity and better deformation resistance at medium and high temperatures. At low temperatures, the viscosity behavior of LSAM-50 was slightly inferior, but it may have pronounced plate properties considering the effect of aggregate skeletonization. The research results would promote new pavement structural design and mechanical response analysis.

Effect and mechanism of accelerated carbonization on the adhesion property of asphalt mixture containing recycled concrete aggregate

Weak interfacial adhesion between asphalt and recycled concrete aggregate (RCA) poses a significant engineering challenge in asphalt pavements. Accelerated carbonization treatment effectively enhances the performance of RCA by filling microcracks and pores in the mortar on its surface. This study investigated the optimal carbonization time, balancing economic feasibility, using boiling water experiments, pull-off tests, X-ray diffraction, and thermogravimetric analysis. Changes in the micro-morphology of the RCA surface at various carbonization times were observed using scanning electron microscopy. Molecular dynamics simulation was then employed to analyze the mechanism by which accelerated carbonization affects the adhesion properties of asphalt mixtures containing RCA. The results indicate that interfacial adhesion between RCA and asphalt gradually improves with increasing carbonization time. After 48 hours of carbonization, the asphalt adhesion rate increased from 52.7 % to 92.2 %, and the tensile strength rose from 1.13 MPa to 2.85 MPa. As the carbonization reaction progresses, spherical vaterite, acicular aragonite and massive calcite in lump form gradually appear on the RCA surface. Eventually, a calcium carbonate film forms and adheres to the RCA surface, enhancing adhesion properties at the RCA-asphalt interface. At the molecular level, carbonization significantly increased the concentrations of asphaltenes, aromatics, and saturates near the interface. The interaction energies between RCA and asphaltenes, aromatics, saturates, and resins increased by 97.5 %, 51.4 %, 35.7 %, and 6.0 %, respectively. Accelerated carbonization offers a viable solution for incorporating RCA in hot-mix asphalt, contributing to the sustainability of pavement infrastructure.

Paving the Way for Sustainability: A Study on Porous Asphalt Mixtures Reinforced with LDPE Plastic Waste and Freshwater Mussel (Pilsbryoconcha Exilis) Shell Filler

This study aimed to explore the impact of different fillers, namely conventional (stone ash) and alternative (mussel shell powder), along with varying percentages of Low-Density Polyethylene (LDPE) additives, on the performance of porous asphalt mixtures. Asphalt mixtures' Marshall Stability and Flow were examined with LDPE percentages of 0%, 2%, 4%, and 6%. Results highlighted that the choice of filler and LDPE content significantly influences the mixture's stability and flow. A shift from 100% stone ash to 50% mussel shell powder resulted in a slight decrease in stability for 0% and 2% LDPE. In contrast, the stability was notably higher for 4% and 6% LDPE, including the alternative filler. Mixtures with 100% stone ash exhibited increased flow values with rising LDPE concentrations, while mixtures with 100% mussel shell powder showed an opposite trend. Furthermore, mixtures containing mussel powder generally had higher flow values than those with stone ash at similar LDPE percentages. The study underscores the intricate relationship between filler types and LDPE additives in influencing the properties of asphalt mixtures. These findings pave the way for the potential use of alternative fillers in asphalt mixtures, emphasizing the importance of understanding material interactions for optimal pavement design.