Stone Matrix Research Articles

Mechanical evaluation of the influence of textile fiber in stone matrix asphalt mixtures under moisture damage

Mechanical evaluation of the influence of textile fiber in stone matrix asphalt mixtures under moisture damage

The The Effect of Geothermal Waste as Filler Substitution on Stone Matrix Asphalt (SMA) Characteristics

The The Effect of Geothermal Waste as Filler Substitution on Stone Matrix Asphalt (SMA) Characteristics

Optimizing epoxy asphalt tack coat formulations for improved adhesion and working performance of ultrathin wearing course

Insufficient adhesion between ultrathin wearing courses (UTWCs) and substrate layers can result in pavement distress. Epoxy asphalt exhibits potential as a tack coat due to its high bonding strength and thermal stability. However, its rapid curing may pose challenges to construction schedules. This study aimed to optimize the formulations of epoxy asphalt tack coats (EATCs) to enhance the interfacial adhesion and working performance of UTWCs. The adhesion of EATCs was evaluated through rotational viscosity and tensile tests. Design parameters were optimized using analysis of variance and microscopic tests. Road performance was assessed via interlayer shear and tensile testing on three pavement structures. The results indicated that the curing agent strongly influenced the properties and curing kinetics of EATCs. Formulations containing complex polysebacic polyanhydride (CPSPA-EA) exhibited superior bonding while meeting construction schedules. Microscopic analysis of CPSPA-EA revealed a stable crosslinked network formed at 30% binder dosage. The amount of spraying significantly impacted the adhesion in UTWC structures. The optimal spraying amounts were 0.60 kg/m2 for asphalt concrete (AC-13), 0.55 kg/m2 for stone matrix asphalt (SMA-13), and 0.40 kg/m2 for cement concrete substrate layers. These findings presented an optimization framework for designing EATCs to enhance UTWCs working and long-term performance through balanced tack formulations and application parameters.

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.

Analysis of the frictional performance development of recycled stone matrix asphalt (SMA) mixtures

Analysis of the frictional performance development of recycled stone matrix asphalt (SMA) mixtures

Comparison of cat stone matrix and cat urine proteomes to human calcium oxalate stone matrix and urine proteomes.

Cat calcium oxalate monohydrate kidney stone matrix proteome showed great similarity to human calcium oxalate monohydrate stone matrix proteome, but inference of mechanistic similarity was limited by the absence of cat urine proteomic data. In this study, urine proteome distributions were measured by the same methods in 7 healthy cats for comparison to both the published human urine and cat calcium oxalate stone matrix proteomes to assess for similar enrichment patterns in both species. Furthermore, proteomic distributions were determined in cat struvite stone matrix to test for similarity to calcium oxalate monohydrate stone matrix and urine proteomes. Cat urine proteins demonstrated a similar distribution of abundance as a function of isoelectric points or net charge to human urine samples, and consequently the similarly altered patterns of protein distributions seen in calcium oxalate monohydrate stone matrix seen from both cat and human stones likely derives from the same preferential adsorption mechanism. Furthermore, the fact that protein abundance patterns seen in cat struvite stone matrix samples differ from both urine and calcium oxalate monohydrate stone matrix proteomes in systematic ways suggests that a combination of protein-protein and protein crystal interactions underly the formation of the crystal aggregates that comprise stones.

An Experimental Investigation into the Effect of Ceramic Fiber on the Fatigue Cracking of Stone Matrix Asphalt

An Experimental Investigation into the Effect of Ceramic Fiber on the Fatigue Cracking of Stone Matrix Asphalt

Carbon emission calculation and uncertainty analysis of asphalt concrete during the production stage

Asphalt concrete is the main material consumed by road engineering. At present, there is no uniform standard for determining the carbon emissions of different types of asphalt concrete, and the calculation process is uncertain. In this study, a carbon emission calculation method that combines theory with practice is proposed. First, a theoretical carbon emission model based on the heat balance equation and an actual carbon emission model based on actual energy data are established, and the key links in the carbon emissions of asphalt concrete are determined. Second, the carbon emission correction factors of five different types of asphalt concrete are obtained to estimate the actual carbon emissions more accurately. Finally, the uncertainty of the parameters is evaluated and characterized via the DQI-Monte Carlo simulation method. The results show that the carbon emissions from large to small are modified asphalt concrete (MAC) > ordinary asphalt concrete (AC) > stone matrix asphalt (SMA) > recycled asphalt concrete (ZAC) > warm mix asphalt concrete (WAC). The aggregate heating stage is the key link in the carbon emission of asphalt concrete. Controlling the aggregate heating temperature and moisture content is the most direct and efficient energy savings and emission reduction measure.

Modeling and design optimization of the performance of stone matrix asphalt mixtures containing low-density polyethylene and waste engine oil using the response surface methodology

In recent years, the use of waste plastic materials such as low-density polyethylene (LDPE) to modify asphalt binders and enhance mixture performance has garnered significant attention. One major concern with using such materials is the higher production temperature required, which necessitates the use of a bitumen extender agent, such as waste engine oil (WEO), to reduce the viscosity and mixing temperature. Therefore, using these stabilizing additives can reduce the consumption of virgin binder, especially for Stone Matrix Asphalt (SMA) mixtures, which require higher asphalt content. This study aimed to optimize the design of SMA modified by LDPE and WEO to minimize the optimum asphalt content (OAC) and mixing temperature while maximizing SMA performance. To achieve this, Response Surface Methodology (RSM) was utilized to develop the necessary models for optimizing design and predicting performance. The selected independent variables (factors) for the design include LDPE content, WEO content, OAC, and mixing temperature. Meanwhile, the responses (dependent variables) consist of Marshall stability, rut depth, tensile strength ratio, and resilient modulus, which were used to determine the best mix design. The findings demonstrated that the suggested models for the output variables can predict performance with a higher level of confidence. The Analysis of variance (ANOVA) demonstrated that predictive models were significant and well-fitted, with a coefficient of determination (R2) of higher than 0.80, an adequate precision value of greater than 4, and a low p-value (less than 0.05). The error percentage between the RSM-predicted and actual values was less than 5 %, indicating that RSM-established models can accurately and efficiently predict the SMA performance. The best mix design of the SMA mixture modified by LDPE and WEO was found to be 10 % LDPE, 3.91 % WEO, 5.92 % OAC, and mixing temperature of 152.24°C with a combined desirability of 82.8 %.

Spectral noise reduction of double-layer porous asphalt: From laboratory to field

The double-layer porous asphalt (DLPA) pavement is a practical way to mitigate traffic noise from the source. However, there hasn't been much research done on the spectral noise characteristics of the car/truck on this type of pavement with different surface conditions yet. The objective of this paper was to reveal these noise characteristics and the behaviors of the DLPA pavement by laboratory tests and field measurements. First, measurements were made of the road performance of different porous asphalt (PA) mixtures and DLPA structures. Then, a vector impedance measurement system was utilized to evaluate the effects of porosity, aggregate size, and thickness on the sound absorption coefficient (SAC) of the DLPA slabs. Third, a sound meter was used to record the noise levels outside/inside the car/truck on the roads with three surface conditions for the DLPA (PA-10+PA-20) and stone matrix asphalt (SMA) test section, which were paved on an elevated urban road. Finally, an analysis was done on the overall and spectral noise characteristics. The results demonstrated good road performance of these PA mixtures and DLPA structures. Relatively fine and coarse aggregates in the upper and lower layers, respectively, enhanced the sound absorption. But an increase in porosity beyond 20 % and a slight variation in thickness did not considerably improve the sound absorption. Compared to SMA pavement, the overall noises levels of the DLPA pavement were 4–8 dBA lower on the “dry” surface and 6 dBA lower on the “wet” surface. The DLPA pavement exhibited a noise reduction at the full frequency band, which attributed to the pore structure and the relatively fine aggregate used. The interior sound energy always concentrated on the low-frequency band. However, the exterior sound energy on the “dry” and “wet” road surfaces tended to the low-frequency and high-frequency bands, respectively. These findings would shed light on the spectral noise characteristics of the DLPA pavement and provide a new knowledge about the behaviors of the lower layer and upper layer in relation to noise reduction and road performance.

Characteristics of the Warm Mix Asphalt with Emulsion as Additives in Engineering

The technology known as Warm Mix Asphalt (WMA), just unveiled in Europe, is becoming increasingly popular across the globe. By lowering the bitumen binder's viscosity, this cuttingedge technique makes asphalt mixtures more workable at lower temperatures between 30-40°C needed to generate conventional Hot Mix Asphalt (HMA). Reduced pollutants, energy savings, and a less offensive smell result from the lower mixing and compaction temperatures. More studies are necessary to evaluate its long-term performance. Based on MORTH requirements, this study examines the efficacy of bitumen emulsion as an addition in WMA samples of Stone Matrix Asphalt (SMA) and Dense Bituminous Macadam (DBM) mixtures. The combinations' binder contents varied from 4% to 7% of the aggregate weight. For the DBM and SMA mixes, cement and stone dust were utilized as fillers, and VG 30-grade bitumen was employed as the binder. For SMA and DBM mixtures, the ideal binder contents were determined to be 6.92% and 6.32%, respectively.

Performance assessment of polyester fiber modified stone matrix asphalt mixtures with statistical analysis

Performance assessment of polyester fiber modified stone matrix asphalt mixtures with statistical analysis

Environmental impact of the variations in solar reflectance index values of some selected dimension stones due to cyclic thermal shock

Natural stones are widely used environmentally appropriate building materials as dimension stone both for exterior cladding and floor coverings in urban areas. Depending on their solar reflectivity, these materials may absorb more solar radiation, especially with noontime summer sunlight exposure, which may cause both increasing cooling costs in commercial buildings and overheating of a city with the formation of urban heat islands. Solar reflectance index (SRI) is defined as the ability of a surface to reject solar heat which tends to change with physical, chemical and biological degradation processes by varying solar reflectance (SR) and thermal emissivity (TE) values. Weakening of the stone matrix structure by physical degradation mechanism, such as thermal shock (T-S) cycles mostly have significant impact on SRI. Within the scope of this study, SRI values were calculated before and after cyclic T-S by measuring the optical properties such as SR and TE values of 30 selected sedimentary and metamorphic originated carbonate-based natural stone types. The changes in surface properties such as color, roughness, and gloss, that may have an impact on the SRI values were also analyzed. In addition, a multivariate regression analysis was established to predict SRI value from such properties with a high degree of accuracy. Finally, it was found that, initial SRI values of 9 natural stone types (mostly metamorphic originated) have been increased considerably by cyclic T-S and tend to increase their ability to reduce urban temperatures by higher SRI values, one of the most important selection criteria in energy consumption for natural stones.

Experimental simulation evaluation and control measures of paving segregation for the stone matrix asphalt mixtures

The aggregate segregation for asphalt mixtures, characterized by non-uniform particle distribution, significantly undermines the quality and performance of pavements. This investigation aims to explore and reveal the mechanisms underlying segregation, including raw material properties and construction procedures. Novel evaluation methods, predictive metrics, and control measures were introduced using the developed apparatus. The results indicate that physical properties, particle morphology, and gradation are fundamental factors driving segregation. Spatial hindrance, interfacial friction, collision, and self-organization collectively coordinate particle spatial migration and distribution. Excessive coarse particles induce interstitial displacement, while that of fine particles trigger third-body lubrication. The lubricating-bonding factor η was proposed to characterize asphalt regulation. Segregation prediction based on composite angularity facilitates informed raw material selection. In addition, measures to improve paving quality and efficiency during loading, unloading, and auger mixing were proposed. This research contributes to the understanding of segregation mechanisms, enabling early prevention and effective management strategies.

Enhancing chloride ion permeability resistance of recycled aggregate concrete through internal curing with glazed hollow beads

This study explores the effects of glazed hollow beads (GHB) dosage and additional water amount on the capillary negative pressure, mechanical properties, initial resistivity, and electric flux in conditions where recycled aggregate concrete (RAC) is subject to cracking. The chloride ion (Cl-) diffusion coefficient for RAC cured internally was evaluated using the resistivity method, which also looked at the relationship between the diffusion coefficient, GHB dosage, and additional water amount. This analysis advances our understanding of the functional mechanisms of pre-soaked GHB in RAC. The research reveals that incorporating pre-soaked GHB enhances RAC in two primary ways. Firstly, pre-soaked GHB acts as an internal curing agent that stimulates the formation of hydration products, thereby filling internal voids and mitigating micro-crack development. Secondly, it functions as an adsorbent. The differential in relative humidity and internal pressure between the unsaturated GHB and the cement stone matrix promotes the sequestration of corrosive agents in cracked RAC. Additionally, an internal curing impact factor has been introduced, forming the basis of a new model to calculate the Cl- diffusion coefficient that accounts for both GHB dosage and additional water intake. The established quantitative relationships between resistivity, electric flux, and Cl- diffusion coefficient in GHB-treated RAC (GHB-RAC) provide a methodological framework for quickly evaluating the durability of GHB-RAC against Cl- intrusion in practical engineering contexts.

Using Waste Cigarette Butt Fibers as Asphalt Binder Stabilizer in Stone Matrix Asphalt: Mechanical and Environmental Characterization

Using Waste Cigarette Butt Fibers as Asphalt Binder Stabilizer in Stone Matrix Asphalt: Mechanical and Environmental Characterization

Comparative evaluation of open graded friction course and stone matrix asphalt mixtures with modified binders and warm mix asphalt

Comparative evaluation of open graded friction course and stone matrix asphalt mixtures with modified binders and warm mix asphalt

Effects of warm-mix additives, anti stripping agent, and graphene nanoplatelet on the cracking resistance, moisture susceptibility, and cost effectiveness of stone mastic asphalt

Moisture and cracking damages are two of the most common asphalt pavement distresses in the United States. The use of stone matrix asphalt mixture has gained popularity due to its high durability, resistance to permanent deformation and cracking, and reduced noise pollution. Warm-mix additives and nanomaterials have also gained significant interest as promising asphalt binder additives. In order to achieve enhanced resistance to moisture and cracking in extremely wet regions, this study investigated the effects of three warm-mix additives, an anti-stripping agent, and one nanomaterial (graphene nanoplatelet) on the cracking and moisture resistance performance of stone matrix asphalt. Fourier transform infrared spectroscopy and sessile drop tests were used to evaluate the functional groups and moisture susceptibility of the modified asphalt binder blends, respectively. The indirect tensile asphalt cracking test and the modified Lottman tests were used to evaluate the mixtures' resistance to cracking and stripping damage. A cost-effectiveness analysis as well as a two-dimensional performance interaction diagram were employed based on the laboratory performance of the mixtures. Results indicated that the graphene nanoplatelet modification of the asphalt binder had the highest wettability potential, adhesion, and debonding properties, as well as moisture resistance potential compared to other additives. In terms of mixture cracking performance, both the graphene nanoplatelet and a chemical warm-mix asphalt significantly improved the mix cracking performance by 34.1 and 30.0 %, respectively, compared to the control mix. However, the graphene nanoplatelet modification had a tensile strength ratio of 0.76, which is below the acceptance threshold of 0.80 set by AASHTO T 283 for moisture damage resistance of asphalt mixture. Overall, all mixtures with warm-mix additives showed adequate cracking and stripping damage resistance performance and are expected to be cost-effective.

Alternative Recipes SMA 11 with EAF FE-NI SLAG Aggregates the Only Possibility of Increasing the Safety and Comfort of Driving on The Highway

Objective: The objective of this study is to investigate the possibilities of using the slag of the electric arc furnace, for the development of the alternative recipe SMA 11, as one of the possibilities of increasing the safety and comfort of driving on the highway. Theoretical Framework: Theoretical, EAF (electric arc furnace slag) is an intermediate product, that during the melting process about 75% of the ore turns into slag, chemical and physical-mechanical properties of which make it a valuable aggregate for industry and especially for the development of recipes for asphalt concretes with advanced properties. The use EAF slag aggregates would be a good possibility for the development of an alternative asphalt concrete recipe for highways with comfort driving and high safety. Method: The methodology adopted for this research comprises chemical, mechanical-physical research methods, as well as the evaluation of the performance indicators of the consumable layer AC, developed according to the alternative recipe SMA 11. Results and Discussion: EAF Fe-Ni slag is classified as non-hazardous waste and has properties almost similar to conventional aggregates, and in some cases even better. The results obtained of the research have shown that the alternative recipe SMA (stone matrix aggregate) has an excellent skid coefficient, which guarantees high driving safety on the highway. Originality/Value: The use of EAF slag, in addition increasing the safety and comfort of driving on the highway, at the same time, show positive effects in terms of the rational use of natural resources, energy resources and environmental protection.

Experimental Research on Gradation Range and Performance of SMAC13.

Stone matrix asphalt and asphalt concrete mixture with 13.2 mm nominal maximum aggregate size (named SMA13 and AC13, respectively) are widely used in the surface course of asphalt pavement in China. Generally, the pavement performance of SMA13 is superior to that of AC13, while the cost of the former is significantly higher than that of the latter. The objective of this paper was to develop a new hot mix asphalt (named SMAC13) whose performance and cost are between SMA13 and AC13. A boundary sieve size (BSS) of 2.36 mm was selected between fine and coarse aggregates. Based on the union set of aggregate gradation ranges of SMA13 and AC13, the family of gradation curves in the forms of S shapes were designed in terms of the BSS passing rate. According to the evaluation of the skeleton interlock of coarse aggregate of the gradation curve family, the aggregate gradation range of SMAC13 was determined. Also, the performance of three kinds of asphalt mixtures were compared through laboratory tests. The results indicated that SMA13 shows the best rutting resistance, followed by SMAC13 then AC13, while in terms of low-temperature performance in resistance to cracking, the sequence is SMAC13, AC13, and SMA13. The sequence of water stability is AC13, SMAC13, and SMA13. Furthermore, the cost of SMAC13 is 25% less than that of SMA13. Therefore, SMAC13 can be used as an alternative for the surface course of asphalt pavement in terms of performance and cost.