Nanomaterials enhance the performance of both asphalt binders and asphalt mixtures. They also improve asphalt durability, which reduces resource consumption and environmental impact in the long term associated with the production and transportation of asphalt materials. Thus, this paper studies the effectiveness of Nano Calcium Carbonate (Nano CaCO₃) and Nano Hydrated Lime (NHL) as modifiers and examines their impact on ranges from 0% to 10% through comprehensive laboratory tests. Softening point, penetration, storage stability, viscosity, and mass loss due to short-term aging using the Rolling Thin Film Oven Test (RTFO) were performed on asphalt binders. Results indicated a significant improvement in binder stiffness, particularly at 4% Nano CaCO₃ and 6% NHL content by weight. Dynamic Shear Rheometer (DSR) tests further revealed substantial improvements in rutting resistance, with NHL exhibiting superior high-temperature stability and a notable increase in the rutting factor. Marshall stability tests on asphalt concrete (AC) mixtures showed a 22.3% increase in stability with 6% NHL by weight, surpassing the 20.2% improvement observed with Nano CaCO₃ and indicating enhanced load-bearing capacity. The resilient modulus of the mixtures consistently increased with the addition of NHL, suggesting improved durability in rutting. Moisture susceptibility tests revealed that NHL significantly enhances moisture resistance, exceeding the 80% TSR benchmark at just 2% content by weight and reaching an impressive 94.6% at 10% content by weight. In contrast, Nano CaCO₃ demonstrated a more gradual improvement, achieving an 88.2% TSR at 10% content. Furthermore, permanent deformation analysis indicated a 68.64% improvement in rutting resistance with 10% NHL content by weight, exceeding Nano CaCO₃’s improvement rate. Optimal fatigue resistance was achieved at 4% for Nano CaCO₃ and 6% for NHL by weight, with respective CT index improvements of 30% and 35.4%, showing NHL’s consistent benefits across various nanomaterial contents. Overall, the study suggests that both Nano CaCO₃ and NHL positively impact asphalt performance, with NHL offering more pronounced benefits across a range of properties. These findings provide valuable insights for pavement engineers and underscore NHL’s potential as an effective additive in asphalt mixture design. Real-world applications and validations are essential for a comprehensive understanding of these nanomaterials in practical pavement engineering scenarios.

This research presents new insights into the utilisation of waste glass powder in concrete pavements. Two different types of glass powder were used as a partial replacement for sand: 10% neat glass powder (untreated) and 10% silane-treated glass powder. The interfacial bonding properties, physical properties, and mechanical properties of concrete pavement were assessed at 7 and 28 days. Results exposed a reduction of 5% and 2% in the compressive and flexural strengths, respectively, and an increase of 15% in water absorption after the addition of neat glass powder to concrete after 7 days of curing. This is due to weak interfacial bonding between the glass powder and cementitious matrix. However, the incorporation of silane-coated glass powder led to an increase in the compressive and flexural strengths by more than 22% and 28%, respectively, and reduced the water absorption of concrete by 8%, due to the coupling functionality of silane. After 28 days of curing, the compressive strength of concrete increased by 15% and 22% after the addition of neat glass powder and silane-treated glass powder, respectively. In addition, water absorption dropped by 5% and 7% after the incorporation of neat glass powder and silane-treated glass powder.

Portland Cement Concrete (PCC) pavement was studied with incorporation of an environmentally friendly eco-additive, sodium acetate (C₂H₃NaO₂). This additive was added to PCC pavement in three different percentages of 2%, 4% and 6% of binder weight. For a comprehensive elucidation of the eco-additive incorporation on the performance of PCC pavement, casted samples were cured in three different environments, namely: water, outdoors and pond water. Water absorption tests, flexural and compressive strength tests after 7 and 28 days of curing were conducted and results compared with the control samples without any addition of sodium acetate. Results demonstrated a significant improvement in the impermeability, compressive strength and flexural strength of PCC pavement when sodium acetate concrete is cured in a water bath and outdoors. However, no/little improvement in the impermeability, compressive strength and flexural strength was observed in sodium acetate samples that were cured in pond water. Microstructural analysis of treated samples by using scanning electron microscopy (SEM) illustrated the strengthening effect that sodium acetate provides to the pore structure of concrete pavement.

This study focuses on the issue of hot mix asphalt patch repairs, the performance of which is greatly reduced by repair edge disintegration. This is caused by low interface temperatures which result in poor repair bonding between fill material and host pavement. Twenty-four pothole repairs, 45 mm in depth, comprising 12 static and 12 dynamic repairs heated for 10 min 15 s and 21 min 49 s, respectively have been investigated. Dynamic heating has been completed using an experimental infrared heater. Temperatures were measured at 11 locations on the repair interfaces during the pouring and compaction of the fill mix. Volumetric of asphalt mixtures were also investigated. The results demonstrated that for static repairs, the lowest maximum temperatures were located at corners and on vertical repair boundaries. It was found that high thermal contact resistance in these interfaces dramatically affect the temperature levels. However, the figures improved in dynamically heated repairs. Comparing dynamically heated repairs of 10 min 15 s and 21 min 49 s with static repairs, showed average corner temperatures increase 10.8524.45°C and 29.51^–36.73°C, respectively, with accompanying increases in vertical interface temperatures 34.97°C and 46.41°C, respectively.