Use of COVID-19 single-use face masks to improve the rutting resistance of
asphalt pavement
Methodology
[Link] of the single-use face masks as HMA modifier
In this study, shredded single-use face masks were used as a modifier for the hot mix asphalt. The
physical properties of the face masks were evaluated. However, since this study was conducted on
new masks, to simulate the disinfection process and observe the physical changes of the treated
face masks, the masks were disinfected by placing them in the oven at a temperature of 70 °C for 60
min Then, the nose metal strips and ear-loops were removed from the face masks prior to use. To
evaluate the behaviour of the face masks in the HMA mixture, the main process of the sample
preparation of masks started at this point by placing the face masks in an oven at 160 °C for 10 min
to melt the face masks. Then, the melted face masks were removed from the oven and cooled at
room temperature to be hardened. It should also be mentioned that the face masks started melting
at 115.5 °C after 10 min in the oven disinfection process and the liquefying process. Then, the cooled
and hardened face masks were shredded into small pieces to a size of 40 mm × 5 mm using a paper
shredder
[Link] mix asphalt composite materials
In this research study, Superpave PG 64-22 asphalt was used. The performance graded (PG) system
is a methodology for evaluating the performance of asphalt binder materials. It was created in the
early 1990s as part of the strategic highway research program (SHRP). PG64-22 is an asphalt binder
Performance Grade (PG) determined by two factors: traffic and pavement temperature. Adjustments
are made to the PG grade of asphalt binder based on traffic circumstances and volume, with the goal
of extending the pavement's design life. This asphalt grade is used for the high pavement design
temperature of 64 °C and low pavement design temperature of minus 22 °C Two specimens for each
combination were prepared for this research. Coarse aggregate, fine aggregate, Reclaimed Asphalt
Pavement (RAP), having 5.2% asphalt binder, and 7.6% asphalt content (AC) were chosen for the
control mix design. Crushed stone manufactured sand, natural sand, and baghouse fines were also
used. The same mix was used for different contents of SFM. Table 1 shows the aggregate gradation
for RS 4.75A surface mix (control). RAP has been utilized for paving in hot mix asphalt (HMA) blends
since the 1930s. The option of using the old asphalt binder in the new mixes, in contrast to the
recycled aggregate or crushed portland concrete, reduces the needed (new) asphalt content, makes
the use of RAP for HMA combinations more cost-effective (Huang et al., 2005).
3. Mix design
As mentioned earlier, seven samples were prepared with the specification of RS 4.75 A with the
same mixed formula as that of the Superpave mix PG 64–22. One is the control mix with no SFM and
the other six contain 0.25%, 0.50%, 0.75%, 1.00%, 1.25%, and 1.50% SFM. The diameter and
thickness of the specimens were 150 mm and 75 mm, respectively. The optimum asphalt content
and RAP were 7.6% and 15.4% for all mixtures, respectively. %VTM, %VFA, %VMA were found to be
5.0%, 76.0%, and 21.2% for all mixtures, respectively
. Carbon nanotubes
[Link] essence, the intended plan of the laboratory work is revolved around the addition of a specified
amount of the multi-walled car gradually undertaken. Following this step, a mechanical stirring with
a flash mixer was employed to gain the required homogeneity. This process was conducted at 163 C
with a radial speed of 1500 rpm and for 45 min . The homogeneity of the blended material was
totally clear and there was no conglomerate or discontinuity in the modified binder molding process.
Thereafter, the basic tests were performed for the neat and modified bitumen which importantly
comprising of penetration test in addition to softening point test [28] and viscosity test . In order to
assess the rheological behavior of binders, the dynamic shear rheometer was performed to
determine the Superpave specified parameter for rutting evaluation This test was executed before
and after the short-term aging process which was accomplished by conducting the Thin-FilmOven-
Test. For both cases, the frequency sweep was set at 10 rad/s and the temperature maintained at 70
*C
2. Blending and testing of mixtures It is fully recognized that rutting is mostly observed at the
pavement surface layer, hence, the gradation of aggregate was chosen on this criterion. A dense
gradation with ¾” aggregate maximum size according to the Iraqi standards, SCRB R/9 2003, was
adopted in preparing the bitumen mixtures as demonstrated in Fig. 4. For this work, the limestone
dust was used as a mineral filler. To conduct the Marshall test [32] and the volumetric analysis, a
series of cylindrical specimens were fabricated according to the description clarified in references
[35,36]. The major outcomes of this procedure are density, total air voids content, percentage of
voids in the mineral aggregate, and percentage of voids that filled with asphalt. Furthermore, the
direct test outputs designated by stability and flow values are recorded. The actual measure of rut
depth was gained by performing the wheel tracking test