The primary objective of this research was to quantify the improvement in service life of a flexible pavement constructed using full-depth reclamation (FDR) in conjunction with cement stabilization when specified reductions in the spatial variability of specific construction-related parameters are achieved. This study analyzed pavement data obtained through field and laboratory testing of a reconstruction project in northern Utah. Data analyses included multivariate regression, Monte Carlo simulation, and mechanistic-empirical analyses of a model pavement structure. The results of the research show a steadily increasing trend in 28-day unconfined compressive strength of the cement-treated base (CTB) layer with increasing reductions in variability for cement content, moisture content, and reclaimed asphalt pavement (RAP) content across each of five different reliability levels. The most significant increases in CTB strength occurred with reductions in the standard deviations of moisture content and RAP content. Decreasing the variability of cement content did not provide significant additional strength to the CTB layer. Therefore, when involved on FDR projects, members of the pavement industry should focus energy on reducing the variability of both moisture content and RAP content, which both significantly impact pavement life, to achieve high-quality, long-lasting pavements.

Full-depth reclamation (FDR) in conjunction with cement stabilization is an established practice for rehabilitating deteriorating asphalt roads. Conventionally, FDR uses dry cement powder applied with a pneumatic spreader, creating undesirable fugitive cement dust. The cement dust poses a nuisance and, when inhaled, a health threat. Consequently, FDR in conjunction with conventional cement stabilization cannot generally be used in urban areas. To solve the problem of fugitive cement dust, the use of cement slurry, prepared by combining cement powder and water, has been proposed to allow cement stabilization to be utilized in urban areas. However, using cement slurry introduces several factors not associated with using dry cement that may affect road base strength, dry density (DD), and moisture content (MC). The objectives of this research were to 1) identify construction-related factors that influence the strength of road base treated with cement slurry in conjunction with FDR and quantify the effects of these factors and 2) compare the strength of road base treated with cement slurry with that of road base treated with dry cement. To achieve the research objectives, road base taken from an FDR project was subjected to extensive full-factorial laboratory testing. The 7-day unconfined compressive strength (UCS), DD, and MC were measured as dependent variables, while independent variables included cement content; slurry water batching temperature; cement slurry aging temperature; cement slurry aging time; presence of a set-retarding, water-reducing admixture; and aggregate-slurry mixing time. This research suggests that, when road base is stabilized with cement slurry in conjunction with FDR, the slurry water batching temperature; haul time; environmental temperature; and presence of a set-retarding, water-reducing admixture will not significantly affect the strength of CTB, provided that those factors fall within the limits explored in this research and are applied to a road base with similar properties. Cement content and cement-aggregate mixing time are positively correlated with the strength of CTB regardless of cement form. Additionally, using cement slurry will result in slightly lower strength values than using dry cement.

The first objective of this research was to investigate temporal trends in the mechanical properties of base materials stabilized with asphalt emulsion and to assess the rate at which emulsion-treated base (ETB) design properties are achieved. The second objective of this research was to identify construction and environmental factors most correlated to specific mechanical properties of ETB layers and to determine which construction factors exhibit the greatest variability. Additional statistical analysis was performed to determine if significant differences existed between different test sections on a given project. In this research, three experimental sections were established along a pavement reconstruction project near Saratoga Springs, Utah. Field tests were performed to assess the structural properties of the ETB immediately following construction and at 2, 3, 7, and 14 days; 4 months; and 1 year. Measured values were plotted against time to determine trends in ETB strength development. Several statistical analyses were then performed on the collected data. Modulus values were consistently low in all three sections during the first two weeks of testing, increased dramatically by 4 months, and then decreased considerably by 1 year. During the first two weeks following construction, the average ETB structural coefficient was 0.04. Only two of the three sections reached the design structural coefficient of 0.25, which occurred after approximately 3 months; however, the average structural coefficient measured for all three sections after 1 year of curing, which included a winter, was only 47 percent of the design strength. The results of this research show that, while pavement capacity is sufficient at 4 months, it is severely reduced during the first two weeks and at 1 year. Trafficking under these reduced capacities is not recommended. Statistical analysis showed that gradation, binder change during emulsion treatment, and moisture content have the most significant impact on ETB structural properties. Gradation and binder change during emulsion treatment also exhibited significant variability; tighter specifications on material gradations and improved uniformity in emulsion distribution should therefore be considered. Because of the negative impacts of moisture on ETB strength development, construction should not be performed in conditions of excess moisture.

Cette thèse s’inscrit dans le cadre d’une collaboration entre le Laboratoire Génie Civil et Bâtiment (LGCB)/Laboratoire de Tribologie et Dynamique des Systèmes (LTDS) et l’entreprise Arkema, l’entreprise routière Malet, l’Agence de l’Environnement et de la Maîtrise de l’Énergie (ADEME). L’objectif de la thèse est l’étude du comportement thermomécanique des enrobés bitumineux, et spécifiquement les enrobés tièdes avec et sans agrégat d’enrobé (RAP, Reclaimed Asphalt Pavement), dans le but de prévoir leur durée de vie et d’optimiser leur dimensionnement dans un contexte de développement durable.Sept types d’enrobés bitumineux sont étudiés. Les enrobés diffèrent par leur procédé de fabrication, le pourcentage de RAP, les additifs et le pourcentage d’additif utilisé. Deux types de fabrications sont étudiées : à chaud (Hot Mix –HM) qui sert de référence et tièdes (Warm Mix –WM). Trois pourcentages de RAP sont considérés : 0%, 30% et 50%. Deux types d’additifs fournis par ARKEMA sont utilisés, ETIMA (E) et ETIMA-BIO (B), avec deux pourcentages, 0% et 0.4%. L’utilisation des enrobés tièdes contribue à réduire considérablement la consommation d’énergie, l’impact sanitaire et l’impact environnemental. D’autre part, l’ajout des RAP dans les enrobés permet d’augmenter le taux de recyclage des matières non renouvelables. Ces innovations participent à la prise en compte des enjeux du développement durable et de la préservation de l’environnement.Quatre types d’essais ont été réalisés. Ce sont : l’essai de module complexe, l’essai de fatigue, l’essai de retrait thermique empêché (TSRST) et l’essai de propagation d’ondes. Dans le domaine du comportement viscoélastique linéaire, les essais de module complexe sont réalisés sur une large gamme de températures (de -25°C à 45°C) et de fréquences (de 0.03Hz à 10Hz). Chaque test est dupliqué. Les résultats sont modélisés à l’aide du modèle analogique 2S2P1D qui a été développé au laboratoire LGCB de l’ENTPE. Ce modèle permet de modéliser correctement le comportement tridimensionnel viscoélastique linéaire des enrobés. Ensuite, le comportement en fatigue est étudié grâce à des essais de fatigue. Pour chaque matériau, quatre ou cinq éprouvettes sont testées. Quatre critères sont utilisés pour évaluer la durée de vie des matériaux. Puis, le comportement à basse température est caractérisé à l’aide de l’essai de retrait thermique empêché (TSRST). Pour chaque matériau, trois éprouvettes sont testées. Enfin, des essais de propagation d’ondes sont réalisés. La méthode de détermination du temps de vol des ondes « P » et des ondes « S » ainsi que la méthode Impact Résonance sont utilisées. Ces essais fournissent des mesures non destructives et faciles à réaliser. A partir de ces méthodes, on peut calculer les valeurs de modules et de coefficients de Poisson des matériaux.Soulignons que les essais réalisés permettent d’obtenir certain des paramètres utilisés pour le dimensionnement des chaussées. Un résultat essentiel de l’étude est la bonne performance des enrobés tièdes contenant des agrégats d’enrobés (RAP). / This PhD dissertation is part of the collaboration between the French Agency for Environment and Energy Management (ADEME), the companies Arkema and Malet and the Ecole Nationale de Travaux Publics de l’Etat (ENTPE). The aim of this dissertation is to study the thermo-mechanical behavior of asphalt mixes, specifically warm mix asphalts with and without Reclaimed Asphalt Pavement (RAP) in order to predict their fatigue life and to optimize their design by targeting sustainable development. Seven types of asphalt mixes are studied. They differ in their mixing method, RAP content, additives used and their content. Two types of mixing methods are studied: Hot Mix Asphalt (HMA), which serves as a reference, and Warm Mix Asphalt (WMA). Three RAP contents are considered: 0%, 30% and 50%. Two types of additives provided by Arkema are used : ETIMA (E) and ETIMA-BIO (B) with two contents for each of them (0% and 0.4%). The use of warm mix asphalt helps significantly reducing both energy consumption and the impact on health and environment. These innovations are significant contributions with respect to issues of sustainable development and environmental preservation. Four types of laboratory tests were performed: complex modulus tests, fatigue tests, Thermal Stress Restrained Specimen Tests (TSRST) and wave propagation tests. In the Linear ViscoElastic (LVE) behavior domain, complex modulus tests were performed on a wide range of temperatures (from -25°C to 45°C) and frequencies (from 0.03 Hz to 10 Hz). For each material, two specimens were tested. Values of complex modulus and complex Poisson’s ratio were obtained and modeled using the 2S2P1D analogies model, developed in the Laboratoire Génie Civil et Bâtiement (LGCB) of ENTPE. It was observed that this model can correctly simulate the LVE behavior of asphalt mixes. Fatigue behavior was studied by analyzing fatigue tests results. For each material, four or five specimens were tested. Four different failure criteria were used in order to evaluate fatigue life of materials. Low temperature behavior of materials was characterized using TSRST. For each material, three replicates were performed. Finally, wave propagation tests were carried out. The method to determine the time of flight of « P » and « S » waves and the impact resonance method are presented. These tests provide a non-destructive method to characterize materials, which easy to perform. Using those methods, values of complex modulus and Poisson's ratio of tested materials can be estimated. It is to be underlined that the tests performed in this PhD allow to obtaining some parameters which are required for asphalt pavement design. An important result obtained in this study is that warm mix asphalt combined with RAP and additives (ETIMA ou ETIMA-BIO) could perform as well as hot mix asphalt.

Les premiers recyclages d’enrobés bitumineux à 50% sont apparus sur autoroutes françaises dans les années 1990 – une charte de l’innovation spécifique aux enrobés drainants intégrant 50% de recyclés fut notamment délivrée début 2002 (SETRA - CSTR, 2002). Un nouveau cycle de recyclage à fort taux de ces tout premiers enrobés a été entrepris ici ou là, depuis quelques années. Le multirecyclage des agrégats d’en-robé (AE) dans les mélanges d’enrobés bitumineux est de ce fait une problématique actuelle, qui va se gé-néraliser dans l’avenir, lorsqu’il faudra recycler des enrobés contenant déjà des enrobés recyclés plusieurs fois. Le projet visant à étudier le MUlti-Recyclage des Enrobés tièdes a été labellisé projet national (PN MURE). Une part du projet MURE regroupant des aspects scientifiques particuliers a été regroupé au sein du projet « IMPROVMURE », financé par l’Agence Nationale de la Recherche, et qui a débuté en mars 2014. L’objectif du projet « Innovation en Matériaux et PROcédés pour la Valorisation du MUlti-Recyclage des En-robés » (IMPROVMURE) est de fournir des éléments de réponse raisonnés et quantifiés, en laboratoire et sur sites pilotes, afin de faire du multi-recyclage des enrobés fabriqués à chaud et tiède. Les questions sociétales, environnementales, règlementaires ou normatives sont également prises en compte dans le cadre du projet. Un des objectifs du projet IMPROVMURE est l’étude des propriétés thermomécaniques des enrobés. C’est dans le cadre de cet objectif que s’inscrit le travail de thèse présenté dans ce document. Cette thèse est le fruit d’une collaboration entre le Laboratoire Génie Civil et Bâtiment de l’ENTPE (LGCB)/Laboratoire de Tribologie et Dynamique des Systèmes (LTDS) et l’entreprise EIFFAGE Infrastructures. 15 types d’enrobés ont été testés pour l’étude des propriétés thermomécaniques des enrobés multi-recyclés. Les enrobés diffèrent par leur condition de fabrication (Laboratoire ou chantier), leur procédé de fabrication (chaud ou tiède mousse), le taux d’agrégat d’enrobé introduit (0%, 40%, 70% ou100%) et le nombre de cycles de recyclage (un, deux ou trois). Trois caractéristiques ont été communes à tous les types d’enrobés fabriqués, sauf pour l’enrobé contenant 100% d’agrégats d’enrobé. La première est la même courbe granulométrique des granulats, la troisième est la teneur en liant de 5.4% en masse et la troisième est le type d’enrobé « Béton Bitumineux Semi-Grenu » (BBSG) de type 03 selon la norme EN 13108-1. Trois domaines du comportement des enrobés bitumineux ont été étudies : Viscoélasticité linéaire (VEL), couplage thermomécanique à basse température et fissuration à froid. Pour le domaine de comportement VEL, les enrobés bitumineux ont été étudiés à l’aide des essais de module complexe en traction-compression réalisés sur une large gamme de températures et de fréquences sur éprouvette cylindrique à l’ENTPE. Les résultats sont modélisés à l’aide du modèle analogique 2S2P1D qui a été développé au laboratoire LGCB de l’ENTPE. Des essais de propagation d’ondes ont aussi été réalisés. La méthode de détermination du temps de vol des ondes « P » et des ondes « S » et la méthode Impact Résonance sont utilisées. Ces essais utilisent des méthodes non destructives et faciles à réaliser. On peut ainsi calculer les valeurs de modules et de coefficients de Poisson des matériaux. Puis, le couplage thermomécanique à basse température est caractérisé à l’aide de l’essai de retrait thermique empêché (TSRST), qui utilise le même dispositif que l’essai de module complexe mais les éprouvettes utilisées sont de géométrie différente. Finalement des essais de propagation de fissure ont été réalisés avec des sollicitations monotones. La propagation de la fissure suivie utilisant la méthode de corrélation des images. Des estimations de la hauteur de fissure ont été faites sur la basse de la méthode DRCL développée à l’ENTPE. / Reuse of Reclaimed Asphalt Pavement (RAP) is considered as one of the main solutions to cope with the objectives of worldwide sustainable development. In this way, the reuse of RAP in bituminous mixtures has been matter of study in previous papers (Chen et al., 2009; Kaur et al., 2013; Mogawer et al., 2012; Ru-bio et al., 2012; Sias Daniel et al., 2013; Valdés et al., 2011) and had concluded be economically profitable as well as had demonstrated the durability of the tested materials. Nowadays, new topics overcome dealing with how increase the RAP content and how many times RAP could be recycled. In France, a collaborative research and development project called “Multi-recycling of warm foam bitu-minous mixtures” (MURE) have brought together all the stakeholders involved in road construction. The pro-gram has run since March 2014. The scientific part of MURE project is IMPROVMURE project (Innovation for Materials and Processes for Improving the Multi-Recycling of Mixes). The overall budget of the project were €4.7M, €2.3M of which been provided by the ANR (National Re-search Agency) in the framework of the IMPROVMURE project, which has gotten under way in March 2014 and its main goal of characterizing the remobilization of the binder from recycled materials was the evalua-tion of the durability of mixes with the addition of binder. Thus, one objective of this project is to determine the thermomechanical properties of multi-recycled bi-tuminous mixtures, so in the context of this goal the current study was made. Likewise this investigation was a collaboration between the Tribology and System Dynamics Laboratory (LTDS) of the University of Lyon/ENTPE (“Ecole Nationale des Travaux Publics de l’Etat” ) and the French company EIFFAGE Infra-structures. For this study 15 types of bituminous mixtures were tested, the bituminous mixtures were produced in the laboratory and construction site, also two different techniques were studied for mixtures elaboration: hot and warm using foamed bitumen in both cases, the RAP content on these were 0%, 40%, 70% and even close to 100% produced after several recycling operations (up to 3 cycles). All bituminous mixtures have 3 invariants: the first is the same aggregate grading curves (except the bituminous mixture with 100% of RAP). The second one is the total binder content (5.4% in total weight). The last is classified as BBSG-03 0/10 bitu- 15 minous mixture, as is specified in the European standards for classification of bituminous mixtures (NF EN 13108-1 - 2007). Three domains of behaviour were studied: Linear Viscoelastic behaviour (LVE), cracking behaviour at low temperature and the fracture behaviour at low temperature. The LVE was studied considering complex modulus tests on bituminous mixtures and were performed in tension/compression on cylindrical samples, thus LVE behaviour was then modelled with 2S2P1D rheological model, developed at Uni. of Lyon / ENTPE, for the other hand cracking behaviour at low temperature was studied considering Thermal Stress Restrained Specimen Tests (TSRST), and finally fracture behaviour at low temperature was studied with the crack propagation tests as a monotonic loading.

The diploma thesis deals with the problems of pavement surface skid resistence of wearing course of asphalt mixtures with R-material. Specifically, it is a mixture of type ACO 11 (asphalt concrete for wearing layers). In the theoretical part of the thesis there are dismantled the problems of Antiskid properties of the road surface and recycling of R-material. The practical part is dedicated to the design and laboratory production of the asphalt mixture ACO 11 without admixture of R-material and with content of 38 % R-material. In addition, the results of the measurement of friction coefficient after smoothed for these bitumen mixtures are shown in the work. The aim of the thesis was to determine the influence of the increased content of R-material on the anti-skid properties of the road surface as it is planned to update the standard ČSN EN 13108-1, which will allow the use of up to 40 % R-material into the mixtures of type ACO 11.

This diploma thesis deals with a project of asphalt mixtures with high stiffness modulus using R-material. The theoretical part describes the characteristics of these mixtures in the Czech Republic and in Switzerland. Further this part deals with the use of R-material in the Czech Republic and chosen other countries of the world, it also deals with the ways of recycling roads. The theoretical part also deals with the testing methods used. In the practical part two new asphalt mixtures of the high stiffness modulus type with the addition of 25 % R-material are suggested. As a base for these two mixtures a mixture of the high stiffness modulus type, which was taken from an asphalt mixing plant, was used. Tests were run on the binders and several functional tests (stiffness modulus, fatigue resistance, low temperature qualities) wer done on the suggested asphalt mixtures and also the mixture taken from the mixing plant. Consequently, the results were compared. The conclusion of the thesis is devoted to modelling a construction of a road using the program LayEps, which verified if the suggested mixtures could reduce the thickness of roads.

The diploma thesis is focused on the design and production of two innovative asphalt mixtures of the VMT 22 type into the base asphalt course. The newly produced blends contain modified binders, such as polymer modified bitumen (PMB) and Crumb rubber modified bitumen (CRMB). The theoretical part of the thesis describes the current state of the use of Reclaimed asphalt pavement in the base asphalt course. Furthermore, there are described types of asphalt mixtures for the base asphalt course are used in the Czech Republic and other countries. The conclusion of the theoretical part is devoted to the description of Reclaimed asphalt pavement (RAP), its storage and processing in a hot mix center. In the practical part of this thesis, there is described design and test of two High modulus asphalt mixture VMT 22, into which 25% RAP is dosed cold without rejuvenators. These asphalt mixtures are then subjected to functional tests (Stiffness of asphalt mixture test, Resistance to fatigue test, Low temperature properties of asphalt mixture test). The results of the functional tests are compared with the functional requirements in the Czech regulation TP 151. In the end of this thesis it is verified by means of the LayEps software that a suitable design of the asphalt mixture can significantly extend the road life.

This diploma thesis deals with the designs of asphalt mixtures for the wearing asphalt courses, specifically for the SMA 11S with an added 30 % and 50 % RAP (reclaimed asphalt pavement), this material was reclaimed from the wearing asphalt course type SMA. The thesis is divided into two parts. The first part is theoretical and it deals with the recycling of asphalt roads and adding RAP to the new asphalt mixures for the roads. The second part is practical. It deals with the design itself. Two types of SMA were designed, first with a 30 % RAP and second with a 50 % RAP. In those mixtures functional tests of asphalt mixtures were made.The results were compared to the asphalt mixture with 0 % of RAP and with the mixture with 30 % of RAP reclaimed from the wearing, binder and base course together. The results are summed up in the conclusion.

This master's thesis deals with the design of two asphalt mixtures for a wearing course containing 35 % R-material. The asphalt mixtures use a soft bitumen modified with crumb rubber (CRMB) or the unmodified soft binder itself with a penetration grade of 70/100. The work verifies the effect of crumb rubber as a bitumen modifier on the properties of the asphalt mixture with reclaimed asphalt pavement (RAP). At the same time, the work deals with the possibility of using higher amounts of reclaimed asphalt pavement only in combination with a softer binder without the use of rejuvenating additives. The properties of asphalt binders and mixtures are verified using suitable functional tests. Furthermore, the proposed mixtures and their results are compared from various perspectives. At the same time, the thesis in the theoretical part deals with the dosing of a reclaimed asphalt pavement into the asphalt mixture and describes the handling and use of reclaimed asphalt pavement in the Czech Republic and abroad