Master of Science / Civil Engineering / Mustaque A. Hossain / Use of recycled materials in asphalt pavement has become widespread recently due to rising costs of virgin binder and increased attention to sustainability. Historically, recycled asphalt pavement (RAP) has been the most commonly used recycled material for hot-mix asphalt (HMA). However, recycled asphalt shingle (RAS), another recycled material, has recently become popular. Although there are some guidelines regarding use of RAP and RAS in HMA, their effects on mixture performance, especially on mixtures containing RAS, are not thoroughly understood. In this research, three recycled Superpave mixture designs from the Kansas Department of Transportation (KDOT) with 9.5 mm (SR-9.5A) and 19 mm (SR-19A) Nominal Maximum Aggregate Size (NMAS) were selected as control mixtures. Mixtures containing higher percentages of recycled materials (RAP and RAS) were developed using KDOT blending charts. A total of nine mixtures with varying virgin binder contents were designed and assessed for moisture susceptibility, rutting resistance, and fatigue cracking propensity using modified Lottman, Hamburg Wheel Tracking Device, flow number, Dynamic Modulus, and S-VECD direct tension fatigue tests. Results confirmed the effect of NMAS and material source on mixture performance. For SR-9.5A, the mixtures showed increased susceptibility to moisture and rutting damage below virgin binder content of 75%. For SR-19A, mixtures with virgin binder content of 70% showed satisfactory performance properties. Mixtures with virgin binder contents lower than 60% definitely showed inferior performance.

Doctor of Philosophy / Department of Civil Engineering / Mustaque Hossain / A Superpave asphalt mixture with 4.75-mm nominal maximum aggregate size (NMAS) is a promising, low-cost pavement preservation treatment for agencies such as the Kansas Department of Transportation (KDOT). The objective of this research study is to develop an optimized 4.75-mm NMAS Superpave mixture in Kansas. In addition, the study evaluated the residual tack coat application rate for the 4.75-mm NMAS mix overlay. Two, hot-in-place recycling (HIPR) projects in Kansas, on US-160 and K-25, were overlaid with a 15- to 19-mm thick layer of 4.75-mm NMAS Superpave mixture in 2007. The field tack coat application rate was measured during construction. Cores were collected from each test section for Hamburg wheel tracking device (HWTD) and laboratory bond tests performed after construction and after one year in service. Test results showed no significant effect of the tack coat application rate on the rutting performance of rehabilitated pavements. The number of wheel passes to rutting failure observed during the HWTD test was dependent on the aggregate source as well as on in-place density of the cores. Laboratory pull-off tests showed that most cores were fully bonded at the interface of the 4.75-mm NMAS overlay and the HIPR layer, regardless of the tack application rate. The failure mode during pull-off tests at the HMA interface was highly dependent on the aggregate source and mix design of the existing layer material. This study also confirmed that overlay construction with a high tack coat application rate may result in bond failure at the HMA interface. Twelve different 4.75-mm NMAS mix designs were developed using materials from the aforementioned but two binder grades and three different percentages of natural (river) sand. Laboratory performance tests were conducted to assess mixture performance. Results show that rutting and moisture damage potential in the laboratory depend on aggregate type irrespective of binder grade. Anti-stripping agent affects moisture sensitivity test results. Fatigue performance is significantly influenced by river sand content and binder grade. Finally, an optimized 4.75-mm NMAS mixture design was developed and verified based on statistical analysis of performance data.