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Due to the lack of essential understanding of asphalt foaming behavior, engineering problems such as mix design failure and unstable performance of foamed asphalt cold recycling mixtures are prone to occur. This paper develops a novel asphalt foaming performance testing system and proposes new indicators to evaluate the effectiveness of asphalt foaming. The 3D spatial coordinates of different points on the foamed asphalt surface and the height of the foamed asphalt corresponding to these coordinates can be continuously monitored by binocular ranging equipment. By analyzing these dynamic parameters, the application effect of binocular ranging technology, the expansion characteristics and dynamic evolution rules of foamed asphalt in the spatial domain are analyzed. Results showed that by a combined use of the designed binocular ranging system and new evaluation indicators, the foaming ability and post-foaming stability of asphalt can be accurately assessed by comprehensively reflecting the expansion characteristics of foamed asphalt. To achieve a more efficient mix design of foamed asphalt cold recycling mixture, the correlation between asphalt foaming indicators and the road performance of the mixture could be an important focus of the next stage. [ABSTRACT FROM AUTHOR]

The reclaimed asphalt pavement materials have been used for sustainable cold-recycling, significantly benefiting air quality and resource conservation, while its microscale interface properties greatly affected road performance during the cold-recycling processes. In this investigation, the cold recycled asphalt mixtures were prepared with different mixing proportions, considering the effects of cement content and mixing water amount. The adhesion characteristics of the asphalt-aggregate interface in different cold recycled asphalt mixtures have been comprehensively investigated based on the atomic force microscopic (AFM). The microscale morphology and the adhesion properties, including roughness, inclination angle, adhesion force, Derjaguin–Muller–Toporov (DMT) modulus, and dissipated energy were evaluated at the interface and noninterface regions. The micromorphology results showed that the addition of cement could enhance the roughness and inclination in interface regions. In addition, the content of mixed water showed the most significant effect when the water amount was 80%. The results showed that the adhesion force, DMT modulus, and dissipated energy increased with the addition of cement, indicating that the cement could improve the microscale mechanical properties of cold recycled asphalt mixtures. With the increase of mixing water content, the adhesion characteristics showed varied results, and the optimum water content of 80% contributed to the adhesive properties. In addition, the adhesion force, DMT modulus, and dissipated energy were all higher in the interface region by comparing with the noninterface region. The correlations between the macroscale splitting tensile strength and microscale adhesion characteristics of cold recycled asphalt mixtures were established. [ABSTRACT FROM AUTHOR]

Dry-processed rubberized asphalt mixture has recently attracted a lot of attention as an alternative to conventional asphalt mixtures. Dry-processed rubberized asphalt pavement has improved the overall performance characteristics compared to the conventional asphalt road. The objective of this research is to demonstrate the reconstruction of rubberized asphalt pavement and evaluate the pavement performance of dry-processed rubberized asphalt mixture based on laboratory and field tests. The noise mitigation effect of dry-processed rubberized asphalt pavement was evaluated at the field construction sites. A prediction of pavement distresses and long-term performance was also conducted using mechanistic-empirical pavement design. In terms of experimental evaluation, the dynamic modulus was estimated using materials test system (MTS) equipment, the low-temperature crack resistance was characterized by the fracture energy from the indirect tensile strength test (IDT), and the asphalt aging was assessed with the rolling thin-film oven (RTFO) test and the pressure aging vessel (PAV) test. The rheology properties of asphalt were estimated by a dynamic shear rheometer (DSR). Based on the test results: (1) The dry-processed rubberized asphalt mixture presented better resistance to cracking, as the fracture energy was enhanced by 29–50% compared to that of conventional hot mix asphalt (HMA); and (2) the high-temperature anti-rutting performance of the rubberized pavement increased. The dynamic modulus increased up to 19%. The findings of the noise test showed that at different vehicle speeds, the rubberized asphalt pavement greatly reduced the noise level by 2–3 dB. The pavement M-E (mechanistic-empirical) design-predicted distress illustrated that the rubberized asphalt pavement could reduce the IRI, rutting, and bottom-up fatigue-cracking distress based on a comparison of prediction results. To sum up, the dry-processed rubber-modified asphalt pavement has better pavement performance compared to the conventional asphalt pavement. [ABSTRACT FROM AUTHOR]

The main asphalt binder used in porous asphalt is high-viscosity modified asphalt, which is overexposed to oxygen, temperature, water, and ultraviolet radiation, thus accelerating its aging damage, leading to the deterioration of asphalt pavement performance. The potential of shell powder as an asphalt modifier was found, and the high- and low-temperature properties and water stability of asphalt mixtures can be enhanced with the waste shell power modifier. 35009267 3 Zhao X., Ge D., Wang J., Wu D., Liu J. The Performance Evaluation of Asphalt Mortar and Asphalt Mixture Containing Municipal Solid Waste Incineration Fly Ash. LCA methods can effectively quantify the environmental impact of waste plastics on asphalt and asphalt mix modification. [Extracted from the article]

Asphalt pavements are increasingly used in road engineering; however, the release of volatile organic compounds (VOCs) from asphalt can harm the environment and humans. In this study, different types of modifiers are added to 70# virgin asphalt to prepare environmentally friendly modified asphalt, and its performance is analyzed. Through the self-designed simple asphalt heating-emission collection and detection device, the inhibition effect of different types of modifier combinations on VOCs in the asphalt emmissions was explored. Then, VOCs emission curves of modified asphalt at different temperatures were studied, and finally the basic physical properties of the environmentally friendly modified asphalt were tested. The test results showed that the optimal modifier combination was 5% activated carbon and 3% surfactant, in which the VOCs and the peak value of asphalt heating emissions were only 1385 min·ppm and 86 ppm, respectively, which represented the best VOCs suppression effect of other groups. At the same time, the modified asphalt with optimal additives improved the high-temperature performance of 70# base asphalt and did not affect the storage stability. [ABSTRACT FROM AUTHOR]

In the rapid development of sponge city construction in China, porous asphalt pavement has been widely used. The high-viscosity modified asphalt used for porous asphalt pavements is utilised in a complex aging environment. In this study, infrared spectroscopy was used to test the changes in the functional groups of high-viscosity modified asphalt under the influence of ultraviolet radiation intensity, high temperature, and water corrosion conditions. The research results showed that under the influence of several environmental factors, the high-viscosity modified asphalt has no chemical reaction but does undergo physical changes. From the perspective of the functional group index, the carbonyl index is more suitable for evaluating the degree of ultraviolet aging, and the sulfoxide group index is more suitable for evaluating the effect of temperature on aging. The high-viscosity modified asphalt aging kinetic models, established with different functional group indexes as indicators, have different activation energies. The aging kinetic model established with the carbonyl index is more suitable for simulating traditional thermal-oxidative aging. This study provides a better plan to reveal the influence of different environmental factors on the aging performance of high-viscosity modified asphalt under complex environmental conditions. [ABSTRACT FROM AUTHOR]

The fatigue performance of different warm‐mix recycled asphalt mixtures was evaluated by the semicircular bend (SCB) test. A delayed oven heating (DOH) method was developed to simulate the long‐term ageing in the laboratory. The effects of recycling plans, reclaimed asphalt pavement (RAP) content, and ageing levels on the tensile strength and fatigue resistance were investigated. The fatigue life of the warm‐mix recycled asphalt mixture was characterized by the phenomenological, dissipated energy, and the ratio of dissipated energy change (RDEC) models, respectively. The results show that the use of the warm‐mix asphalt (WMA) technology causes a reduction of the fatigue performance for the recycled asphalt mixture, which can be compensated by the addition of styrene–butadiene rubber (SBR) latex. As the RAP content or long‐term ageing time increases, the fatigue life significantly decreases. The dissipated energy model with the unified model coefficients can predict the fatigue lives for different warm‐mix recycled asphalt mixtures. HIGHLIGHTS: Fatigue performance of warm‐mix recycled asphalt mixtures was evaluated.A delayed oven heating method was developed to simulate the ageing in the laboratory.Effects of recycling plans, RAP content, and ageing levels were investigated.Different fatigue models were compared to predict fatigue lives of recycled mixtures. [ABSTRACT FROM AUTHOR]

• The preparation and surface treatment methods for producing bamboo and corn straw biomass fibers were proposed. • The enhancement effects of proposed biomass fibers on the road performance of SMA mixtures were validated. • The micromorphology evaluation demonstrated the mechanism of biomass fiber reinforcement in SMA mixtures. With the sustainable development of infrastructure construction materials, the use of renewable biomass resources in asphalt mixtures could contribute to better sustainability. The bamboo fibers and corn straw fibers with lengths ranging from 1.5 to 12 mm were produced in the laboratory through the proposed crushing, steaming, and grinding processes. A surface treatment with the phenolic resin copolymer modifier was utilized to reconstruct the micro-surface of biomass fibers. The surface treatment effectively reduced the oil absorption multiplier and mass loss of proposed biomass fibers by about 0.6 and 2 %, respectively. The FI-IR absorption peak and change of micromorphology also validated the effective surface reconstructive. Afterward, the virgin asphalt (70#) mixtures and SBS-modified asphalt mixtures with/without biomass fibers were produced for road performance tests and fatigue resistance tests. The results showed that the proposed biomass fibers contributed to about 20 % to 30 % improvement in the high-temperature performance, while the low-temperature cracking resistance was also obviously increased. In addition, the moisture damage resistance and fatigue life were also improved after the addition of biomass fiber modifier, in which the residual stability and tensile strength ratio were increased by about 9 % and 6 % by comparing that with fibreless mixtures, respectively. By comparing the effect of different types and lengths of fiber modifiers, the long bamboo fiber with surface treatment represented the optimized strengthening efficiency. The enhancement mechanism of proposed biomass fiber modifiers was revealed through the microstructure observation. The feasibility of using proposed biomass fibers with surface treatment for producing high-performance SMA has been verified, which can be utilized in the field application for replacing the lignin fiber modifiers for achieving better sustainability. [ABSTRACT FROM AUTHOR]

The aim of the research is to quantify the property of asphalt mortar and asphalt mixture containing municipal solid waste incineration (MSWI) fly ash. The potential of partially replacing mineral fillers with MSWI fly ash in asphalt mixture production was investigated. Five different MSWI fly ash replacement ratios, which include 0%, 25%, 50%, 75%, and 100%, were adopted to assess the influence of fly ash dosage, and the optimum fly ash replacement ratio was proposed. The rheological characteristics of asphalt mortar with MSWI fly ash were assessed with the dynamic shear rheometer (DSR) and bending beam rheometer (BBR). The high temperature properties of the mixture with MSWI fly ash were assessed with the Marshall stability test and the rutting test. The low temperature cracking property was determined with the indirect tensile strength test at low temperatures. The moisture stability property was identified with the immersed Marshall test and the freeze-thaw cycles conditioned indirect tensile strength test. Based on the test results, the addition of fly ash and mineral filler remarkably increased the ǀG*ǀ of the asphalt mortar. The δ of asphalt decreased as the dosage of fly ash and mineral filler increased. The addition of fly ash and mineral filler degraded the low temperature characteristics of the mortar. Fly ash improved the high temperature characteristics of the asphalt mixture. The asphalt mixture with MSWI fly ash was more susceptible to thermal cracking than the control sample. The addition of fly ash weakened the moisture stability of the asphalt mixture. In order to guarantee the low temperature characteristics and the moisture susceptibility of the asphalt mixture, the fly ash replacement ratio was recommended to be set around 25%. With proper mixture design and fly ash dosage, the asphalt mixture would have adequate performance, as well as reduced environmental impact. [ABSTRACT FROM AUTHOR]

This research aims to explore the high-temperature and low-temperature performances of lignin–waste engine oil-modified asphalt binder and its mixture. For this research, the lignin with two contents (4%, 6%) and waste engine oil with two contents (3%, 5%) were adopted to modify the control asphalt binder (PG 58-28). The high-temperature rheological properties of the lignin–waste engine oil-modified asphalt binder were investigated by the viscosity obtained by the Brookfield viscometer and the temperature sweep test by the dynamic shear rheometer. The low-temperature rheological property of the lignin–waste engine oil-modified asphalt binder was evaluated by the stiffness and m-value at two different temperatures (−18 °C, −12 °C) obtained by the bending beam rheometer. The high-temperature and the low-temperature performances of the lignin–waste engine oil-modified asphalt mixture were explored by the rutting test and low-temperature bending beam test. The results displayed that the rotational viscosity and rutting factor improved with the addition of lignin and decreased with the incorporation of waste engine oil. Adding the lignin into the control asphalt binder enhanced the elastic component while adding the waste engine oil lowered the elastic component of the asphalt binder. The stiffness of asphalt binder LO60 could not meet the requirement in the specification, but the waste engine oil made it reach the requirement based on the bending beam rheometer test. The waste engine oil could enhance the low-temperature performance. The dynamic stabilities of LO40- and LO60-modified asphalt mixture increased by about 9.05% and 17.41%, compared to the control mixture, respectively. The maximum tensile strain of LO45 and LO65 increased by 16.39% and 25.28% compared to that of LO40 and LO60, respectively. The high- and low-temperature performances of the lignin–waste engine oil-modified asphalt LO65 was higher than that of the control asphalt. The dynamic stability had a good linear relationship with viscosity, the rutting factor of the unaged at 58 °C, and the rutting factor of the aged at 58 °C, while the maximum tensile strain had a good linear relationship with m-value at −18 °C. This research provides a theoretical basis for the further applications of lignin–waste engine oil-modified asphalt. [ABSTRACT FROM AUTHOR]

Cathode-ray-tube (CRT) is the ingredient of glass used in obsolescent televisions or computer monitors. CRT glass contains a considerable amount of heavy metals, and the landfilling of CRT glass is significantly harmful to the environment. In an effort to recycle waste CRT glass instead of landfilling it, recycled CRT glass powders were introduced to asphalt binders as a modifier in this preliminary investigation. The recycled CRT glass was processed to a particle size smaller than 0.075 mm and mixed with asphalt binder (PG 58–28) to produce asphalt mastics with four different concentrations (0, 5, 10, and 15 wt%). The rheological performance was characterized with the rotational viscosity (RV), dynamic shear rheometer (DSR), and multiple stress creep recovery (MSCR) tests. The fatigue performance was evaluated by linear amplitude sweep (LAS) test. Meanwhile, the low-temperature properties were measured by the asphalt binder cracking device (ABCD). The hazard materials leaching test was applied to evaluate the leaching potential of lead content into the external environment due to the high lead content in the modified asphalt. The test results revealed that the increase of CRT glass powder content improved the energy of activation compared with that of virgin binder, as well as the resistance of permanent deformation. Furthermore, the incorporation of CRT glass powder may slightly increase the fatigue life of asphalt because of the improved physicochemical interaction between glass and bitumen. The low-temperature cracking temperature first decreased with the increase of CRT glass powder content and then increased as the CRT content increased further. The leaching test demonstrated that the CRT glass powders incorporated into asphalt binders represented a lower lead leaching content than that of the original CRT glass powder, where the lead leaching amount of CRT glass modified asphalt binder is obviously lower than the specified level of 5 mg/L. Therefore, it is possibly acceptable to recycle CRT glass powders in asphalt binders as an additive as an environmental-friendly recycling method, in which the optimal addition content of CRT glass powders could be up to 10% (wt.). [ABSTRACT FROM AUTHOR]

The pavement suffers rapid deterioration as a result of the weak bonding strength exhibited by the foamed virgin asphalt in the mixture. Consequently, it is crucial to develop a modified asphalt suitable for foaming. The expansion height and bubble size of foamed asphalt can be continuously and simultaneously monitored by binocular ranging equipment. By analyzing these dynamic responses, the evolution of the spatial domain expansion characteristics and the geometric features of the surface bubbles of foamed thermoplastic resin modified asphalt (TRA) was analyzed. Meanwhile, multi-stress creep recovery (MSCR) and bending beam rheometer (BBR) tests were conducted to analyze its rheological properties. Subsequently, the dispersibility of foamed TRA in the mixture was explored. The results showed that thermoplastic resin significantly improved the physical performance stability of foamed asphalt, as evidenced by an increase in its half-life by 2–3 times compared to the virgin asphalt when the dosage of thermoplastic resin reached 8 %. Foamed modified asphalt has fewer bubbles, but it has larger bubble sizes and more uniform distribution of bubbles. Meanwhile, the TRA exhibited excellent high-temperature deformation resistance and elastic recovery ability. The dispersion uniformity of foamed TRA in the mixture was superior to that of virgin asphalt. This study serves as a valuable reference for the exploration of foaming behavior in modified asphalt and the utilization of foamed modified asphalt in the mixture. [Display omitted] • Thermoplastic resin modifier improves performance stability of foamed asphalt. • The dispersibility of foamed modified asphalt in mixtures surpasses virgin asphalt. • The modified asphalt shows high deformation resistance and elastic recovery. [ABSTRACT FROM AUTHOR]

To evaluate the durability of ultra-thin asphalt overlays in terms of skid resistance accurately, the long-term degradation trends in texture characteristics need to be carried out comprehensively. In this paper, three types of ultra-thin asphalt overlays with different gradations were selected. The long-term abrasion test was conducted, with friction coefficient and texture characteristics tested in each abrasion cycle. Additionally, the stress state changes at the interface of the tire and mixtures were also obtained. Finally, the reliability of texture characteristics was validated based on the correlation between different indicators. The results show that the friction coefficient and texture characteristic show a two-stage decay pattern during the abrasion process, with a significant decrease in stress between 0.75 and 2.5 MPa at the interface of tire and mixtures. The surface mean texture depth (SMTD), root-mean-square deviation of surface (S q), peak density of surface (S pd), and spatial fluctuations of texture (Δα) were correlated with British pendulum number (BPN) strongly, and the S q and Δα were recommended as reliable evaluation parameters for the long-term skid resistance of ultra-thin asphalt overlays. This study provides theoretical guidance for the optimal design and field monitoring of ultra-thin asphalt overlays from the perspective of surface texture characteristics. • Long-term skid resistance of ultra-thin asphalt mixtures was investigated. • The evolution trend of multi-angle texture characteristics was analyzed. • The tire-pavement contact status during long-term service was studied. • The relationship between different skid resistance indices was revealed. [ABSTRACT FROM AUTHOR]

In order to evaluate the effects of three preparation processes, namely dry process (DP), wet process (WP) and wet/dry mixing process (MP), and resin high viscosity modifier (RHVM) on the road performance of porous asphalt mixtures, the frequency scanning, multi-stress creep recovery, and bending beam rheometer tests were used to analyze the rheological performance of resin-modified high viscosity asphalt under different processes. Uniaxial compression, Wheel tracking, Semi-circular bending and Freeze-thaw indirect tensile tests were used to test the properties of resin-modified porous asphalt mixtures under different processes. The commonly used TAFPACK-Super (TPS) modifier was a control group. Finally, the changes in the microscopic morphology characteristics and chemical composition were used to illustrate the enhancement mechanism of resin modifiers. The results showed that the high-temperature deformation resistance and low-temperature cracking resistance of RHVM modified asphalt prepared by DP and MP are weaker than that of the WP. Compared to the RHVM(WP), the J nr (3.2) of RHVM(DP) and RHVM(WP) decreased by 14.3 % and 63.8 %, the strength modulus of RHVM(DP) and RHVM(MP) increased by 21.5 %, 28.0 % and the creep rate decreased by 2.37 %, 4.45 %, respectively. As for the performance of asphalt mixture, compared to the RHVM(WP) asphalt mixture, the dynamic stability of RHVM asphalt mixture prepared by the DP and MP decreased by 17.3–18.2 %, σ s and ε s of RHVM(DP) and RHVM(MP) increased by 15–35 % and 21–29 %, respectively. The water stability of RHVM(DP) asphalt mixtures was better than that of RHVM(WP) when the mixing time reached 180 s. RHVM(WP) asphalt mixtures have superior low-temperature cracking resistance, comparable water stability, and slightly poorer high-temperature stability than that of TPS(WP) asphalt mixture. Microscopic morphology observation found that some modifier particles and asphalt binder did not realize effective mixing under the DP and MP, and infrared spectroscopy results confirmed that TPS modifiers are mainly physically co-mingled with asphalt, while the tackifier resin in the RHVM reacts with the asphalt to form new functional groups to increase the viscosity of the asphalt. • The road performance of resin porous asphalt mixtures under dry, wet and dry-wet mixed processes was evaluated. • The rheological performance of resin modified high viscosity asphalt extracted from dry, wet and dry-wet mixed process asphalt mixture was evaluated. • The modification mechanism of resin high viscosity modifiers on asphalt was discovered. [ABSTRACT FROM AUTHOR]

With the wide application of porous asphalt pavement, the techniques for recycling aged porous asphalt mixture have attracted more attention for facilitating its sustainable development. One of the most critical issues is how to recover the adhesion properties of aged high-viscosity asphalt (HVA). In this study, different specialized composite rejuvenators types on the adhesive properties of aged asphalt binder were designed and evaluated for the goal of adhesion recovery. A bond strength test was used to evaluate the macroscale adhesion properties between the regenerated asphalt and aggregate. Micro-scale chemical and physical tests were utilized to discover the regeneration mechanism of specialized composite rejuvenators on asphalt adhesion. The results showed that the proposed three kinds of composite rejuvenators can effectively restore and improve the adhesive properties of aged HVA. The results of differential scanning calorimetry (DSC) represented that recycled HVA with smaller T g and total heat absorption showed better adhesion properties. The FT-IR and AFM test results showed that the adhesion of recycled HVA is highly correlated with the C–O functional group index and micro adhesion. In addition, the concave structure in the asphalt surface is more beneficial to improve the asphalt-aggregate interface bonding, and the scheme of adding 8% optimized rejuvenator based on graft co-polymerization had the best effect, which could be promoted for the future application in the recycling of HVA in porous asphalt pavement. • Three specialized composite rejuvenators were proposed based on the physic-chemical modification. • The composite rejuvenators can effectively recover the adhesive properties of aged HVA during its recycling. • The regeneration mechanism of specialized composite rejuvenators on asphalt adhesion was discovered. [ABSTRACT FROM AUTHOR]

• The coupled heat-light-water aging device has been proposed and developed. • The aging performance of HVA in complex environmental conditions was investigated. • The significance of different aging factors on road performance of HVA were demonstrated. • The microstructural morphologies revealed the aging mechanisms. During the rapid development of sponge city construction in China, the porous asphalt pavement has been widely applied. The high viscosity modified asphalt that is used for producing porous asphalt experiences complex aging circumstances. In this study, the aging performance of high viscosity modified asphalt was evaluated based on the simulated heat-light-water coupled conditions, in which different aging effects and degrees were considered. The complex aging simulation method was innovated that mainly composed of an UV radiator and an environmental cabinet. The dynamic shear properties, high and low-temperature performance, and microstructural morphology of aged high viscosity modified asphalt binders were evaluated through the DSR (temperature-frequency sweep scan, LAS, MSCR), BBR, and ESEM tests, respectively. The results of DSR and BBR test demonstrated that the coupled aging effects should be considered during the service period, since acid rain solution and UV light also led to significant influences on the viscoelastic properties, high and low-temperature performance, and fatigue performance as similar as high temperature. The observation of the microstructures illustrated the aging mechanisms of different environmental factors and their combined effects. This study could provide a better protocol for aging performance examination of high viscosity modified asphalt binder used for porous asphalt pavement considering complicated environmental conditions. [ABSTRACT FROM AUTHOR]

• The 2D image analysis method was employed to measure the rutting profile. • Higher testing temperature expanded the width of the rutting profile. • Under wheel loading, the moisture condition can accelerate the void area reduction. • Contact length loss of PAC under coupling conditions can be divided into three stages. In the actual working environment, the pore water pressure generated by wheel loading may accelerate the damage accumulation to the internal structure of porous asphalt concrete (PAC), resulting in the performance deterioration. In this study, a modified immersion wheel tracking test was developed by incorporating the image processing and analysis method to capture the internal structure change of the PAC at the different loading time. The varying temperatures and moisture conditions were also considered to evaluate the effect of the coupled condition. According to average rutting depth rate, the loading process was divided into three stages of condensation, transition and stabilization. The change of mesoscopic indices corresponding to each stage were analyzed. Based on void area change under wheel loading, it has been found that the rising temperature may worsen failure development and moisture damage may promote the condensation of the specimen. In comparison to a single-layer specimen, a strong constraint of the bottom layer inside a two-layer specimen on the top layer may limit void expansion. The change of aggregate skeleton was evaluated based on contact length. The loss of contact length could be due to filling failure, rheological failure and over-compaction failure. Because of the negative effect of increased temperature and moisture on asphalt mortar, wheel loading may cause more extensive skeleton degradation, leading in more contact length loss. The findings of this study reveal important information about the rutting resistance deterioration of PAC from a mesoscopic viewpoint. [ABSTRACT FROM AUTHOR]

This study intends to evaluate the feasibility of the use of recycled cathode ray tube (CRT) glass in water-foamed asphalt mixtures used in low volume roads. In the asphalt mixture samples, 21.5% (wt.) aggregates were replaced by the recycled CRT glass to evaluate the mechanical performance and leaching potential. First, the leaching test was used to characterize the leaching potential of the CRT mixes since there is high lead content in CRT glass, which may be harmful to the groundwater if the hazardous lead leaches from the CRT mixes. Second, the high-temperature rutting and the low-temperature cracking performance of the asphalt mixtures were measured via the Hamburg Wheel Tracking Test (HWTT) and the Disk-Shape Compact Tension (DCT) test, respectively. In addition, the Moisture-Induced Stress Tester (MIST) was used to simulate the pore pressure generated in a wet pavement under moving traffic loading. The experimental results showed that, although the measured lead leaching of the pure CRT glass particles was higher than the regulatory level of 5 mg/L, the coated asphalt could effectively insulate the contact between CRT glass and the external environment, resolving the leaching issues. In summary, from the view of the mechanical performance of the water-foamed asphalt mixtures containing recycled CRT glass, the performance is acceptable in various temperatures when used in low volume roads. Recycling CRT glass in asphalt mixture should be carried out with extreme caution because if not done correctly, the potential leaching may eliminate the benefits of recycling unwanted waste materials. [ABSTRACT FROM AUTHOR]