Unmodified Mixtures Research Articles

Experimental study and cost–benefit analysis of using polymer-modified binders for low-traffic roads in Minnesota

Polymer-modified binders (PMB) improve the mechanical properties of asphalt mixtures compared to unmodified binders. Although for high-traffic roads, the choice of superior products is obvious, for low-traffic roads, there is not enough information to determine if using a PMB is cost-effective considering its higher initial cost. This research investigates the use of PMBs for low-traffic roads, focusing on Minnesota pavements. First, a laboratory experimental study is performed to compare the low-temperature cracking properties of polymer-modified and unmodified binders and mixtures used in Minnesota. Then, historical pavement performance data are analysed to compare the field performance of modified and unmodified mixtures. Based on the experimental results, a life cycle cost analysis (LCCA) is conducted to compare the use of polymer-modified and unmodified binders. A sensitivity analysis is performed to assess the impact of key factors on the LCCA outcomes. The results show that using PMBs is expected to extend pavement service life by six years, and PMBs are more cost-effective than unmodified binders for low-traffic roads.

Multi-recyclability of asphalt mixtures modified with recycled plastic: Towards a circular economy

Although asphalt pavements modified with recycled plastic have demonstrated enhanced performance, their recyclability remains under-explored, which is crucial under the scope of a circular economy. To address this, the present study investigates the multi-recyclability of asphalt mixtures, both with and without a recycled plastic modifier, at a recycling rate of 50 % over two cycles using an open-loop and a closed-loop model. The research utilised an innovative recycled plastic modifier made from hard waste plastics, incorporated into the mixture via the dry method. To ensure control over consistency and variables while also considering the novelty of the recycled plastic modifier, the reclaimed asphalt pavements (RAPs) were prepared using a loose asphalt mixture ageing protocol. Additionally, a rejuvenator made of vegetal derivatives was used as the recycling agent, considering the high recycling rate over each cycle. The comprehensive evaluation of volumetric and mechanical performance revealed that asphalt mixtures containing the recycled plastic modifier performed comparably to unmodified mixtures over two recycling cycles. Furthermore, all the recycled mixtures exhibited superior performance in resistance to rutting, moisture susceptibility, and fatigue compared to the conventional asphalt mixture. Overall, it can be inferred that the asphalt mixture modified with recycled plastic is capable of being recycled over multiple life cycles without compromising its mechanical and performance characteristics.

Assessment of performance characteristics of pavement base course incorporating reclaimed asphalt pavement and asphaltenes

Asphalt pavement is demolished and milled at the end of its service life, resulting in an enormous amount of waste material known as reclaimed asphalt pavement (RAP). Using cold recycling techniques, it is possible to reuse RAP for base course construction. However, using a high amount of RAP could have negative effects on the mechanical properties and durability of the base course. In this study, to improve the performance of asphalt emulsion recycled base course prepared with RAP, asphaltenes derived from Alberta oil-sands bitumen was added to the mixture. The performance properties of the selected mixtures were investigated at high, intermediate, and low temperatures. Testing results and statistical analysis revealed that asphaltenes enhances the high and intermediate temperature performance of the modified mixes significantly. The low-temperature creep compliance of asphaltenes-modified mixtures was slightly lower than the unmodified mixtures, however, the low-temperature properties of the modified mixes were not significantly affected.

Performance and Lifecycle of Hot Asphalt Mix Modified with Low-Percentage Polystyrene and Polybutadiene Compounds

The paper investigates the improvement of bitumen mixture fatigue resistance and the rutting performance by using a specific low percentage of a styrene–butadiene–styrene (SBS) polymer, which contains polystyrene and polybutadiene compounds. A Fourier transform infrared (IR-FT) spectroscopy of the SBS polymer used in following test was carried out to ascertain the polybutadiene and polystyrene compound ratio, which may affect the modificant properties. Unmodified, low-percentage modified SBS, and common polymer-modified bitumen (PMB) as a reference were tested to ascertain the properties, fatigue resistance, and the rutting performance. The test results of the low-percentage modification with SBS are compared against unmodified mixtures and standard PMB mixtures. Finally, a simulation of the practical application was performed using the HDM-4 software (version 2.0), where the material research findings, with an emphasis on the rutting performance, were translated into the pavement performance with a varying binder course layer under simulated traffic conditions. Lifecycle analysis, with a focus on emissions production (CO2, SO2, and NOx) during pavement operation, was conducted for pavements with unmodified, low-percentage modified SBS, and standard PMB binder courses. The lifecycle analysis showed that a 3% modification of the binder course with the SBS polymer can extend the rutting parameter pavement lifecycle by approximately 34.5%, which is about half of the extension provided by the standard PMB modification. The resulting improvement in the pavement serviceability translated to a 9% reduction in CO2 and SO2 emissions and a 7.2% reduction in NOx emissions over a 20-year period.

Evaluation of Mechanical Performance of Asphalt Emulsion Stabilized Base Course Composed of Reclaimed Asphalt Pavement and Asphaltenes

Abstract Reclaimed asphalt pavement (RAP) is a material that is produced by milling old asphalt pavement that can be mixed with virgin asphalt binder and aggregates to fabricate a recycled asphalt mixture. Using RAP in pavement structure can promote sustainability and reduce construction costs. In this study, asphaltenes, which is a waste material derived from oil sands deasphalting operation, was added as a modifier to recycled mixtures composed of different contents of RAP. A proctor test was conducted to determine the optimum fluid contents. Mix designs were performed for mixtures with 50 %, 75 %, and 100 % RAP with asphalt emulsion and different asphaltenes contents. Mechanical properties of the modified mixtures were evaluated by conducting the indirect tensile strength (ITS) test, creep compliance and strength test, indirect tensile asphalt cracking test (IDEAL-CT), and Hamburg wheel tracking test. The optimum emulsion content was determined to be 1.5 % based on sample performance using the ITS test. The results indicate that asphaltenes improves the strength up to the design-specified limits. The asphaltenes-modified samples show lower creep compliance and fracture energy (FE) values than the unmodified sample, indicating these samples are potentially more prone to cracking. Further, statistical analysis shows the difference in FE is significant at the lowest testing temperatures (−20°C). Asphaltenes-modified mixtures have greater cracking resistance at the intermediate temperature (25°C) and rutting performance at high temperature (40°C) than the unmodified mixture. However, based on FE and rutting resistance index, the improvements are not significant. Overall, the 100 % RAP mix with 1 % asphaltenes had the best tensile strength, cracking resistance, rutting resistance, and low temperature properties compared to other modified mixes.

Low temperature cracking behavior of modified asphalt mixture under modes I and III

The study of the short- and long-term cracking behavior of asphalt pavement under tensile and tear deformations, and the production of sustainable mixtures using recycled additives, were the two main goals of this study. For this purpose, two types of additives, namely pyrolysis carbon black (PCB) and pyrolysis hydrocarbon (PHC), which were made from hospital waste recycling as a result of the COVID-19 pandemic, were used to study the fracture behaviour of asphalt mixture under modes I and III (at −15 °C). For simulating the actual pavement conditions with the Edge Notched Disc Bend (ENDB) samples, 0 and 3 freeze–thaw damage (FTD) cycles were applied to mixtures. Laboratory findings indicated that the addition of 6, 12, and 18 % PCB, 1.25, 2, and 2.75 % PHC, and 18 % PCB + 2.75 % PHC into the asphalt mixtures resulted in an increase in the total fracture energy of mixtures at −15 °C by increasing the GIfpre-peak and GIIIfpre-peak as well as increasing the fracture toughness, for both FTD cycles. Also, the results of brittleness indices revealed that using 18 % PCB + 2.75 % PHC in the asphalt mixture had more flexible behaviour than the mixture containing PCB (due to a higher average brittleness index) and more brittle behaviour than the mixture containing PHC (due to a lower average brittleness index) under mode I. While the mixtures containing PCB, PHC, and 18 %PCB + 2.75 %PHC were more flexible under mode III. Finally, the mixture containing 18 % PCB + 2.75 % PHC had the best fracture performance under mode I. It increased the asphalt mixture's fracture energy and toughness respectively under 3 FTD cycles by 62 and 54 %, in comparison with the unmodified mixture and without applying FTD cycles. Also, it was indicated that the modified mixture with 18 %PCB + 2.75 %PHC can compensate for 97 % of the fracture energy decrease due to the influence of FTD cycle (under mode III), while in terms of the fracture toughness index, a 12 % increase was obtained.

Evaluation of asphaltenes a potential alternative for cement in stabilized base courses using asphalt emulsion

Stabilization of pavement base material using asphalt emulsion has been widely used to improve pavement performance. This technology produces a high-quality base course material with decreased energy consumption, carbon footprint, and raw material usage. Cement has been used as a common additive to improve these mixes strength and moisture resistance. However, some drawbacks are also associated with cement, such as negative environmental impacts, high costs, and low-temperature deficiencies. Asphaltenes is a by-product of oil-sand bitumen with little commercial value in current practice. To investigate the impact of asphaltenes on improving the rheological properties of asphalt binder, a series of binder characteristics tests using a dynamic shear rheometer, breaking time and microscopic evaluation is conducted on modified asphalt emulsion with asphaltenes. Asphaltenes is then added to asphalt emulsion-stabilized granular material, to be compared with mixtures prepared with cement. Two asphaltenes and cement-modified mixes are prepared and compared to unmodified mixtures. All mixes are tested for permanent deformation and moisture sensitivity using a Hamburg wheel tracker and flow number test, while the low-temperature properties are evaluated using indirect tensile strength tests. Dynamic modulus is also evaluated to analyze the viscoelastic behavior of the mixes. The results of this study reveal a considerable increase in the rutting resistance of asphalt mixes by adding 1% of both additives (by total weight of mix), and asphaltenes-modification shows less adverse impacts at intermediate and low temperatures than cement-modification.

Compaction Effort Evaluation of Crumb Rubber Modified Hot Mix Asphalt

The primary goal of this study was to obtain the same performance from an asphalt mixture made using a Marshall impact hammer (MIH) as from asphalt made using a Superpave gyratory compactor (SGC). This was due to the expense of Superpave equipment compared with Marshall equipment. A wet process was used to blend the CR with PG 70-16 asphalt. A crushed stone aggregate was used with a 19 mm nominal maximum aggregate size, and the samples were prepared using an SGC and an MIH. The results show that nine percent CR was determined to be the optimum crumb-rubber content (OCRC). In addition, the SGC provided excellent performance in Marshall stability, density, tensile strength, and compressive strength at different numbers of blows and gyrations compared with the MIH. Moreover, the MIH required approximately 21, 21, 18, and 24 extra blows to obtain the same stability, density, tensile strength, and compressive strength, respectively, as the SGC at the design number of gyrations (Ndesign). Furthermore, modified mixtures at the OCRC increased the compressive strength in the range from 16 to 48 percent and had higher values on the index of retained strength than unmodified mixtures. As a result, they provided mixtures with less susceptibility to moisture damage. The significance of this study is that asphalt that performed the same as Superpave samples was obtained using only Marshall equipment.

Investigating the Multi-Recyclability of Recycled Plastic-Modified Asphalt Mixtures

Although the benefits of asphalt recycling have been scientifically proven and several best practices are being implemented, further research is required in specific and specialized areas. One of these circumstances is the recycling of Reclaimed Asphalt Pavements (RAPs) that contain asphalt modifiers such as elastomers and/or plastomers. Following the principles of the circular economy and considering the sustainability implications of asphalt mixtures, this paper deals with the multi-recyclability of asphalt mixtures containing 50% RAP with and without a recycled plastic asphalt modifier and rejuvenating agent. The recycled plastic asphalt modifier was made of hard recycled plastics and was introduced to the mixture via a dry method. The research focuses on the characterization of binders via conventional, rheological, and chemical analysis. To control the consistency and variables of the mixtures, the RAP was produced artificially in the laboratory following an ageing protocol for loose asphalt mixtures. According to the obtained results, at all three cycles of binder recycling, comparable properties for (i) the extracted binders from the recycled plastic-modified asphalt mixture, (ii) the extracted binders from the control un-modified mixture, and (iii) the reference bitumen 50/70 were obtained. This was even noticed when a nearly similar quantity of the rejuvenator was needed during the rejuvenator optimization process. Overall, it can be deduced that from the binder-scale point of view, the mixture containing the introduced recycled plastic additive could be recycled for multiple life cycles without any degradation of its mechanical and physical properties.

Evaluation of Bitumen Modification Using a Fast-Reacting SBS Polymer at a Low Modifier Percentage.

The study presented in this paper investigates the application of asphalt bitumen modification using a fast-reacting SBS polymer at a low modifier percentage. The hypothesis is that a fast-reacting styrene-butadiene-styrene (SBS) polymer that composes only 2% to 3% of the weight of the bitumen modification could extend the life of the pavement surfacing and pavement performance at relatively low input costs, increasing the net present value produced by the pavement during its life cycle. To confirm or refute this hypothesis, two types of road bitumens CA 35/50 and 50/70 were modified with low amounts of fast-reacting SBS polymer with the expectation of attaining properties similar to a 10/40-65 modified bitumen. For each type of unmodified bitumen, bitumen modification and comparative 10/40-65 modified bitumen, the following tests were conducted: needle penetration, softening point-ring and ball test method, and ductility test. The second part of the article focuses on a comparison of asphalt mixtures with different compositions of coarse-grain curves. For each mixture, complex modulus with varying temperatures and fatigue resistances are represented by the Wöhler diagram and compared. Based on in labo testing, the impact of the modification on pavement performance is evaluated. Life cycle changes for each type of modified and unmodified mixtures are quantified as road user costs, and attained benefits are compared with increased construction costs.

Short-Term Performance Characterization and Fatigue Damage Prediction of Asphalt Mixtures Containing Polymer-Modified Binders and Recycled Plastics

This study evaluated the short-term performance properties and predicted cracking performance of asphalt mixtures containing polymer-modified asphalt (PMA) binders and recycled polyethylene (RPE). To that end, binder rheological testing, mixture performance testing, and FlexPAVE simulations were conducted. Furthermore, three PMA mixtures were selected for field evaluation on the National Center for Asphalt Technology Test Track and rapid performance testing during production. The PMA binders modified with styrene-butadiene-styrene (SBS), reactive elastomeric terpolymer (RET), and RET-compatibilized RPE had significantly improved elasticity and rutting resistance compared with the unmodified binder. The PMA binders also exhibited good storage stability with minimal separation tendency. Both polymer modification of the asphalt binder and adding RPE via the dry process improved the rutting resistance of the mixture. Although the unmodified and PMA mixtures exhibited notably different load-versus-displacement curves from the Indirect Tensile Asphalt Cracking Test (IDEAL-CT), they had similar cracking tolerance index ( CTindex) results. The Gf-versus- l75 /m75 interaction diagram allowed a more robust understanding of the IDEAL-CT results by considering mixture toughness and brittleness, and their interactions with CTindex. In all cases, polymer modification increased the stiffness and fatigue damage resistance of asphalt mixtures, while adding RPE via the dry process embrittled the mixtures, making them more susceptible to fatigue damage. The PMA mixtures had significantly better predicted cracking performance in FlexPAVE simulations than the unmodified mixture. This improvement was mainly caused by polymer modification of the asphalt binder. Finally, adding dry RPE pellets improved the rutting resistance but reduced the intermediate-temperature cracking resistance of the plant-produced PMA mixture containing an SBS-modified binder.

Using recycled plastic waste to improve the performance of hot-mix asphalt

The use of recycled plastics in asphalt mixtures has become a major interest for the pavement and plastics industries due to the potential environmental benefits. An investigation was carried out into the use of three recycled plastic waste materials to modify asphalt binders and influence the performance of the resulting hot-mix asphalt (HMA). Asphalt binders were modified with three different types of recycled plastics: high-density polyethylene (HDPE), low-density polyethylene (LDPE) and polypropylene (PP). Marshall stability and flow were determined for 12 control mixtures using unmodified binders and 72 mixtures modified by different percentages of recycled plastic. The results revealed that, in general, recycled plastic enhanced the stability of HMA. Both recycled HDPE and PP resulted in higher mixture stability than LDPE. Optimum stability for all recycled plastic types was achieved at 8% plastic content by weight of asphalt. Mixes with 8% HDPE increased stability over the unmodified mixture by almost 17% and reduced flow by 7%. This type of plastic waste also had the highest Marshall quotient value, which suggests a better performance than the other two.

Engineering Properties of Palm Oil Clinker Fine-Modified Asphaltic Concrete Mixtures

Palm oil clinker (POC) is a non-biodegradable palm mill by-product typically discarded in dumpsites. This study analyzed the performance of POC powder (POCF) as bitumen modifier in terms of conventional and engineering properties of bitumen and asphalt mixture. For the study, base bitumen of 60/70 penetration grade was utilized and different POCF dosages (0, 2, 4, 6, and 8% by weight of bitumen) were added. The base bitumen was effectively modified with POCF and then characterized. The conventional and engineering properties of the modified bitumen and asphalt mixtures were assessed. From the characterization results, the formation of Si-O crystalline structure and a new Si-OH functional group was identified. Furthermore, a meandering pattern was observed due to the modification of the base bitumen with POCF. Based on the conventional test results it was revealed that the addition of POCF to the base bitumen resulted in a stiffer blend compared to unmodified bitumen. The addition of POCF improved the modified mixtures’ Marshall stability relative to the unmodified mixtures. Analysis of variance (ANOVA) and regression modeling showed the influence and significance of POCF-MB, with R2 values of (95-99%). Finally, the 4-6% POCF dosage was found to be the optimum dosage, yielding the best performance in terms of the engineering properties evaluated.

Cracking features of asphalt mixtures under induced heating-healing

This research presents effects of induced heating-healing process on fracture properties and life extension of asphalt mixtures. Induced heating-healing technique is an innovative technique to repair damages and heal cracks in asphalt mixtures, implementing an external electromagnetic field to raise temperature of asphalt mixture. Temperature rising results in melting and flowing of asphalt binder between crack edges, healing cracks, and recovering internal strength of asphalt mixture lost during service life. Previous researchers considered different criteria to quantify induced healing efficiency in asphalt concrete, resulting in substantial differences. Nevertheless, conclusions presented by previous researchers are not comparable due to different materials, heating, healing, and testing conditions. Hence, a further study is needed to identify induced healing effectiveness based on asphalt mixtures form different binder grades. In this study, activated carbon modified and unmodified asphalt binders were utilized to prepare asphalt mixtures. Then, a cyclic heating-healing scenario under semi-circular bending (SCB) test was conducted at intermediate and low temperatures. Values of the fracture criteria (i.e., peak load, stress intensity factor, stiffness, strain energy, critical strain energy release rate, and fracture energy) were quantified at each cycle. Besides, extensions of fatigue and thermal fatigue lives obtained via induced healing process were characterized. Comparing results of modified and unmodified mixtures indicates that activated carbon significantly improves efficacy of induced healing. Additionally, induced healing process leads to different effects on different crack features. Moreover, induced healing efficiencies obtained based on fatigue and thermal fatigue extensions are approximately similar to that of peak load criterion. This study indicates that to evaluate effects of induced heating-healing process on improvement of different mechanical behaviors in asphalt mixtures over service life, corresponding crack property (criteria) needs to be considered.

Оценка предела прочности при сжатии в самоуплотняющемся бетоне, подверженному циклическому замораживанию и оттаиванию, с использованием ультразвукового импульсного метода

The development and use of self-consolidating concrete (SCC) considerably increased in the last decade. This work aims to evaluate the effect of using air-entraining admixture (AEA) on the compressive strength of SCC subjected to freeze-thaw (F-T) cycles. For comparison purposes, six mixtures were prepared with fixed powder content of 580 kg/m3 and sorted into two categories of unmodified and air-entrained SCC mixtures. For each category, the water-to-cement ratio (w/c) varied at 0.45, 0.5, and 0.56. The corresponding compressive strength and ultrasonic pulse velocity (UPV) measurements were carried out on samples before and after being subjected to 400 F-T cycles. Test results demonstrated that AEA enhanced the performance of SCC, particularly at lower rates of w/c. Air void characteristics records validate the enhanced performance for air-entrained SCC, given the air void system that accommodated the disruptive expansive stresses resulting from F-T cycles. Furthermore, the residual compressive strength of SCC can be accurately estimated by using UPV measurements.

Crack propagation characterization of crumb rubber modified asphalt concrete using J-R curves

J-Resistance curves serve as a robust tool in characterizing the entire crack propagation trend of materials. Nevertheless, thus far, investigations on J-R curves of hot mix asphalt (HMA) have been very limited leading to scarce knowledge of post-peak fracture of the mixtures. In this research, mode I single-edge notched beam (SE(B)) fracture testing of unmodified and crumb rubber (CR) modified asphalt concrete mixtures was conducted with continuous monitoring of crack extension during the tests at 0 °C, −10 °C, and −20 °C. Modified HMA beams were fabricated incorporating 10% and 20% CR with 3% warm-mix additive. The CMOD-based elastic–plastic J-integral was computed incrementally during the tests and the J-R curve of each mixture could be determined. The results indicated that reducing the temperature increases the crack blunting energy from 0 °C to −10 °C while reducing the extents of the transition zone within blunting to unstable crack propagation of the unmodified mixtures. The unmodified mixtures undergo an unstable crack propagation as early as the macro crack initiates in −20 °C. At the same time, the incorporation of CR, could increase the blunting fraction of the R-curves at each temperature. Of vital importance, it could be detected that a 20% crumb rubber modification resulted in a more significant stable crack growth zone in the mixtures while developing a progressively rising R-curve in the post-peak region than the flat state in the unmodified mixtures at severely low temperatures.

Palm Kernel Shell as Partial Coarse Aggregate Replacement in Asphalt Mixture: Optimum Binder Content and Volumetric Properties Investigation

Pavement failures such as fatigue, rutting, cracking, bleeding, and stripping are typical pavement deterioration. Researchers have been experimenting with pavement modification to overcome these problems. This study determines the optimum binder content (OBC) for modifying an asphalt mixture with a partial replacement of coarse aggregate (5mm-14mm sieve size) with palm kernel shell (PKS). A 60/70 penetration grade bitumen was mixed with 10, 20 and 30% PKS at selected aggregate gradation following the Public Work Department of Malaysia (JKR/SPJ/2008-S4) specification. The preparation of 60 samples of unmodified and modified asphalt mixture employed the Marshall Method compacted with 75 blows. The OBC was determined based on five volumetric properties of asphalt mixture namely stability, flow, bulk density, void filled with asphalt, and void in total mix. The OBC and volumetric properties of the modified PKS asphalt mixture samples were compared with unmodified asphalt mixture samples in accordance to the specification. Results showed that the OBC sample with 30% aggregate replacement produced the highest OBC value of 5.53% relative to the control sample with 5.40% OBC. The trend for OBC with PKS replacement begins with 10% PKS with 5.30% OBC, 20% PKS with 5.32% OBC and 30% PKS. All volumetric properties of the PKS samples are within the specification limit. Thus, PKS has a promising potential as a coarse aggregate replacement in asphalt mixture.

PERFORMANCE INVESTIGATION OF HOT- AND WARM- ASPHALT MIXTURES MODIFIED WITH SUPERPLAST

Moisture and stripping damages are the most prevalent cause of defects of both Hot-Mix Asphalt (HMA) and Warm-Mix Asphalt (WMA). Adhesion between aggregates and bitumen is a crucial factor that affects such defects. Various methods, such as incorporating additives, have strengthened the asphalt mixture's resistance to moisture and stripping. This paper aimed to experimentally investigate the effect of including a low-cost polymer additive (Superplast) into HMA and WMA mixtures. For this goal, a 60/70 penetration grade bitumen was used. For preparing the WMA mixtures, Showax was employed with percentages of 2, 3, 4, 5, and 6% by weight of bitumen. Polymer modified mixtures (HMA and WMA) were prepared by adding 3%, 4, and 5% of Superplast by weight of the binder. Performance characterizations of the unmodified and Superplast-modified mixtures include stiffness, moisture damage resistance, and bonding. These characteristics were evaluated via Marshall, Lottman, and Double Punching tests, respectively. Results revealed that incorporating Superplast improved the adhesion between bitumen and aggregates, which ultimately led to an increase in the stiffness and moisture resistance of both HMA and WMA. Moreover, Superplast-modified WMA mixtures exhibited the best moisture and stripping resistance performance compared to Superplast-modified HMA and other unmodified mixtures.

Pavement Fatigue Damage Simulations Using Second-Generation Mechanistic-Empirical Approaches

This article aims to demonstrate the advanced features of two second-generation mechanistic-empirical (ME) pavement analysis engines by focusing on their ability to conduct fatigue performance analysis. First, a comprehensive review is presented of both mechanistic and empirical damage models, underlining the additional features of CalME and FlexPAVE™ over AASHTOWare Pavement ME Design. Then, the capabilities of these methodologies are demonstrated by simulating the fatigue damage performance of an example study section. For these simulations the mechanical properties of four asphalt concrete mixtures, assembled in the laboratory with similar mix design attributes but diverse fatigue characteristics, were utilized. The empirical transfer functions were initially calibrated against field cracking for the unmodified mixture cracking predictions. After that, fatigue damage simulations for the other three mixtures were performed. The results showed a similar ranking in fatigue cracking performance for both software simulations. Polymer-modified mixtures exhibited higher fatigue cracking resistance, whereas the unmodified mixture showed the worst cracking resistance. However, significant differences in cracking initiation and progression rates were observed for all mixture simulations before and after calibration. This discrepancy was related to the different approaches to considering traffic loads in each software system, single axle in FlexPAVE™ and axle spectrum in CalME. Finally, current, and future enhancements for both analysis engines are briefly discussed.

Laboratory Evaluation of Electrically Conductive Asphalt Mixtures for Snow and Ice Removal Applications

The study evaluates the electrical conductivity and mechanical performance of graphite modified asphalt mixtures. The effects of air voids, carbon fiber, and binder performance grade (PG) on the electrical resistivity of graphite modified asphalt mixtures are also assessed. Three graphite grades, two asphalt binders (polymer-modified PG 76-22 and neat PG 64-22), one aggregate type, and one carbon fiber were used to produce graphite modified asphalt mixtures. The mixtures were produced without graphite (control mix, PG 76-22), with only graphite (three grades and PG 76-22), with both graphite and 1% carbon fiber (three grades and PG 76-22), and with graphite (all three grades) and PG 64-22. The electrical conductivity, resistance to rutting, resistance to cracking, and durability of these mixes were evaluated using electrical resistivity (using a multi-meter), asphalt pavement analyzer, Hamburg wheel tracking device, semi-circular bend, indirect tension cracking, and Cantabro loss tests. Test results showed that graphite improves the electrical conductivity of asphalt mixtures when added at dosages of 10% to 15% or higher by volume of binder. Graphite grades with larger particle sizes helped improve the conductivity of asphalt mixtures better than graphite grades with smaller particle sizes. Air voids (higher air voids increased resistivity), carbon fiber dosage (decreased resistivity), and binder performance grade (neat binders had lower resistivity) affected the electrical resistivity of graphite modified asphalt mixtures. Furthermore, graphite modified mixes had better rutting resistance but higher susceptibility to breakdown and cracking when compared with unmodified mixtures.