Stiffness Modulus Values Research Articles

Evaluation of Bio-Rejuvenator and Compaction Conditions on Stiffness Modulus and Indirect Tensile Strength of Recycled Hot Mix Asphalt.

This study focuses on the investigation of the effect of a reclaimed asphalt material (RAP) and a bio-rejuvenator (mix of vegetable oils) on the stiffness modulus and indirect tensile strength (ITS) values of eight bituminous mixtures produced by using three types of compaction, with different RAP amounts (25% and 50%) and rejuvenator (0%, 0.20%, 0.40% and 0.60% by mass of RAP). A conventional hot mix asphalt was considered as the reference mix. All tests were performed on cylindrical samples produced using: Marshall compaction with 50 blows/side, cored cylindrical specimens from slabs compacted using a roller compactor (39 passes), and, respectively, gyratory compaction on 80 gyrations. Stiffness modulus and ITS values showed strong linear variation with the increase in rejuvenator content, independently of test temperature and type of compaction. The rejuvenating effect of the bio-rejuvenator was observed to counterbalance the impact of RAP. The results at 20 °C for gyratory specimens for the mix with 50% RAP and 0.40% bio-rejuvenator were comparable/closer (under 5% relative difference) to those obtained for the reference mix. A strong correlation between stiffness modulus values of mixes and penetration values of the corresponding binder blends was obtained (R2≥0.977).

Bi-material nanofibrous electrospun junctions: A versatile tool to mimic the muscle–tendon interface

Soft robotics aims to replicate the structure and mechanics of skeletal muscles. The challenge lies in seamlessly integrating these muscle-inspired soft actuators with the joints they intend to actuate, resembling the natural connection between muscles and tendons (i.e., myotendinous junction). This study addresses this issue by producing electrospun bundles of aligned nanofibers using a thermoplastic polyurethane, mimicking the muscle fascicle, and nylon 6.6 for the tendon one. A novel method was developed to create electrospun bi-material bundles with two different types of myotendinous-inspired junctions, called flat and conical. Scanning electron microscopy and microtomography analyses confirmed that conical junctions mimicked natural myotendinous structures better than flat ones. Tensile mechanical tests demonstrated that bi-material junctions reached stress at failure comparable to polyurethane bundles (11 ± 2 MPa), with the conical junction showing stiffness (0.13 ± 0.02 N/mm) and net elastic modulus (153 ± 10 MPa) values closer to the natural myotendinous ones. Cyclic tests verified the mechanical stability of junctions and their ability to dampen nylon 6.6 hardening over time. Moreover, all bundles withstood cyclic loading without breaking. These findings suggest the potential of biomimetic electrospun junctions for applications in soft robotics, marking a significant step toward advancing this field.

Evaluation of using hardening soil model for predicting wall deflections caused by deep excavation: A case study at the Ho Chi Minh metro line 1, Vietnam

The goal of this study is to assess the application of the Hardening soil model in predicting the deformation of retaining walls of excavations in 2D and 3D finite element analysis at the Ho Chi Minh Metro project. Designed as the deepest underground station in the first metro line built in Ho Chi Minh City (HCMC), Opera House station is located in an area with a dense building zone and close to historical buildings. A summary of the input soil properties is provided using data from site investigations, in-situ tests, and laboratory tests. By numerical simulation using the Hardening soil model, the parameters of the soil stiffness modulus value are verified based on the Standard Penetration Test (SPT), and Pressuremeter test (PMT). The obtained results of the numerical analysis by 2D and 3D finite element methods, and field observations indicate that applying the Hardening soil model with soil stiffness modulus obtained in situ tests gives reasonable results on the displacement of the retaining wall at the final phase. The relationship between the SPT value and the stiffness modulus of HCMC sand is a function of depth. This correlation is obtained through the comparison of wall deformation between the simulation and monitoring at the construction site. The results of the difference between 2D and 3D finite element analysis also are discussed in this study.

Influence of Warm Mix Asphalt Additives on the Physical Characteristics of Crumb Rubber Asphalt Binders

This investigation is centered around the application of warm mix asphalt (WMA) technologies to address workability concerns linked to rubberized asphalt binders. The primary aim of incorporating crumb rubber (CR) and WMA additives is to establish a robust paving method that fosters energy conservation, efficient waste management, noise reduction, and improved overall performance. The current study aims to comprehensively characterize and differentiate the physical attributes of rubberized asphalt binders by employing three distinct WMA additives: Sasobit, Cecabase RT and Rediset WMX. These additives are introduced into eight unique asphalt binders. Laboratory assessments are carried out to evaluate the workability and physical properties of these binders. The evaluation encompasses penetration, softening point, penetration index, penetration viscosity number, storage stability, ductility, viscosity, and stiffness modulus analyses. The findings indicate that the rubberized asphalt binder enhanced with Sasobit demonstrates the highest levels of both hardness and softening point in comparison to asphalt binders supplemented with alternative WMA additives. The evaluation of storage stability underscores the satisfactory stability across all modified asphalt binders. Both the unmodified and modified binders meet the requirements stipulated by the ductility test; the rubberized asphalt binder modified with Rediset falls short. The rubberized asphalt binder improved with Sasobit displays the most notable enhancement in workability. Furthermore, the blend of crumb rubber and Sasobit binder reveals the highest stiffness modulus values under conditions of intermediate and high temperatures with 1.88 and 0.46 MPa, respectively. In summation, the rubberized asphalt binder incorporating crumb rubber with Sasobit showcases superior improvements in both stiffness and workability compared to counterparts modified with Cecabase RT and Rediset WMX.

Stiffness of cold-recycled mixtures under variable deformation conditions in the IT-CY test

Stiffness modulus belongs to the most important properties describing the cold-recycled mixtures (CRM) in terms of their usability in road pavement structures. Previous research proved that this property is strongly dependent on the scheme and conditions of the test (temperature and time of loading) and the time that has passed since the compaction of the specimen or pavement layer. It is a result of the influence of two different types of bonds – hydraulic bonds from cement and bituminous bonds from bituminous emulsion or foamed bitumen. Research presented in this paper showed that the target horizontal deformation values selected during the stiffness modulus test have a strong impact on the obtained results as well. In this paper the popular Indirect Tensile Stiffness Modulus (ITSM) test on cylindrical specimen (IT-CY scheme) was used to show the dependence of the stiffness modulus values on the selected target horizontal deformation level. Research was conducted on four different CRM mixtures and three reference materials. The research proved that even for a narrow deformation range the CRMs do not present linear viscoelastic behavior and display very high effort of material even for typical test conditions. In consequence, they are very prone to failure. Research also proved that CRM mixtures present different rheological behavior than cement concrete or asphalt concrete, and more attention should be given to establishing proper test conditions. Based on the research, it was determined that the recommended target horizontal deformation in IT-CY test of CRM should be reduced to 3 µm.

Evaluation of complex modulus and fatigue properties of cold recycled material mixtures using small-scale specimens

The laboratory mechanical characterisation of cold recycled materials mixtures is necessary to develop mechanistic-empirical design methods for cold recycled pavements. The present paper describes a laboratory experiment where small-scale specimens were used to characterise the complex modulus and fatigue properties of cement bitumen treated materials (CBTM) manufactured with bitumen emulsion and cement. In particular, CBTM specimens with diameter of 38 mm were tested and compared with two group of specimens with diameters of 100 and 75 mm. The complex modulus was measured by means of cyclic compression tests and then rheological modelling was applied. Fatigue tests were carried out in direct tension mode of loading. All tests were carried out at long-term curing conditions. Results and statistical analysis showed that the complex modulus values measured on large specimens (diameter of 100 and 75 mm), were not significantly different. On the other hand, the stiffness modulus values measured on small specimens (diameter of 38) were about 15% lower.

STUDI KOMPARASI PREDIKSI UMUR PELAYANAN ANTARA CAMPURAN SUPERPAVE DAN AC-WC MENGGUNAKAN PERMODELAN VISKOELASTIK DAN ELASTIK

The performance of a pavement depends on a load of passing vehicles; in anticipation of these problems, alternative solutions are needed. One solution is using a Superpave mixture as a type of pavement. Previous studies concluded that the Superpave mixture performed better in receiving or distributing vehicle loads and resistance to submersion conditions. However, to strengthen this opinion, exploring it from another point of view is necessary. One of them is the mechanistic-empirical analysis of the KENPAVE program, which is needed to determine the prediction of service life. In this study, the AC-WC mixture was used as a comparison. The analysis started by calculating the stiffness modulus value for both types of pavements, determining the alternative pavement design plans to be applied using Bina Marga 2017 method, and ending the mechanistic-empirical analysis process using two modeling forms, namely viscoelastic and elastic. As a result, the Superpave mixture has a relatively higher predictive value of service life compared to the AC-WC mixture. This result applies to both the viscoelastic and elastic models. Suggestions for using an alternative with Bina Marga 2017’s design chart 3-B on FFF7 criteria are given regarding maximizing the performance of the Superpave mixture in the field. The mechanistic-empirical analysis of the design alternative shows that the predicted service life is above the 20-year design age limit, which is 30.7 years in the viscoelastic model and 40.9 years in the elastic model before the prediction of the first damage.

Performance analyses of conventional hot mix asphalt with waste additives

The continuous increase in traffic volume demands performance enhancement of pavements. Common techniques for this performance improvement utilize modifications in the conventional hot mixture asphalt (HMA) through additives. Utilization of urban waste materials as additives for HMA provides opportunity for effective utilization and disposal of these unwanted materials. In this research, two waste materials, low-density polyethylene (LDPE) and crumb rubber (CR), are tested as additives to HMA for performance enhancement, optimization, and cost effectiveness. Performance evaluations are made through comparing stiffness modulus. Stiffness moduli of conventional and waste-material-modified HMA mixtures are evaluated through creep testing. Further, the effect of asphalt binder content, additive content, and mixing methodologies (1 and 2) were also investigated in this research. The experimental results showed a 22.4% increase in stiffness modulus with increases in asphalt binder content. Modified HMAs showed better (5–15%) results than conventional HMAs. Between the two modified mixtures, LDPE modified mixtures displayed better strength (about 1.5 times higher) than CR modified mixtures. Mixing methodology-1 resulted in 9.35% lower stiffness modulus values than the methodology-2. The results also showed that the excessive use of asphalt binder as well as waste material additive reduced the stiffness modulus up-to 21.9% and 15% respectively. Further, it was observed that the addition of waste material additives to conventional HMA mixtures increased the viscosity of mixtures which resulted in an increase of load-bearing capacity in terms of stiffness modulus.

Research into effect of asphalt mixture aging on stiffness

The paper focuses on the research of the stiffness of asphalt mixtures exposed to short-term and long-term aging. Asphalt mixtures are exposed to this type of ageing during their production, laying and compaction and subsequently during service. The research was carried out on test samples of asphalt mixtures AC11 50/70 and AC11 PMB 45/80-75 for wearing course of asphalt pavements. The asphalt samples have been exposed to the effects of short-term and long-term ageing by the conditioning of loose mixture method. Subsequently, the stiffness modulus of asphalt mixtures at temperature 20 °C was determined by the IT-CY method according to EN 12697-26. The obtained results showed higher values of stiffness modulus for the mixture with paving grade bitumen 50/70. The largest difference in the stiffness modulus was recorded for origin asphalt mixtures. Furthermore, an increase in the mixture stiffness due to ageing was observed, more pronounced in the case of the mixture with the polymer modified bitumen PMB 45/80-75. Gradual ageing changes the properties of asphalt mixtures, which are essential for the durability of the road.

Warm Mix Asphalt Surfacing Performance for Different Aggregate Gradations with Cecabase RT Additive

Hot mix asphalt (HMA) surface course normally consists of wearing and binder layers, with different aggregate gradations. Hot mix asphalt (HMA) mixtures are traditionally produced at relatively high temperatures of between 150°C to 180°C. Warm Mix Asphalt (WMA) offers a sustainable solution to the problem by lowering the production temperature and energy requirements. However, to be accepted as an alternative to HMA, the performance of WMA must be comparable or better than HMA. The objective of this research is to investigate the performance of WMA wearing and binder course in terms of stiffness and moisture resistance, using Cecabase RT as warm mix asphalt additive. Different concentrations of Cecabase RT were added to determine the optimum percentage Cecabase RT. Marshall method was used to produce all samples investigated and analysis as carried out on the samples. Stiffness and moisture resistance tests were carried out to measure the performance of the mixes. The stiffness modulus values obtained for WMA mixes are higher than HMA mixes, indicating better stiffness. In addition, all the mixes investigated achieved the required minimum TSR value of 80%. It can be concluded that warm mix asphalt using Cecabase RT is comparable in terms of stiffness and moisture resistance to conventional HMA and could be a sustainable alternative to the conventional HMA mix as it can be produced at lower temperatures.

Viscoelastic properties of EVA interlayer used in laminated glass structures

Laminated glass is getting used more extensively in a current architecture due to its transparency, aesthetic impression, and post-breakage behaviour. Examples of such structures are balustrades, stairs, or facade panels. These are usually loaded in bending. Polymeric interlayer embedded between glass plies has no flexural stiffness, but it can itself transfer shear stress. The rate of this transfer depends on the shear stiffness of interlayer which is time and temperature dependent parameter. Producers of interlayers often do not specify this quantity thus engineers rather neglect the shear interaction of glass plies in perpendicularly loaded laminated glass panels. This paper provides the values of shear stiffness modulus of common interlayer EVASAFE® by BridgestoneTM in time and temperature domain. This shear stiffness is expressed through Maxwell model whose parameters are based on the series of Dynamic mechanical thermal analysis (DMTA) performed on single lap small-scale specimens in Klokner institute CTU in Prague. Results show that shear stiffness of this interlayer is able to provide significant shear coupling of glass plies in broad temperature range of short-term perpendicularly loaded laminated glass structures.

Enhancement of porous asphalt mixture for resisting environmental conditions using modified asphalt

Open-graded-friction-course (OGFC) is a hot asphalt mixture usually utilized as a private purpose wearing course, because of open graded asphalt mixture and aggregates skeleton (stone-on-stone) contact, it contains a relatively high air voids percent, after compaction which are permeable to water. In this research one sort of gradation was used (9.5 mm) NMAS for preparing the OGFC asphalt mixtures, penetration grade 40/50, crushed aggregate, asphalt content prepared with 4 % and up to 6 % by weight of mixture with 0.5 % increments. Optimum asphalt content (OAC) was selected based on these criteria: air voids content, asphalt draindown, permeability, and abrasion resistance (aged and un-aged) condition. The mix performance had been investigated by indirect tensile strength and moisture sensitivity measured according to the (AASHTO T283-14). Results illustrate that the increasing of asphalt binder content leads to decrease in the air voids content, abrasion loss and permeability values, while with draindown increase, conversely, the indirect tensile strength test (ITS) had been meaningfully increased for both conditions and this is a perfect signal of resistance against humidity susceptibility. It can be resolved that the increasing of asphalt binder % in OGFC asphalt mixture, leads to increase the thickness of asphalt binder covering around the aggregates. On the other hand the outcome indicated that the addition of 4 % styrene-butadiene-styrene (SBS) to asphalt mixture gradation equaled to “9.5 mm NMAS” tends to improve the mix properties and exhibit higher TSR by (18.5, 16.4 and 13.7) % increases, as compared with original asphalt; at asphalt content (5.1, 5.6 and 6.1) %, respectively. Based on the above evaluation, the use of SBS gives the asphalt mixture better volumetric and performance properties which improved the adhesion between aggregate and asphalt that leads to reduced stripping of HMA, horizontal deformation, and increased the tensile stiffness modulus value.

Effect of bromine deficiency on large elastic moduli of alpha-phase diisopropyl ammonium bromide (α-DIPAB) molecular crystals

Elastic stiffness moduli were studied using dispersion-corrected density functional theory. The elastic stiffness moduli of α-DIPAB molecular crystals are found to be strongly anisotropic, with exceptionally high values of ~55 GPa. The magnitude of elastic stiffness modulus is strongly correlated with the relative orientation between the underlying hydrogen-bonding networks of DIPA molecules (“stitched” together by Br ions). These values of elastic stiffness modulus are remarkably high and suggest the design of hydrogen bond networks as a route for rational design of ultra-stiff molecular solids. Furthermore, Young’s modulus of α-DIPAB was found to attain extremely large value of as large as 50 GPa along certain crystallographic directions, while Br-deficient DIPAB has reduced Young’s modulus ( ~18 GPa). Anisotropy of Young’s modulus in α-DIPAB is very large with values below 40% of its maximum along specific spatial directions (and even lower in Br-deficient crystals). α-DIPAB and Br-deficient DIPAB show very different directionality of Young’s modulus due to the change in H-Br bond network upon Br deficiency. Additionally, Poisson’s ratio is strongly anisotropic as well with values ranging between a maximum of 0.4 for certain crystallographic directions and about 0.25 for other directions indicating the directionality of bonding in α-DIPAB. DIPAB systems are brittle based on the ratio between bulk and sheer elastic constants. Thus, DIPAB should be used as an element of composite materials to be used in thin-film flexible electronic application.

The sustainable performance challenge of asphalt mixture using polypropylene due to environmental weather

Virgin Polypropylene (PP) has been widely used as polymer additive to modify asphalt concrete mixtures. An attempt to reduce plastic waste including waste PP is to use it to modify concrete asphalt mixtures. In an effort to develop the use of PP waste, this study designed a concrete asphalt mixture using petroleum bitumen as the main binding material and modified it with PP waste to produce concrete asphalt that has good resistance to environmental weather impact. Indirect Tensile Stiffness Modulus (ITSM) value is one of the main characteristics of the asphalt mixture design which represents the characteristics of the stiffness of the asphalt concrete mixture in elastic conditions when it receives a load that produces tensile stress on the asphalt concrete layer. The relationship between temperature and ITSM value of concrete asphalt used to determine the effect of environmental weather on the stiffness properties of the asphalt concrete mixture made with petroleum bitumen and waste PP. ITSM values obtained from the test results show that modification by using waste PP in concrete asphalt mixes using petroleum bitumen as the main binder produced a slightly stiffer mixture without negative effect on mixture.

Analysis of Stiffness Modulus of Asphalt Concrete Mixture by Using Artificial Aggregates

The type of damage to the pavement layer is cracking and permanent deformation. The mechanism of cracking in the pavement layer occurs because of the tensile force at the bottom of the pavement layer due to the wheel load of the vehicle. One parameter of a mixture to achieve strength and durability as needed is the relationship of stress and strain which shows the stiffness of a mixture. Indirect Tensile Strength is a method used to show the stiffness of a mixture. As infrastructure development in Indonesia continues to increase, the availability of natural aggregate materials is decreasing. One of the uses of geopolymer can be used as artificial aggregates to replace the depleted natural aggregates. The purpose of this study was to review the stiffness modulus of concrete asphalt mixture with the use of artificial aggregates made from geopolymer by using open gradations of BBA (Beton Bitumineux pour chausees Aeronautques). From the test results using the Dynapave UTM30 tool at 20 °Celsius and 60 °Celsius, stiffness modulus values of the asphalt mixture are 3542 MPa and 147 MPa. The increase in temperature causes a decrease in the stiffness modulus value of 96%, so that the increase in temperature will be accompanied by a decrease in the stiffness modulus.

Comparison of current stiffness modulus values in national and international literature

The paper objective is to realize a comparative synthesis of the current coefficients used to reduce the stiffness modulus. For this, national and international codes were considered as well as reference papers on the subject. In the end, the paper presents a case study in which behaviour differences were observed for a reinforced concrete frame structure between national and international codes.

Evaluation of Moisture Susceptibility for Modified Open Graded Friction Course Mixes Used Styrene Butadiene Styrene

Open-graded-fraction-course (OGFC), is a hot asphalt mixture usually utilized as a private purpose wearing course, because of open graded asphalt mixture and aggregates skeleton (stone-on-stone) contact, it contain a relatively high air voids’ percentage, after compaction which are permeable to water. In this research one type of gradation was used (12.5 mm) NMAS, to preparing the OGFC asphalt mixtures, penetration grade 40/50, crushed aggregate, asphalt content prepared with 4 % and up to 6 % by weight of mixture with 0.5 % increments. Optimum asphalt content (OAC) was selected based on these criteria, air voids content, asphalt draindown, permeability, and abrasion resistance (aged and un-aged) condition. The mix performance had been investigated by indirect tensile strength and moisture susceptibility (sensitivity) measured according to the (AASHTO T283-14). Results illustrate that the increasing of asphalt binder content leads to a decrease of the air voids content, abrasion loss and permeability values, while draindown increase, conversely, the indirect tensile strength (ITS) had been significantly increased for both conditions and this is a gaod suggestion to resistance alongside moisture susceptibility. It can be decided that the increasing of asphalt binder percent in OGFC asphalt mixture, leads to an increase in the thickness of binder coating around the aggregates. On the other hand, the influence of modifier that prepared with 4% styrene-butadiene-styrene (SBS) on OGFC asphalt mixture tends to improve the mix properties and exhibit higher (TSR) as compared with original asphalt by (31, 27.7 and 24.4) % at asphalt percent (4.8, 5.3 and 5.8) %, respectively. The SBS improved the adhesion between aggregate and asphalt which leads to reduce stripping of HMA, horizontal deformation, and increased the tensile stiffness modulus value.

Fabrication of Calotropis Gigantea fibre reinforced compression spring for light weight applications

A new attempt has been made in the manufacturing of helical springs, using Calotropis Gigantea fibre as the raw material. Calotropis Gigantea (CG) is a tropical shrub plant with high seasonality and naturally high yield; its fibre is extracted from the stem of the plant and rendered in a twisted form. Twisted fibre is treated with NaOH to address the major drawback associated with this natural fibre; its hydrophilicity. The treated fibre is then dipped in to a matrix, and turned into a spring in the lathe, using a shock absorber spring as a die. The spring is tested and the basic properties are analysed; the performance as a function of NaOH treatment is duly evaluated. The stiffness and shear modulus value increases slowly and reaches 1 N/mm and 1.28 GPa, with 4 wt% NaOH based alkali treatment. The results obtained are rationalized Finite Element Analysis as well; it is shown that the material may be considered to isotropic in the transverse direction, when under axial loading (as on the surface of the fabricated coil).

Review and evaluation of cold recycling with bitumen emulsion and cement for rehabilitation of old pavements

Abstract The article presents Polish experience with cold recycling of asphalt pavements with the usage of bituminous emulsion and cement. In the 1990s numerous roads in Poland required immediate reinforcement due to their significant degradation. Implementation of the cold recycling technology was one of the solutions to this problem. Cold recycled mixtures contain – beside the recycled asphalt pavement and aggregate – two different types of binding agents: bituminous emulsion and Portland cement. First Polish requirements were developed in the 1990s and were based on the Marshall test. After several years of application of these requirements, numerous transverse cracks appeared on the pavements. Field investigation showed that the frequency of transverse cracking was not uniform on all evaluated sections and that the growth rate of the number of cracks was decreasing. The main reason of extensive cracking was the overly high amount of the Portland cement and insufficient amount of the bituminous emulsion. This led to production of very stiff mixtures, with dominance of hydraulic bonds, which behaved similarly to cement-treated mixtures. The idea of flexible cold recycled base course was not utilized. This experience motivated the Polish Road Administration to develop new requirements. Second part of the article presents the new requirements for cold recycling. New test methods as well as requirements concerning resistance to frost and water action were introduced in 2013. Implementing of the new requirements resulted in significant reduction in stiffness of the MCE mixtures. Values of stiffness modulus are even three times lower, which should significantly decrease the amount of potential reflective cracks on the pavement surface. Presently two types of technology of cold recycling are used in Poland, in-place and in-plant. Experience with the MCE mixtures made it possible to introduce this technology in the new Polish Catalog of Typical Flexible and Semi-Rigid Pavement Structures in 2014.

The Influence of Hydrated Lime on IT-CY Stiffness Modulus of Foam-Based Asphalt Concrete Compacted at 95 °C

For a number of years worldwide, the road construction industry has been seeking new technologies for producing energy-saving asphalt mixtures in order to meet new environmental requirements and laws. Some of these techniques include new classes of mixtures characterized by reduced processing temperatures compared to the conventional Hot Mix Asphalt (HMA) production temperature of 165 °C and paving temperature of approximately 145 °C. These techniques include Half Warm Mix Asphalt (HWMA) mineral mixtures produced with the use of foamed bitumen as a binder at temperatures of about 100 °C and paved at 95 °C. Although generally HWMA mixes are comparable to HMA, depending on the mix, they may suffer from decreased mechanical parameters resulting in a reduced service life of the asphalt pavement. The implemented research program investigated asphalt concrete (AC 8) with foamed bitumen (HWMA) compacted at 95 °C and the control HMA sample produced and compacted at a regular temperature. A typical 50/70 road paving bitumen modified with 0.6% surface active agent SAA (fatty acid amide) was used as the foamed binder, dosed at 5.6% and 6.2% by weight to the mixture. Mineral filler replacement with hydrated lime at 15% and 30% by weight was evaluated. The content of voids in the asphalt mixture was examined. The indirect tensile stiffness modulus (IT-CY) characterizing the durability of the mixture was measured at -10 °C, 0 °C, 10 °C, 20 °C and 25 °C. The results of statistical analysis showed significant correlations between the mix production technology used and the content of foamed bitumen and hydrated lime in terms of the temperature of stiffness modulus testing. As confirmed by the stiffness modulus values, the application of hydrated lime provided the half-warm mix asphalt concrete AC8 produced with foamed bitumen with mechanical properties comparable to those of the HMA mix.