Typical Asphalt Research Articles

Correlation between high temperature performance of gussasphalt mixture for steel bridge decks and rheology of asphalt mastic

Rutting is a prevalent issue in the Gussasphalt (GA) mixture layer of steel bridge deck pavements. This study aims to investigate the correlation between the rheology of GA mastic and the high-temperature performance of the GA mixture. To achieve this objective, GA mastic underwent temperature and frequency sweep tests, along with multiple stress creep and recovery tests employing a dynamic shear rheometer. Additionally, indentation tests, uniaxial penetration tests, and Lueer fluidity tests were conducted on the GA mixture. The Grey Relational Analysis method was employed to evaluate the relationship between asphalt mastic rheology and the high-temperature deformation resistance of the GA mixture. The findings reveal that the addition of mineral filler enhances the deformation resistance of both GA mastic and the mixture. The percent difference in non-recoverable creep compliance (Jnr-diff) was minimized when the weight ratio of filler to asphalt binder (F/B) was 2.5. Furthermore, increasing the F/B ratio from 2.0 to 3.5 resulted in a more than twofold increase in the GA mixture’s shear strength. Asphalt type emerged as a significant factor affecting the indentation parameter of the GA mixture, with an F-value reaching 8.82 based on ANOVA analysis. The rheological properties of GA mastic exhibited a significant correlation with the high-temperature performance of the mixture. The highest Grey Relational Grade of 0.87 was observed between the non-recoverable creep compliance at a 3.2 kPa stress level (Jnr3.2) and indentation. In future research, greater emphasis can be placed on exploring the micromechanical properties of the GA mastic-aggregate interface.

Design, Placement, and Laboratory and Field Evaluation of Rejuvenated Cold Recycled Asphalt Mixtures

Cold recycled (CR) pavements, the combination of reclaimed asphalt pavement and a recycling agent (foamed or emulsified asphalt) at ambient temperatures, can provide a sustainable method to rehabilitate, reconstruct, and construct roadways. However, CR pavement is not a one-for-one replacement of typical asphalt base mixtures. To utilize CR pavements as an alternative to a typical asphalt base mixture or surface course, additional materials such as rejuvenating agents may be needed. This research focuses on the formulation, plant production, and placement on the National Center for Asphalt Technology pavement test track off-ramp, and laboratory evaluation of three rejuvenated CR mixtures, one foamed asphalt CR mixture, and an engineered emulsion CR mixture. These mixtures were subjected to strength and moisture susceptibility testing, along with the indirect tensile asphalt cracking test (IDEAL-CT) and high-temperature indirect tensile test (HT-IDT). The influence of laboratory production versus plant production and the impact of rejuvenators on mixture performance and density were investigated. International roughness index and rut depth data for the off-ramp sections indicate adequate performance, except for the anionic emulsion with bio-based rejuvenator section. Laboratory test results indicate that the addition of rejuvenators into two of the three CR mixtures increased density and decreased moisture susceptibility and increased the CTIndex by at least 35% compared to non-rejuvenated CR mixtures. HT-IDT strengths revealed that two of the three rejuvenated mixtures performed slightly below the non-rejuvenated mixtures.

Investigating the role of sulfur stabilizer in modulating aging properties of SBS-modified asphalt

Stabilizers are commonly employed in SBS-modified asphalt, yet their specific impact on aging behavior remains ambiguous. Past studies have not agreed on their role and have primarily examined effects on the SBS polymer phase, neglecting asphalt phase influences. Understanding these interactions is essential for aging mechanisms and rejuvenation strategies. To solve this issue, this study compared three types of asphalt to analyze their properties during aging. Microscopic tests comprising morphology, chemical structure, and molecular weight analyses with nine quantitative indicators were conducted, and the distinct influences of stabilizers on asphalt and SBS polymer phases were elucidated. The results revealed that the change rate in the physical properties of SBS-modified asphalt during aging decreases with sulfur addition, rheological parameters indicated that sulfur predominantly protects the polymer network structure from degradation during short-term aging. Furthermore, stabilizers had no explicit impact on the carbonyl index but could delay the generation of asphaltene molecules during aging, the change rates of asphaltene% were 1.65% without stabilizers and 12.36% with them after TFOT (Thin film oven test) aging. Stabilizers also notably mitigated polymer degradation and exhibited beneficial effects even during PAV (Pressure aging vessel) aging. The overall findings contribute to a clearer understanding of the complex interplay among the various components of SBS-modified asphalt, such as base asphalt, SBS modifiers, and stabilizers, providing theoretical insights into aging mechanisms and rejuvenation strategies involving stabilizers.

Poisson's ratio testing method and multi-factor influence quantification model of asphalt pavement materials

The current standard in China does not specify the standard test method for determining Poisson's ratio, and the Poisson's ratio used in pavement design is often roughly fixed, which can result in large errors in the calculations and analysis of road structure. In this paper, the research on different test methods for Poisson's ratio is carried out and the non-linear characteristics of tensile and compressive Poisson's ratio on pavement materials under different influencing factors are analyzed. The results indicate that the absolute value of the ratio between transverse rebound strain and longitudinal rebound strain under 50% of the maximum destructive load can objectively characterize the mechanical properties of Poisson's ratio, and it is the optimal measurement method for Poisson's ratio in asphalt pavement materials. The Poisson's ratio of two pavement materials both decreases with the increase of loading rate and gradually tends to a constant value. Cement dosage and temperature are the most significant factors affecting the tensile and compressive Poisson's ratio of cement stabilized crushed stone and asphalt mixture, respectively. Specifically, when cement dosage increases by 1%, the Poisson's ratio of cement stabilized crushed stone decreases by approximately 10%, and the temperature has a significant influence on the difference in tension and compression for Poisson's ratio of asphalt mixture (up to 40%). The asphalt content corresponding to the minimum Poisson's ratio is basically consistent with the optimal asphalt content obtained by the Marshall volume method. Based on these, a quantification value-taking model is established of the tensile and compressive Poisson's ratios of typical asphalt pavement materials varying with multiple factors. The research results can serve as a reference for the scientific value-taking of pavement structural design parameters considering the different mechanical characteristics of materials in tension and compression.

Green environmental protection and sustainable utilization of straw: Investigation for molecular dynamics of highland barley straw fiber to enhancing road performance of asphalt

This study explores the impact of highland barley straw (HBS) fiber, an environmentally friendly material, on the molecular dynamics and performance of asphalt. Despite the widespread use of fibers in enhancing asphalt performance, molecular-scale investigations are lacking. In this study, molecular dynamics software was employed to model matrix asphalt and three types of HBS fiber-modified asphalt with varying cellulose contents (8.62 wt%, 15.88 wt%, 22.06 wt%). Thermodynamic parameters mean squared displacements (MSD), radial distribution function (RDF), free volume fraction (FFV), and mechanical parameters were analyzed through simulation to understand the diffusion behavior of HBS cellulose molecules in asphalt and study the modification mechanism. The findings revealed that the 8.62 wt% cellulose-modified asphalt had the slowest diffusion rate, with the most favorable temperature for asphalt diffusion being 298.15 K. Integration of HBS cellulose molecules facilitated the self-aggregation process of asphaltene-asphaltene and improved the compatibility between asphaltene-resin, resulting in asphalt stabilization. However, the study found that moisture damage weakened the water resistance of HBS cellulose-modified asphalt binder. Specifically, modifying asphalt with 8.62 wt% cellulose increased the Young modulus by 28.37%, bulk modulus by 39.77%, and shear modulus by 26.45%, demonstrating the overall improvement achieved with the combined effect of 8.62 wt% HBS cellulose-modified asphalt. These findings have significant implications for repurposing HBS as a solid waste material and enhancing the low-temperature crack resistance of asphalt binders.

Effect of aging on micromechanical behavior of asphalt surfaces using an atomic force microscope

The micro-mechanical properties of asphalt surfaces are significantly impacted by short-term aging during construction and long-term aging in service. This, in turn, affects macroscopic characteristics such as asphalt-aggregate adhesion and water stability of asphalt mixtures. The study investigated different aging processes had different impacts on the micromechanical properties of the asphalt on the surface. The short-term aging process had the most significant effects, while the subsequent long-term aging had similar but less important effects. The adhesion, surface energy, and Young's modulus of five different types of asphalt using atomic force microscopy (AFM) in their original state, after short-term aging through the Rolling Thin Film Oven Test (RTFOT), and after long-term aging through the RTFOT+Pressure Aging Vessel (PAV). The results showed that ZH and SK asphalts had a distinct "bee structure", and aging had varying effects on adhesion, surface energy, and Young's modulus in different areas (peak, valley, and other region). Before and after asphalt aging, the adhesion and surface energy approximately followed the order other region > peak > valley, while Young's modulus approximately followed the peak>valley> other region. This indicates that the bumpy "bee structure" does not always correspond to higher modulus or lower adhesion. It was also found that ZH asphalt and SK asphalt with a "bee structure" exhibited better aging resistance compared to KL asphalt without a "bee structure". The study also revealed that aging led to decreased adhesion and surface energy, while increasing Young's modulus. This finding indicates that as asphalt ages, adhesion decreases and asphalt elasticity increases. Additionally, it was observed that the modified asphalt showed less change in adhesion, surface energy, and Young's modulus after aging compared to the matrix asphalt, indicating that SBS modifiers contribute to improving the aging resistance of asphalt. These results will provide a good reference for understanding the microscopic changes in asphalt aging properties.

Rheological Performance Analysis of Different Preventive Maintenance Materials in Porous High-Viscosity Asphalt Pavements.

Porous asphalt pavements are widely used in rainy and wet areas for their skid resistance, noise reduction, runoff minimization and environmental sustainability. Long-term moisture vapor erosion and the destabilization of large pore structures can easily result in pavement problems such as fragmentation, spalling, cracking, and excessive permanent deformation. To this end, four different preventive maintenance materials, including the rejuvenation (RJ), cohesion reinforcement (CEM), polymerization reaction, and emulsified asphalt (EA) types, were selected in this paper to improve the high-viscosity porous asphalt pavement. The effects of the different preventive maintenance materials on the temperature sensitivity, rheological properties and fatigue performance of high-viscosity modified asphalt were evaluated through temperature sweep, frequency sweep, multi-stress creep recovery (MSCR), linear amplitude sweep (LAS), and bending beam rheometer (BBR) tests. The results showed that the four preventive maintenance materials exhibit different enhancement mechanisms and effects. RJ improves the fatigue properties, deformation resistance and low-temperature cracking resistance of aged asphalt by adding elastomeric components; CEM materials are more conducive to increasing the low-temperature crack resistance of aged asphalt; while GL1 and EA improve the viscoelastic behavior of aged asphalt, but the effect of the dosing ratio needs to be considered.

Analysis of asphalt microscopic and force curves under water-temperature coupling with AFM

Asphalt, as a crucial material in road construction, is affected by external environmental factors, among which water and temperature are the primary causes of water damage to asphalt pavements. Different hydro-thermal environments can cause varying types of damage to asphalt or the asphalt-aggregate interface. To analyze the micro-performance changes of different types of asphalt under various hydro-thermal environments, this study conducts tests onPG64–22 matrix asphalt, PG76–22 SBS-modified asphalt and PG82–34 high viscosity asphalt under different hydro-thermal coupling and freeze-thaw cycle conditions using Atomic Force Microscopy (AFM). The analysis is based on the obtained micro-morphology images and mechanical properties, exploring the impact mechanisms of different hydro-thermal environments on various asphalts. Results show that under different hydro-thermal conditions, the three asphalts exhibit different morphological changes: the asphalt surface's “bee-shaped structure” is gradually destroyed after hydro-thermal coupling, while a “disappearance-reappearance” phenomenon is observed under freeze-thaw cycles. Moreover, the roughness of the two modified asphalts shows a different trend from that of the matrix asphalt, indicating that the modifier alters the micro-structure of asphalt to some extent. Under hydro-thermal coupling, the adhesion force of the three asphalts decreases linearly, with matrix asphalt decreasing by 89.2% after 3 hours, SBS modified asphalt by 63.1%, and high-viscosity asphalt by 23.9%, showing that high-viscosity asphalt has better waterproof and heat-resistant performance. During freeze-thaw cycles, the adhesion force between the asphalt and the tip shows varying degrees of recovery. Additionally, there are differences in adhesion force across different areas of the asphalt surface, which tend to diminish with hydro-thermal coupling or freeze-thaw cycles. These results indicate that hydro-thermal coupling and freeze-thaw cycles have different mechanisms of damage to the internal structure of asphalt, providing important data for understanding the damage mechanisms in depth.

A Molecular Dynamics Analysis of the Thickness and Adhesion Characteristics of the Quasi-Liquid Layer at the Asphalt-Ice Interface.

The quasi-liquid layer (QLL), a microstructure located between ice and an adhering substrate, is critical in generating capillary pressure, which in turn influences ice adhesion behavior. This study employed molecular dynamics (MD) methods to obtain QLL thickness and utilized these measurements to estimate the adhesive strength between ice and asphalt. The research involved constructing an ice-QLL-asphalt MD model, encompassing four asphalt types and five temperature ranges from 250 K to 270 K. The QLL thickness was determined for various asphalts and temperatures using the tetrahedral order parameter gradient. Additionally, capillary pressure was calculated based on the QLL thickness and other geometric parameters obtained from the MD analysis. These findings were then compared with ice adhesion strength data acquired from pull-off tests. The results indicate that QLL thickness varies with different asphalt types and increases with temperature. At a constant temperature, the QLL thickness decreases in the order of the basal plane, primary prism plane, and secondary prism plane. Furthermore, the adhesion strength of the QLL diminishes as the temperature rises, attributed to the disruption of hydrogen bonds at lower temperatures. The greater the polarity of the asphalt's interface molecules, the stronger the adhesion strength and binding free energy. The MD simulations of the asphalt-ice interface offer insights into the atomic-scale adhesive properties of this interface, contributing to the enhancement in QLL property prediction and calibration at larger scales.

Fracture characterisation of polymer modified asphalt concrete mixes for applications in diverse climatic regions

ABSTRACT Among various types of polymers used as modifiers, Styrene-Butadiene-Styrene (SBS) is the most commonly used as an elastomeric type of polymer to improve the cracking and rutting resistance of asphalt concrete (AC) mixtures. In this study, we explored low and intermediate-temperature fracture characteristics of mixes prepared with binders modified with incrementally increased percentages of SBS. Low and intermediate-temperature fracture experiments were conducted to compare fracture characteristics of modified and unmodified binders. The application of polymer modification is demonstrated using dense-graded and gap-graded stone mastic asphalt (SMA) type gradations. Based on the fracture properties and trends observed, a performance-based AC mixture grading and selection system for different climatic regions is proposed. Fracture energy converged to a baseline value governed by the low-temperature binder grade regardless of the mix type and polymer modification. Polymer modification in fine-graded mixes was shown to remain effective for testing temperatures of −12°C and above for binders with −22 low PG. The concept of critical cracking temperature is introduced to guide the application of polymer modification in different climatic regions. The findings of this research will support agencies in developing binder selection protocols to optimise the cracking resistance of mixes in different climatic regions.

Study on the development and performance optimization of gussasphalt containing high percent of fine reclaimed asphalt pavement

Currently, the utilization rate of fine reclaimed asphalt pavement (FRAP) in hot recycled asphalt mixtures is low. Therefore, this study focuses on the development and performance optimization of recycled gussasphalt (RGA) with a FRAP content of 38.5%. The total content of reclaimed asphalt pavement (RAP) is 50%. The impact of various factors on the pavement performance of RGA, including modifier dosage, asphalt content, type of asphalt, rejuvenating agent, mixing time, and RAP preheating temperature was analyzed. The results show that RGA has good workability and fatigue resistance. Its high- and low-temperature performance meets the requirements of the Chinese specification for gussasphalt, but it is still slightly inferior to gussasphalt made from virgin materials. Increasing the preheating temperature of RAP and extending the mixing time of RGA can enhance the performance of RGA. But excessive increases will cause asphalt aging, which negatively affects RGA's low-temperature performance and fluidity. More attention should be given to improving the low-temperature performance of RGA, which can be improved by selecting asphalt with better resistance to aging or by incorporating a rejuvenating agent. RGA offers significant economic benefits, with a cost reduction of approximately 27% compared to GA.

A comprehensive evaluation of asphalt concrete modified with ACP based on improved AHP and radar chart method

Microwave heating, as an efficient and environmentally friendly heating technology, is used in solving rapid deicing issues of asphalt pavement. In this study, activated carbon powder (ACP) was adopted to partly replace mineral powder and improve the microwave heating efficiency of asphalt concrete. Some tests of key indexes about deicing, microwave heating, asphalt concrete and asphalt mastic were conducted in laboratory. In order to comprehensively compare and analyze the performance of asphalt concrete at different replacements and recommend the best type of asphalt concrete with laboratory data, an advanced data processing and mathematical model was established based on improved Analytic Hierarchy Process (AHP) and radar chart method. The results show that the fi representing the comprehensive performance of each type of asphalt concrete can be ranked as f6>f5>f4>f3>f2>f1. Therefore, it can be easily recommended that the type of asphalt concrete that meets the expected requirements is that with 100% ACP replacement amount. Additionally, the established model has proved feasible and effective through the application of this research. Finally, this research’s process and results can provide a new idea and reference for resolution of similar problems in the future.

Comparative study of typical asphalt binders in Xinjiang region modified with warm mix additives

Xinjiang’s representative asphalt binders, such as Karamay and Tahe asphalt, lack sufficient research on warm-mix additive modification effects. Given their unique microstructure and molecular composition differences, comprehensive investigations are essential for a nuanced understanding of these binders. This study added Sasobit and Evotherm warm mix additives to Karamay 90# asphalt and Tahe 90# asphalt, respectively. The evaluation of diverse warm mix additives’ impact on diverse asphalt binders involved viscosity, softening point, penetration tests, Fourier transform infrared (FTIR) and analysis of saturate, aromatic, resin, and asphaltene (SARA) fractions. Additionally, molecular models of asphalt were constructed using Materials Studio software, based on the SARA test data. Molecular models of Sasobit and Evotherm were also developed, representing organic wax and a cationic quaternary ammonium surfactant, respectively. Conducting molecular dynamics simulations of warm mix additives and two asphalt molecules yielded valuable insights into solubility parameters and the radial distribution function (RDF). This approach enabled a thorough and comparative exploration of the modification mechanisms employed by various warm mix additives on different asphalt types at a molecular scale. The results indicate that, Evotherm excelled in enhancing high-temperature asphalt performance, while Sasobit surpassed it in low-temperature. The viscosity reduction by Sasobit proved more effective for K90, while for T90 asphalt, the trend was reversed with Evotherm exhibiting superior performance. The solubility parameter in MD simulations consistently correlates with asphalt viscosity results. Sasobit showed enhanced compatibility with K90 asphalt, while T90 asphalt demonstrated greater suitability for modification with Evotherm.

Experimental Investigation of Polymer and Nanomaterial modified Asphalt Binder

Modifying the asphalt binder and mixture becomes one of the best ways to mitigate pavement distress and increase the service life of constructed road networks. This study aimed to evaluate the influence of modified asphalt binders with the best different percentages of polymer and nanoparticles. Typical asphalt binder (penetration, softening point, and viscosity) and frequency sweep tests were used to evaluate the physical and rheological properties of modified asphalt binders with 5% Acrylonitrile Styrene Acrylate (ASA), 5% aluminum oxide nanoparticles (Al2O3), and 5% calcium carbonate (CaCO3). The results showed that the physical properties of all modified blends improved compared to those of the base asphalt binder. The improvement in softening point was up to 19%, the penetration reduction was nearly 69%, and the sensitivity to elevated temperatures was reduced by up to 13%. Evaluation of the rheological properties showed that modified asphalt with 5% Al2O3 binder had the highest permanent deformation resistance, followed by 5% ASA. The 5% CaCO3 binder showed a small improvement compared to the other samples. The results showed that the 5% Al2O3 binder had the highest complex modulus and the lowest phase angle, which means that it has the best viscoelastic properties. Therefore, it can be recognized as the best asphalt binder among the modified binders in this study.

Risk assessment of volatile organic compounds from aged asphalt: Implications for environment and human health

The recycling of aged asphalt offers significant economic benefits. However, its utilization may pose environmental and health risks. Limited research has been conducted to assess the health and environmental risks associated with volatile organic compounds (VOCs) emitted from aged asphalt. To investigate the environmental affects and health risks of VOCs from aged asphalt, this study conducted quantitative research through indoor simulation experiments, where different types of aged asphalt were prepared and analyzed for their VOCs release characteristics and associated risks. The findings of the study indicate noticeable differences in the VOCs release characteristics, environmental impacts, and health risks of aged asphalt, influenced by the asphalt type and aging method. Compared to the virgin asphalt, the concentration of VOCs in aged asphalt can be reduced by up to 88.38 %, resulting in a decreased impact on the environment and health. The content of alkanes, alkenes & alkynes, aromatics, and halogenated hydrocarbons in asphalt decreases, and oxygenated volatile organic compounds (OVOCs) became the primary components. In 70# and 90# virgin asphalt, alkanes, alkenes, and aromatics contribute 82.9 % and 87.3 %, respectively, to ozone generation, while in aged bitumen (except UV90#), OVOCs contribute more than 90 %. Alkanes and aromatics in the VOCs of the original asphalt contribute more than 90 % to the formation of secondary organic aerosols, while alkanes and OVOCs play this role in the aged asphalt. Although the release concentration of VOCs and the associated environmental and health risks are reduced after asphalt aging, they should not be disregarded. This study will contribute to accelerating the prevention and control of traffic pollution promoting green and sustainable development in transportation.

Research on skid-resistance durability of high viscosity modified asphalt mixture by accelerated abrasion test

To evaluate influence of external environment and material composition on skid-resistance durability of high viscosity modified asphalt (HVMA) mixture, the accelerated abrasion test was selected to simulate decay of skid resistance for asphalt mixture by setting different test conditions. The influence of aggregate gradation, asphalt type, ambient humidity and overload on skid-resistance durability of asphalt mixture was discussed, and the significant effect of selected factors on skid-resistance durability of asphalt mixture was revealed. The results show that the skid-resistance durability of SMA-13 (Stone Mastic Asphalt) mixture is better than OGFC-13(Open Graded Friction Course) and PA-13 (Porous Asphalt) mixture under different conditions, and attenuation rate of different indexes of SMA-13 mixture is 1.6–2.2% and 0.8–2.1% lower than compared with OGFC-13 and PA-13 mixture. The attenuation rate of texture depth for asphalt mixture is closely related to aggregate gradation and asphalt, but the attenuation rate of british pendulum number for asphalt mixture with the same mineral aggregate is only significantly affected by the asphalt. The skid resistance of SMA-13 and PA-13 mixture is improved slightly by addition of high viscosity modified asphalt. The attenuation rate of texture depth of SMA-13 and PA-13 mixture with HVMA is reduced about 0.6–3.0% and 2.2–4.2% than SBS modified asphalt, but the attenuation rate of british pendulum number of above mixtures is increased about 1.2–1.6% and 0.3–1.7%. The skid-resistance durability of asphalt mixture with TPS (TAFPACK-Super) and SINOTPS high viscosity agent is better than HVA (High viscosity additive). The skid-resistance durability of asphalt mixture based on texture depth is improved under wet condition. However, the skid-resistance durability of asphalt mixture for british pendulum number gets worse due to water intrusion. The skid-resistance durability of asphalt mixture is rapidly decreased under overload condition. The influence of overload and SBS modified asphalt on skid-resistance durability of asphalt mixture is higher than ambient humidity and HVMA. This paper will provide foundation for high viscosity modified asphalt applied in asphalt pavement.

Study on the Performance of Nano-Zinc Oxide/Basalt Fiber Composite Modified Asphalt and Mixture

In order to improve the service quality of roads and resolve the problem of defects in the conventional asphalt pavement in service, this paper uses a 5.3% aluminate coupling agent to modify the surface of nano-ZnO and prepares a composite-modified asphalt with nano-ZnO and basalt fiber (BF) as modifiers. First, the basic performance of different types of asphalt was investigated by means of a rotary film oven experiment. Then, a dynamic shear rheology experiment was carried out to analyze the high-temperature anti-rutting performance of the composite-modified asphalt at different temperatures and frequencies. Then, using a bending creep stiffness test, the low-temperature properties of the composite-modified asphalt were investigated. Finally, the microstructure and modification mechanisms of the composite-modified asphalt were analyzed with scanning electron microscopy and infrared spectroscopy. The results indicate that the anti-aging performance of the nano-ZnO/BF composite-modified asphalt is significantly improved after adding fibers to the modified asphalt. The average mass loss ratio is only 0.192%. At 46 °C, the rutting coefficient of the composite-modified asphalt was increased by 62.3%. The frequency master curve is always at the highest position and continues to rise, indicating a significant improvement in the high-temperature anti-rutting performance of the composite-modified asphalt. At 24 °C, the creep stiffness modulus S value of the composite-modified asphalt increased by 24.9%; moreover, there is no obvious effect of improving low temperature, but the variation range of creep tangent slope m of the modified asphalt after aging is decreased, which further shows that the addition of a modifier can decrease the influence of aging on asphalt. Nanoparticles are uniformly dispersed in the asphalt and form a three-dimensional interconnected structure with BF, which effectively improves the overall performance of the asphalt. Nano-ZnO and fibers have weak chemical reactions in matrix asphalt, but they are physically dispersed and compatible.

Comparison of the moisture resistance of a steel-slag stone mastic asphalt mixture modified with Ca(OH)2

Stone mastic asphalt is a type of hot mix asphalt that requires much coarse aggregate, so substitution waste aggregate, such as steel slag, will be an economic reason. The problem is that there are still many things that have not been consistent in various studies related to the moisture resistance of steel slag. The study aimed to compare the effect of Ca(OH)2 on the moisture resistance of the steel-slag stone mastic asphalt mixture and to determine the optimal Ca(OH)2 dosage for improving the mixture resistance. This study employs basalt aggregate, steel slag from Krakatau Steel Company, 60/70 penetration asphalt, a stabilizing substance made of bamboo fiber, and Ca(OH)2. The Texas boiling and the static immersed methods are used to test the adhesion on a loose mixture. The retained Marshall stability and indirect tensile strength are used to test the adhesion on the compacted mix. Testing result of Krakatau steel slag shows that steel slag has a much higher Fe2O3 content than steel slag in general and has low water absorption; a poor affinity for asphalt results from this. The result of the Texas boiling method showed a decrease in the percentage adhesion value between steel slag and asphalt compared to natural basalt aggregates and asphalt. Marshall Stability Ratio and Tensile Strength Ratio increased after mixing the asphalt with Ca(OH)2. Marshall test results show decreased stability in mixtures with steel slag substitution. Adding Ca(OH)2 increased stability and resistance to moisture significantly. This indicated that Ca(OH)2 enhances moisture resistance on stone mastic asphalt with modified steel slag. Stability, Marshall stability ratio, indirect tensile strength ratio, particle loss, and Texas boiling test significantly improved with adding Ca(OH)2

Effect of Natural Bitumen on the Performance of Hot Asphalt Mixture‏

Globally, for more than a century, large quantities of asphalt binder have been consumed in the production of asphalt mixtures. There are two types of natural asphalt (NA) deposits in the Heet region: rock asphalt and sulphur spring asphalt. NA from sulphur springs was used in this study to assess NA performance and determine the suitability of using NA in local asphalt mixtures. The NA was treated by heating it to 163 °C for several hours. NA was subjected to laboratory testing after industrial treatments, and it was found that the physical properties of NA can conform to Iraqi specifications by heating it for 20 hours. The results showed that treated NA is better suited to hot climates because it is less temperature sensitive than traditional petroleum asphalt. NA was discovered to be highly effective in improving mechanical properties. In addition, the NA mixture had the highest indirect tensile strength values and a tensile strength ratio of 81.2%, which was 0.37% higher than the TSR of the conventional mix. NA will play an important role in the production of flexible pavements and provide a significant economic benefit without compromising the overall performance of the mixture because it is less expensive than conventional asphalt and is available in large quantities in Iraq.

Investigating the Influence of Rigden Void of Fillers on the Moisture Damage of Asphalt Mixtures

Moisture damage and bond loss are major factors in pavement degradation, often stemming from excessive moisture accumulation due to weather events. Water infiltrates the gap between asphalt binder and aggregate, weakening the asphalt bond. Rigden Void (RV) has emerged as a crucial parameter in assessing the susceptibility of asphalt mastic-aggregate systems to moisture-induced damage. However, numerous waste natural fillers have been researched as potential aggregate filler replacements, yet their role in moisture damage remains unexplored. Therefore, this study aimed to understand how different fillers, including waste natural materials like coconut peat and bagasse, affect asphalt mixture performance and moisture damage. Results showed that Rigden Voids were positively correlated with pore size and negatively correlated with surface area. Larger pores contributed to higher Rigden Voids, while greater surface areas led to lower values. Limestone had the highest Rigden Void percentage due to its larger pore size and lower surface area. The research also explored contact parameters between fillers and asphalt, revealing varying interactions based on filler and asphalt types. Moisture damage testing demonstrated that all mixtures, both dense and porous, displayed good resistance to moisture damage. The correlation analysis between Rigden Voids and moisture damage revealed varying degrees of influence, dependent on asphalt type and aggregate gradation. Doi: 10.28991/CEJ-2023-09-12-014 Full Text: PDF