Submit to Materials Review for Materials Propose a Special Issue

Journal Browser

Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability

Special Issue Editors
Special Issue Information
Keywords
Published Papers

A special issue of Materials (ISSN 1996-1944). This special issue belongs to the section "Construction and Building Materials".

Deadline for manuscript submissions: closed (20 August 2022) | Viewed by 22980

Printed Edition Available!
A printed edition of this Special Issue is available here.

Special issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability book cover image

Share This Special Issue

Special Issue Editors

Prof. Dr. Markus Oeser

E-Mail Website
Guest Editor

Chair and Institute of Highway Engineering, RWTH Aachen University, Mies-van-der-Rohe-Straße 1, 52074 Aachen, Germany
Interests: application of numerical methods on pavement engineering; construction of constitutive models of pavement materials; design method of high-performance permeable pavement structure; development of polyurethane material; characterization of mechanical behavior of asphalt mixture at multiscale

Prof. Dr. Michael Wistuba

E-Mail Website
Guest Editor

Braunschweig Pavement Engineering Centre, Architecture, Civil Engineering and Environmental Sciences, Technical University of Braunschweig, 38106 Braunschweig, Germany
Interests: sustainability of road infrastructures; the fundamental mechanisms that control behavior and durability of asphalt materials and pavement systems; technical testing to address performance properties; composition of asphalt mixtures considering various additives and re-using reclaimed asphalt; design of highway and airport pavements; development of road management concepts
Special Issues, Collections and Topics in MDPI journals

Prof. Dr. Pengfei Liu

E-Mail Website
Guest Editor

Institute of Highway Engineering, RWTH Aachen University, 52062 Aachen, Germany
Interests: asphalt pavement design; application of numerical methods on pavement engineering; bearing capacity of asphalt pavement; meso-model of asphalt pavement considering its multiphase
Special Issues, Collections and Topics in MDPI journals

Dr. Di Wang

E-Mail Website
Guest Editor

Braunschweig Pavement Engineering Centre, Architecture, Civil Engineering and Environmental Sciences, Technical University of Braunschweig, 38106 Braunschweig, Germany
Interests: asphalt pavement; low-temperature properties of bituminous materials; sustainability of road infrastructures; fatigue properties of asphalt mixtures; solid recycling materials used in asphalt pavement
Special Issues, Collections and Topics in MDPI journals

Special Issue Information

Dear Colleagues,

Temperature reduction technologies have been used worldwide in the last two decades in asphalt pavement engineering. The aim of these technologies is to use lower temperature throughout production processes while without losing the performance properties of asphalt materials. Currently, different levels of temperature reduction technologies, includes warm mix asphalt, half-warm mix asphalt and cold mix asphalt, can be accomplished using varieties of organic/chemical additives and foaming/emulsion techniques. Significant economic and environmental benefits can be achieved, including but not restricted to energy, greenhouse gas and fume emissions reduction, and increased field workability. However, there are still several knowledge gaps to overcome. For example, the incomplete drying of aggregates caused by the lower production temperature may ultimately lead to serious rutting and moisture damage. These limitations hinder the mega-scale application of temperature reduction technologies in asphalt pavement constructions.

This Special Issue covers various subjects related to advanced temperature reduction technologies in bituminous materials. Research on the investigation and application of varieties of technologies is welcome. The assessment of influence on the in-service performance, economy, environment effect, and life-cycle assessment are all invited. Literature reviews are also highly appreciated.

Prof. Dr. Markus Oeser
Prof. Dr. Michael Wistuba
Dr. Pengfei Liu
Dr. Di Wang
Guest Editors

Manuscript Submission Information

Manuscripts should be submitted online at www.mdpi.com by registering and logging in to this website. Once you are registered, click here to go to the submission form. Manuscripts can be submitted until the deadline. All submissions that pass pre-check are peer-reviewed. Accepted papers will be published continuously in the journal (as soon as accepted) and will be listed together on the special issue website. Research articles, review articles as well as short communications are invited. For planned papers, a title and short abstract (about 100 words) can be sent to the Editorial Office for announcement on this website.

Submitted manuscripts should not have been published previously, nor be under consideration for publication elsewhere (except conference proceedings papers). All manuscripts are thoroughly refereed through a single-blind peer-review process. A guide for authors and other relevant information for submission of manuscripts is available on the Instructions for Authors page. Materials is an international peer-reviewed open access semimonthly journal published by MDPI.

Please visit the Instructions for Authors page before submitting a manuscript. The Article Processing Charge (APC) for publication in this open access journal is 2600 CHF (Swiss Francs). Submitted papers should be well formatted and use good English. Authors may use MDPI's English editing service prior to publication or during author revisions.

Keywords

asphalt pavement
green materials
temperature reduction technology
half-warm mix asphalt
warm mix asphalt
cold mix asphalt
performance properties
greenhouse gas and fume emission
life-cycle assessment

Published Papers (12 papers)

Download All Papers

Research

18 pages, 8782 KiB

Open AccessArticle

The Synergistic Effect of Polyphosphates Acid and Different Compounds of Waste Cooking Oil on Conventional and Rheological Properties of Modified Bitumen

by Wentong Wang, Jin Li, Di Wang, Pengfei Liu and Xinzhou Li

Materials 2022, 15(23), 8681; https://0-doi-org.brum.beds.ac.uk/10.3390/ma15238681 - 05 Dec 2022

Cited by 4 | Viewed by 1355

Abstract

In order to conserve non-renewable natural resources, waste cooking oil (WCO) in bitumen can help lower CO₂ emissions and advance the environmental economy. In this study, three different components of WCO were isolated and then, together with polyphosphoric acid (PPA), used separately as bitumen modifiers to determine the suitability of various substances in WCO with PPA. Conventional tests, including penetration, softening point temperature, and ductility, and the dynamic shear rheology (DSR) test, including temperature sweep and frequency sweep, were used to evaluate the influence of WCO/PPA on the traditional performance and rheological properties at high and low temperatures. The results indicate that WCO reduced the ductility and penetration value, when the use of PPA increased the softening point temperature and high-temperature performance. Compared to reference bitumen, the rutting factor and viscous activation energy (Ea) of bitumen modified with 4% WCO and 2% PPA has the most significant increase by 18.6% and 31.5, respectively. All components of WCO have a significant impact on improving the low-temperature performance of PPA-modified bitumen. The performance of the composite-modified bitumen at low temperatures is negatively affected by some waxy compounds in WCO, such as methyl palmitate, which tends to undergo a solid–liquid phase change as the temperature decreases. In conclusion, the inclusion of WCO/PPA in bitumen offers a fresh approach to developing sustainable pavement materials. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

12 pages, 3055 KiB

Open AccessArticle

Study on Adhesion Property and Moisture Effect between SBS Modified Asphalt Binder and Aggregate Using Molecular Dynamics Simulation

by Fucheng Guo, Jianzhong Pei, Jiupeng Zhang, Rui Li, Pengfei Liu and Di Wang

Materials 2022, 15(19), 6912; https://0-doi-org.brum.beds.ac.uk/10.3390/ma15196912 - 05 Oct 2022

Cited by 6 | Viewed by 1563

Abstract

In this project, the adhesion property and moisture effect between styrene–butadiene–styrene (SBS) modified asphalt binder and aggregate were studied to reveal their interface adhesion mechanism. The influence of SBS contents on adhesion property and moisture effect between binder and aggregate phases were investigated using molecular dynamics simulation. Moreover, the double-layer adhesion models of asphalt binder–aggregate and triple-layer debonding models of asphalt binder–water–aggregate were constructed and equilibrated, and the adhesion property and the moisture effect were evaluated numerically. The results indicate that the built SBS-modified asphalt binder models show favorable reliability in representing the real one. The variation in the work of adhesion for SBS modified asphalt binder–quartz is not remarkable with the SBS content when its content is relatively low. However, the work of adhesion decreased significantly when the content was higher than 6 wt.%, which is consistent with the experimental results. The adhesion between SBS-modified asphalt binder and quartz is derived from Van der Waals energy. The modified asphalt binder with a high SBS modifier content (8 wt.% and 10 wt.%) shows much better moisture resistance (nearly 30% improved) than the unmodified asphalt binder from the work of debonding results. According to the Energy Ratio (ER) values, asphalt binders with high SBS content (8 wt.% and 10 wt.%) present a good moisture resistance performance. Therefore, the SBS content should be seriously selected by considering the dry and wet conditions that are used to balance the adhesion property and debonding properties. The content of 4 wt.% may be the optimal content under the dry adhesion and moisture resistance. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

14 pages, 4477 KiB

Open AccessArticle

Numerical Investigation of the Temperature Field Effect on the Mechanical Responses of Conventional and Cool Pavements

by Pengfei Liu, Xiangrui Kong, Cong Du, Chaohe Wang, Di Wang and Markus Oeser

Materials 2022, 15(19), 6813; https://0-doi-org.brum.beds.ac.uk/10.3390/ma15196813 - 30 Sep 2022

Cited by 3 | Viewed by 1657

Abstract

Conventional asphalt pavement has a deep surface color and large thermal inertia, which leads to the continuous absorption of solar thermal radiation and the sharp rise of surface temperature. This can easily lead to the permanent deformation of pavement, as well as aggravate the urban heat island (UHI) effect. Cool pavement with a reflective coating plays an important role in reducing pavement temperature and alleviating the UHI effect. It is of great significance to study the influence of temperature on the mechanical response of different types of pavement under vehicle loading. Therefore, this study examined the heat exchange theory between pavement and the external environment and utilized the representative climate data of a 24 h period in the summer. Two kinds of three-dimensional finite element models were established for the analysis of temperature distribution and the mechanical responses of conventional pavement and cool pavement. The results show that in this environmental condition, conventional pavement temperatures can exceed 50 °C under high temperatures in summer, which allows for the permanent deformation of pavement and further affects the service life of asphalt pavement. The temperature difference in a conventional pavement surface between 6 h (24.7 °C) and 22 h (30.2 °C) is much less than that between 22 h (30.2 °C) and 13 h (50.1 °C) in the summer. However, the difference in the vertical displacements of the pavement surface between 6 h and 22 h is much larger than that between 22 h and 13 h. One reason is that the difference in temperature distribution between the morning and night leads to changes in pavement structure stiffness, resulting in significant differences in vertical displacement. Cool pavement has a significant cooling effect, which can reduce the surface temperature of a road by more than 15 °C and reduce the vertical displacement of the pavement by approximately 11.3%, which improves the rutting resistance of the pavement. However, the use of cool pavement will not change the horizontal strain at the bottom of the asphalt base and will not improve the fatigue resistance of asphalt pavement. This research will lay the foundation for further clarifying the difference in the mechanical properties between the two types of pavements in the management and maintenance stage. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

20 pages, 4005 KiB

Open AccessArticle

Performance Evaluation and Structure Optimization of Low-Emission Mixed Epoxy Asphalt Pavement

by Yulou Fan, You Wu, Huimin Chen, Shinan Liu, Wei Huang, Houzhi Wang and Jun Yang

Materials 2022, 15(18), 6472; https://0-doi-org.brum.beds.ac.uk/10.3390/ma15186472 - 18 Sep 2022

Cited by 5 | Viewed by 1630

Abstract

Epoxy asphalt concrete (EAC) has excellent properties such as high strength, outstanding thermal stability, and great fatigue resistance, and is considered to be a long-life pavement material. Meanwhile, the low initial viscosity of the epoxy components provides the possibility to reduce the mixing temperature of SBS-modified asphalt. The purpose of this study is to verify the feasibility of low-emission mixing of SBS-modified epoxy asphalt and to compare the mechanical responses in several typical structures with EAC, in order to perform structure optimization for practical applications of EAC. In this paper, the Brookfield rotational viscosity test was conducted to investigate the feasibility of mixing SBS-modified epoxy asphalt at a reduced temperature. Subsequently, the dynamic modulus tests were carried out on EAC to obtain the Prony series in order to provide viscoelastic parameters for the finite element model. Six feasible pavement structures with EAC were proposed, and a finite element method (FEM) model was developed to analyze and compare the mechanical responses with the conventional pavement structure. Additionally, the design life was predicted and compared to comprehensively evaluate the performance of EAC structures. Finally, life cycle assessment (LCA) on carbon emissions was developed to explore the emission reduction effect of the epoxy asphalt pavement. The results indicate that the addition of epoxy components could reduce the mixing temperature of SBS-modified asphalt by 30 °C. The proper use of EAC can significantly improve the mechanical condition of the pavement and improve its performance and service life. It is recommended to choose S5 (with EAC applied in the middle-lower layer) as the optimal pavement structure, whose allowable load repetitions to limit fatigue cracking were more than 1.7 times that of conventional pavements and it has favorable rutting resistance as well. The LCA results show that in a 25-year life cycle, the carbon emissions of epoxy asphalt pavements could be reduced by 29.8% in comparison to conventional pavements. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

14 pages, 4055 KiB

Open AccessArticle

Reducing Compaction Temperature of Asphalt Mixtures by GNP Modification and Aggregate Packing Optimization

by Tianhao Yan, Mugurel Turos, Jia-Liang Le and Mihai Marasteanu

Materials 2022, 15(17), 6060; https://0-doi-org.brum.beds.ac.uk/10.3390/ma15176060 - 01 Sep 2022

Cited by 2 | Viewed by 1060

Abstract

Compaction of hot mix asphalt (HMA) requires high temperatures in the range of 125 to 145

^{°}

C to ensure the fluidity of asphalt binder and, therefore, the workability of asphalt mixtures. The high temperatures are associated with high energy consumption, and higher [...] Read more.

Compaction of hot mix asphalt (HMA) requires high temperatures in the range of 125 to 145

^{°}

C to ensure the fluidity of asphalt binder and, therefore, the workability of asphalt mixtures. The high temperatures are associated with high energy consumption, and higher NOx emissions, and can also accelerate the aging of asphalt binders. In previous research, the authors have developed two approaches for improving the compactability of asphalt mixtures: (1) addition of Graphite Nanoplatelets (GNPs), and (2) optimizing aggregate packing. This research explores the effects of these two approaches, and the combination of them, on reducing compaction temperatures while the production temperature is kept at the traditional levels. A reduction in compaction temperatures is desired for prolonging the paving window, extending the hauling distance, reducing the energy consumption for reheating, and for reducing the number of repairs and their negative environmental and safety effects, by improving the durability of the mixtures. A Superpave asphalt mixture was chosen as the control mixture. Three modified mixtures were designed, respectively, by (1) adding 6% GNP by the weight of binder, (2) optimizing aggregate packing, and (3) combining the two previous approaches. Gyratory compaction tests were performed on the four mixtures at two compaction temperatures: 135

^{°}

C (the compaction temperature of the control mixture) and 95

^{°}

C. A method was proposed based on the gyratory compaction to estimate the compaction temperature of the mixtures. The results show that all the three methods increase the compactability of mixtures and thus significantly reduce the compaction temperatures. Method 3 (combining GNP modification and aggregate packing optimization) has the most significant effect, followed by method 1 (GNP modification), and method 2 (aggregate packing optimization). Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

23 pages, 9967 KiB

Open AccessArticle

Research on Performance of SBS-PPA and SBR-PPA Compound Modified Asphalts

by Jianguo Wei, Song Shi, Yuming Zhou, Zhiyuan Chen, Fan Yu, Zhuyi Peng and Xurui Duan

Materials 2022, 15(6), 2112; https://0-doi-org.brum.beds.ac.uk/10.3390/ma15062112 - 13 Mar 2022

Cited by 11 | Viewed by 1903

Abstract

Although several studies indicated that the addition of Styrene-Butadiene-Styrene (SBS) and Styrene-Butadiene Rubber (SBR) bring a lot of benefits on properties of asphalt binders, high production costs and poor storage stability confine the manufacture of better modified asphalt. To reduce the production costs, polyphosphoric acid (PPA) was applied to prepare better compound modified asphalt binders. In this research, five PPA (0.5%, 0.75%, 1.0%, 1.25% and 1.5%) and two SBR/SBS (4% and 6%) concentrations were selected. Dynamic shear rheometer (DSR) and Bending Beam Rheometer (BBR) tests were performed to evaluate the rheological properties of the compound modified asphalt. Rolling Thin Film Oven (RTFO) test was performed to evaluate the aging properties of the compound modified asphalts. The results indicate that SBS/SBR modified asphalts with the addition of PPA show better high-temperature properties significantly, the ability of asphalt to resist rutting is improved, and the elastic recovery is increased. However, the low-temperature properties of the compound modified asphalts are degraded by increasing the creep stiffness (S) and decreasing the creep rate (m). At the same time, RTFO tests results show that PPA was less prone to oxidation to improve the anti-aging ability of modified asphalts. Overall, the combination of 4% SBS and 0.75–1.0% PPA, the combination of 4% SBR and 0.5–0.75% PPA is recommended based on a comprehensive analysis of the performance of compound modified asphalt, respectively, which can be equivalent to 6% SBS/SBR modified asphalt with high-temperature properties, low-temperature properties, temperature sensitivity and aging properties. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

12 pages, 2941 KiB

Open AccessArticle

Development of Water Retentive and Thermal Resistant Cement Concrete and Cooling Effects Evaluation

by Xiaowei Wang, Xinyu Hu, Xiaoping Ji, Bo Chen and Hongqing Chen

Materials 2021, 14(20), 6141; https://0-doi-org.brum.beds.ac.uk/10.3390/ma14206141 - 16 Oct 2021

Cited by 5 | Viewed by 1568

Abstract

The high pavement temperature plays an important role in the development of urban heat island (UHI) in summer. The objective of this study was to develop water retentive and thermal resistant cement concrete (WTCC) to enhance the pavement cooling effects. The WTCC was prepared by combining a water retentive material and a high aluminum refractory aggregate (RA) with porous cement concrete (PCC). Water retention capacity test, fluidity test, and compressive strength test were used to determine the composition ratio of the water retentive material. Mechanical performance and cooling effects of WTCC were evaluated by compressive and flexural strength tests and temperature monitoring test. The mass ratios of fly ash, silica fume, cement, and water in the water retentive material were determined as 65:35:15:63.9. The compressive strength and the flexural strength of WTCC after 28 days curing were 30.4 MPa and 4.6 MPa, respectively. Compared with stone mastic asphalt (SMA) mixture, PCC, and water retentive cement concrete (WCC), surface temperature of WTCC decreased by 11.4 °C, 5.5 °C, and 4.1 °C, respectively, and the internal temperatures of WTCC decreased by 10.3 °C, 6.1 °C, and 4.6 °C, respectively. The water retentive material has benefits of strength improvements and temperature reduction for WTCC. Based on the results, WTCC proved to have superior cooling effects and the potential to efficiently mitigate the UHI effects and be used in medium traffic roads. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

21 pages, 7127 KiB

Open AccessArticle

Optimizing the Texturing Parameters of Concrete Pavement by Balancing Skid-Resistance Performance and Driving Stability

by Jiangmiao Yu, Binhui Zhang, Peiqi Long, Bo Chen and Feng Guo

Materials 2021, 14(20), 6137; https://0-doi-org.brum.beds.ac.uk/10.3390/ma14206137 - 15 Oct 2021

Cited by 6 | Viewed by 1515

Abstract

Curved texturing is an effective technique to improve the skid-resistance performance of concrete pavements, which relies on the suitable combination of the groove parameters. This study aims to optimize these parameters with the consideration of skid-resistance performance and driving stability. A pressure film was adopted to obtain the contact stress distribution at the tire–pavement interface. The evaluated indicator of the stress concentration coefficient was established, and the calculation method for the stationary steering resistance torque was optimized based on actual tire–pavement contact characteristics. Test samples with various groove parameters were prepared use self-design molds to evaluate the influence degree of each groove parameter at different levels on the skid-resistance performance through orthogonal and abrasion resistance tests. The results showed that the groove depth and groove spacing had the most significant influence on the stress concentration coefficient and stationary steering resistance torque, respectively, with the groove depth having the most significant influence on the texture depth. Moreover, the driving stability and durability of the skid-resistance performance could be balanced by optimizing the width of the groove group. After analyzing and comprehensively comparing the influences of various parameters, it was found the parameter combination with width, depth, spacing, and the groove group width, respectively, in 8 mm, 3 mm, 15 mm, and 50 mm can balance the skid-resistance performance and driving stability. The actual engineering results showed that the R² of the fitting between the stress concentration coefficient and SFC (measured at 60 km/h) was 0.871, which proved the effectiveness of the evaluation index proposed in this paper. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

16 pages, 3577 KiB

Open AccessArticle

Noise Reduction Characteristics of Macroporous Asphalt Pavement Based on A Weighted Sound Pressure Level Sensor

by Feng Lai, Zhiyong Huang and Feng Guo

Materials 2021, 14(16), 4356; https://0-doi-org.brum.beds.ac.uk/10.3390/ma14164356 - 04 Aug 2021

Cited by 9 | Viewed by 2819

Abstract

Based on the manual of macroporous noise-reducing asphalt pavement design, the indoor main drive pavement function accelerated loading test system was applied to investigate the impact of speed, loading conditions (dry and wet) and structural depth on the noise reduction of macroporous Open Graded Friction Course (OGFC) pavement, as well as its long-term noise reduction. Combined with the noise spectrum of the weighted sound pressure level, the main components and sensitive frequency bands of pavement noise under different factors were analyzed and compared. According to experimental results, the noise reduction effect of different asphalt pavements from strong to weak is as follows: OGFC-13 > SMA-13 > AC-13 > MS-III. The noise reduction effect of OGFC concentrates on the frequency of 1–4 kHz when high porosity effectively reduces the air pump effect. As the effect of wheels increases and the depth of the road structure decreases, the noise reduction effect of OGFC decreases. It indicates the noise reduction performance attenuates at a later stage, similar to the noise level of densely graded roads. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

13 pages, 3151 KiB

Open AccessArticle

A Study on Heat Storage and Dissipation Efficiency at Permeable Road Pavements

by Ching-Che Yang, Jun-Han Siao, Wen-Cheng Yeh and Yu-Min Wang

Materials 2021, 14(12), 3431; https://0-doi-org.brum.beds.ac.uk/10.3390/ma14123431 - 21 Jun 2021

Cited by 7 | Viewed by 2008

Abstract

The main contributing factor of the urban heat island (UHI) effect is caused by daytime heating. Traditional pavements in cities aggravate the UHI effect due to their heat storage and volumetric heat capacity. In order to alleviate UHI, this study aims to understand the heating and dissipating process of different types of permeable road pavements. The Ke Da Road in Pingtung County of Taiwan has a permeable pavement materials experiment zone with two different section configurations which were named as section I and section II for semi-permeable pavement and fully permeable pavement, respectively. The temperature sensors were installed during construction at the depths of the surface course (0 cm and 5 cm), base course (30 cm and 55 cm) and subgrade (70 cm) to monitor the temperature variations in the permeable road pavements. Hourly temperature and weather station data in January and June 2017 were collected for analysis. Based on these collected data, heat storage and dissipation efficiencies with respect to depth have been modelled by using multi regression for the two studied pavement types. It is found that the fully permeable pavement has higher heat storage and heat dissipation efficiencies than semi-permeable pavement in winter and summer monitoring period. By observing the regressed model, it is found that the slope of the model lines are almost flat after the depth of 30 cm. Thus, from the view point of UHI, one can conclude that the reasonable design depth of permeable road pavement could be 30 cm. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

20 pages, 5961 KiB

Open AccessArticle

Cold In-Place Recycling Asphalt Mixtures: Laboratory Performance and Preliminary M-E Design Analysis

by Dongzhao Jin, Dongdong Ge, Siyu Chen, Tiankai Che, Hongfu Liu, Lance Malburg and Zhanping You

Materials 2021, 14(8), 2036; https://0-doi-org.brum.beds.ac.uk/10.3390/ma14082036 - 18 Apr 2021

Cited by 19 | Viewed by 2489

Abstract

Cold in-place recycling (CIR) asphalt mixtures are an attractive eco-friendly method for rehabilitating asphalt pavement. However, the on-site CIR asphalt mixture generally has a high air void because of the moisture content during construction, and the moisture susceptibility is vital for estimating the road service life. Therefore, the main purpose of this research is to characterize the effect of moisture on the high-temperature and low-temperature performance of a CIR asphalt mixture to predict CIR pavement distress based on a mechanistic–empirical (M-E) pavement design. Moisture conditioning was simulated by the moisture-induced stress tester (MIST). The moisture susceptibility performance of the CIR asphalt mixture (pre-mist and post-mist) was estimated by a dynamic modulus test and a disk-shaped compact tension (DCT) test. In addition, the standard solvent extraction test was used to obtain the reclaimed asphalt pavement (RAP) and CIR asphalt. Asphalt binder performance, including higher temperature and medium temperature performance, was evaluated by dynamic shear rheometer (DSR) equipment and low-temperature properties were estimated by the asphalt binder cracking device (ABCD). Then the predicted pavement distresses were estimated based on the pavement M-E design method. The experimental results revealed that (1) DCT and dynamic modulus tests are sensitive to moisture conditioning. The dynamic modulus decreased by 13% to 43% at various temperatures and frequencies, and the low-temperature cracking energy decreased by 20%. (2) RAP asphalt incorporated with asphalt emulsion decreased the high-temperature rutting resistance but improved the low-temperature anti-cracking and the fatigue life. The M-E design results showed that the RAP incorporated with asphalt emulsion reduced the international roughness index (IRI) and AC bottom-up fatigue predictions, while increasing the total rutting and AC rutting predictions. The moisture damage in the CIR pavement layer also did not significantly affect the predicted distress with low traffic volume. In summary, the implementation of CIR technology in the project improved low-temperature cracking and fatigue performance in the asphalt pavement. Meanwhile, the moisture damage of the CIR asphalt mixture accelerated high-temperature rutting and low-temperature cracking, but it may be acceptable when used for low-volume roads. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

14 pages, 5343 KiB

Open AccessEditor’s ChoiceArticle

Fracture Parameters and Cracking Propagation of Cold Recycled Mixture Considering Material Heterogeneity Based on Extended Finite Element Method

by Lei Gao, Xingkuan Deng, Ye Zhang, Xue Ji and Qiang Li

Materials 2021, 14(8), 1993; https://0-doi-org.brum.beds.ac.uk/10.3390/ma14081993 - 16 Apr 2021

Cited by 5 | Viewed by 1554

Abstract

Cold recycled mixture (CRM) has been widely used around the world mainly because of its good ability to resist reflection cracking. In this study, mixed-mode cracking tests were carried out by the designed rotary test device to evaluate the cracking resistance of CRM. Through the finite element method, the heterogeneous model of CRM based on its meso-structure was established. The cracking process of CRM was simulated using the extended finite element method, and the influence of different notch lengths on its anti-cracking performance was studied. The results show that the mixed-mode fracture test method can effectively evaluate the cracking resistance of CRM by the proposed fracture parameters. The virtual tests under three of five kinds of mixed-cracking modes have good simulation to capture the cracking behavior of CRM. The effect of notch length on the initial crack angle and the crack propagation process of the CRM is mainly related to the distribution characteristics of its meso-structure. With the increase of the proportion of Mode II cracking, the crack development path gradually deviates, and the failure elements gradually increase. At any mixed-mode level, there is an obvious linear relationship between the peak load, fracture energy, and the notch length. Full article

(This article belongs to the Special Issue Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability)

► Show Figures

Figure 1

Journal Menu

Journal Browser

Temperature Reduction Technologies Meet Asphalt Pavement: Green and Sustainability

Share This Special Issue

Special Issue Editors

Special Issue Information

Keywords

Published Papers (12 papers)

Research

Further Information

Guidelines

MDPI Initiatives

Follow MDPI