![]() ![]() The environmental concerns of global warming are among the most severe issues facing human beings. However, future studies are recommended on the possibility of using renewable, environmentally friendly, and cost-effective materials such as biomaterials as an alternative to conventional WMA-additives for more sustainable and green asphalt pavements. It also allows for the incorporation of more waste materials, such as reclaimed asphalt pavement (RAP). Other benefits of using WMA are enhanced asphalt mixture workability and compaction because the additives in WMA reduce asphalt binder viscosity. ![]() It was also released that the reduction in energy consumption is dependent on the fuel type, energy source, material heat capacity, moisture content, and production temperature. Replacing HMA with WMA can reduce production costs because of the 20–75% lower energy consumption in WMA production. The lower production temperature also provides a healthy work environment and reduces exposure to fumes. It was discovered that the lower production temperature of WMA could significantly reduce the emissions of gases and fumes and thus reduce global warming. This study aims to provide a comparative overview of WMA and HMA from environmental and economic perspectives in order to highlight the challenges, motivations, and research gaps in using WMA technology compared to HMA. However, warm-mix asphalt (WMA) was introduced by pavement researchers and the road construction industry instead of hot-mix asphalt (HMA) to reduce these environmental problems. Due to the relatively higher predicted temperatures (150–180 ☌), the latest research on pavement energy consumption and carbon dioxide (CO 2) emission assessment mentioned contributing to higher environmental burdens such as air pollution and global warming. The level of cracking severity was also reduced by using the interlayer in the overlay.The environmental concerns of global warming and energy consumption are among the most severe issues and challenges facing human beings worldwide. After one winter season, 29 percent less reflective cracking was measured in the pavement section with the interlayer than the pavement section without the interlayer. The field performance of the overlay with the interlayer exceeded the performance of the conventional overlay that did not have the interlayer. An HMA using a highly polymer modified binder was designed and shown to meet the laboratory performance test criteria. The laboratory performance of the interlayer mix design was assessed for resistance to cracking from repeated strains by using the four-point bending beam apparatus. Both test sections were constructed on US 169 in Adel, Iowa as part of an Iowa DOT overlay project. In this project, the field performance of an HMA overlay using a one inch interlayer was compared to a conventional HMA overlay without an interlayer. The crack-relief interlayer is an asphalt-rich, highly flexible HMA that can resist cracking in high strain loading conditions. To delay the formation of cracks in HMA overlays, the Iowa Department of Transportation (Iowa DOT) has begun to implement a crack-relief interlayer mix design specification. This results in HMA pavement surfaces with poor ride quality and increased transportation maintenance costs. Reflective cracks commonly occur in HMA overlays when deteriorated portland cement concrete is paved over with HMA. Reflective cracking in hot mix asphalt (HMA) overlays has been a common cause of poor pavement performance in Iowa for many years. IADOT_InTrans_Williams_Asphalt_Interlayer_Designed_Jointed_Concrete_2014_summary.pdf ![]()
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