Stripping Resistance Research Articles

Impact of Nickel Strip Configurations on Resistance and Voltage Drop in Lithium Ion Battery Packs

The impact of nickel strip designs on the resistance and voltage drop in lithium ion battery packs is examined in this study. In a series parallel battery pack configuration, the effectiveness of coated and pure nickel strips is assessed, with particular attention paid to how they influence voltage drop, internal resistance, and overall efficiency. Each of the 24 series and 3 parallel cells that make up the battery pack has an internal resistance of 6 mΩ. Two configurations are analyzed: one utilizing pure nickel strips and another with coated nickel strips. The resistivity, cross sectional area, and length of the material are used to compute the equivalent resistance of the nickel strips for each arrangement. Voltage dips at a load current of 50A are determined to compare the performance of both strip. The study also looks at the voltage drop at key locations in the battery pack, including particular bent strips. The findings show that the coated nickel design displays a larger resistance (0.237Ω) and voltage drop (11.735V) than the pure nickel configuration, which has a lower total resistance (0.048Ω) and voltage drop (2.82V). Evaluation of the voltage drop during charging is also done for charging currents of 6A and 10A, demonstrating that the pure nickel arrangement allows for more efficient charging. One of the main elements affecting battery pack performance is internal resistance, which has a direct impact on the system's voltage drop and overall energy efficiency. The thickness, width, resistivity, and number of parallel strips utilized in this nickel strip material all have a major effect on the battery pack's total resistance. Because of this, the nickel strip design can improve or worsen the pack's power delivery, particularly in high load scenarios.

Stripping Resistance of Bitumen Partially Substituted with Lignin from Bioethanol Industry Residue

Stripping Resistance of Bitumen Partially Substituted with Lignin from Bioethanol Industry Residue

Sustainable production of WMA with pine gum wax modification

Warm mix asphalt (WMA) (S®-WMA) produced with Sasobit® (S®), a widely used organic admixture, shows a significant increase in softening point value and a decrease in stripping resistance. These two characteristics of S®-WMA are considered as some problems to be solved. Therefore, this study was established to evaluate possible solutions to these two problems through another modification process. In this study, it was investigated whether modifying S®-WMA using a previously unstudied product, pine gum wax (PGW), could be a solution to the problem. In this context, WMA was produced with S® at 1, 2 and 3 in percent by mass of bitumen. As PGW has not been previously used as an additive to modify S®-WMA, it was added within a limit of 1% (by bitumen mass) for initial investigation. Physical and rheological standard tests were performed on each sample to demonstrate the change in properties of S®-WMA produced with 1% PGW compared to S®-WMA. The results indicated that the addition of 1% PGW to S®-WMA resulted in a significant reduction in softening point and an improvement in stripping resistance compared to S®-WMA. Thus, it seems that the use of PGW could be a potential solution for the two mentioned problems. It can also be pointed out that modifying the S®-WMA specimen with PGW without compromising its properties can help in an efficient, economical and environmentally friendly solution. However, due to the use of PGW, more in-depth research is required.

Microstructure of Pure Magnesium and AZ31 Magnesium Alloy Anodes after Discharge/Charge Cycles for Rechargeable Magnesium Batteries

This study investigated the microstructure of pure magnesium (Mg) and AZ31 (Al—3 wt%; Zn—1 wt%) Mg alloy anodes after different discharge/charge cycles in an all phenyl complex (APC) electrolyte for rechargeable Mg batteries. When discharging the as-immersed Mg metal electrodes, the stripping morphologies of pure Mg and AZ31 Mg alloy electrodes are inhomogeneous with numerous discharge holes. In the subsequent charge stage, the plated Mg preferentially deposits along the circumferences of the discharge holes, which could be related to the distribution of Mg and Cl complex ions near the electrode surface after discharge. Later discharge/charge cycles on pure Mg show that both the plated Mg and the pure Mg substrate are stripped during discharge, resulting in an incomplete stripping of the plated Mg and a non-uniform electrode surface morphology after cycles. In contrast, AZ31 Mg alloy shows a higher stripping resistance than pure Mg, so the plated Mg is preferentially stripped during discharge. Near complete stripping of the plated Mg on AZ31 Mg alloy electrode results in a more uniform electrode surface morphology after cycles and a mitigated increase in the difference between the discharge and charge potentials.

Potential Use of Reclaimed Asphalt Pavement Aggregate and Waste Plastic Bottles for Sustainable Asphalt Pavement Production

The main objective of this study was to evaluate the potential use of reclaimed asphalt pavement aggregate (RAPA) and waste plastic bottles (WPBs) for sustainable asphalt pavements production in hot weather conditions. To enhance the adhesion between neat bitumen, RAPA, and WPBs-coated aggregates, a rougher surface texture is created for aggregate particles in the modified asphalt mix. This improvement enhances asphalt mix engineering properties, rutting resistance, and stability. However, bituminous mixtures containing 20% RAPA exhibit tendencies toward strip resistance, this mixture is weak in terms of strength and incapable of supporting loads when utilizing the RAPA. Therefore, due to the moisture susceptibility of the RAPA, it is advised to employ several types of aggregates in future studies to determine the optimal aggregate that can resist stripping and, at the same time, handle heavy loads. Finally, for better asphalt mix performance, it is recommended to use a combination of 70% crushed stone aggregate, 20% RAPA, and 10% WPBs in asphalt mix with a 5.0% optimum modifier content. The experimental results for tensile strength ratio, proportional rut depth, and mean rut depth meet the required specifications of the Ethiopian Road Authority for all properties tested. Therefore, this combination is strongly advised for use in hot mix asphalt production.

Evaluation on Bead Coating Stripping Resistance Under Varying Temperature and Coating Materials

Evaluation on Bead Coating Stripping Resistance Under Varying Temperature and Coating Materials

Comparative performance evaluation of basalt fiber–modified hot in-place (HIP) recycling asphalt mixtures: site mixture versus lab mixture

The performance improvement of hot in-place recycling asphalt mixtures has been a hot topic recently due to the widespread application of HIP recycling technology. Based on the maintenance project of the provincial pavement G233 Baoying section, basalt fibers were introduced into HIP recycling mixtures. The effect of basalt fiber on the comprehensive performance of recycled mixtures was investigated using high temperature stability tests, cracking resistance tests, water stability tests, and dynamic modulus tests. Moreover, the performance of site mixtures was comparatively investigated with that of lab-made mixtures to further explore the site mixing effect on the mixture performance. The results showed that the recycled mixtures without basalt fiber presented unqualified cracking resistance even though proper mixture design was performed. The addition of basalt fibers could greatly enhance the rutting resistance, low-temperature cracking resistance, and stripping resistance of HIP recycled mixtures by 105.2%, 102.3%, and 46.9%, respectively. Moreover, the mixing method also had a significant impact on the properties of mixtures. The recycled mixtures produced by the site re-mixing method showed inferior performance compared to that of mixtures produced by the lab mixing method. Specifically, the dynamic stability, low temperature failure strain, and stripping point values reduced by 44.1%, 16.2%, and 11.7%, respectively, indicating that the site re-mixing process was not as effective as the lab mixing process due to the weaker blending and mixing procedures of the site equipment. The results could be beneficial for the utilization of basalt fiber in HIP recycling technology.

Influence of basalt fiber on performance of thin overlayer asphalt mixtures based on multiple experimental methods

Because of the fast deterioration speed of the surface function of conventional asphalt pavement, thin overlayer with many advantages has been applied to the pavement surface. However, due to problems such as insufficient stripping resistance and cracking resistance, the performance of the thin overlayer needs to be further improved. To achieve this target, basalt fiber was introduced into two types of thin overlayer asphalt mixtures (Open graded friction course, OGFC-5, and Stone matrix asphalt mixture, SMA-5). The wheel tracking test and uniaxial penetration test for high temperature deformation resistance, low temperature bending beam test and indirect tensile asphalt (IDEAL) cracking test for cracking resistance, cantabro test for stripping resistance, and friction coefficient test for skid resistance were conducted to evaluate various performance of thin overlayer asphalt mixtures, along with the dynamic modulus test for dynamic mechanical response. The results showed that adding basalt fiber could enhance the high temperature deformation resistance, low temperature cracking resistance, intermediate temperature cracking resistance and stripping resistance of the thin overlayer, while having no significant impact on skid resistance. Furthermore, adding basalt fiber could increase the modulus in the high temperature region and decrease the modulus in the low temperature region of the thin overlayer asphalt mixtures, indicating thin overlayer with basalt fiber presenting superior both high temperature and low temperature performance. In addition, the evaluation indexes of SLT and SHT proposed from dynamic modulus test exhibited good consistency with the results of the performance tests.

Development of Plug Joint with Polymer-Modified Rubber Asphalt as Filling Material

Rising traffic volume, heavy loads, and construction activities have raised concerns about expansion joint device damage. This study focuses on developing an innovative expansion joint using polymer-modified rubber asphalt as the filling material to enhance its service life. Styrene–butadiene–styrene (SBS) emerged as a suitable modifier for rubber-modified asphalt, significantly improving elasticity and adhesion. Through the strategic combination of 3- and 2-block linear SBS, the elasticity and adhesion properties were significantly improved, resulting in the formulation of a well-suited polymer-modified rubber asphalt binder. The developed asphalt binder exhibits impressive elastic recovery (61.1% to 66.1%), surpassing commercial products, with enhanced constructability and workability (15% to 21% viscosity reduction). The carefully engineered mastic asphalt mixture showcases self-leveling characteristics at a moderate 210 °C, addressing historical constructability challenges. Settlement is 40% less than traditional hot mix asphalt for surface layers, with improved moisture and stripping resistance, enhancing existing asphalt plug joint durability and workability. Collectively, this novel mixture, comprising polymer-modified rubber and mastic asphalt, showcases the potential to enhance the durability of existing asphalt plug joints while ensuring superior constructability and workability.

Relative Compatibility Analysis of Aggregate-Binder Systems in Arkansas against Stripping

Compatibility holds great importance because it can predict the overall performance of asphalt mixtures. Incompatible aggregate-binder duos can result in a weak and friable mix as well as increase mixtures’ stripping potential. Being unaware, local agencies and contractors often struggle with premature pavement failure, which consequently places unexpected strain on the budget. Thus, this study assessed the compatibility among 18 asphalt binders with a performance grade (PG) of PG 64-22, PG 70-22, and PG 76-22, each collected from six different refineries; and eight different types of aggregates (sandstone, novaculite, limestone, and dolomite, each collected from two different quarries). Viscosity, penetration, pH, and work of cohesion values of binders were used to develop a binder ranking system. Similarly, the aggregates were ranked based on physical (specific gravity and absorption), durability (abrasion resistance and soundness), and chemical (pH and surface free energy) properties. Overall relative rankings of aggregates and binders were also provided by assigning weight factors to different tested parameters. A total of 144 aggregate-binder mixture systems were ranked based on their dry and wet work of adhesion values as well as Texas boiling test results. The compatibility ratio (CR) was also computed, and each of the systems was designated A, B, C, or D based on their relative CR values. Upon analysis, three binders (S2B2, S3B1, and S4B1) and three aggregates (DM2, LS2, and DM1) were designated as the most preferable construction materials. CR values predicted LS2, DM1, and DM2 mixtures as the most compatible mixtures. SS2, LS1, and DM2 mixtures showed the highest stripping resistance in the Texas boiling test. These databases are expected to help the agency and asphalt producers to select compatible binders and aggregates for producing durable asphalt concrete.Practical ApplicationsThis study covered a wide variety of aggregates and asphalt binders prevalent in but not limited to Arkansas. A database developed under this project was based on observed individual aggregates’ and binders’ performances as well as their combined performances. The information provided in this study will help contractors and agencies to choose the most appropriate aggregate-binder system within their reach for producing quality asphalt mixtures. By knowing the rankings, state agencies can adjust project budgets and assign timely rehabilitation due to the usage of less compatible aggregate-binder systems. Contractors can tweak the existing mix design if they must use local but inferior materials. This ranking will also help them to select project-specific materials depending on the project’s significance. The refineries as well will have the opportunity to improve their products to be more compatible with local materials.

Interpretation of stripping at the bitumen–aggregate interface based on fluorescence tracing method

Asphalt pavement field performance largely depends on the stripping resistance at the bitumen–aggregate interface. However, the conventional stripping resistance evaluation method is unsuitable for direct and precise quantification of the retained bitumen film area on the aggregate surface that designates the stripping resistance between bitumen and aggregate phases under the action of vehicle wheels or moisture damage. This study proposed a novel fluorescence tracing method to quantify the exact area of aggregate coating loss in accordance with the bituminous-coated aggregate image processing technique. The fluorescence tracing image acquisition and analysis system for precisely calculating the bitumen stripping ratio of the bituminous-coated aggregate were established after the bitumen stripping test. The thresholding manner of the two-mode threshold algorithm was devised to segment the fluorescence-traced bituminous-coated aggregate image with high quality. The results demonstrated that the appropriate threshold value for segmenting the fluorescence-traced image mainly falls in the range of 60–70 for limestone, 90–110 for basalt, and 100–110 for both granites; the ability of aggregates based on their chemisorption capacity with bitumen is in the order of limestone, basalt, and granite; the fluorescence tracing method eliminated nearly 92.3% of the undesirable reflection on bitumen phase; the detected bitumen stripping ratio, raised by 65.87% on average and by 37.82% in the median value in contrast to the conventional visual detection manner. This research introduces a practical framework from an engineering perspective for visually quantifying the interpretation of the adhesive bond at the bitumen-aggregate interface with reasonable accuracy and confidence.

Alternative bio-based emulsifiers for road materials

Three bio-based compounds have been investigated as emulsifiers and stabilisers for bitumen emulsion preparation. The emulsifiers used are biopolymer, native nanoparticles and nanoparticles modified to be more hydrophobic. The comparison was made with a usual cationic surfactant for bitumen emulsion, used to manufacture the emulsion. Bitumen-in-water emulsions with a bitumen content of 60% were further obtained with biopolymers and nanoparticles. These emulsions were characterised and compared to a classical bitumen emulsion with amine-type surfactant. Cold mix asphalt specimens were successfully manufactured, moulded and used to evaluate the water recovery and stripping resistance. Different behaviours have been observed and interpreted. They are strongly linked to the emulsion formulation.

Replacing Lime with Rice Husk Ash to Reduce Carbon Footprint of Bituminous Mixtures

There have been several emphasized pathways toward a reduction in carbon footprint in the built environment such as recycling, technologies with lower energy consumption, and alternative materials. Among alternative materials, bio-based materials and nature inspired solutions have been well-received. This study examines the merits of using rice husk ash as a replacement for lime; lime has a high carbon footprint mainly associated with the decomposition of calcium carbonate to calcium oxide to form lime. Lime is commonly used in bituminous composites for roadway construction to mitigate their susceptibility to moisture damage. Replacing lime with a low-carbon alternative could allow a reduction in CO2 equivalent of bituminous composites. This paper studies the merits of using rice husk ash (RHA) as a substitute for conventional hydrated lime (HL) in bituminous composites. It should be noted that rice industries burn rice husks in a boiler as fuel, generating a substantial volume of RHA. The disposal of this ash has major environmental impacts associated with the contamination of air and water. Here, we study physical and chemical characteristics of both HL and RHA for use in bitumen mixtures. This was followed by examining the extent of dispersion of each filler in bitumen via optical microscopy to ensure their uniform dispersion. The properties of the mixtures were further studied using the Marshall mix design method. It was found that a 25.67% increase in Marshall stability and a 5.95% decrease in optimum binder content were achieved when HL was replaced by RHA at 4% filler concentration. In addition, mixtures containing RHA exhibited higher resistance to cracking and permanent deformation compared to mixtures containing HL. Additionally, 4% RHA in the mix showed stripping resistance similar to the conventional mix with HL. The mixture with 4% RHA had a lower carbon footprint with enhanced economic and environmental impacts compared to the conventional mix with HL. The study results provide insights pertaining to the merits of bio-based materials to reduce the carbon footprint of pavements.

Analysis of Influencing Factors on Water Stability and Stripping Resistance of Paving Polyurethane Mixture

Polyurethane mixtures (PUMs) have excellent deformation resistance and fatigue resistance. However, their inferior water stability and stripping resistance have been hindering their wider application. To better understand the critical factors to PUMs’ stripping resistance and water stability, we investigated the statistical relationships among the stripping resistance, splitting strength, water stability, binder-to-aggregate ratio (BAR), gradation type, and fine aggregate content (FAC). A series of tests, including direct tensile test, binder bond strength test, and water boiling test, were used to study the flexibility and adhesion strength of polyurethane (PU) binder. Three gradation types with different FACs were designed. Three types of tests, namely the Cantabro test, the splitting test, and the water stability test, were employed to study the effects of gradation type, FAC, and BAR on the performances of PUM. The significant factors to water stability and stripping resistance of PUM were identified using a mixed-effects regression model (MERM). The results showed that the unsolidified PU binder has high fluidity and low adhesion strength, and the solidified PU binder has excellent adhesion strength and low flexibility. Increasing the BAR and FAC improved the risk of the PUM specimen’s volume bulge. Dewatering of raw materials of PU binder and aggregates was beneficial to solve the bulging problem. The fine aggregate can prevent the PU binder from flowing away under the gravity action, resulting in the film thickness of the PU binder increasing and the enhancement of stripping resistance and water stability of PUM. The gradation type and FAC affected the failure mechanisms of the PUM specimen in the splitting test. The MERM results indicated that the BAR and FAC significantly affect the stripping resistance, splitting strength, and water stability.

Evaluation of effects of short and long-term thermo-oxidative aging on chemo-rheological and mechanical properties of asphalt concretes

The effects of short and long-term thermo-oxidative aging on stripping resistance, rut depth, stiffness modulus, fracture and fatigue resistances of asphalt concretes have been assessed. A modified RILEM thermo-oxidative aging procedure on loose asphalt mixtures has been used to evaluate the gradual evolution of these properties with the aging duration. Two short-term aging durations (4 and 8 hours at 135C) and three long-term thermo-oxidative aging durations (3, 6 and 9 days at 85C) and a reference mixture (0 day aging) have been considered to this end. The impact of long-term thermo-oxidative aging on the chemo-rheological properties of recovered asphalt binders have been investigated. At the binder scale, the results show an increase in the Fraass temperature, the softening point, the shear modulus , the aging index (AI= + ) and a decrease in the penetration grade with the aging duration. Some correlations between the viscoelastic transition parameters (, and ) of the recovered asphalt binders and the aging index have been established. At the mixture scale, the results show that the stiffness modulus () increases with the aging duration, while the index of fracture resistance (IFR), the stripping resistance (), the rut depth (P) and the fatigue deformation () decrease with the aging duration. Finally, some correlations between the aging index and the rheological and the mechanical properties of binders and concretes (, , P, IFR, ) have been proposed.

Effect of Hydration Products on the Interfacial Bonding Properties between Asphalt Binder and Steel Slag Coarse Aggregate

Steel slag needs aging treatment before being used for the coarse aggregate of asphalt mixtures because it has volumetric instability due to the hydration of calcium oxide. This paper investigates the effect of hydration products on the bonding properties between asphalt binder and steel slag coarse aggregates subjected to natural aging treatment. A scanning electron microscope, a fluorescence microscope, and X-ray diffraction testing were used to study the surface morphology, microstructure, and mineral phase of the hydration product layer generated on the aggregate surface of steel slag. A modified water boiling test was conducted to evaluate the water stripping resistance of asphalt film with different boiling times. Pull-off testing on real steel slag aggregates was performed to investigate the effect of the hydration product layer and surface treatment on the bonding strength and interface failure mode. Test results indicated that the hydration products exhibited a loose and porous structure and formed an interlayer to prevent the asphalt film from directly adhering to the aggregate surface of steel slag. The hydration product layer could improve the initial stripping resistance but impair the long-term stripping resistance with increased boiling time. The interlayer of hydration products tended to be the weakest link between asphalt film and steel slag aggregate when subjected to pull-off strength damage. The bonding strength showed a negative linear relation with the stripping rate of asphalt film. After steel slag surface treatment with water-based capillary inorganic waterproofer, the pull-off failure of hydration product layer was avoided and thus improved the bonding strength between asphalt film and steel slag aggregate. The bonding strength and failure mode between asphalt-slag adhesion could be well examined by using pull-off tests. Better insights into asphalt–slag adhesion are useful to design durable asphalt mixtures containing steel slag aggregate.

A case study of the comparison between rubberized and polymer modified asphalt on heavy traffic pavement in wet and freeze environment

Ground tire rubber (GTR) usage in asphalt pavement with the dry process has gained more prominence in recent times. The objective of this work is to investigate the pavement performance of GTR-modified asphalt pavement and polymer-modified asphalt pavement on heavy volume of traffic conditions in Michigan's wet and freeze environment. A suite of laboratory tests was done to evaluate the pavement performance of GTR-modified and polymer-modified asphalt mixtures. To reveal the strain and stress relationship under different frequencies and temperatures, the dynamic modulus test was applied. The Hamburg wheel tracking device (HWTD) was used to assess the high-temperature deformation resistance. The disc-shaped compact tension (DCT) test was used to evaluate the low-temperature cracking characteristics. The characteristics of the asphalt binder were assessed by the dynamic shear rheometer (DSR) for high-temperature properties and the asphalt binder cracking device (ABCD) for low-temperature properties. After the construction, a field noise test was conducted. The experimental results stated that the polymer-modified asphalt mixture and GTR-modified asphalt mixture showed higher dynamic modulus and better ability to prevent cracking than the conventional asphalt mixture at low temperatures, as well as better permanent deformation and stripping resistance than the conventional asphalt mixture. The fracture energy of the GTR-modified hot mix asphalt (HMA) is 13–16 % larger than the polymer-modified HMA. The number of passes to the stripping point of GTR-modified was 510–518 % higher than the conventional HMA. When compared to the field core, the lab-compacted HMA offers superior pavement performance. The extracted asphalt binder test results show the GTR-modified asphalt has better rutting resistance and cracking resistance than polymer-modified asphalt, and the results in the noise test demonstrated that the rubber-modified asphalt pavement mitigated the noise level by 2–3 dB on the road at different vehicle speeds. Moreover, the pavement condition was noticeably enhanced after the reconstruction of the surface course. The total number of passenger tires to be used in this project is about 2270. To summarize, better rutting and cracking properties in asphalt pavement are shown by the project's utilization of rubber technology. And the GTR-modified HMA is comparable to polymer-modified HMA. Therefore, it may be appropriate to utilize rubber technology on high-traffic volume asphalt pavement in Michigan's wet and freeze climate.

Impact of manganese diffusion into non-oriented electrical steel on power loss and permeability at different temperatures

Minimising power losses and their consequences is a significant matter in electrical steel applications. Increasing the resistivity of the steel strips has been confirmed as a successful method to overcome the problem of power losses. To increase the resistivity of the strip, different effective methods have been proposed and tested. In this work, a new material has been proposed to achieve the objective of increasing the resistivity of the steel samples by adding Manganese (IV) oxide based on a diffusion technique. The surface of the samples is to be coated with the proposed Manganese oxide. This should guarantee an increase in the resistivity of the samples, which in turn reduces the power losses caused by the eddy current. The samples tested were of non-oriented electrical steels containing 2.4 wt% Si-Fe (with a thickness of 0.305 mm*300 mm*30 mm). It was measured for losses and permeability before and after treatment by a Single Strip Tester (SST) at 0.5–1.7 T using an Alternating Current magnetic properties measurement system under controlled sinusoidal at different frequencies. The obtained results revealed that the depth of Manganese oxide diffusion is inversely proportional to the increase in the temperature. It was demonstrated that the best amount of diffusion of the element into the strips was achieved at 525°C, which was 60 weight % in comparison with 700°C which was 20 wt%. Likewise, at 800°C it was 7 wt%. However, the depth of diffusion of the manganese was the same at those tested temperatures, which were equal to 200 µm deep on each of the side strips. The diffusion of the material was investigated using Scanning Electron Microscope (SEM) coupled with Energy Dispersive X-ray Spectroscopy (EDS). Furthermore, from the results, it was concluded that the power losses in the coating samples were improved by 9% as compared with uncoated samples.

Effects of Reclaimed Asphalt Pavement on Mechanical Characteristics of Asphaltic Mixtures for Surface Layer

Reclaimed asphalt pavement (RAP) is considered one of the valuable alternatives to raw materials due to reducing the need to use raw materials, which are less in some world regions. It additionally reduces the highly-priced new bitumen required inside the asphaltic mixture manufacturing and contributes to the preservation of natural resources. To achieve maximum benefit from the integration RAP in asphaltic mixture, it is necessary to investigate the advantages and disadvantages of the recycling process on the properties of asphalt pavement. This study examines the effect of adding reclaimed asphalt pavement by different percentages on the mechanical properties of asphaltic mixture for the surface layer in terms of Marshall's stability, Retained Marshall stability, indirect tensile strength, and compressive strength. Two types of asphalt grade (40-50) and (60-70) were used in addition to one type of aggregate gradation of the wearing course to prepare the asphaltic mixture. The Superpave system was applied to select the best aggregate gradation and optimum asphalt content using Superpave Gyratory Compactor (SGC) and to prepare compacted asphaltic specimens of 100 mm diameter for simulating Marshall’s molds. PAP is added by four different percentages of (7, 13, 19, and 25) % by the weight of the total asphalt mixture, and samples are prepared to compare the mechanical properties with conditional ones. The results show that adding RAP to the asphalt mixture improved the measured properties. In contrast, the mix containing RAP showed lower loss of stability, lower loss in indirect tensile strength, higher stripping resistance, and better durability than the mixture without RAP.

Stripping resistance evaluation of bead coating via Hamburg wheel tracking test and image analysis

Stripping resistance evaluation of bead coating via Hamburg wheel tracking test and image analysis