This study aims to evaluate the impact of fiber types on the performance of hot mix asphalt (HMA) mixtures. Specifically, the impacts of fiber type on HMA mix design and laboratory performance are investigated. Four types of fiber (fiberglass, basalt, carbon, and polyolefin/aramid blend) were used to produce four fiber-reinforced HMA mixes, and a control mix without fibers was also prepared. The fiber dosage rates used in this study were 0.16% (fiberglass, basalt, and carbon) and 0.05% (polyolefin/aramid) by total mixture weight, based on manufacturer recommendations. Two mixing procedures for introducing fibers into HMA were also evaluated: dry and 15-s dispersion methods. The dry method involved mixing the fibers with aggregates before the addition of asphalt binder while the 15-s dispersion method involved adding the fibers into the mix every 15 seconds (as aggregates were coated by asphalt binder during the mixing process). All the HMA mixtures (unreinforced and fiber-reinforced) were then subjected to several different laboratory performance tests: dynamic complex modulus, Cantabro durability, asphalt pavement analyzer, flow number, and indirect tensile strength. Analysis of variance was conducted to evaluate statistically the impact of fibers on mix performance. Results showed that fibers affected the volumetric properties, mix durability, and rutting resistance of HMA mixes. It was also found that the process for introducing fibers into the mix (i.e., mixing method) affected the consistency of fiber-reinforced HMA samples. Overall, the results of this study showed that the use of fibers improved the rutting and durability performance of asphalt mixtures in the laboratory.

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The objective of this paper is to present a procedure for designing cold in-place recycling (CIR) mixtures through balancing rutting and cracking for these mixtures. Four CIR mixtures were prepared using two recycling agents (foamed and emulsified asphalts), and compacted at two gyration levels (30 and 70 gyrations). The CIR mixtures were prepared at a constant water content of 3% and a constant cement content of 1% while curing of the compacted samples was conducted by placing them in an oven for three days at 140°F (dry curing). The CoreLok device was used for measuring air voids in compacted samples. The rutting susceptibility of these mixtures was then evaluated using the asphalt pavement analyzer (APA) and dynamic complex modulus (|E*|) while resistance to cracking was assessed using the indirect tensile strength (ITS) test and fracture energy as determined using the semi-circular bend (SCB-FE) test. A demonstration of how these tests were utilized to select a performance balanced optimum binder content for each of the four CIR mixes was also presented. The developed balanced mix design approach was used successfully for designing four CIR mixtures and selecting the optimum binder content for each mix. The results also showed that using a higher compaction level leads to increasing both foamed and emulsified asphalt CIR mixtures’ ability to resist rutting. In terms of cracking, SCB-FE results showed that foamed asphalt mixtures were better at resisting cracking than emulsified asphalt CIR mixtures.

The natural freezing and thawing of soils dramatically affects their thermal and mechanical properties. This can have destructive effects on structures built on those soils. This study developed a thermodynamic finite element model using multiple frost-susceptible soil types. It measured thermal conductivity and temperature through several freeze-thaw cycles. We identified moisture migration as likely the most significant factor in frost heave and frost penetration. Additionally, the thermal conductivity increased near the freezing front across all samples. For example, the thermal conductivity for ML (low-plasticity silt) soils rose from 301 to 357 milliBtu/(hr*ft*°F), which appeared to correspond to where the moisture concentrated and ice formation was highest. Our experimental results guided model development, where thermal parameters changed with respect to temperature, ice, and moisture during freeze-thaw cycles. Using dynamic thermal parameters improved frostdepth prediction compared to the standard Modified Berggren equation. For our tested conditions, the equation had an error of 2.2 in. for a frost depth of 8 in. while our model had an error of 1.4 in. These developments are important to airfield runway and general pavements design and maintenance in frost-affected regions. The findings will allow more accurate predictions of frost depth and deflection. DISCLAIMER: The contents of this report are not to be used for advertising, publication, or promotional purposes. Citation of trade names does not constitute an official endorsement or approval of the use of such commercial products. All product names and trademarks cited are the property of their respective owners. The findings of this report are not to be construed as an official Department of the Army position unless so designated by other authorized documents.