Fatigue cracking is one of the most notable distresses in steel bridge deck pavement (SBDP), necessitating the development of high performance pavement materials to extend service life. In this paper, the fatigue resistance characteristics of natural rock asphalt (NRA)/SBS systematically evaluated. Twelve types of composite-modified asphalt binders were prepared by incorporating Iranian rock asphalt (IRA), Buton rock asphalt (BRA), and SBS as modifiers. IRA and BRA were added at 5 wt%, 10 wt%, and 15 wt%, while SBS was introduced at 2 wt% and 3 wt%. The modified asphalt binders subjected to time sweep (TS) test and linear amplitude sweep (LAS) test to comparatively analyze fatigue damage and fatigue life. DSR-C model was applied to calculate the fatigue crack length. The research also comparative evaluate differences and correlations between fatigue crack length indexes and conventional fatigue life indexes. The results showed that NRA enhanced the fatigue performance of modified asphalt binders. With the increase of NRA content, the fatigue properties of modified asphalt also become better. S₃I₁₅ is better than other composite modified asphalt binders in both fatigue life and fatigue cracking indexes, demonstrating that it offers the best resistance to fatigue damage. The fatigue cracking index calculated by the DSR-based cracking (DSR-C) model could effectively evaluate the fatigue performance of NRA/SBS composite modified asphalt binders. NRA/SBS composite modified asphalt could be widely used in steel bridge deck pavement.

The rapid development of economy has led to an increase of acid rain that can react with the bitumen physically and chemically, causing further damage to the bitumen properties. Therefore, the effects of acid rain on the chemical composition and rheological properties of bitumen at different depths were investigated in this study. Fourier transform infrared spectroscopy and dynamic shear rheometer tests were performed on the bitumen samples after immersion in acid rain. The results show that in the early stage of immersion, acid rain leads to carbonyl dissolution, reduction of complex modulus, increase of phase angle, and softening of bitumen, thus improving the fatigue cracking resistance. In the late stage of immersion, bitumen is gradually oxidized to form carbonyl group. The change degree of complex modulus and phase angle decreases, and the fatigue cracking resistance is weakened with time. The effect of acid rain on the fatigue cracking resistance fluctuates more for bitumen at 0~50 μm and is more stable for bitumen at 50~100 μm.

Elastomer/plastic compound-modified bitumen was created by adding reactive elastomeric terpolymer (RET) to plastic-modified bitumen, made of either high-density polyethylene (HDPE) or recycled polyethylene (RPE). The rheological properties of the modified bitumen were analyzed. The results indicated that RET elastomer improved high-temperature modulus, temperature insensitivity, anti-rutting properties, elastic recovery, and shear-resistance of both HDPE and RPE-modified bitumen. A high dosage of RET had a negative impact on the cracking resistance of plastic-modified bitumen, thus it is recommended to use 1wt% for optimal results. The increased elasticity in the bitumen was attributed to the creation of a polymer network by RET.

Based on the efficient resource utilization of scrap tires, pyrolysis carbon black (PCB), and pyrolysis oil of waste tire (TPO), scrap tires' products were treated using dry styrene-butadiene-styrene (SBS) polymer modification of asphalt. The products of scrap tires, PCB and TPO, were handled using dry SBS polymer modification of asphalt based on the effective resource use of scrap tires. The consequences of scrap tires, PCB and TPO, were taken using dry SBS polymer modification of asphalt based on the effective resource use of scrap tires. PCB and TPO composite effect seriously degraded. Based on this, the impact of dry SBS polymer modification on the functionality of PCB-TPO-modified asphalt and the mechanism of modification was examined. According to the investigation, the SBS polymer was evenly distributed and fully developed in the asphalt mixture, which significantly enhanced the qualities of asphalt and the asphalt mixture and performed a positive role in the internal structure of the asphalt mixture.

The occurrence of cohesive/adhesive hybrid failure at the bitumen-aggregate interface is widely acknowledged, however, the quantitative evaluation of the cohesion/adhesion proportion is relatively weak. This study explored cohesive/adhesive hybrid failure and provided a quantitative analysis of the proportion between cohesion and adhesion. For this reason, this study considered a variety of experimental factors that included temperature (5 °C, 15 °C, and 25 °C), mineral morphology (three mineral types and three surface textures), and measured film thickness (varying from 10 μm to 900 μm). By performing the bonding strength test, the strength was recorded and interface failure was accordingly captured. The results indicated that the cohesion/adhesion proportion varied significantly with the temperature, mineral morphology, and measured film thickness. In addition, it was found that bonding strength decreased with the increase in the film thickness and temperature, which can be well explained by variation in adhesion/cohesion proportion. Complete cohesive failure was observed when the film thickness increased beyond a critical value at a relatively high temperature. An additional noteworthy finding was the resemblance of a lunar crater for the failure interface at high temperatures, signifying the heterogeneous composition of the bituminous binder around the interface.

The special environment conditions in high altitude areas leads to serious cracking and peeling of road hot-melt marking coatings. In order to improve the durability of marking paint, a durable hot-melt marking paint was designed by modifying the paint with toughening-agent, rheological agent, and anti-aging agent. The modification mechanism of the modified coating was revealed through TG and FTIR analysis. The low-temperature anti cracking, adhesion, and anti-aging properties of the modified coating were studied by low-temperature bending test, interlaminar shear test and UV aging test. Besides this, the workability of modified coatings was tested onsite. The results showed that the mass loss rate of the rheological agent is 0.15% at 240 °C, the modified coating had good thermal stability within the mixing temperature range of the coating. There was no chemical change between the modifier and the coating, which was a physical blend. The modified marking paint had good fluidity, softening point and drying time, but its compressive strength was slightly reduced. With the increase of the content of the toughener, the low temperature crack resistance and adhesion of the marking coating gradually increase. When the toughener is 5%, the flexural tensile strain of the marking coating beam increased by 79.1%, and the adhesion strength of asphalt concrete increased by 53.4%. The anti-aging agent can shield most of the UV radiation and improve the anti-aging property of the coating by about 30%. The field process validation achieved the expected results. The modifier coating has excellent low temperature crack resistance, adhesion, UV aging resistance, and other properties, and has good application prospects in harsh environment areas.

Usage of asphalt mixture with poor gradation will most likely lead to pavement deficiency. There is a growing need for rapid and non-destructive methods to extract pavement aggregate gradation. In this study, a deep learning-based method that utilizes point clouds data for gradation extraction was proposed. Firstly, a data enhancement algorithm along with three data format conversion methods (aligned point cloud, voxel, and depth image) were proposed to preprocess the original collected point clouds. Subsequently, different neural network models were designed for each data format to extract gradation. Finally, a multi-feature fusion network was developed, which using extraction network as the backbone and additional auxiliary information. In the case study, the MAE loss of multi-feature fusion networks with PointNet, Vox-ResNet34 and GoogLeNet-v4 as the backbone respectively achieved 0.202, 0.142 and 0.046 on the test set, which means an estimation accuracy of more than 95% for the pavement aggregate gradation.

Surface energy is a key material property and can work as a crucial parameter in various mechanical models to predict the moisture sensitivity and fatigue damage of asphalt mixtures. The calculated surface energy values of the aggregate minerals strongly depend on their surface roughness. Therefore, it is very relevant for accurate calculation of surface energy to study the relationship between roughness and surface energy. This study aims to investigate the relationship between surface roughness and surface energy of aggregate minerals. Two minerals—quartz and calcite—were used for this study. The surfaces of the mineral specimens were treated to achieve four levels of roughness. Their surface roughness was described by three roughness parameters. Based on the sessile drop method, an optical tensiometer with a 3D topography module was employed to measure the contact angle and the surface energy of the minerals with different roughness. The influences of surface roughness on the contact angle and the surface energy were then analyzed. The results showed that the contact angle for both quartz and calcite decreases with the increasing surface roughness when it is less than 90° and increases when it is greater than 90°. The Wenzel equation can remove the effect of surface roughness on the contact angles of the minerals. The surface energy of quartz and calcite in the presence of roughness at the microscale would be underestimated when using the measured (apparent) contact angle. The corrected surface energy based on the Wenzel equation must be applied to represent the real surface energy of the minerals.

Cow dung waste has caused severe environmental pollution and public health issues in China. In this study, the cow dung residues were used as a cheap renewable fiber to modify asphalt binder, providing a new solution for the proper disposal of cow dung waste. Three cow dung fibers with two lengths were prepared using different treatments, including original cow dung fiber (CDF), surface treatments of cow dung fiber (STCDF) and alkali treatments of cow dung fiber (ATCDF). The physicochemical properties of CDF, STCDF and ATCDF were analyzed by scanning electron microscope (SEM) and thermogravimetry (TG). The viscidity, rheological properties and fatigue characteristics of CDF modified asphalt binders (CDFMA) were evaluated using Brookfield viscometer and dynamic shear rheometer. The results showed that the rough surfaces of STCDF and ATCDF improved their thermal stability. STCDF and ATCDF enhanced the resistance to permanent deformation under high temperature conditions of modified asphalt binder. STCDF modified asphalt binders exhibited the best viscosity and rheological performance. The increase of fiber length was positively correlated with the high temperature deformation resistance of CDFMA. CDF, STCDF and ATCDF inhibited fatigue cracking of modified asphalt binders compared to base asphalt binders. ATCDF modified asphalt binders exhibited higher fatigue life and smaller crack under the same cyclic loading. The increase in fiber length had a slight improvement on the fatigue resistance of modified asphalt binders.

Bitumen in asphalt pavements reacts slowly with atmospheric oxygen, resulting in oxidative ageing. This oxidative reaction is strongly dependent on the physical diffusion of the oxygen into the bitumen. This study aims to use molecular dynamics (MD) simulation to investigate the oxygen diffusion into the bitumen film and analyse the effects of anti-ageing compounds (AACs) on the oxygen diffusion. The MD diffusion simulations using a Polymer Consistent Force Field (PCFF) were conducted on a bitumen-air bi-layer model at different temperatures. Fick's second law was used to calculate the diffusion coefficient of the oxygen in the bitumen film. It is found that the oxygen diffusion coefficients ranged from 6.67 × 10⁻¹⁰ to 7.45 × 10⁻¹¹ m²/s for the unmodified and AAC-modified bitumens at the simulating temperatures of 25, 50 and 100 °C. Irganox acid and DLTDP (Dilauryl thiodipropionate):furfural showed two different anti-aging mechanisms, i.e., reducing the oxygen physical diffusion and controlling the chemical oxidative reaction. Reducing the oxygen diffusivity by constructing a network in the bitumen to retard oxygen diffusion and increase the transport path is an efficient way to slow down the bitumen aging without the antioxidant consumption. This work proposed a MD-based computational approach, contributing to 1) determination of the oxygen diffusion coefficient of the existing bitumen that is extremely challenging for the experimental measurement and 2) instruction of developing new antioxidant.

The service performances of asphalt pavement, especially rutting, will be inevitably affected by climate change. However, existing studies have generally focused on the rutting depth and rutting life, and thus became insufficient for comprehensively evaluating the influence of climate change on rutting over the service life. A resilience assessment method for asphalt pavement rutting is developed to solve the above problem. First, the original resilience method is extended to fit the system whose performance level continues to decline. Then, the calculation formulas of rutting resilience are derived by combining the rutting prediction model and the level assessment model. Subsequently, the influence degrees of climate change in representative cities on rutting resilience are studied. The results suggest that neglecting climate change in rutting design of asphalt pavement will lead to insufficient resilience, especially in northern China. Furthermore, the predicted temperature under RCP8.5 should be employed for asphalt pavement design.

To meet the needs of the road industry for maintenance operations, a new cement emulsified bitumen mixture (CEBM) with early-strength, self-compacting, and room-temperature construction characteristics was designed. The strength formation mechanism of CEBM was revealed with a scanning electron microscope (SEM) and the surface free energy (SFE) theory. The mechanical properties and road performance of the CEBM were investigated extensively. The results show that before the demulsification of emulsified bitumen, the SFE of the bitumen–aggregate–water three-phase system was reduced due to the replacement of the bitumen–aggregate interface with water. The adhesion work between the emulsified bitumen and the aggregate is negative, which means the adhesion between the emulsified bitumen and the aggregate will not occur spontaneously due to the existence of water. The liquid emulsified bitumen improves the workability of the mixture and ensures that the mixture can be evenly mixed and self-compacted. After demulsification, the work of adhesion between the residual bitumen and the aggregate is positive, which means residual bitumen and aggregate can bond spontaneously. In addition, the hydration products of cement and aggregate form a skeleton, and the emulsified bitumen film wraps and bonds the cement and aggregate together, creating strength. The emulsified bitumen, cement content, and curing conditions have significant effects on the stability of CEBM. The recommended dosage of emulsified bitumen and cement is 8% and 8–10%, respectively. This material integrates the hardening effect of cement and the viscoelastic performance of bitumen and has good workability, mechanical properties, and road performance. Therefore, the CEBM is technically feasible for application to bitumen pavement.