Geo-China 2016: Innovative and Sustainable Solutions in Asphalt Pavements

Asphalt recycling is a crucial part of end-of-life strategies for pavements which are for many years in operation. It fully respects the defined trends of European Union to become a non-waste society with challenging targets for the whole industry. In case of pavement engineering recycling technologies are well know and have been developed for several decades covering cold ad hot solutions depending on the preferences of particular markets. The question presently is how to deal with pavements once recycled. Since such material will not last in the pavement forever it is important to understand if it can be used more efficiently than like aggregates. In this respect solutions have been searched both in cold and hot recycling adding at least 30 % of once recycled material in new asphalt mixtures. In parallel it was analyzed what kind of activity can be identified for these recycled asphalt materials. For the experimental study original reclaimed asphalt was used in a standard way for cold recycled mix using either bituminous emulsion or foamed bitumen. The mix was laboratory aged according to test protocol drafted for European market. Aged cold recycled asphalt material was crushed to simulate a second cold milling and gained granular material was again used as reclaimed asphalt in cold recycled mixes and in standard hot mix asphalt (HMA). Different binders were applied for HMA analyzing the effect of additives used. In case of cold recycled mix mainly the content of added binder was analyzed. For designed mixes mechanical and functional tests were performed to get a more complex understanding of the impact of multiple recycling on mix behaviour. From the perspective of functional testing mainly stiffness and crack behaviour was analyzed. The paper summarizes gained results and gives an overview of potentials related to multiple recycling of asphalt pavements including the influence of selected additives.

This paper focuses on polymer modification technologies and pavement durability in relation to fatigue resistance, providing a critique of several common mix design practices and recommendations based on recent research findings in relation to pavement field performance. The authors present specific data measurements from the laboratory of fatigue resistance behavior for asphalt mixtures with various bituminous binders: neat, polymer-modified, and chemically-modified asphalt binders. Results show differences in calculated pavement design lifespans when a 50% loss modulus as a standard concept is employed in contrast to a dissipated energy concept. The authors also describe the variability of asphalt mixture fatigue resistance and the stochastic method for calculating a proportional coefficient. Proportional coefficient implementation in pavement design methodologies may enhance consistency in pavement design lifespan predictions and subsequent in-situ performance. The methodology presented in this paper can be utilized to analyze the longevity of the material on steel bridges as will be envisaged in the research project.

Similar to global practices, reclaimed asphalt pavement (RAP) materials that are milled from dense-graded (DG) mixes are usually recycled into new DG mixes in New Zealand (NZ). However, RAP millings from porous asphalt (PA) are only used as fill, drainage materials, or as dust mitigation layers on unsealed roads. Due to the projected increase in road works on NZ (Auckland) motorways, more PA-derived millings will be stored on sites and be used in low value recycling applications until a way of recycling these PA millings into new asphalt mixes, especially high value PA, is found. Unlike DG mixes, PA has the ability to improve stormwater quality through pollutant filtration, including heavy metals, by its internal porous structure. In the case of DG mixes, pollutants are directly washed off from the pavement surface into the stormwater. Thus, PA-derived RAP may have a higher risk of pollutant leaching than DG-derived RAP. This paper summarizes a comparative literature review study on the assessment of pollutant leaching potential from RAP materials to determine what effect it can have on the current NZ practices with respect to RAP storage, use, and environmental issues.

Presented paper introduces alternative solution to use another types of secondary materials or potential waste materials in cold recycled mixes either as active filler, partial miner admixture or a substitute to hydraulic binders. The intention of the study described by this paper is to describe additional potentials of high-speed grinding if applied to selected mineral waste materials. The use of such materials should have also its environmental and economic benefit. Environmentally it might be a solution for treating waste materials or by-products to get solutions with higher technical added value. The preliminary study focused on two types of fine-grained mineral by-products which were pulverized to a size below 50 µm with expected mechanical or mechano-chemical activation. These microfillers were applied to standard cold recycled mixtures which came e.g. from the European research project CoRePaSol (see www.corepasol.eu) and standard tests were performed to evaluate the potentials of using the pulverized limestone or recycled concrete either as active filler or binder substitute. Results are summarized by this paper showing any effect on strength properties, but for several options highlighting improved durability in terms of moisture susceptibility. Higher potential can be expected with pulverized concrete where reactivity of the material might occur as the result of presence of hydrated cement.

Many researches have focused on the application of titanium dioxide (TiO₂) to the asphalt pavement to achieve the function of degrading automobile exhaust. Due to the good compatibility, high fluidity and strong bonding strength of waterborne epoxy resin, it is selected as the carrier of nano-titanium dioxide (TiO₂). Therefore, in this study the feasibility of TiO₂ waterborne epoxy resin as fog seal and exhaust degradation material was evaluated in asphalt pavement. To achieve this goal, laboratory photocatalytic performance, mechanical property and skid resistance tests were performed on waterborne epoxy resin with different content of nano-TiO₂. The results showed that nano-TiO₂ waterborne epoxy resin not only decomposes NO pollutant efficiently, but also maintains the skid resistance of the pavement.

In the allowable range of bearing capacity of dowel bar, shortening the dowel length or increasing the dowel spacing can effectively reduce the initial construction cost of jointed plain concrete pavement. In order to calculate the optimal dowel length and spacing in cement concrete pavement, Timoshenko’s model of a beam resting uniformly on an elastic foundation was modified for the analysis of dowel bars. Based on the model, the deflection, bending moment, and shearing of dowel bars under the traffic loading were analyzed, and dowel length was computed. The relationships between the dowel spacing and effective number, mechanics of dowel bar were also established. The results showed that the dowel length suggested in the current specification can be reduced by 20% and the dowel spacing can be increased by 30% given the same diameter.

In order to accurately and efficiently characterizing coarse aggregate morphological features, a newly-developed approach is presented in this paper based on MATLAB program analysis of X-ray CT images. The X-ray CT images of coarse aggregates were obtained through scanning individual aggregate particles. A MATLAB program was developed to process the images and perform the Fourier analysis. The key output of the MATLAB-based imaging process is the Fourier Functions which represent the surface morphological features of coarse aggregate particles. Through this new method, a three-dimension model of coarse aggregates could be built. It was validated that the Fourier Function-based aggregate digital model had a very close similarity to its original aggregate shape. Based on the research findings, it was observed that: 1) the newly developed method had high accuracy and efficiency; 2) based on the two-dimensional and three-dimensional validation, it could be concluded that the Fourier Functions determined with the newly-developed MATLAB code were accurate and could be used to represent mineral aggregate surface morphological features.

Rubberized asphalt concrete (RAC) pavements have exhibited better field performance than conventional hot mix asphalt (HMA) in terms of resistance to reflective cracking, durability, and lowering traffic noise. It is expected that the performance models for RAC overlays will be significantly different than those with unmodified binders; however, RAC performance models do not currently exist for most pavement management systems (PMSs). Performance data from various local agencies were used to create models that could predict performance for RAC overlays. Models used throughout the United States were reviewed and studied to find suitable models for RAC used in California. After careful comparison, the modeling approaches used by Metropolitan Transportation Commission (MTC), and Stantec were selected to be the best, for use by local agencies. By using the data from San Francisco Bay Area, Southern California, and the California Central Valley region, RAC performance models were developed for the MTC pavement management program and the Stantec pavement management models, respectively.

This paper presents construction and field performance on applications of polymer cement concrete (PCC) as overlay materials on old concrete pavement for low volume roads in China. The material composition of PCC was introduced. PCC was designed according with defined filling index. The PCC overlay was constructed by the one-time paving construction technology using asphalt paver. The field performance tests were done including the compaction degree, texture depths, and the British pendulum number. The surface appearance and the field core of PCC were observed. Finally, economic benefits were achieved through comparisons of cost of PCC with other surface overlay material. The result show that the use of polymer concrete overlays has many advantages i.e. high-strength, fast-curing characteristics and skid resistance which can result in improved safety and reduced maintenance at a lower cost in comparison to asphalt pavement reconstruction. It indicated that PCC has been regarded as an effective method of concrete pavement rehabilitation for low volume roads.

This paper examines the effects of freeze-thaw and water content on the mechanical behavior of granular base by performing model tests of granular roadbed and CBR tests of base course materials. We also evaluate the influences of the change in the performance of granular base on the fatigue life of pavement structures in cold regions by applying the theoretical design method for asphalt pavement in consideration of the effects found in the above-mentioned experiments. As the results, it was revealed that the bearing capacity of granular base increases in freezing season and decreases in thawing season. This indicates that the freeze-thaw of granular base has a strong influence on the fatigue life of pavement structures in cold regions because it varies the deformation-strength characteristics of base course materials.

Rigid pavement design is based on various design parameters. Out of these, coefficient of thermal expansion, elastic modulus and modulus of rupture are a few important material properties of concrete. To contrast the effect of these material parameters on pavement performance, simulation was carried out in MEPDG. All other design parameters were considered as constant and pavement performance was evaluated. The simulation results appreciated that with an increase in coefficient of thermal expansion value, the pavement performance was adversely affected. Also, with an increase in elastic modulus and modulus of rupture values, the strength of concrete increases and resultantly an improved pavement performance was obtained. So it became evident that these material parameters should be carefully considered while designing a rigid pavement.

In the interaction of a truck tire with a pavement, tire-pavement contact area carries tire load on the pavement surface and transmits the loading into the pavement body. The vertical tire-pavement contact stress over the contact area plays an important role and determines the immediate pavement responses within the pavement structure, which eventually affect the long-term performance of the pavement. As a traditional approximation method in many pavement studies, tire-pavement contact stress is frequently assumed to be uniformly distributed over a circular contact area, and simply equal to the tire pressure. However, measurements of tire-pavement contact interaction have demonstrated that the tire-pavement contact stress and contact area are quite different from the traditional tire model. In this study, the measurement data of tire-pavement interaction under various tire loading conditions was analyzed to characterize the tire-pavement contact area and the relationship with tire load and tire inflation pressure. The characterized tire-pavement contact area was used to modify the traditional tire model in different ways to more accurately represent the vertical tire-pavement contact stress.

In recent years, roads in Australia were affected by the frequent occurrences of extreme weather events such as intense heavy rainfall, cyclones and flooding. The aim of this paper was to evaluate the impact of flooding on the surface condition (roughness and rutting) deterioration of pavements in the Brisbane City Council, the Department of Transport and Main Roads (Queensland) and the Roads and Maritime Services (New South Wales). The paper also presents a case study that assesses the long term impact of the January 2011 flood on a Brisbane street. Generally, an escalation of structural and surface condition deterioration was observed in pavements after the flood, due to the saturation of the subgrade. The outcomes of this study will benefit the evaluation and modelling of the rapid deterioration of the functional performance of pavements due to extreme weather events such as flooding.

This study develops a regression model to determine the average temperature within asphalt layer using the surface temperature. The temperature data was collected from an instrumentation section on Interstate 40 (I-40) near the city of Albuquerque, New Mexico, USA from October 2012 to October 2013. The developed model was then validated using the temperature data from October 2014 to June 2015 which was not used to develop the regression equation. Asphalt depth, at which the average temperature occurs within the pavement layer, was also calculated. Result shows that the mean depth for average temperature was found to be 2.54 inch.

Mechanistic-empirical pavement design guide (MEPDG) uses vehicle type, load spectra and number of axle to characterize traffic inputs for the pavement designs, as an alternate of the previously used equivalent single axle load (ESAL). Long term pavement performance (LTPP) study has 8 sites in New Mexico (NM) which collects the weigh-in-motion (WIM) data all over the year. In this study, the LTPP traffic data were extracted and then clustering technique was used to find out the similarities between different sites. Then, the traffic data from different cluster was compared to the default values in the MEPDG software. The effect of these differences on the pavement performance for New Mexico conditions was established through a sensitivity analysis. It was found that the alligator cracking and rutting are sensitive to axle load distribution. However, IRI was not significantly affected.

When a tire rolls on a road surface, the road surface and tire interacts, resulting in the conversion of mechanical energy into heat. This has a major impact on the wear and tear of the tire and road surface as well as the vehicle fuel economy, with up to 20 per cent of the fuel used to overcome this rolling resistance between the road surface and the tire. The major parameters affecting the rolling resistance are the pavement surfacing characteristics, tire characteristics and operating conditions and vehicle characteristics and operating conditions. This paper evaluates the effect of tire inflation pressure, vehicle speed and pavement texture on the rolling resistance for typical passenger vehicles in South Africa.

Engineers always need effective and specific methods to preserve highway infrastructures. Using data from the InfoPave online documentary of the long-term pavement performance (LTPP) data for New-Mexico state’s rehabilitation work on different sections, this study evaluated the performance of thirteen flexible pavement rehabilitation work done from year 1990-2000. Effectiveness was measured in the short term (roughness reduction, IRI_drop) and long term (estimated treatment service life and area under the performance curve (AOC)). The results showed that compared to shallow depth overlays, the deeper ones were on average more effective in terms of the estimated service life and AOC subjected to the level of surface preparation (minimal or intensive), material type (virgin or recycled), and initial pavement condition (IRI_initial). Also, relative to the minimal surface preparation, intensive surface preparation generally yielded greater effectiveness depending on added thickness, material type, and initial pavement condition. Compared to recycled mix treatments, the virgin mix was somewhat more effective. Finally, compared to pavements treated in poor condition, those treated in good condition were notably more effective. Treatment effectiveness models were also developed for predicting the expected effectiveness of future treatments on the basis of all the evaluated conditions in this study.

The falling weight deflectometer (FWD) is a non-destructive testing device which has been used by many road agencies worldwide since 1980 for structural evaluation of flexible pavements. In early 2000, the world first Doppler based traffic speed deflectometer (TSD) was developed by Greenwood Engineering and now eight TSD vehicles are in use worldwide. The two main advantages of the TSD technology are; it’s ability to carry out continuous bearing capacity measurements rather than at discrete points and that testing can be carried out at traffic speed without the need for lane closures such as with a stationary device such as the FWD. The objective of this paper is to study the structural performance of flexible pavements using TSD. This study draws some interesting findings in that deflection data collected by TSD can be transformed to FWD equivalent structural numbers with a simple model as derived in the study. The study has also successfully established correlation between maximum deflections TSD-D₀ and FWD-D₀ that are derived from the two devices.

Embedded in the seabed, Budon natural rock asphalt (BRA) is one type of minerals with Paleozoic oil penetrated into the rock stratum. It has withstood compression due to geological movement, and becomes an excellent asphalt modifier because of its high asphalt content and plentiful micropores. Usually, BRA consists of 25% to 30% of bitumen and 70% to 75% of natural mineral. Through the testing of using 20% and 25% BRA as a substitute for A-level 70 matrix asphalt, it was found that BRA not only increases the penetration depth, softening point, and viscosity of asphalt mixture, but also improves the temperature stability. Since BRA contains high-alkali minerals that have high ionic adsorption ability, it is possible to enhance the adhesion between binder and aggregate, and to improve the resistance of moisture susceptibility. In this study, it is concluded that the effects of BRA modification are better those of SBS because BRA has higher durability and better performance in antioxidant ability, anti-aging ability and durability.

The use of foam-based warm mix asphalt (WMA) technology decreases the viscosity of asphalt and makes it more workable during the construction. Conventional hot mix asphalt (HMA) is typically produced at temperatures from 140°C~160°C, while WMA is produced at 100°C~140°C. However, after the construction, the viscosity increases rapidly as the foam disappears and the temperature drops. During the process of foam dissipation, the moisture may be trapped inside the mixture, causing detrimental failures by breaking the adhesive bond between the aggregates and asphalt binder (because of diffusion and freeze/thaw cycles). Therefore, it is crucial to know how the moisture escapes from the asphalt mixture as the specimen cools down and the foam disappears. In this research, the dissipation of moisture from foamed asphalt binders is directly measured and quantified by using 1H nuclear magnetic resonance (1H NMR) system. The results show that as the curing time increases, the viscosity of asphalt decreases and the curing temperature increases. Moreover, this paper demonstrates that 1H NMR is a practicable and valuable test method, which also is simple, rapid and nondestructive. In conclusion, curing time, viscosity of asphalt and curing temperature are the key factors that impact the water content in asphalt.

Portland cement concrete pervious pavement is a unique and effective means to address important environmental issues and support green sustainable growth. The main purpose of this study is to evaluate the performance of Portland cement concrete pervious pavement in Puli office building project. The three experiments included in this study are: (1) test the suitable mix design of pervious concrete; (2) test certification in the field construction of pervious concrete pavement; and (3) evaluate the performance of Portland cement concrete pervious pavement. Pervious pavement composed of 8-in surface layer (pervious concrete) and a 4-in base layer (gravel) were made. The results showed that the compression strength of the two pervious concrete specimens from different ready mixed concrete trucks exceeds 100 kg/cm². The performance evaluation on the pervious pavement reported that it is no crack but exits a lot of loose aggregates on surface. After the steel brush treatment with high-pressure water washing, the loose aggregates disappear but the relative smoothness on pavement surface decreases. The field permeability test for the pervious pavement is about 1000 ml/15sec. The water penetration of the pervious concrete is very good and it is an environment-friendly material for pavement.

Road agencies worldwide are investing billions of dollars on road maintenance. Pavement management system is often used to forecast the pavement maintenance cost and for prioritisation of the road sections for rehabilitation. This paper examines an approach for forecasting road network maintenance budget using road network condition as a basis for estimating future maintenance cost. The study establishes the relationship between the road pavement maintenance budgets with the pavement condition indices for road networks for several local government authorities in Southeast Queensland. A budget projection model will be developed using the maintenance cost and condition indices relationship. In addition, a pavement sustainability index will also be developed to demonstrate the gap in the maintenance funding. The budget projection model enables local councils to benchmark their maintenance expenditure and road network condition with other councils nationwide.

Traditional procedures for preparing roadway cracks and joints for sealing/filling are either largely ineffective, labor intensive, or dangerous. This paper introduces an innovative versatile pavement crack cleaning device (CCD) to improve the current traditional crack/joint preparation practices including air blasting, routing, and heat lancing. A conceptual prototype of a crack cleaning device was designed by utilizing pneumatic power for air blasting and abrasive wire brushing to remove simultaneously de-icing chemicals and other debris. For the validation of the CCD in the field and industry acceptance of the CCD technology, several industry demonstrations and field tests were conducted. Productivity data along with the crews’ feedback were collected during the field tests. The productivity and cost data of traditional methods were compared to the ones of the CCD. The analyzed results showed that the CCD design concepts have been well received by all participating industry who expects the CCD would positively impact the highway road maintenance by improving productivity, safety, and maintenance cost.

Asphalt mixtures with high stiffness modulus (HMAC) are for more than 15 years an established standard for pavement structures in the Czech Republic. From the perspective of durable and long-life pavements current focus of HMAC only on the high values of stiffness is arguable. Based on this fact experimental activity in the development of next generation of high modulus asphalt mixtures was started in 2013 within the competence centre CESTI, taking into account latest trends observed e.g. in France. A set of nine selected bituminous binders was evaluated containing polymer modified binders or straight-run bitumen treated by selected additives. There was one pre-defined type of high modulus asphalt mixture with optimized grading and only the type of used binder was changed. Concurrently the bituminous binders were tested for their empirical and functional characteristics - these findings are not part of this paper. The asphalt mixtures were tested not only in terms of stiffness, but also from the perspective of their water susceptibility, behaviour in low temperature range and assessment of the complex dynamic modulus, which allowed later calculation of master curves. Results and summary of the research are presented in this paper.

The objective of this study was to evaluate the performance of plant-produced foamed asphalt binders and mixtures. All of the samples were obtained from a project on state route M59 near Oakland, Michigan. Field compacted and loose asphalt mixtures, as well as asphalt binder samples, were analyzed to gauge the performance of WMA. The loose mixture was compacted at different temperatures as WMA and HMA samples. Both asphalt mixture samples were prepared at 4% and 7% air voids for various mixture testing standards. Based on the results, the foamed asphalt binder passed the standard requirements based on the assessments at different aging levels. The compacted HMA specimens at had a better resistance to moisture damage and permanent deformation, especially when compacted at 4% air voids. Rutting potential for the WMA compacted sample was generally higher, which is mainly due to less aging of the mixture compared to HMA. This can also be related to the aging condition of the asphalt binder, where a high production temperature experienced by the asphalt mixture resulted in a stiffer mixture. Based on the comparison between field and lab-compacted samples at 7% air voids, both WMA specimens had a comparable resistance to permanent deformation.

Mongolia government has proposed to build about 4,100km of paving road and 990km of highway connecting the capital city with all provincial centers between 2013 and 2016. Under the progress of road infrastructure development in Mongolia, early failures of asphalt pavement are occurred based on lack of selecting appropriate paving material and inadequate quality control during construction at extremely cold climate condition. The emerging technology of using polymer-modified asphalt and warm-mix asphalt are considered for building durable asphalt pavement in cold climate condition. Recently, polymer-modified asphalt technology and warm-mix asphalt technology are combined to use in asphalt pavement in Mongolia. The concept of polymer-modified combined warm-mix asphalt (PWMA) technology is to build the polymer-modified asphalt pavement at lower temperature than conventional polymer-modified asphalt mixture (CPMA). It is expected that PWMA pavement would improve crack resistance at low temperature with better compaction effect. This paper presents feasibility study results of the PWMA technology customized for cold climate condition such as Mongolia.

The flexible pavement was facing Environment pollution and resource strain in the moment. KGO III (Karl Guunar Olhson III) flow mixing method is a new mixing method which can reduce the asphalt content and mixing temperature and prolong pavement service life. Its development, basic theory and mixing process were introduced in this paper. Two types of the gradation (AC dense-graded asphalt mixture), SMA (stone mastic asphalt), three normal size (13mm, 16mm) asphalt mixtures were mixed by conventional method and KGO flow mixing method. It is confirmed that the volume of AC which is mixed with KGO method is smaller than conventional mixing method while SMA present the opposite result. Furthermore, to the AC13, this paper analyzed its volume index, compacting curve and property parameters, refined the flow mixing method and adjusted the asphalt content by the orthogonal experiment and auxiliary test. An optimum parameters constitute was provided. The two kinds of asphalt mixture were used to carry on simple properties test. As a result, the optimum flow mixing method can reduce asphalt content, presents excellent water stability while keeping basic pavement performance. However, its high-temperature property is not performing as well as the conventional method.

The objective of this research was to investigate the moisture susceptibility of WMA after various aging time using surface free energy (SFE) method. The experiment design included the use of one binder and aggregate source, and two warm-mix additives (Sasobit and Evotherm) and four different rolling thin film oven (RTFO) aging times (0, 3, 5, 7 hours). The sessile drop method was used in this study to measure the contact angle between asphalt binders and three probe liquids. From these measurements, the SFE components of the asphalt binders were determined using the Owens-Wendt method. The adhesion work, the debonding work and compatibility ratio (CR) of the aggregate-asphalt systems were calculated. The test result shows that the use of warm-mix additives can improve the adhesion work and CR while reducing the debonding work of control aggregate-asphalt systems after short-tem aging. Generally, the moisture susceptibility of WMA binder is less than that of asphalt without WMA additive in the same short-term aging time.

The foamed warm mix asphalt (WMA) technology is a new construction method that decreases the viscosity of the asphalt binder and increases the workability during the construction phase. Conventional hot mix asphalt is typically produced at temperatures from 150°C to 170°C, while WMA is produced at 120°C~140°C. For WMA, quantitative analysis plays a key role in understanding the workability and compaction during the construction phase. Besides WMA, stone matrix asphalt (SMA) is designed and analyzed according to the Chinese standards. In this study, the shear gyratory compaction (SGC) test machine was employed to mold specimens for hot mix SMA, warm mix SMA and hot mix (warm compaction) SMA and their densification curves are systematically analyzed. Moreover, the compaction energy index and slope of densification curves are employed to reflect the information regarding the inherent compaction workability of asphalt mixtures. The results indicate that the SGC densification curves can reflect mixture compaction characteristics and that hot mix SMA and WMA have similar workability, while hot mix (warm compaction) asphalt has inferior performance in it.

Though moisture damage potential of warm mixes have been evaluated by numerous researchers, performance of crumb rubber modified binder (CRMB) with WMA additives is still not been thoroughly investigated. The present study was undertaken to evaluate moisture damage potential of two types of aggregates (limestone and granite) with CRM binder containing three types of warm mix additives (i.e., Sasobit, Advera, Rediset) using surface free energy (SFE) approach. The SFE parameters of CRM binder with and without three WMA additives were determined in the laboratory using Wilhelmy plate method. The SFE of two types of aggregates namely: granite and limestone were adopted from the literature. Thereafter, work of adhesion, work of cohesion, work of debonding, and energy ratio (ER) were calculated for a total 8 (4-binders x 2-aggregaets) combinations of aggregate-asphalt binders. The results showed that ER decreases with addition of WMA additives, indicating a poor moisture resistant of CRMB mix with WMA additives. The CRM binder with Rediset was found to be highly moisture resistant followed by Sasobit and Advera. In addition, moisture durability of limestone aggregates was found to be better compared to granite aggregates.