Enhancing Railway Track Stabilization with Epoxy Resin and Crumb Rubber Powder-Modified Cement Asphalt Mortar.

This research investigates the quantitative impact of incorporating epoxy resin and crumb rubber powder (CRP) into cement asphalt mortar (CAM) for railway track stabilization. The study reveals significant improvements in various key parameters compared to conventional CAM. The modified CAM exhibits a 12.7% reduction in flow time, indicative of enhanced flowability, and a substantial 62.4% decrease in the mixing stability gap, demonstrating superior mixing stability. Additionally, the modified CAM displays remarkable early-age compressive strength, with increases of up to 15.3% compared to traditional CAM formulations. Importantly, the modified CAM showcases robust resistance to challenging environmental conditions, with only a 6.7% strength reduction after exposure to sulfuric acid, highlighting its acid resistance, and exceptional freeze-thaw resistance, with a mere 1.5% strength reduction after undergoing six cycles. In a mock-up test simulating real-world conditions, the modified CAM effectively prevents ballast layer settlement, underscoring its potential to enhance the durability of railway track infrastructure. These quantitative findings not only endorse the practical feasibility of epoxy resin and CRP-enhanced CAM but also suggest its potential to contribute significantly to railway track longevity, reduce maintenance expenditures, and ensure operational reliability.

Feasibility of Sustainable Asphalt Concrete Materials Utilizing Waste Plastic Aggregate, Epoxy Resin, and Magnesium-Based Additive.

This research addresses the urgent need for sustainable and durable asphalt mixtures by quantitatively investigating the effects of incorporating waste plastic aggregate (WPA) and magnesium-based additives. This study explores WPA content levels of 3%, 5%, and 7% wt of aggregate in combination with a fixed 3% wt epoxy resin content to the asphalt binder, supplemented with the 1.5% wt magnesium-based additive. The novelty of this research lies in its comprehensive analysis of various performance parameters, including deformation strength, indirect tensile strength (ITS), rut depth, and dynamic stability, to assess the impact of WPA, epoxy resin, and the magnesium-based additive on asphalt mixture properties. The results demonstrate significant improvements in key performance aspects with increasing WPA content. The WPA mixtures exhibit enhanced deformation strength, with values of 4.01, 3.7, and 3.32 MPa for 3, 5, and 7% wt WPA content, respectively, compared to the control mixture. Furthermore, the inclusion of WPA and epoxy resin, along with the magnesium-based additive, contributes to improved adhesion, cohesion, and resistance to stripping damage. Notably, the 7% wt WPA mixture showcases exceptional performance, characterized by a final rut depth of 2.66 mm and a dynamic stability of 7519 passes per millimeter, highlighting its superior rutting resistance and load-bearing capacity. This study also reveals the influence of WPA content on ITS and stiffness properties, with the 5% wt WPA mixture achieving an optimal balance between strength and stiffness. Overall, this research highlights the potential of incorporating WPA, epoxy resin, and magnesium-based additives in asphalt mixtures to enhance their performance and durability. By utilizing plastic waste materials and optimizing their combination with epoxy reinforcement, along with the innovative use of magnesium-based additive, the findings contribute to the development of sustainable infrastructure materials and pave the way for further advancements in the field.

Heat Transfer Analysis of Warm Guss Asphalt Concrete for Mini-Trench Overlaying.

Conventional hot mix asphalt overlaying on trench infrastructure typically necessitates extended cooling times for further works and can have adverse effects on buried components, such as electricity cables and hot water pipes. Therefore, this research aims to investigate the use of warm guss mastic asphalt (at an installation temperature of 160 °C) as an overlaying material for mini-trenches, which can reduce the cooling time required for traffic opening and improve the efficiency of the construction process. This research involved two stages: first, lab testing and related research results were used to generate the thermal conductivity and specific heat necessary for simulation work. Second, a finite element model analysis was conducted to evaluate the thermal transmission of the overlaying surface and the buried conduit based on the summer pavement temperature distribution through the Korean Pavement Research Program. Afterward, the field test bed was constructed to verify the simulation. The results indicate that the optimal thickness of the overlaying material and the concrete covering should be designed to ensure thermal durability and meet traffic opening requirements. The overlaying depth of the mini trench using warm mix guss mastic asphalt should be less than 100 mm to meet with the traffic opening time, while the thickness of the concrete covering should be designed to be more than 100 mm to ensure thermal durability. Additionally, the findings suggest that the application of warm guss asphalt could reduce the opening time by 30 min to 1 h and 25 min compared to conventional hot guss asphalt materials. When the pavement surface temperature for the traffic opening is controlled at 50 °C, the asphalt mixture requires at least 2 h to 5 h to meet the cooling criteria for traffic opening, respectively. Overall, this research confirms the potential benefits and optimal use of warm guss mastic asphalt in the construction process of mini-trenches.

Developing Performance-Based Mix Design Framework Using Asphalt Mixture Performance Tester and Mechanistic Models.

This paper proposes a performance-based mix design (PBMD) framework to support performance-related specifications (PRS) needed to establish relationships between acceptable quality characteristics (AQCs) and predicted performance, as well as to develop fatigue-preferred, rutting-preferred, and performance-balanced mix designs. The framework includes defining performance tests and threshold values, developing asphalt mix designs, identifying available performance levels, conducting sensitivity analysis, establishing the relationships between AQCs and predicted performance, and determining performance targets and AQC values for the three PBMDs using predicted performance criteria. Additionally, the framework recommends selecting the PBMD category for each asphalt layer to minimize pavement distresses. In this study, the proposed PBMD protocol was applied to FHWA accelerated loading facility (ALF) materials using asphalt mixture performance tester (AMPT) equipment coupled with mechanistic models. The study developed nine mix designs with varying design VMAs and air voids using the Bailey method. The cracking and rutting performance of the mix designs were determined by direct tension cyclic (DTC) fatigue testing, triaxial stress sweep (TSS) testing, and viscoelastic continuum damage (S-VECD) and viscoplastic shift models for temperature and stress effects. The study found that adjusting the design VMA was the primary way to achieve required performance targets. For fatigue-preferred mix design, the recommended targets were a cracking area of 0 to 1.9%, a rut depth of 10 mm, and a design VMA of 14.6 to 17.6%. For rutting-preferred mix design, the recommended targets were a cracking area of 18%, a rut depth of 0 to 3.8 mm, and a design VMA of 10.1 to 13.1%. For performance-balanced mix design, the recommended targets were a cracking area of 8.1 to 10.7%, a rut depth of 4.6 to 6.4 mm, and a design VMA of 12.6 to 14.3%. Finally, pavement simulation results verified that the proposed PBMD pavement design with fatigue-preferred mix in the bottom layer, performance-balanced mix in the intermediate layer, and rutting-preferred mix in the surface mix could minimize bottom-up cracking propagation without exceeding the proposed rutting performance criterion for long-life.

Development of Pavement Material Using Crumb Rubber Modifier and Graphite Nanoplatelet for Pellet Asphalt Production.

The purpose of this research was to promote the recycling of pellet asphalt with Crumb Rubber Modifier (CRM) and Graphite Nanoplatelet (GNP) in pothole restoration. In this study, several laboratory tests were carried out on mixes containing CRM content ratios of 5%, 10%, and 20% and GNP content of 3% and 6% in order to identify the ideal mixing ratio of pellet-type asphalt paving materials. The Marshall stability test, the Hamburg wheel tracking test, and the dynamic modulus test were all performed to compare the effectiveness of the proposed method and heated asphalt combinations. Afterward, the full-scale testbed was conducted to verify the practical application between the proposed method and popular pothole-repairing materials. Both laboratory and field test findings confirmed that the asphalt pavement using 5% CRM and 6% GNP improved the resistance to plastic deformation and anti-stripping compared to the generally heated asphalt paving material, thereby extending road life. However, the resistance to fatigue cracking can be slightly reduced by incorporating these additives. Overall, the CRM and GNP asphalt pellet approach is a feasible solution for sustainable pavement maintenance and rehabilitation, particularly in small-scale damage areas such as potholes.