To see the other types of publications on this topic, follow the link: Bitumen; Pavement materials.
Journal articles on the topic 'Bitumen; Pavement materials'
Create a spot-on reference in APA, MLA, Chicago, Harvard, and other styles
Consult the top 50 journal articles for your research on the topic 'Bitumen; Pavement materials.'
Next to every source in the list of references, there is an 'Add to bibliography' button. Press on it, and we will generate automatically the bibliographic reference to the chosen work in the citation style you need: APA, MLA, Harvard, Chicago, Vancouver, etc.
You can also download the full text of the academic publication as pdf and read online its abstract whenever available in the metadata.
Browse journal articles on a wide variety of disciplines and organise your bibliography correctly.
1
Wang, Xiaofeng, Haoyan Guo, Bo Yang, Xingwen Chang, Chenguang Wan, and Zhenjun Wang. "Aging Characteristics of Bitumen from Different Bituminous Pavement Structures in Service." Materials 12, no. 3 (February 10, 2019): 530. http://dx.doi.org/10.3390/ma12030530.
Full textAbstract:
The aging of bitumen seriously affects the service life of bituminous pavements. At present, there are many related researches on bitumen aging, but most of them focus on aging endured in indoor surroundings and conditions. Therefore, the conclusions obtained cannot reflect the actual aging changes of bitumen in bituminous pavements in service. In order to study the comprehensive aging process and mechanism of bitumen under the influence of service, we studied bridge deck, traffic lane, and ramp with bituminous pavement structures in service. The bitumen samples obtained from the core samples in different bituminous pavement structures were characterized by gel permeation chromatography (GPC), Fourier transform infrared spectroscopy (FTIR), dynamic shear rheometer (DSR), and fluorescence microscope (FM). The aging degree of different bitumen was analyzed, and conclusions were drawn on changes to bitumen aging from different pavement structures. The results showed that the aging degree of bitumen from the upper layer was the most serious, the aging degree of bitumen at the middle layer was weaker than that of bitumen from the upper layer, and the aging degree of bitumen from the bottom layer was the weakest for the different bituminous pavement structures. The aging of bitumen mainly occurred due to oxygen absorption. After aging, viscoelastic components of bitumen changed, and bitumen became harder. The macromolecule of bitumen could be divided into small molecules, and the small molecular weight of bitumen became large. The styrene-butadiene-styrene (SBS) modifier in the modified bitumen became granular after aging, and it appeared as a single phase in bitumen. The aging changes characterized by different analytical methods showed that the aging degree of bitumen from different layers of bituminous pavement structures in service was different. Effective measures should therefore be taken in time to decrease further aging of bitumen from the upper layer of bituminous pavements due to its inevitable early aging in service.
2
Galkin, Andrey, and Yan Pyrig. "OVERVIEW OF BITUMEN BINDERS USED IN UKRAINE." Dorogi i mosti 2021, no. 23 (March 25, 2021): 60–75. http://dx.doi.org/10.36100/dorogimosti2021.23.060.
Full textAbstract:
Introduction. Pavement bitumen is one of general road construction materials that are used for pavement construction. The quality of bitumen binder regulates specific technical and operational characteristics of asphalt pavements and their durability Problem Statement. Nowadays in Ukraine only one refinery plant produces pavement bitumen. The volume of its production is not enough to completely satisfy the demands of Ukrainian road construction industry. Due this a lot of binders in Ukraine are imported from other countries. In recent years the highest volumes of bitumen was imported from Republic of Belarus and Poland. In 2020 the amount of road construction works was increased, particularly with pavement repairing and new pavement constructing. It resulted in increasing in need in pavement bitumen that led not only to the high volume of import bitumen but to an expansion of the list of importing counties. Purpose. The presented study is aimed on analysis of quality of bitumen imported in Ukraine from eight countries. For these binders their features are obtained and problem of their applicability and its advisability in Ukraine road industry is considered. Materials and methods. As a material of research bitumens produced in Azerbaijan, the Republic of Belarus, Greece, Spain, Italy, Poland, Turkey and Ukraine are chosen. The standard quality properties are obtained in accordance with the actual in Ukraine standards ДСТУ 4044 and ДСТУ EN 12591. Beside this the attention is paid to the finding of fundamental properties of these binders, such as adhesion, cohesion and viscosity. Results. With the experimental data it is found that all bitumens significantly differ in their structural type. It results in differences in softening point and breaking point temperatures at the equal penetration value (this difference is in the range from 4.5 °С for the closer values to 16.5 °С for the most distinct values). This fact can influence on asphalt pavement properties and durability. Besides such a difference in a temperature susceptibility of binders their adhesion and cohesion properties differ too. Bitumen that tends to sol type of structure is characterized with higher cohesion and viscosity values. This peculiarity must be taken into account in mixing and compaction operations for the asphalts with such bitumen. The temperatures of these operations must be higher than one for bitumen close to the gel type. The low temperature susceptibility and wide plasticity interval are the advantages of bitumen that tends to gel type of structure. Conclusions. All bitumens that are imported in Ukraine must be certificated with ДСТУ 4044:2019 national standard requirements. Also they must be tested with additional methods to validate the decision on their implementation in road construction industry and to specify the implementation area. Keywords: paving bitumen, bitumen binder, penetration, softening point temperature, adhesion, cohesion, viscosity
3
Konieczna, Katarzyna, Piotr Pokorski, Wojciech Sorociak, Piotr Radziszewski, Dawid Żymełka, and Jan Król. "Study of the Stiffness of the Bitumen Emulsion Based Cold Recycling Mixes for Road Base Courses." Materials 13, no. 23 (December 1, 2020): 5473. http://dx.doi.org/10.3390/ma13235473.
Full textAbstract:
The benefits of the use of cold recycling mixtures (CRMs) in pavement rehabilitation are associated with both the reduction of natural resource consumption by replacing them with recycled materials and the reduction of energy consumption during their production and paving. The evolution of the stiffness of CRMs in road construction and the fatigue life of pavements with CRM base layers are still being investigated. In this paper, CRMs with 1% cement content, called bitumen-stabilized materials with bitumen emulsion (BSM-Es), were examined. Mixtures that were differentiated in terms of Reclaimed Asphalt Pavement (RAP) content, as well as the amount and type of bitumen emulsions, were subjected to indirect tensile stiffness modulus (ITSM) tests at 5 °C, 13 °C, and 20 °C. The thermal sensitivities of the BSM-E mixtures were analyzed. BSM-E mixture stiffness modulus levels at various temperatures were determined using a statistical approach. On the basis of the results obtained, a discussion on the mechanistic-empirical design of flexible pavements with BSM-E base layers is presented. The potential benefits of using BSM-E materials in road construction in certain aspects of pavement life are indicated.
4
Terrones-Saeta, Juan María, Francisco Javier Iglesias-Godino, Francisco Antonio Corpas-Iglesias, and Carmen Martínez-García. "Study of the Incorporation of Ladle Furnace Slag in the Manufacture of Cold In-Place Recycling with Bitumen Emulsion." Materials 13, no. 21 (October 26, 2020): 4765. http://dx.doi.org/10.3390/ma13214765.
Full textAbstract:
Cold in-place recycling with bitumen emulsion is a good environmental option for road conservation. The technique produces lower CO2 emissions because the product is manufactured and spread in the same location as the previous infrastructure, and its mixing with bitumen emulsion occurs at room temperature. Adding materials with cementitious characteristics gives the final mixture greater resistance and durability, and incorporating an industrial by-product such as ladle furnace slag (of which cementitious characteristics have been corroborated by various authors) enables the creation of sustainable, resistant pavement. This paper describes the incorporation of ladle furnace slag in reclaimed asphalt pavements (RAP) to execute in-place asphalt pavement recycling with bitumen emulsion. Various test groups of samples with increasing percentages of emulsion were created to study both the density of the mixtures obtained, and their dry and post-immersion compressive strength. To determine these characteristics, the physical and chemical properties of the ladle furnace slag and the reclaimed asphalt pavements were analyzed, as well as compatibility with the bitumen emulsion. The aforementioned tests define an optimal combination of RAP (90%), ladle furnace slag (10%), water (2.6%), and emulsion (3.3%), which demonstrated maximum values for compressive strength of the dry and post-immersion bituminous mixture. These tests therefore demonstrate the suitability of ladle furnace slag for cold in-place recycling with bitumen emulsion.
5
H. Shafabakhsh, G., S. R.Sajadib, and . "Evaluation of Rheological Behavior of Bitumen Modified with Nano Copper Oxide." International Journal of Engineering & Technology 7, no. 4.7 (September 27, 2018): 13. http://dx.doi.org/10.14419/ijet.v7i4.7.20370.
Full textAbstract:
Nowadays, one of the most challenging problems facing civil and transportation engineers, which consumes plenty of budgets (causes large amount of cost) for maintenance of asphalt roads, is asphalt destructions. Lots of efforts are done in order to increase the resistance and life span of asphalt, including development of bitumen properties. Bitumen is used broadly in road construction due to its appropriate properties; however, it has some major deficiencies which may lead to destructions of asphalt pavements. Therefore different bitumen modifications are implemented to achieve desired properties for different objectives, including (Such as) using rubber powder, waste materials, various polymers, etc. Recently, researchers are turning to nanotechnology to improve bitumen properties. Conducted studies on this topic (conducted research in this field) show that using modified bitumen by nanomaterial, increases the capacity of the pavement’s load bearing and decreases probable cracks due to fatigue during the operation life of the pavement. In this study, Nano Copper Oxide is used to develop rheological properties of bitumen. Nanoparticles have been added to bitumen with amount of 2.5, 3 and 5 percent and then Dynamic Shear Rheometer (DSR) and Bending Beam Rheometer (BBR) experiments have been conducted to investigate the effects of using nanoparticles in pure bitumen. Results show that adding Copper Oxide nanoparticles to bitumen improves the performance of base bitumen, especially at middle and low temperatures.
6
Jiménez del Barco-Carrión, A., M. Pérez-Martínez, A. Themeli, D. Lo Presti, P. Marsac, S. Pouget, F. Hammoum, E. Chailleux, and G. D. Airey. "Evaluación del efecto rejuvenecedor de bio-materiales sobre ligantes para mezclas con alto contenido de asfalto recuperado." Materiales de Construcción 7, no. 080 (July 10, 2017): 130. http://dx.doi.org/10.3989/mc.2017.04516.
Full textAbstract:
The interest in using bio-materials in pavement engineering has grown significantly over the last decades due to environmental concerns about the use of non-recoverable natural resources. In this paper, bio-materials are used together with Reclaimed Asphalt (RA) to restore some of the properties of the aged bitumen present in mixtures with high RA content. For this purpose, two bio-materials are studied and compared to conventional and polymer modified bitumens. Blends of these materials with RA bitumen were produced and studied to simulate a 50% RA mixture. The rejuvenating effect of the two bio-materials on RA has been assessed and compared with the effect of the conventional binders. Apparent Molecular Weight Distribution of the samples (obtained by the ?-method) and different rheological parameters were used for this purpose. Results revealed the power of bio-materials to rejuvenate RA bitumen, showing their capability to be used as fresh binders in high-RA content mixtures.
7
Li, Chun, Jian Ouyang, Peng Cao, Jingtao Shi, Wenting Yang, and Yuqi Sha. "Effect of Rejuvenating Agent on the Pavement Properties of Cold Recycled Mixture with Bitmen Emulsion." Coatings 11, no. 5 (April 29, 2021): 520. http://dx.doi.org/10.3390/coatings11050520.
Full textAbstract:
A traditional cold recycled mixture with bitumen emulsion (CRMB) has a relatively low cracking resistance and moisture susceptibility, which greatly limits its application scope. A rejuvenating agent was employed to improve the pavement properties of CRMB. To avoid the rejuvenating agent having an adverse effect on the new bitumen, reclaimed asphalt pavement (RAP) was firstly treated by the rejuvenating agent, and the effect of rejuvenating time on the pavement properties of CRMB was investigated. Results indicate that the addition of a rejuvenating agent can greatly improve the ductility and moisture susceptibility of CRMB. Meanwhile, although the rejuvenating agent can soften aged bitumen, the addition of a rejuvenating agent can still increase the indirect tensile strength of CRMB and does not greatly reduce the rutting resistance of CRMB. This phenomenon exists because the rejuvenating agent can be both beneficial to the membrane structure of the bitumen emulsion mastic and aged bitumen. It can also greatly improve the bonding interface between RAP and the bitumen emulsion mastic. The rejuvenating time between RAP and the rejuvenating agent can affect the pavement properties of CRMB. To obtain better pavement properties, the optimum recommended rejuvenating time is between 5 and 7 days. Overall, the addition of rejuvenating agent can be a good choice to improve the pavement properties of CRMB.
8
Paliukaitė, Miglė, Audrius Vaitkus, and Adam Zofka. "Influence of bitumen chemical composition and ageing on pavement performance." BALTIC JOURNAL OF ROAD AND BRIDGE ENGINEERING 10, no. 1 (March 10, 2015): 97–104. http://dx.doi.org/10.3846/bjrbe.2015.12.
Full textAbstract:
The quality of road bitumen in asphalt mixtures is one of the most important factors affecting performance of the entire pavement structure during its service. In particular, the type and refining technology of the crude oil are the most significant aspects influencing bitumen properties. As the same time it is still necessary to assess other aspects that contribute to the changes in bitumen properties, such as bitumen aging during asphalt mixing, storage, transportation, laying and a gradually increasing oxidation in asphalt pavement structure during pavement service life. Bitumen originating from different producers and supplied to Lithuanian market satisfies the requirements of European standards concerning the basic physical properties, albeit certain instability processes in bitumen properties can be observed: bitumen is more liquid and less sticky at a laying temperature; reduced cohesion, increased cracking during compaction; reduced adhesion between bitumen and mineral materials; changes in perceptible properties (odour, colour), and others. These observations have led to numerous discussions on the potential ways of improving bitumen quality, selection of proper methods for bitumen quality assessment and determination of the recommended threshold values. The objective of this paper is to demonstrate the effect of bitumen chemical composition and associated structure on asphalt pavement performance. Performance was expressed in terms of susceptibility to rutting measured by the Performance Grade system developed in the US. Based on the results obtained during this experimental study the limit values of bitumen fractional composition were identified.
9
Tereshchenko, Tatiana, and Serhii Illiash. "EXPERIENCE ON DESIGN AND CONSTRUCTION OF ROAD PAVEMENTS USING THE CLAUSES OF EUROPEAN STANDARDS ON HYDRAULICALLY BOUND MATERIALS." Avtoshliakhovyk Ukrayiny, no. 3 (259) ’ 2019 (October 17, 2019): 42–50. http://dx.doi.org/10.33868/0365-8392-2019-3-259-42-50.
Full textAbstract:
Hydraulically bound mixtures (HBM) are most effectively applied in the base layers of flexible road pavements to enhance their load bearing capacity and also in the base layers of rigid road pavements in the case of weak soils of the sub-grade. The evaluation of Ukrainian standards which are identical to European standards relating HBM leads to the point of subsequent implementation of new requirements trough design and construction of motor roads in Ukraine. The by European standards stated requirements and classification of HBM provide a modelling regime closer to the performance of bound pavement layer and give the wider range of HBM designations with different strength properties. Thus, this article reviews such aspects of design and construction of road pavements with HBM layers which are distinguished from the conception approved now in Ukraine. The reviewed clauses on design and construction concern road pavements which, in accordance with the European practice, are classified as flexible pavements or semi-rigid pavements and are comprised of flexible (bitumen-bound) upper layers laid on a HBM base. The reviewed types of road pavement constructions are most eligible to emphasize the possibilities of implementation of new standard requirements in the Ukrainian road building industry. As it was concluded, the European standards state classification of HBM by compressive strength RC and classification by tensile strength in combination with elastic modulus Rt, E. These methods of classification are equivalent with no correlation intended between them and have been successfully used during design and construction of road pavement constructions comprised of bitumen-bound layers laid on a HBM base. When designing the motor roads with the above mentioned pavement construction to be loaded with high traffic, HBM of strength classes RС from С8/10 to С9/12 shall be contributed where classes of strength are determined by the type of a hydraulic binder and can be accorded to the categories by ”Rt, E” values not less than T3 (from T3 to T5). Keywords: hydraulically bound mixtures, classification by values of mechanical properties, compressive strength, base layers from hydraulically bound mixtures.
10
Hostev, Yuriy, Lev Rumiantsev, and Tetyana Kostrulova. "THE INFLUENCE OF THE TYPE, STRUCTURE AND CONDITION OF ROAD COATING ON THE OPERATING PROPERTIES OF HORIZONTAL ROAD MARKING." Avtoshliakhovyk Ukrayiny, no. 4 (260) ’ 2019 (December 28, 2019): 42–46. http://dx.doi.org/10.33868/0365-8392-2019-4-260-42-46.
Full textAbstract:
The factors that influence on functional durability of the road marking, in particular, the type, quality, condition and surface structure of the road surface are considered in the article. The durability of the road marking will be significantly reduced on asphalt pavement with low quality bitumen or with a high content of bitumen in the mixture. As a result of bitumen fogging, the road marking loses its performance, especially affecting luminance and retroreflectivity. The degree of pavement wear also affects the durability. Old, fragile pavement is unable to retain the road marking for a long time, so its service life will be extremely low. The wear of road marking on the cement pavement is higher than on the asphalt pavement. This is due to the peculiarities of the interaction of pavements of different chemical nature with the road marking materials. The article presents the results of studies of the effect of pavement with different roughness and different types on the properties of retroreflectivity. It is established that on the road sections with pavement having a rough surface treatment, retroreflectivity is reduced by 2-3 times in comparison with the asphalt pavement with a smooth surface. Also, the results of the studies showed that the wear of the road marking lines on the surface with high roughness after 3 months of operation is almost 2 times higher than the degree of road marking wear on the smooth surface. On cement pavement the decrease of retroreflectivity occurs more intensively during the first months of operation. The areas with cement pavement wear faster than on those with smooth asphalt pavement, but not as intensively as the areas with surface treatment. To ensure the durability of road marking on asphalt pavement with treated surface treatment and of cement pavement in comparison with the road marking on asphalt pavement with natural roughness, it is necessary to give preference to the road marking materials with higher viscosity (cold and hot plastics) or increase application of paint amount by 50-60 %, as well as increase the specific use of glass beads and of bigger fractions. Keywords: road marking, wear, surface treatment, retroreflectivity, paint, roughness.
11
Kleizienė, Rita, Ovidijus Šernas, Audrius Vaitkus, and Rūta Simanavičienė. "Asphalt Pavement Acoustic Performance Model." Sustainability 11, no. 10 (May 23, 2019): 2938. http://dx.doi.org/10.3390/su11102938.
Full textAbstract:
Low-noise pavements are used as an effective method of traffic noise mitigation. Low-noise pavements reduce the noise that arises due to interactions between tires and road surfaces (tire/road) via the implementation of three main components: low pavement roughness, negative pavement texture, and a high pavement air-void content. The tire/road noise reduction capabilities of the wearing layer vary depending on the aggregate type, gradation, bitumen and air-void content, and density. Consequently, the demand for an accurate tire/road noise prediction model has arisen from the design of asphalt mixtures. This paper deals with how asphalt mixture components of the wearing layer influence tire/pavement noise reduction and presents a model for tire/road noise level prediction based on the asphalt mixture composition. The paper demonstrates that the noise reduction level of low-noise asphalt pavements is dependent on the composition of the asphalt mixture. Asphalt wearing layer mixture composition parameters were tested in the laboratory from cores taken from 18 road sections, where acoustic properties were measured using a close-proximity (CPX) method. The proposed linear model is based on the bitumen amount, the air-void content of the mixture and aggregate shape and involves materials that comply with the general requirements for high-quality asphalt mixtures. The model allows for the prediction of the tire/road noise level at the asphalt mixture design stage using asphalt mixture components and volumetric properties. The proposed model is the first stage in the building of a complex model with a much wider range of low-noise asphalts components, pavement profile depth and CPX-value relationships.
12
White, Greg, and Roberto Espinosa. "Laboratory Evaluation of Gradation Improvement of Marginal Materials for Foamed Bitumen Stabilisation." Applied Sciences 10, no. 12 (June 19, 2020): 4224. http://dx.doi.org/10.3390/app10124224.
Full textAbstract:
Foamed bitumen stabilisation is an attractive technology for increasing the use of marginal materials in pavement construction and rehabilitation. However, by their very nature, marginal materials do not meet the prescriptive requirements of many standard specifications. Consequently, performance-related evaluation is required. For foamed bitumen stabilised marginal materials, the cured and saturated moduli are common performance-related parameters that are also used for characterisation during structural pavement design. In this research, the indirect tensile moduli of three foamed bitumen stabilised marginal granular materials were compared to the modulus of a standard or premium material, in both cured and saturated conditions, after 3, 7 and 14 days of accelerated laboratory curing. The results indicated that the magnitude of granular material marginality was not related to the stabilised material modulus. Furthermore, the gradations of the two most marginal materials were improved by blending with another granular material and the improved marginal materials were also stabilised and tested. The gradation improvement had a variable effect on the stabilised material modulus, with the average modulus increasing by more than 20%. The modulus increase associated with the gradation improvement was related to the basis and magnitude of granular material marginality, with the saturated modulus of the most plastic marginal material increasing by the greater amount after improvement. It was concluded that foamed bitumen stabilisation is a particularly effective treatment for marginal granular materials. Furthermore, when used in combination with gradation improvement, the resulting foamed bitumen stabilised material can perform similarly to standard materials, based on cured and soaked modulus values. However, to allow the use of foamed bitumen stabilised marginal materials in pavement construction, specifications must be more performance-related and the current limits on plasticity and gradation must be relaxed.
13
Jenkins, K. J., C. E. Rudman, and C. R. Bierman. "Delivering Sustainable Solutions through Improved Mix and Structural Design Functions for Bitumen Stabilised Materials." Advances in Materials Science and Engineering 2020 (March 12, 2020): 1–10. http://dx.doi.org/10.1155/2020/7460174.
Full textAbstract:
The evolution of cold recycling using bitumen stabilisation technology has been supported by progressive research initiatives and best practice guidelines. The first generic guidelines for bitumen stabilised materials (BSMs) were published only in 2002. These guidelines provided a generic approach for the analysis of foamed bitumen and bitumen emulsion technologies. From that point, bitumen stabilisation became the common term for the inclusion of either of the two bituminous binders. The TG2 2nd edition guideline of 2009 took a bold step recognising the shear properties of the bitumen stabilised material (BSM) as the key performance indicators. In addition, advancements in structural design and application of BSMs provided practitioners with robust guidelines. The subsequent decade has provided an opportunity to interrogate data from more than 300 BSM mix designs and 69 LTPP sections. The data have led to research developments including significant new performance properties of BSMs, refined mix design methods, and updated new pavement design methods. This includes an entire design process that has been updated with a streamlined mix design procedure and a new frontier curve for the pavement number design method, as well as a new mechanistic design function. It is anticipated that the research findings and implementation of the newly developed technology will lead to improved application in BSM technology.
14
C S, Teerthananda Sagar, Kavitha V, Sultan Fayaz, and Ashwini C. Goudathi. "EXPERIMENTAL INVESTIGATION ON PARTIALLY REPLACEMENT OF BITUMEN WITH WASTE MATERIALS FOR FLEXIBLE PAVEMENT CONSTRUCTION." International Journal of Current Engineering and Scientific Research 6, no. 6 (June 2019): 10–18. http://dx.doi.org/10.21276/ijcesr.2019.6.6.3.
Full text
15
Li, Chun, Jian Ouyang, Fangjie Dou, and Jingtao Shi. "Mechanism Influencing the Drying Behavior of Bitumen Emulsion." Materials 14, no. 14 (July 12, 2021): 3878. http://dx.doi.org/10.3390/ma14143878.
Full textAbstract:
The drying process of bitumen emulsion largely dominates the strength development of emulsion-based mixtures for pavement structure, thus it can be used to judge the quality of bitumen emulsion. However, the drying behaviour of bitumen emulsions was seldom considered. The emulsion drying and film formation theory are employed to study the drying process of different bitumen emulsions with a thin layer. Results indicated the drying process of bitumen emulsion can be divided into three stages: (a) an initial high evaporation rate stage; (b) an intermediate stage with a rapidly decreasing evaporation rate; (c) a final stage with a very small evaporation rate. The boundaries among the three stages can be identified by studying the water evaporation rate. Three drying parameters, i.e., the critical volume fractions of bitumen defining the boundaries among the three stages and the maximum packing fraction of bitumen droplets, are proposed to quantitatively characterize the drying behavior of bitumen emulsion. High values of these parameters indicate a bitumen emulsion that has rapid drying behavior. Therefore, these parameters are independent of the emulsifier type, but they are highly dependent on the bitumen’s droplet size. These drying parameters increase with a decrease in bitumen droplet size. Therefore, bitumen emulsion with a smaller size distribution of bitumen droplets can have a more rapid drying behavior, which is recommended in real engineering.
16
Kumar Behera, Hemanta, Debabrata Giri, and Sudhanshu Sekhar Das. "Modification of Bitumen Using Sustainable Materials for Pavement Design." IOP Conference Series: Materials Science and Engineering 970 (November 17, 2020): 012022. http://dx.doi.org/10.1088/1757-899x/970/1/012022.
Full text
17
Hermadi, Madi, and Willy Pravianto. "The Effect of Resins on Rheological and ageing Characteristics of Bitumen for Pavement." MATEC Web of Conferences 258 (2019): 01004. http://dx.doi.org/10.1051/matecconf/201925801004.
Full textAbstract:
Bitumen consists of thousands of hydrocarbon molecule types with each molecule contributes to the overall bitumen characteristics. Therefore, it is important to identify the influence of each chemical component of bitumen that altogether constructs the bitumen characteristics. This is likely to be completed by evaluating and modifying bitumen components to produce a new type of bitumen with better characteristics. The realistic way to do this is by analysing it in groups or fractions; one group or fraction comprises bitumen molecules with similar characteristics. This paper aims to address this issue by describing the effect of resins on rheological characteristics of bitumen at various ageing process stages. The materials used in this study were Buton rock asphalt or natural rock asphalt from Buton Island in Indonesia which was from Lawele region and petroleum bitumen penetration grade 80/100 from a refinery in Kemaman Malaysia. The materials were tested to identify their charactheristics and the resins components were also extracted and tested with Corbett method. Each extracted resin (from Buton rock asphalt bitumen and petroleum bitumen) was blended in proportions of 0%, 5%, and 10% with the Kemaman petroleum bitumen as a bitumen medium. The blended bitumen samples were also tested for their rheological characteristics using Dynamic Shear Rheometer. Each sample was tested at five different temperature levels (46°C, 52°C, 58°C, 64°C and 70°C) and at un-aged, artificial short-term aged (RTFOT-aged), and artificial long-term aged (PAV-aged) conditions. The results indicated that the source of resins had a significant value of 0.065 or larger than the 0.05 critical point value. There was no difference in the effect of the experiments using either Buton rock asphalt or petroleum bitumen on the complex shear modulus G*. At fresh condition, there was no effect of adding resins on the bitumen rheological characteristics except for the elastic modulus (G’). However, the effect increased over the RTFOT-ageing and PAV-aging level because of the normal ageing process.
18
Wang, Cai, Zhang, Xu, and Yu. "Laboratory Investigation of Lignocellulosic Biomass as Performance Improver for Bituminous Materials." Polymers 11, no. 8 (July 29, 2019): 1253. http://dx.doi.org/10.3390/polym11081253.
Full textAbstract:
Lignocellulosic biomass has gained increasing attention as a performance modifier for bituminous material due to the vast amount available, its low cost and its potential to improve the durability of pavement. However, a comprehensive study concerning both the binder and mixture performance of modified bituminous material with lignocellulose is still limited. This research aims to evaluate the feasibility of applying lignocellulose as bitumen modifier by rheological, chemical and mechanical tests. To this end, two lignocellulosic biomass modified bituminous binders and corresponding mixtures were prepared and tested. The chemical characterization revealed the interaction between lignocellulosic biomass and bitumen fractions. Rheological test results have shown that lignocellulosic modifiers improve the overall performance of bituminous binder at high, intermediate and low temperatures. The findings obtained by mixture mechanical tests were identical to the binder test results, proving the positive effect of lignocellulosic biomass on overall paving performance of bituminous materials. Although lignocellulosic modifier slightly deteriorates the bitumen workability, the modified bitumen still meets the viscosity requirements mentioned in Superpave specification. This paper suggests that lignocellulosic biomass is a promising modifier for bituminous materials with both engineering and economic merits. Future study will focus on field validation and life cycle assessment of bituminous pavement with lignocellulosic biomass.
19
Kleizienė, Rita, Audrius Vaitkus, and Donatas Čygas. "Influence of asphalt visco-elastic properties on flexible pavement performance." Baltic Journal of Road and Bridge Engineering 11, no. 4 (December 20, 2016): 313–23. http://dx.doi.org/10.3846/bjrbe.2016.36.
Full textAbstract:
Even though every layer of pavement structure is important and affects pavement performance, the asphalt layers visco-elasticity plays significant role. Bitumen properties, as well as asphalt mixture properties, vary depending on temperature and loading conditions. These variations influence entire pavement bearing capacity and has to be evaluated in pavement design. The main challenge is material behaviour description through simple models to incorporate them to pavement design. Generally, pavements are designed using Multilayer Elastic Theory assuming that all materials are elastic, isotropic, and homogenous. This paper presents analysis of two pavement structures response calculated according to three pavement design approaches. The dynamic modulus and phase angle of asphalt mixtures was estimated using Hirsch model after binder complex shear modulus tests. The visco-elastic behaviour was described with rheological Huet-Sayegh model and pavement responses estimation was done using MnLayer and ViscoRoute2 software. The analysis reviled static and dynamic load influence on pavement structure based on elastic and visco-elastic properties of asphalt layers. This allowed optimisation of layer thicknesses and determination of more cost beneficial pavement structure with appropriate performance.
20
Behzodi, B., K. A. Andrianov, and A. F. Zubkov. "Modeling of thermal processes in construction of nonrigid pavements using bitumen concrete mixes." Vestnik Tomskogo gosudarstvennogo arkhitekturno-stroitel'nogo universiteta. JOURNAL of Construction and Architecture 23, no. 2 (April 30, 2021): 146–61. http://dx.doi.org/10.31675/1607-1859-2021-23-2-146-161.
Full textAbstract:
The remoteness of the construction site from the production base, large volumes of work, insufficient productivity of asphalt concrete plants for the preparation of hot asphalt concrete mixtures makes urgent the use of cold bitumen concrete mixes for the road construction. The preliminary mix preparation on the production sites with preservation of its properties for several months allows to increase the duration of the construction season. Purpose. Quality improvement of construction of non-rigid road surfaces using cold bitumen concrete mixes. Materials and methods. Models of road pavement structure based on cold bitumen concrete mixes are proposed to clarify the influence of the structural, climatic, technological and thermophysical properties of materials on the pavement quality. Research results. It is shown that the construction of road surfaces using cold bitumen concrete mixes even at positive ambient temperatures, does not provide the required surface quality. Conclusions. To improve the road paving quality using cold bitumen concrete mixes is necessary to heat the base before laying the cold mix. The heating temperature of the base depends on the layer thickness and ambient temperature.
21
P., Deepa, Meena Laad, Sangita Sangita, and Rina Singh. "An overview of use of nanoadditives in enhancing the properties of pavement construction binder bitumen." World Journal of Engineering 16, no. 1 (February 11, 2019): 132–37. http://dx.doi.org/10.1108/wje-04-2018-0136.
Full textAbstract:
Purpose The purpose of this paper is to study the recent work carried out in enhancing the properties of bitumen using nano-additives. Bitumen is a by-product obtained from the refining process of crude oil, therefore making it a diminishing product. It has been used by mankind since ages for various applications like sealants, binders, waterproof coatings and pavement construction material. It is a black viscous substance with adhesive nature. Design/methodology/approach Bitumen is used as a binding material because of its ability to become liquid when heated and become solid when cooled and thus used largely in construction of roads because of its unique properties. Low softening point of bitumen leads to melting of bitumen during summer and causes rutting of roads, whereas during winter it leads to cracking as bitumen acts brittle in nature during low temperature. Increasing global demand of bitumen has created gap between demand and supply which is increasing with the passage of time. Further modern life has created very high traffic volume and heavy load which makes it essential to improve performance of bitumen. Findings Research studies have reported that the thermal properties of bitumen are enhanced by using thermoplastic polymers such as styrene-butadiene-styrene, polyethylene and ethylene-vinyl acetate, rubber and bio waste etc. Originality/value This paper reviews various types of materials which have been used to improve the properties of bitumen and explores the possibility to synthesise bitumen composite materials with nanoadditives with improved structural, mechanical and thermal properties.
22
Jaskula, Piotr, Jerzy Ejsmont, Marcin Stienss, Grzegorz Ronowski, Cezary Szydlowski, Beata Swieczko-Zurek, and Dawid Rys. "Initial Field Validation of Poroelastic Pavement Made with Crumb Rubber, Mineral Aggregate and Highly Polymer-Modified Bitumen." Materials 13, no. 6 (March 15, 2020): 1339. http://dx.doi.org/10.3390/ma13061339.
Full textAbstract:
Tire/road noise in most driving conditions dominates other sources of traffic noise. One of the most efficient ways of reducing tire/road noise is to use the so-called “low noise pavement”. According to numerous studies, at present, poroelastic road pavement that is composed of rubber and mineral aggregate and polyurethane or bituminous binder gives the best noise reduction up to 12 dB. Unfortunately, there are many problems with making durable poroelastic pavements. This article presents the first results of a project that is executed in Poland and aims at the development of a durable, low noise poroelastic pavement based on polymer-modified asphalt binder called Safe, Eco-friendly POroelastic Road Surface (SEPOR). Two test sections were built in 2019 to test the production technology and performance of the SEPOR pavement. It is observed that some of the problems with previous poroelastic materials were mainly eliminated (especially delamination from the base layer and raveling) but noise reduction is a little less than expected (up to 9 dB). Rolling resistance for car tires is acceptable and fire properties (damping of spill fuel fires, toxic gas emission) are very good.
23
Lacalle-Jiménez, H. I., J. P. Edwards, and N. H. Thom. "Analysis of stiffness and fatigue resistance of cold recycled asphalt mixtures manufactured with foamed bitumen for their application to airfield pavement design." Materiales de Construcción 7, no. 080 (July 26, 2017): 127. http://dx.doi.org/10.3989/mc.2017.04616.
Full textAbstract:
Cold recycled bound materials (CRBMs) provide an economic and environmental advantage for pavements since they decrease energy and raw material consumption. However, design methods for airfield pavements do not include key CRBM properties. In this paper an empirical-mechanistic method is used to study airfield pavement design with CRBM in order to develop design guidance. The aim of the paper is to obtain the inputs related to material properties needed for use in this method. For this purpose, CRBM containing reclaimed asphalt, with fly ash, cement and foamed bitumen as stabilising agents, was characterised. The methodology included indirect tensile stiffness modulus (ITSM) and indirect tensile fatigue tests (ITFT) in strain control mode. The inputs needed for a pavement design analysis with CRBM were then obtained. The results showed the importance of further study on CRBM fatigue to understand the behaviour of these mixes under cyclic loading.
24
Terrones-Saeta, Juan María, Jorge Suárez-Macías, Francisco Javier Iglesias-Godino, and Francisco Antonio Corpas-Iglesias. "Development of Slurry Surfacing with Electric Arc Furnace Slag for Pavements with Friction Problems." Minerals 10, no. 10 (October 1, 2020): 878. http://dx.doi.org/10.3390/min10100878.
Full textAbstract:
Pavement maintenance is an essential activity for maintaining the quality of the pavements. It is common for the ageing pavement to present problems of friction, so a proper solution must be provided. In this work, electric arc furnace slags are incorporated in slurry surfacing to provide adequate friction with this technique. The electric arc furnace slag was studied with physical, chemical, and mechanical tests to evaluate its suitability in the formation of the bituminous mixture. At the same time, different groups of samples were made with increasing percentages of bitumen emulsion and slag as coarse aggregate, determining the wear of the different families and the cohesion. The results reflected the excellent characteristics of the electric arc furnace slags, and an optimal combination of materials (slag, aggregate, water, and bitumen emulsion) could be obtained to develop slurry surfacing applicable to important traffic roads. This provided a use for the electric arc furnace slag in which its mechanical properties were used and a sustainable bituminous mixture with excellent characteristics and respectful of the environment was developed.
25
Caputo, Paolino, Giuseppe Antonio Ranieri, Nicolas Godbert, Iolinda Aiello, Antonio Tagarelli, and Cesare Oliviero Rossi. "Investigation of new additives to reduce the fume emission of bitumen during Asphalt Concrete Processing." Mediterranean Journal of Chemistry 7, no. 4 (November 7, 2018): 259–66. http://dx.doi.org/10.13171/mjc74181107-rossi.
Full textAbstract:
Pavement materials play an important role in overall pavement sustainability including material acquisition processing, and transportation. The main objective of the present study is to evaluate the effectiveness of new additives, to reduce bitumen’s fume emission expelled into the atmosphere, during the processing of asphalt concrete. The new additives act by trapping bitumen’s volatile substances avoiding their release at high temperatures. In this paper, we have been tested the performance of 2 types of mesoporous silica-based additives (AntiSmog 1 and AntiSmog 2). The idea of using these additives to reduce the emission of fumes in bitumen has been submitted as a patent. To quantify and characterize the emitted fumes, thermogravimetry (TGA) and gas chromatography-mass spectrometry (GC-MS) technique have been used. Dynamic Shear Rheology (DSR) has been used to check the rheological properties and the possible sedimentation issues that could occur after the addition of the additives
26
Saleh, Ali, and László Gáspár. "Functional and environmental impacts of the use of reclaimed asphalt pavement materials and of foamed asphalt." Acta Technica Jaurinensis 14, no. 2 (May 26, 2021): 212–27. http://dx.doi.org/10.14513/actatechjaur.00590.
Full textAbstract:
Environmental safety related to asphalt mixing plants has been a growing concern due to the high temperature of asphalt mixture production resulting in a lot of energy used and much air pollutants released. Asphalt mixtures with foamed bitumen and RAP can reduce this problem. This paper deals with their functional and environmental effects. In the paper, it was introduced that the hot mix asphalt mixtures bound by foamed bitumen and containing RAP materials provides a good workability, in comparison to “traditional” hot mix asphalt mixtures. However, producing foamed bitumen needs special technological steps before using it as asphalt binder. The use of RAP materials reduces environmental harm and construction costs, besides it preserves the limited resources of stone, sand and gravel.
27
Bražiūnas, Justas. "INVESTIGATION INTO TECHNOLOGICAL PARAMETERS OF BITUMEN BATCHING IN AN ASPHALT MIXING PLANT." Journal of Civil Engineering and Management 21, no. 7 (July 10, 2015): 958–65. http://dx.doi.org/10.3846/13923730.2015.1055788.
Full textAbstract:
An appropriate bitumen content and its properties in hot mix asphalt (HMA) mixture impact on the long-term mechanical strength of the laid asphalt pavement and the required road operation properties. During the production of a HMA mixture in an asphalt mixing plant (AMP), relationships between the structure and interaction of the mixture are established based on technological processes that specify bitumen batching and component mixing. These processes ensure the long-term strength, texture, evenness, the degree of damage and rheological properties of road pavement. The presented mathematical model enables us to determine the distribution of oxygen pressure by time in differently sized drops of bitumen during their fall into a mixer. The model considers oxygen diffusion, which depends on temperature, and heat conductivity, which depends on temperature, density and specific heat. An active experimental investigation under real production conditions demonstrated that the method of bitumen discharge from a batcher, temperature and time spent mixing materials with hot mineral aggregates impact on properties of bitumen binder within the produced HMA mixture. Parameters of technological processes for mixing of bitumen with mineral aggregates that occur in a bitumen batching system (BBS) are stochastic and impact on the composition of bitumen binder as well as physical and mechanical properties of the produced HMA mixture, namely, air void content, stability, flow and Marshall quotient.
28
Valentová, Tereza, and Jan Valentin. "Alternative Additives for Improving the Functional Characteristics and Performance-Based Behavior of Asphalt Mixes in the Fine-Grained Active Filler Form." Key Engineering Materials 731 (March 2017): 1–9. http://dx.doi.org/10.4028/www.scientific.net/kem.731.1.
Full textAbstract:
Deterioration of asphalt pavements by water immersion and increased moisture content, presents one of the principal issues for pavement technologists. Especially if concentrating on initial phases of the life-cycle of a pavement. Water in the form of rain precipitation and natural air moisture can be harmful to the bonds between bitumen and aggregate particles, which occurs through the medium deteriorated adhesion on the interface of those phases, or the overall deterioration of the adhesion. Even if it might look at the first glance that bituminous binder creates perfectly impermeable layer of particular aggregate particles, in reality the bitumen film makes unstable coating of aggregates in unequal thicknesses and frequencies. Those weakened areas are far more susceptible to water and moisture affects, which enter the asphalt layer on the boundary of aggregates and bituminous binder. To improve the adhesion between bitumen and aggregates and to get in general better functional characteristics of asphalt mixtures large number of available additives exists in civil engineering. First group can be defined as additives which are added directly to the bituminous binder and provides a kind of bitumen modification. Second group includes mineral additives, which may partially or completely replaced fine-grained particles, normally in the form of filler. In this article the objective was set to qualify effect of mechanically activated microfiller originating from limestone by-products or from recycled concrete as a substitute to fine-grained active filler in asphalt mixtures. The research targeted to utilize waste materials and to contribute to the reduction of overall negative impacts to the environment.
29
Nahaichuk, Vasyl. "Non-rigid road pavement made of local stone materials strengthened by slag alcaline binder." Dorogi i mosti 2021 (March 25, 2021): 102–16. http://dx.doi.org/10.36100/dorogimosti2021.23.102.
Full textAbstract:
Abstract Introduction.Road pavement is one of the most material-intensive and expensive elements of the road. The quality and durability of the road as a whole depend on the type of road construction material and the method of its application. Considering the significant needs of the road industry in construction materials, there is a need to find effective materials, the use of which allows building the road pavement that can resist the loadings of modern vehicles during the standard service life of pavement. In order to minimize the cost of construction and the negative impact on the environment, it is advisable to use local stone materials, the use of which allows obtaining the efficient road structures on their basis, requires minimal transportation costs and contributes to environmental protection.Problem statement. On the territory of Ukraine there are many deposits of stone materials and products of their associated processing in the form of crushing screenings [1–5]. These materials can be used as the stone materials for pavement layers arrangement without reinforcing binders, also for improving of their properties by strengthening with various types of binders.For strengthening and improving the properties of stone materials can be used the following:–inorganic binders, which include cement, lime and slag alkaline binder;organic binders, which include bitumen, bituminous emulsions and foamed bitumen–complex binders in the form of combination of cement with bitumen, as well as cement with bitumen emulsion or foamed bitumen.Considering the growth of transport loadings on road structures, it is necessary to provide the use of reliable and durable structures, for the construction of which it can be used available domestic raw materials. Organic binders, which include bitumen imported to Ukraine, are quite expensive and their cost is constantly rising. One of the perspective ways for solving this problem is the use of slag alkaline binders and concretes on their basis in the road construction, using local stone materials of different genesis as aggregates.Purpose. The purpose is to study the possibility of obtaining effective slag alkaline concrete with use as a mineral aggregate the stone materials of different mineralogical composition and strength, suitable for non-rigid pavement layers arrangement, capable to operate under repeated short-term loadings.Materials and methods. The erupted and sedimentary rocks that most widespread in Ukraine were used for study, namely: organic-hemogenic limestones, quartzite-like sandstones and granite materials. Blast furnace granulated slag and soda alkali flux were used as binder components. The mechanical properties and physical and chemical processes that occurred during the slag alkaline hardening were studied, and the technological parameters and the features of preparation of such concretes were studied. The state of the contact zone between the slag alkaline stone binder and various aggregates was determined by a set of methods allowed studding the physical and mechanical characteristics of the contact zone (micro hardness) and determining the distribution of the concentration of basic chemical elements in the contact zone, the composition of new formations and its microstructure.Results. The possibility of obtaining of effective slag alkaline concrete on aggregates of different mineralogical composition and strength that are suitable for non-rigid pavement layers arrangement that are capable for operating under repeated cyclic loadings, was theoretically determined and experimentally confirmed.Keywords: slag alkaline concrete, limestone, granite, sandstone, blast furnace milled granulated
30
Ma, Xiang, Zhen Leng, Lili Wang, and Peisheng Zhou. "Effect of Reclaimed Asphalt Pavement Heating Temperature on the Compactability of Recycled Hot Mix Asphalt." Materials 13, no. 16 (August 16, 2020): 3621. http://dx.doi.org/10.3390/ma13163621.
Full textAbstract:
The compactability of an asphalt mixture is related to the heating temperature of the materials, but the heating temperature of reclaimed asphalt pavement (RAP) is limited by the production process of hot-in-plant recycled mixtures. To choose a reasonable heating temperature for RAP according to the compactability, the compaction energy ratio (CER) obtained from the Superpave gyratory compactor compaction curve was developed. The CERs of fourteen kinds of asphalt mixtures made with different RAPs were compared, all of which were different in type, content, and heating temperature. The results indicated that CER is an effective energy index to evaluate the workability of a bituminous mixture, and it considers both the accumulated energy after each gyration and the number of gyrations. It was also found that increasing the heating temperature of the RAP cannot always improve the workability of the recycled mixture, because the higher heating temperature caused more hard-aged bitumen to be blended with soft virgin bitumen during the mixing process. At the same RAP heating temperature, increasing the RAP content made it more difficult to compact the mixture, especially for RAPs with styrene–butadiene–styrene (SBS) modified bitumen, and the recycled mixtures with SBS-modified bitumen were more difficult to compact than those with nonmodified bitumen.
31
Yastremsky, D. A., T. N. Abaydullina, and A. I. Kudyakov. "CRUSHED-STONE AND MASTIC ASPHALT WITH CELLULOSE CONTAINING ADDITIVE." Vestnik Tomskogo gosudarstvennogo arkhitekturno-stroitel'nogo universiteta. JOURNAL of Construction and Architecture 21, no. 5 (October 29, 2019): 180–91. http://dx.doi.org/10.31675/1607-1859-2019-21-5-180-191.
Full textAbstract:
High-quality and durable asphalt pavement ensures safe and comfortable traffic, optimal logistics costs, territory attractiveness to construction investments, and industrial development. With constantly increasing loads on road pavements, it is necessary to improve the asphalt quality by introducing additives into the mixture, design methodology, scientific justification for the selection and preparation of raw materials. The paper proposes the development algorithm of crushed-stone and mastic asphalt modified by the new stabilizing additive, which consists of 90 % of cellulose fiber from waste paper, 5 % rubber powder, and 5 % bitumen. The optimal particle size distribution of the mineral component in the crushed-stone and mastic asphalt is considered to be 73% of crushed stone with fractions of 15–20, 10–15 and 5–10 mm, 16 % of dolomite sand from crushing screenings, 11 % of mineral powder, 0.4 % of stabilizing additive and 5.5 % of bitumen. The compressive strength of the developed composition is 2.3 times higher than that meeting the requirements of GOST 31015–2002 for the climatic zone II. The research results are confirmed by pilot-industrial tests in constructing the road pavement in Tyumen.
32
Grilli, Andrea, Maurizio Bocci, Amedeo Virgili, and Carla Conti. "Mechanical Characterization and Chemical Identification of Clear Binders for Road Surface Courses." Advances in Materials Science and Engineering 2020 (January 20, 2020): 1–9. http://dx.doi.org/10.1155/2020/4930646.
Full textAbstract:
The development of non‐black asphalt mixtures for surface courses may play a significant role to improve functional, aesthetic and environmental issues of road pavements. Nowadays, the development of clear binders as substitutes for traditional bitumen in asphalt mixtures, which combine durability and mechanical properties, exalting the color of pavements for a better integration of road networks in urban and environmentally sensitive areas, is undoubtedly a timing challenge. However, the selection and classification of clear binders are often based only on color and standard requirements referred to traditional bitumen that do not describe consistently the binder behavior. A better understanding on clear binder properties is required to guide the aggregate selection and the mix design for surface layer, merging safety, aesthetical and environmental benefits into long lasting pavement. This paper presents a comprehensive experimental program, including empirical tests, infrared spectrum analysis, and rheological testing over a wide range of temperature and frequency, to determine the overall mechanical behavior of three clear binders. Results highlighted that the selected clear binders differ from traditional bitumen in terms of mechanical behavior. Different composition or origin can induce to completely different performance. Moreover, the combination of several testing procedures allowed suggesting specific application methods and uses for the three clear binders.
33
Saleh, Ali, and László Gáspár. "Advantages and limitations of using foamed bitumen." Acta Technica Jaurinensis 14, no. 3 (March 16, 2021): 300–314. http://dx.doi.org/10.14513/actatechjaur.00587.
Full textAbstract:
Foamed asphalt refers to a bituminous mixture of road-building aggregates and foamed bitumen, produced by a cold mix process. There are a lot of related issue that has not been sufficiently investigated so far. It is worthwhile to overview the main theoretical and practical results in the field in several countries including those of the authors of the paper. It is clear that the foamed asphalt is usually characterized by high quality and reasonable cost, can be used in cold road pavement rehabilitation, in addition to it the technique is environ-mentally friendly preserving natural resources. Using foamed bitumen reduces the emissions of carbon dioxide and gases resulting from combustion, especially when it is used as a cold rehabilitation binder and mixed with re-claimed asphalt pavement materials.
34
Ma, Li Xing. "Bitumen Rheological and Chemical Investigation." Key Engineering Materials 891 (July 6, 2021): 190–95. http://dx.doi.org/10.4028/www.scientific.net/kem.891.190.
Full textAbstract:
This paper is to study the mechanism of aging on the Rheological and Chemical Investigation of the bitumen and make correlations with the actual field behavior of the binder. The effects of ageing on rheological properties of asphalt has been studied by Bending Beam Rheometer(BBR). The objective of conducting these tests is to evaluate the performance of the bitumen in an aged and unaged states in relation to the effects of traffic speed and/or pavement temperature, traffic volume (number of load repetitions), and (thermal/load) cracking behavior.
35
Saleh, Alfian. "PENGARUH PENGGUNAAN ZEOLIT ALAM SEBAGAI FILLER PADA CAMPURAN AC-BC DITINJAU DARI NILAI VITM." SIKLUS: Jurnal Teknik Sipil 4, no. 1 (April 19, 2018): 36–42. http://dx.doi.org/10.31849/siklus.v4i1.997.
Full textAbstract:
Indonesia has a wealth of natural resources is high, including mineral resources into pavement materials. Utilization of natural resources such as raw materials pavement still has not been developed, especially to overcome the problems related to premature pavement damage. Asphalt Pen. 60/70 and natural zeolite is a natural asset that can be used, but the study linked the two materials are still not widely practiced.Merging the two materials in the testing done with the design of the test specimen using 5 filler content variation, the variation of 1 (100% stone dust: 0% natural zeolite), variation 2 (75% stone dust: 25% natural zeolite), variation 3 (50% stone dust: 50% natural zeolite), variations 4 (25% stone dust: 75% natural zeolite) and variation 5 (0% stone dust: 100% natural zeolite). Then from the value obtained KAO Marshaal testing to obtain VITM value. And the results obtained that the higher bitumen content, then the value of VITM will decrease. This means that the higher the bitumen content, the cavity in the mix will be reduced. This happens because the addition of asphalt to make the air cavity that there is increasingly reduced because filled by asphalt.
36
Sarnowski, Michał, Karol Kowalski, Jan Król, and Piotr Radziszewski. "Influence of Overheating Phenomenon on Bitumen and Asphalt Mixture Properties." Materials 12, no. 4 (February 18, 2019): 610. http://dx.doi.org/10.3390/ma12040610.
Full textAbstract:
In the course of manufacturing, transport and installation, road bitumens and asphalt mixtures can be exposed to the impact of elevated process temperatures exceeding 240 °C. This mainly applies to the mixtures used for road pavements and bridge deck insulation during adverse weather conditions. The heating process should not change the basic and rheological properties of binders and the asphalt mixtures that to a degree cause the degradation of asphalt pavement durability. The work involved analyzing the properties of non-modified bitumens and SBS polymer modified bitumens, heated at temperatures of 200 °C, 250 °C and 300 °C for 1 h. Next, the asphalt mixtures were heated in the same temperatures. Based on the developed Overheating Degradation Index (ODI) it was demonstrated that polymer-modified bitumens were characterized by higher overheating sensitivity A(ODI) than non-modified bitumens, which was confirmed by mixture test results. Overheating limit temperatures T(ODI) were determined, which in the case of polymer-modified bitumens are up to 20 °C lower than for non-modified bitumens. When the temperature increases above T(ODI), loss of viscoelastic properties occurs in the material which causes, among other effects, a loss of resistance to fatigue cracking.
37
Haritonovs, Viktors. "Evaluation of polyaminoamide as a surfactant additive in hot mix asphalt." Baltic Journal of Road and Bridge Engineering 10, no. 2 (June 25, 2015): 112–17. http://dx.doi.org/10.3846/bjrbe.2015.14.
Full textAbstract:
The phenomenon of breaking the bond between the aggregates and the bitumen is known as stripping. Strip-ping of asphalt films from the surface of aggregate particles results in premature failure of asphalt pavement. This causes weakening of pavement resistance to rutting and fatigue. Furthermore, moisture damage increases the susceptibility of pavement to reveling, a distress that causes the loss of skid resistance on surface of the road and deterioration of pavement. Surfactant additive or adhesive agent is a surface-active agent that changes (lowers) the surface tension of rock materials. Introduction of surfactant additive results in increased strength of adhesive bond between bitumen and the rock materials surface preventing stripping throughout the service life of the asphalt concrete. Polyaminoamide is an organic water soluble compound that allows waterproofing mineral aggregate surfaces and acts as a bonding agent to bitumen. The objective of this research is to study the effect of polyaminoamide based and pholiphosphoric acid based liquid additives on stripping, moisture susceptibility, rutting and fatigue performance of asphalt concrete. In this paper, boiling water test was used to determine the percentage of stripped aggregates after boiling. The moisture susceptibility of asphalt mixtures was investigated by means of testing the retained indirect tensile strength after water immersion using Marshal stability test method. Wheel tracking test was also conducted on asphalt slabs prepared in the laboratory to determine rut resistance. Asphalt concrete with commonly used mineral filler was chosen as a control mixture. It was found that the adhesion additive not only improves stripping resistance, but also slightly improves asphalt rut resistance.
38
Porto, Michele, Paolino Caputo, Abraham A. Abe, Valeria Loise, and Cesare Oliviero Rossi. "Stability of Bituminous Emulsion Induced by Waste Based Bio-Surfactant." Applied Sciences 11, no. 7 (April 6, 2021): 3280. http://dx.doi.org/10.3390/app11073280.
Full textAbstract:
In the asphalt industry, bituminous emulsions are widely used in road pavement operations and in building/construction processes such as cold mix asphalt and waterproofing processes, respectively. A very important fact to keep in mind is that not all types of bitumen are suitable for the realization of bituminous emulsions. This is largely due to the variation in their chemical nature and the different cracking processes carried out on the bitumen during the fractional distillation process in the petroleum industry. The objective of this study is to identify the underlying causes of the non-emulsionability of bitumen using Nuclear Magnetic Resonance (NMR) and Dynamic Shear Rheology (DSR) analysis. NMR analysis aims at identifying the fundamental chemical components that are responsible for the emulsionability of the bitumen binder and how important their role is in this phenomenon. On the other hand, the DSR analysis is aimed at determining if the rheological (viscoelastic) behavior of bitumen is implicated in its emulsionability. The indications gotten from the data produced by these techniques, enable us as soon as the analyzed bitumen is deemed non-emulsionable to identify what type of additive can be used to modify the bitumen and alleviate its non-emulsionability until a point where its chemical components become ideal for the realization of bituminous emulsions. In this research work, a model bitumen (labelled as Cimar) which is known for its excellently high emulsionability in the production of anionic bituminous emulsions was used as the reference sample. Two bitumens (labelled as Adriatica and Alma) which from preliminary testing were deemed non-emulsionable were alongside the additives selected and subjected to the aforementioned techniques for analysis on their emulsionability. The NMR data obtained allowed the identification of the chemical nature of the components of the analyzed bitumens and the design of the right additive which improves the bitumen and makes it suitable for the preparation of emulsions. In addition to these, a largely uncommon however effective method of acid number determination of bitumen gave indications on an underlying factor which largely influences the emulsionability of bitumen. An aliphatic and an aromatic surfactant were identified thanks to the spectroscopic findings in this study.
39
Adwan, Ibrahim, Abdalrhman Milad, Zubair Ahmed Memon, Iswandaru Widyatmoko, Nuryazmin Ahmat Zanuri, Naeem Aziz Memon, and Nur Izzi Md Yusoff. "Asphalt Pavement Temperature Prediction Models: A Review." Applied Sciences 11, no. 9 (April 22, 2021): 3794. http://dx.doi.org/10.3390/app11093794.
Full textAbstract:
The performance of bituminous materials is mainly affected by the prevailing maximum and minimum temperatures, and their mechanical properties can vary significantly with the magnitude of the temperature changes. The given effect can be observed from changes occurring in the bitumen or asphalt mixture stiffness and the materials’ serviceable life. Furthermore, when asphalt pavement layer are used, the temperature changes can be credited to climatic factors such as air temperature, solar radiation and wind. Thus in relevance to the discussed issue, the contents of this paper displays a comprehensive review of the collected existing 38 prediction models and broadly classifies them into their corresponding numerical, analytical and statistical models. These models further present different formulas based on the climate, environment, and methods of data collection and analyses. Corresponding to which, most models provide reasonable predictions for both minimum and maximum pavement temperatures. Some models can even predict the temperature of asphalt pavement layers on an hourly or daily basis using the provided statistical method. The analytical models can provide straight-forward solutions, but assumptions on boundary conditions should be simplified. Critical climatic and pavement factors influencing the accuracy of predicting temperature were examined. This paper recommends future studies involving coupled heat transfer model for the pavement and the environment, particularly consider to be made on the impact of surface water and temperature of pavements in urban areas.
40
Mishra, Brajesh, and M. K. Gupta. "A Study on Use of Plastic Coated Aggregates (PCA) in Bituminous Concrete Mixes of Flexible Pavement." International Journal of Engineering & Technology 7, no. 4.5 (September 22, 2018): 396. http://dx.doi.org/10.14419/ijet.v7i4.5.20191.
Full textAbstract:
The continuous increase in road traffic and heavy loading in combination with insufficient maintenance due to paucity of funds has resulted in deterioration of road network in India. To improve this proper maintenance, effective and improved roadway design, use of better quality materials and use of effective and modern construction techniques should be put into practice. During last three decades in many countries around the world it has been tested that modification of the bituminous binder with plastic/polymer additives enhances the properties and life of bituminous concrete pavements. The present investigation was carried out to propose the use of plastic coated aggregate (PCA) in bituminous mix of flexible pavements in order to improve their performance and also to give a way for safe disposal of plastic wastes in order to counter environmental pollution as well. There are mainly two processes available for incorporation of waste plastic in bituminous concrete mixes namely wet and dry process. In this study the dry process was used for bituminous concrete mixes as it being simple and economical. Physical properties of conventional and plastic coated aggregates were compared. The Marshall method of mix design was adopted using VG-10 grade bitumen for conventional aggregates and plastic coated aggregates (PCA). Marshall Specimens were prepared at bitumen content ranging from 4% to 6% with a increment of 0.5% by weight of aggregates and with waste plastic content of 5%, 7%, 9%, 11%, 13% and 15% by weight of optimum bitumen content. Marshal stability, Flow value, Air voids (Vv), Voids in mineral aggregates (VMA), and Voids filled with bitumen(VFB) were determined and compared with conventional aggregates (without plastic) bituminous concrete mixes. It was found that there was a reduction in consumption of bitumen in bituminous concrete mix by use of plastic coated aggregates also a considerable improvement in the properties of aggregates and bituminous concrete mix leading to provide longer life and improved pavement performance.
41
Hu, Chichun, Yucan Mai, Augusto Cannone Falchetto, and Edith Tartari. "Experimental Investigation on the Use of Selenice Natural Bitumen as an Additive for Pavement Materials." Materials 14, no. 4 (February 21, 2021): 1023. http://dx.doi.org/10.3390/ma14041023.
Full textAbstract:
As a good asphalt modifier, natural asphalt has been the focus of more attention because of its low price and ability to improve the performance of modified asphalt. In this paper, the incorporation of a natural asphalt binder in the production of bituminous materials for pavement application in China was experimentally investigated to evaluate the feasibility of such a process and its potential benefits in terms of performance. For this purpose, an asphalt binder conventionally used in the south of China was blended with various percentages of a hard natural binder obtained from the region of Selenice in Albania. The content of Selenice natural bitumen (SNB) was 80.5%, having high molecular weight and the advantages of good stability and compatibility with virgin asphalt. The physical, rheological, and mechanical properties, as well as the modification mechanism of the binder and corresponding asphalt mixture, were evaluated in the laboratory. It was observed that the hard binder improved the response of the binder blend at high and intermediate temperature; this reflected a better stability, improved moisture susceptibility, and enhanced rutting resistance of the mixture. Fluorescence microscopy showed that after dissolving, the size of the SNB modifier became smaller and its distribution was uneven, presenting three forms, granular, agglomerated, and flocculent properties. Chemical test results showed that the modification mechanism of SNB was mainly related to the enhancement of hydrogen bonds and Van der Waals forces caused by sulfoxide and carbonyl along with the stress concentration caused by silica particles. Molecular composition revealed that the proportion of middle molecules has reduced while the proportion of large molecules has increased. It is considered that SNB is a promising low-priced natural modifier with excellent rutting resistance properties. Future research will be focused on the economic analysis, pavement life cycle assessment of SNB modified asphalt, and its application in perpetual pavements.
42
Tarsi, Giulia, Paolino Caputo, Michele Porto, and Cesare Sangiorgi. "A Study of Rubber-REOB Extender to Produce Sustainable Modified Bitumens." Applied Sciences 10, no. 4 (February 11, 2020): 1204. http://dx.doi.org/10.3390/app10041204.
Full textAbstract:
Thanks to greater attention to the environment and the depletion of non-renewable resources, the sustainability and the circular economy have become crucial topics. The current trend of pavement engineering is to reduce the use of standard bitumen by replacing it with more sustainable materials such as industrial residues and by-products. In this regard, the present study aims to characterize innovative extended bitumen using recycled materials. Due to promising preliminary results as bitumen modifiers, the powdered rubber from end-of-life tires and the re-refined engine oil bottom (REOB) have been investigated as feasible components of bitumen extenders. Nevertheless, several variables strongly affect the performance of the resulting binder, which cannot be neglected. Hence, this research focuses on the rubber–REOB interaction in order to evaluate their optimum ratio, which may maximize the use and advantages of both recycled materials as suitable partial replacements for bitumen. Various rubber–REOB ratios were considered and investigated by means of low and high frequency nuclear magnetic resonance (NMR) spectrometers and scanning electron microscope (SEM).
43
Iqbal, Kamran, Chengshun Xu, Hassan Nasir, Muhammad Alam, Asim Farooq, and Edward J. Williams. "Effect of Used Motor Oil and Bitumen as Additive on the Permeability and Mechanical Properties of Low Plastic Soil." Advances in Materials Science and Engineering 2020 (July 30, 2020): 1–10. http://dx.doi.org/10.1155/2020/1360197.
Full textAbstract:
Stability of permeable soils near large-scale water reservoirs for paved and unpaved road pavements is all too frequently compromised due to excessive seepage and the climatic conditions of that area. In this research, a multilevel research approach was adopted by conducting a comparative study of the microspectroscopy through Fourier transform infrared (FTIR) spectra to investigate the maximum absorbance correlation along with mechanical investigations (such as the compressive strength, modified proctor test, California bearing ratio test, and swell percentage test). The native low plastic soil sample (CL) was blended with varying percentages of petroleum additives (bitumen and used motor oil) independently at 0%, 4%, 8%, 12%, 16%, and 20%. A comparison of results in the case of bitumen and used motor oil revealed that a decrease in Atterberg’s limits occurred accompanied by an increase of bitumen blending percentage, while used motor oil (UMO) increased the plastic limit. Maximum dry density (MDD) increases while optimum moisture content (OMC) decreases with the increase in bitumen. Used motor oil (UMO) initially (up to 4%) increased the MDD and subsequently decreased it. Investigative reports show that bitumen causes a decrease in swell percentage and increases California bearing ratio (CBR), whereas UMO causes a continuous increase in percentage swell and decrease in CBR. The addition of bitumen in soil resulted in a decrease in the coefficient of permeability (k), while UMO has a significant result of up to 4%. Regarding the control sample, spectrum analysis through FTIR effectively supports the laboratory results as the intensity of peaks increases with the oil, and bitumen concentration reveals that oil and bitumen impart cementitious property to the soil. Moreover, this research work by experiment supported and strengthened the idea of soil pavement stabilization through bitumen, which gives antiwater stability, and facilitates low-cost construction by obtaining raw material on the spot. UMO adversely affects soil properties beyond 4% addition by weight.
44
Chang, Xiwen, Ronghui Zhang, Yue Xiao, Xinyan Chen, Xiaoshan Zhang, and Gang Liu. "Mapping of publications on asphalt pavement and bitumen materials: A bibliometric review." Construction and Building Materials 234 (February 2020): 117370. http://dx.doi.org/10.1016/j.conbuildmat.2019.117370.
Full text
45
Guo, Wei, Xuedong Guo, Mengyuan Chang, and Wenting Dai. "Evaluating the Effect of Hydrophobic Nanosilica on the Viscoelasticity Property of Asphalt and Asphalt Mixture." Materials 11, no. 11 (November 19, 2018): 2328. http://dx.doi.org/10.3390/ma11112328.
Full textAbstract:
Viscoelasticity property of bitumen is closely related to the service life of bituminous pavement. This paper evaluated the impact of one of the most efficient and widely used nanomaterials in various industries called hydrophobic nanosilica on the viscoelasticity property of bitumen and asphalt mixture. In this paper, three hydrophobic nanosilica modified bitumens and asphalt mixtures were researched by conventional physical properties test, SEM test, FTIR test, DSC test, DSR test, static creep test and dynamic creep test. The results showed that the introduction of hydrophobic nanosilica could strengthen the viscosity of asphalt more effectively and had better dispersion than hydrophilic nanosilica in asphalt. From conventional physical properties test and rheological performance test, hydrophobic nanosilica could weaken the temperature susceptibility of bitumen observably. From DSR test, hydrophobic nanosilica modified asphalt had a lower sensitivity and dependence on temperature and frequency than hydrophilic nanosilica modified asphalt. The Cole–Cole diagrams indicated that hydrophobic nanosilica exhibited good compatibility with asphalt compared with hydrophilic nanosilica. Newly formed chemical bonds were found in the hydrophobic nanosilica modified asphalt and its mixture with stone according to SEM test, FTIR test, and DSC test, which is the biggest difference from the modification mechanism of hydrophilic nanosilica modified asphalt. Through static and dynamic creep test, it found that the addition of hydrophobic nanosilica can significantly reduce the creep strain at the same temperature.
46
Puccini, Monica, Pietro Leandri, Andrea Luca Tasca, Lavinia Pistonesi, and Massimo Losa. "Improving the Environmental Sustainability of Low Noise Pavements: Comparative Life Cycle Assessment of Reclaimed Asphalt and Crumb Rubber Based Warm Mix Technologies." Coatings 9, no. 5 (May 26, 2019): 343. http://dx.doi.org/10.3390/coatings9050343.
Full textAbstract:
Increasing environmental awareness is pushing towards sustainable approaches to the design and management of transport infrastructures. A life cycle assessment of low noise pavements is carried out here, with the aim to evaluate and compare the use of warm mix asphalts containing crumb rubber (CR) from end-of-life tires (ELTs) and reclaimed asphalt pavement (RAP). Different scenarios have been considered, taking into account production, construction, maintenance activities, and end-of-life of the pavement, according to a cradle to grave approach. Hot mix asphalt (HMA) was used as a reference wearing course. Results show that the simultaneous implementation of warm asphalt technologies and recycled materials can lead to a 50% reduction of the environmental burdens, compared to the standard scenario. The difference is mainly ascribed to the material depletion, the energy consumption, and the emissions associated with the frequency of maintenance of the wearing course. The use of asphalt rubber is environmentally advantageous, if compared to polymer modified binders (PMB); moreover, rubberized open-graded mixtures require the lowest bitumen content and maintenance. The findings of this research support the use of recycled materials and warm technologies as a way to improve the environmental sustainability of low noise pavements.
47
Wei, Hui, Xianping Bai, Guoping Qian, Feiyue Wang, Zhengfu Li, Jiao Jin, and Yuhao Zhang. "Aging Mechanism and Properties of SBS Modified Bitumen under Complex Environmental Conditions." Materials 12, no. 7 (April 11, 2019): 1189. http://dx.doi.org/10.3390/ma12071189.
Full textAbstract:
Bitumen aging can lead to the deterioration of asphalt pavement performance, shortening the service life of road. In order to solve the problem that current studies on the ultraviolet (UV) aging of bitumen either ignore the effects of natural environmental conditions or only consider the effects of water. In this study, different aqueous media and UV coupled simulated aging tests were carried out on virgin bitumen and styrene butadiene styrene (SBS) modified bitumen in a UV environment chamber. The combination of macroscopic performance tests and microstructure tests was used to analyze the physical, rheological, and microstructure changes of virgin bitumen and SBS modified bitumen after The film oven test (TFOT) aging and UV aging in different environments (UV, UV + Water, UV + Acid, UV + Salt). Dynamic shear rheometer (DSR) results indicated that UV aging results in the increase of rutting factor and the improvement of rutting resistance at high temperature. The Fourier transform infrared spectrum (FTIR) results illustrated that the bitumen would be oxidized and SBS would be degraded under ultraviolet radiation. The four-component analysis test results showed that light component migrated to the heavy component during the aging process. Moreover, water will aggravate the UV aging of bitumen, and the presence of acid or salt worsens ultraviolet aging.
48
Praticò, Filippo G., Marinella Giunta, Marina Mistretta, and Teresa Maria Gulotta. "Energy and Environmental Life Cycle Assessment of Sustainable Pavement Materials and Technologies for Urban Roads." Sustainability 12, no. 2 (January 18, 2020): 704. http://dx.doi.org/10.3390/su12020704.
Full textAbstract:
Recycled and low-temperature materials are promising solutions to reduce the environmental burden deriving from hot mix asphalts. Despite this, there is lack of studies focusing on the assessment of the life-cycle impacts of these promising technologies. Consequently, this study deals with the life cycle assessment (LCA) of different classes of pavement technologies, based on the use of bituminous mixes (hot mix asphalt and warm mix asphalt) with recycled materials (reclaimed asphalt pavements, crumb rubber, and waste plastics), in the pursuit of assessing energy and environmental impacts. Analysis is developed based on the ISO 14040 series. Different scenarios of pavement production, construction, and maintenance are assessed and compared to a reference case involving the use of common paving materials. For all the considered scenarios, the influence of each life-cycle phase on the overall impacts is assessed to the purpose of identifying the phases and processes which produce the greatest impacts. Results show that material production involves the highest contribution (about 60–70%) in all the examined impact categories. Further, the combined use of warm mix asphalts and recycled materials in bituminous mixtures entails lower energy consumption and environmental impacts due to a reduction of virgin bitumen and aggregate consumption, which involves a decrease in the consumption of primary energy and raw materials, and reduced impacts for disposal. LCA results demonstrate that this methodology is able to help set up strategies for eco-design in the pavement sector.
49
Softić, Edis, Veljko Radičević, Marko Subotić, Željko Stević, Zlatan Talić, and Dragan Pamučar. "Sustainability of the Optimum Pavement Model of Reclaimed Asphalt from a Used Pavement Structure." Sustainability 12, no. 5 (March 3, 2020): 1912. http://dx.doi.org/10.3390/su12051912.
Full textAbstract:
This paper demonstrates and provides additional findings and instructions to produce new cold-recycled layers of pavement structures spatially and temporally sustainable. At the same time, recycled pavement structures have been enhanced with optimum amounts of new stone materials and binders made of cement and foamed bitumen. The subject of the research is based on the examination of recycled asphalt from surface and bituminous base courses of pavement structures for use on higher-type roads. The aim of the research is to model the process of producing recycled asphalt by cold recycling to optimize the process of influential parameters. In addition, one of the primary goals of the research is to demonstrate a sustainable way of producing new cold-recycled layers of pavement structures. The obtained results indicated the inevitability of the use of recycled material from pavement structures with the possibility of applying secondary and tertiary crushing of recycled mass, which depends on the type of layer for which the recycled material would be used. The research resulted in an optimum mixture variant of the stabilization layer of pavement structure that consists mainly of recycled material from a worn pavement structure improved with a relatively small amount of new aggregate with the addition of minimal stabilizers made of cement and foamed bitumen. The results showed that the optimum mixture variant of the stabilization layer is spatially and temporally stable. Additionally, the presented optimum variant of the stabilization layer enables sustainable development of road networks with minimum consumption of new natural resources.
50
Zhang, Jizhe, Peizhao Li, Changjun Sun, Ming Liang, Yuanyuan Li, Zhanyong Yao, and Xiaomeng Zhang. "Effects of Composite Warm Mix Additive (CAR) on the Physical and Rheological Performance of Bitumen and the Pavement Performance of Its Concrete." Materials 12, no. 23 (November 27, 2019): 3916. http://dx.doi.org/10.3390/ma12233916.
Full textAbstract:
Warm mix asphalt received increasing attention in recent years, and this technology aims to increase the fluidity of bitumen in the process of mixing and construction. To characterize the physical and rheological properties of bitumen and the pavement performance of bituminous mixtures, it was modified by a composite additive Rediset. Rediset consists of both the cationic surfactants and organic additive-based rheology modifiers. Commonly used materials such as Pen 60/80 bitumen and bituminous concrete (AC-20) were selected. The results show that Rediset can improve the penetration and softening point of the bitumen, making the bitumen stiffer and harder. All Rediset-modified bituminous concretes are in the same low-temperature performance grade (PG) as the bitumen without Rediset. Although Rediset can decrease the rutting and crack resistance of Rediset-modified bituminous concrete, all the Rediset-modified bituminous concrete with less than 2% Rediset still satisfied the requirement of the maximum bending strain being higher than 2000 με, and the dynamic stability of Rediset-modified bituminous concrete with 3% Rediset was still higher than 1000 cycles/mm. The cationic surfactants in the Rediset can play the role of an anti-stripping agent and improve the adhesion between the interfaces of the aggregate and bituminous binder, which enhances the moisture resistance of Rediset-modified bituminous concrete.