infrastructures

Article
Evaluation of Pigment-Modified Clear Binders and Asphalts:
An Approach towards Sustainable, Heat Harvesting, and
Non-Black Pavements
Gul Badin 1, * , Naveed Ahmad 2 , Ying Huang 1 and Yasir Mahmood 1

1 Civil, Construction and Environmental Engineering Department, North Dakota State University,
Fargo, ND 58102, USA; ying.huang@ndsu.edu (Y.H.); yasir.mahmood@ndsu.edu (Y.M.)
2 Department of Civil Engineering, University of Engineering and Technology, Taxila 47050, Pakistan;
n.ahmad@uettaxila.edu.pk
* Correspondence: gul.badin@ndsu.edu; Tel.: +1-701-491-0279

Abstract: Pavement construction practices have evolved due to increasing environmental impact
and urban heat island (UHI) effects, as pavements, covering over 30% of urban areas, contribute to
elevated air temperatures. This study introduces heat-reflective pavements, by replacing conventional
black bitumen with a clear binder and pigment-modified clear binders. Titanium dioxide white,
zinc ferrite yellow, and iron oxide red pigments are used to give asphalt corresponding shades. The
asphalt and bitumen specimens were subjected to thermal analysis in heat sinks, under varying solar
fluxes. The pigment dosage was maintained at 4%, according to the weight of the total mix, for all
pigment types. The samples were heated and cooled for 3 h and 2 h, respectively. Mechanical testing
was conducted to ascertain the impact of temperature variations on both the neat clear binder (C.B)
and pigmented C.B and asphalt mixture samples. Wheel tracking and dynamic modulus tests were
conducted to evaluate their performance under high temperatures. The results indicate that non-black
asphalt mixtures exhibit significant temperature reductions, up to 9 ◦ C, which are further enhanced
by pigmented binders, up to 11 ◦ C. It was found that asphalt with a clear or transparent binder
demonstrated lower temperatures and faster heat dissipation in extreme conditions. Moreover, C.B
Citation: Badin, G.; Ahmad, N.; asphalt mixtures displayed a rut resistance of 15%, with the pigmented C.B asphalt mixture showing a
Huang, Y.; Mahmood, Y. Evaluation of
remarkable rut resistance of 73%, outperforming conventional asphalt. Non-black mixtures, especially
Pigment-Modified Clear Binders and
C.B + zinc ferrite, showed improved resistance to permanent deformation in dynamic modulus tests.
Asphalts: An Approach towards
Sustainable, Heat Harvesting, and
Keywords: clear binder (C.B); UHI effect; pigmented binder; solar flux; non-black asphalt mixture;
Non-Black Pavements. Infrastructures
2024, 9, 88. https://doi.org/
rut resistance
10.3390/infrastructures9050088

Academic Editors: Hugo Silva and

Joel R. M. Oliveira 1. Introduction
Received: 25 April 2024 Pavement construction practices, using advanced and innovative materials and tech-
Revised: 13 May 2024 niques, have been on the rise in recent years. This is to lessen the impact of infrastructure
Accepted: 15 May 2024 on adjacent areas and to address environmental issues [1]. It is becoming increasingly
Published: 17 May 2024 common for natural ground surfaces to be covered by pavements; pavements typically
account for over 30% of typical urban areas [2]. Compared to natural ground surfaces, the
higher thermal inertia and lower evaporation rate of pavements contribute to the formation
of urban heat islands. This phenomenon results in air temperatures in urban areas typically
Copyright: © 2024 by the authors.
being higher than those of surrounding rural regions, with temperature differences ranging
Licensee MDPI, Basel, Switzerland.
from 10 to 21 ◦ C [3,4].
This article is an open access article
Asphaltenes are a class of crude oil compounds that are black in color, contributing
distributed under the terms and
to the dark appearance of traditional bitumen [5,6]. Conventional bitumen, which has
conditions of the Creative Commons
a high tinting strength, is responsible for the black color of asphalt [7]. Studies have
Attribution (CC BY) license (https://
demonstrated that the dark color of asphalt is the leading cause of pavement high surface
creativecommons.org/licenses/by/
4.0/).
temperatures [8–11]. Furthermore, hot pavements significantly intensify the urban heat

Infrastructures 2024, 9, 88. https://doi.org/10.3390/infrastructures9050088 https://www.mdpi.com/journal/infrastructures

Infrastructures 2024, 9, 88 2 of 23

island effect [3]. The U.S. Environmental Protection Agency (U.S. EPA 2008) has defined low-
temperature intensive or cool pavements as a range of established and emerging pavement-
related solutions and technologies. These innovative pavement solutions have the potential
to significantly lower pavement surface temperatures and, consequently, reduce the amount
of heat released into the atmosphere when compared to conventional pavements [12].
Implementing these alternative pavement materials and technologies has the potential to
mitigate the urban heat island effect and provide substantial environmental benefits.
The extent of UHI depends on various factors, such as time, city dimensions, weather
conditions, urban layout, surface material composition, vegetation, and human activi-
ties [13–15]. In pavement engineering, it is important to highlight that the thermal proper-
ties of materials, including pavements, are markedly influenced by solar radiation, leading
to absorbed, reflected, and stored energies [16]. Historically, numerous early studies have
focused on employing thermally optimized solutions for paving, such as utilizing clear or
colored materials and porous surfaces [17–19].
Several strategies for reducing the surface temperature of pavements have been devel-
oped to alleviate the urban heat island (UHI) effect. These strategies include heat-reflective
pavements with surface coatings, evaporative pavements with porous surface layers,
thermally modified pavements, and pavements with phase-change materials for heat stor-
age [20–25]. As a result of the utilization of transparent bitumen by the asphalt industry,
roads may be constructed in any color [26]. Producing colored asphalt mixtures for road
pavements is essential to meet environmental, aesthetic, and functional requirements [27].
There are three different processes through which transparent bitumen can be produced,
as follows:
• The modification of bitumen, by removing the asphaltene responsible for its dark
color [6];
• Synthetic binders produced using naturally transparent and special polymer materi-
als [28,29];
• Proper resins combined with bio-oils or organic, renewable raw materials from veg-
etable sources [27,28]. While these materials are not bituminous, they display rheolog-
ical properties similar to bitumen, making them appropriate for the construction of
roads [6].
The literature has also demonstrated that clear binders and asphalt made with clear
binders perform similarly to conventional bitumen and the corresponding asphalt mixtures
(HMA) [30,31]. In addition, a recent study shows that clear binders and corresponding as-
phalt can dissipate heat faster and absorb heat slower than conventional black bitumen [32].
Moreover, studies have also shown that traditional binders and asphalts, when mixed
with metal oxide pigments, increased the thermal conductivity of the pavement, which
resulted in a significant enhancement of the high-temperature performance of the wearing
course [33]. Furthermore, researchers have investigated the feasibility of utilizing innova-
tive mixtures of clear and colored materials on pavement surfaces to mitigate the UHI effect
by increasing the albedo and reducing the surface temperature [34–36]. It has been shown
that clear mixtures reduce the temperature significantly compared to conventional black
surfaces. It has also been shown that the surface color influences the thermal response and
that oxide-modified mixtures exhibit promising mechanical properties, suggesting that
they may be utilized in residential areas with low traffic [37]. Hence, altering the color of
conventional black binders to any non-black color, or solely using a colorless binder, could
result in durable and cooler pavement structures.
Colored asphalt pavements primarily include light-colored pavements and pigmented
pavements [27]. In the former approach, the aggregates are covered and bound using trans-
parent bitumen instead of traditional black bitumen. In areas with a significant landscape
or areas of historical and cultural significance, these types of transparent bitumen enhance
the natural color of mineral aggregates. In the latter type, transparent bitumen is blended
with pigments in asphalt mixtures or artificially colored aggregates are incorporated into
the mix to create a specific aesthetic feature [27].
 landscape or areas of historical and cultural significance, these types of transparent bitu-
men enhance the natural color of mineral aggregates. In the latter type, transparent bitu-
Infrastructures 2024, 9, 88 men is blended with pigments in asphalt mixtures or artificially colored aggregates 3 ofare
23
incorporated into the mix to create a specific aesthetic feature [27].
During hot and sunny seasons, colored pavements display higher reflectance charac-
During
teristics thanhot and sunny
traditional seasons,
asphalt colored[37].
pavements pavements
Hence, display higher are
those surfaces reflectance char-
less likely to
acteristics
absorb solarthan traditional
radiation and asphalt
remain pavements
cooler when[37]. Hence,
exposed to those surfaces
sunlight. As a are lessthe
result, likelyair
to absorb solar
temperature radiation
in the and remain
surrounding areas cooler when
decreases, exposed
because lesstoheat
sunlight. As a result,
is transferred from thethe
air
pavement to the air [11,38]. These pavements are also highly reflective, reducing thefrom
temperature in the surrounding areas decreases, because less heat is transferred like-
the
lihoodpavement to the airduring
of overheating [11,38].the
These pavements
summer, which are also highly
increases reflective,
pavement reducing
durability andthe re-
likelihood of overheating during the summer, which increases pavement
duces damage [39]. It has also been demonstrated that transparent bitumen can lessen durability and
reduces damage
illumination needs,[39]. It has also
thereby been demonstrated
decreasing that[27].
electricity costs transparent
As part ofbitumen can lessen
an effective traffic
illumination needs, thereby decreasing electricity costs [27]. As part
management program, colored asphalt pavements might also be used to identify bus of an effective traffic
management program,
lanes, sidewalks, coloredand
crosswalks, asphalt pavements
pedestrian areasmight
[30]. also be used to identify bus lanes,
sidewalks, crosswalks, and pedestrian areas [30].
2. Objectives and Experimental Approach
2. Objectives and Experimental Approach
This study aims to evaluate the thermal characteristics and structural performance of
This study aims to evaluate the thermal characteristics and structural performance of
various non-black asphalt binders and mixtures, compared to conventional black bitumen
various non-black asphalt binders and mixtures, compared to conventional black bitumen
and asphalt. Specifically, we aim to evaluate the heat conductions, absorption, and the rate
and asphalt. Specifically, we aim to evaluate the heat conductions, absorption, and the
of heating
rate and cooling
of heating of pigment-modified
and cooling of pigment-modifiedand unmodified clear binders
and unmodified (C.B.) and
clear binders as-
(C.B.)
phalt mixtures, in comparison to conventional black bitumen and asphalt.
and asphalt mixtures, in comparison to conventional black bitumen and asphalt. The The structural
performance
structural will be assessed
performance will beusing wheel
assessed tracking
using wheeland dynamic
tracking and modulus tests. Temper-
dynamic modulus tests.
ature measurements will be taken at five different depths for all the
Temperature measurements will be taken at five different depths for all the modified andmodified
unmod-
ifiedunmodified
and binders andbinders
asphalt and
to analyze
asphalttheir thermaltheir
to analyze characteristics. Solar flux densities
thermal characteristics. will
Solar flux
be used towill
densities calculate
be usedthe
to corresponding power and voltage
calculate the corresponding powerapplied to a silicon
and voltage appliedplate
to a heater.
silicon
The temperature measurements are recorded using a highly sensitive data
plate heater. The temperature measurements are recorded using a highly sensitive dataacquisition sys-
tem and highly calibrated thermocouples.
acquisition system and highly calibrated thermocouples.

3. Materials and Methods

3.
3.1.
3.1. Binders
Binders and
and Aggregates
Aggregates
For
For this
this study,
study, aa clear
clear asphalt
asphalt binder
binder (provided
(provided in in Figure
Figure 1a
1a [1])
[1]) was
was imported
imported from
from
China,
China, which
whichcomprises
comprisesthermoplastic
thermoplastic bicomponent
bicomponent resins, whose
resins, colorcolor
whose ranged from straw
ranged from
yellow to amber orange [1]. While locally manufactured conventional
straw yellow to amber orange [1]. While locally manufactured conventional bitumen bitumen (ARL 60/70
pen
(ARL grade)
60/70was
penused,
grade)which is the which
was used, most used
is thebitumen
most usedgrade across grade
bitumen the country.
across However,
the coun-
in this study, it was only used for a comparison. Our recently published
try. However, in this study, it was only used for a comparison. Our recently published research provides
the
research provides the conventional properties of both binders [32]. The aggregates were
conventional properties of both binders [32]. The aggregates used in this research used
obtained from the
in this research Margalla
were obtained quarry
fromsource. The aggregates
the Margalla from this
quarry source. The quarry are limestone
aggregates from this
(basic)
quarry in arenature [40],(basic)
limestone as calcium carbonate
in nature [40], asiscalcium
a substantial
carbonateportion of this quarry.
is a substantial portionThe
of
thermal properties, like the thermal conductivity and specific heat of the
this quarry. The thermal properties, like the thermal conductivity and specific heat of thevarious materials
used in this
various research,
materials usedareinsummarized
this research,inare
Table 1.
summarized in Table 1.

(a) (b)

Figure 1. (a) Thin layer of CB poured onto steel surface [1]; (b) mid-point gradation curve.
Infrastructures 2024, 9, 88 4 of 23

Table 1. Thermal properties of pigments and other materials.

Specific Heat Thermal Conductivity

Material
(J kg−1 K−1 ) (W m−1 K−1 )
Iron oxide red (Fe2 O3 ) 650 [41] 3 (800 ◦ C) and 8 (200 ◦ C) 15 at room temperature [42]
Titanium dioxide white (TiO2 ) 683–697 [43] 11.7 at 25 ◦ C [43]
Zinc ferrite yellow (ZnFe2 O4 ) 800 [44] 3.5–4.3 at 25–85 ◦ C [45] 1–5 at room temperature [46]
Conventional asphalt 900 [9] 1.35 at room temperature [47] 0.8–2.0 [9]
Conventional bitumen 1850–3900 at 27–127 ◦ C [48] 0.17–0.2 [49]

3.2. Pigments
For the thermal analysis, titanium dioxide white and zinc ferrite yellow were used.
However, iron oxide red was also used for mechanical testing, apart from titanium dioxide
and zinc ferrite. All these pigments were imported from China. The distinct properties of
all three types of pigments were extracted from their technical data sheets (TDSs) and are
provided below in Table 2.

Table 2. Distinct properties of pigments extracted from their technical data sheets.

Property Titanium Dioxide White Zinc Ferrite Yellow Iron Oxide Red
Heat stability (◦ C) 900–930 260–300 350–400
Particle size 300 nm 0.1–0.6 µm 97% ≤ 45 µm
Particle shape Tetragonal Acicular Spherical
pH value 6.5–8.0 5–8 3–7
Density (g/cm3 ) 4.13 5.0–5.6 0.72–1.1
Chemical formula TiO2 ZnFe2 O4 Fe2 O3 ·H2 O
Tinting strength % ≥175 95–110 95–105
Moisture at 105 ◦ C, % 0.5 Max 0.5 Max 1.0 Max
Oil absorption (mL/100 g) 19~22 25–45 15–25
Matter soluble in water % 0.5 Max 0.5 Max 0.5 Max

3.3. Material Mixing

The national highway authority’s (NHA) Class-B mid-point gradation (provided in
Figure 1b) was followed to prepare the asphalt mixtures, which is the finer gradation for
the asphalt wearing course. The maximum particle size in this gradation is 12.5 mm (about
0.49 in). After using the Marshall mix design method, 4.4% of optimum binder content was
found for both the conventional and clear binder. Previous studies recommend a pigment
concentration of 3–5% for asphalt coloring purposes [50,51]; however, a mean value of 4%
was adopted in this study. Hence, a ratio of 4.4:4 was used to mix the binders with the
pigments to make the pigmented binder samples. This was achieved using a mechanical
stirrer, equipped with a simple fan blade configuration.
Similarly, 4% pigment, according to the weight of the total aggregate mix, was used
for the asphalt mixture preparation. It was also ensured that the job mix formula (JMF)
was not disturbed, so the 4% pigment weight was subtracted from all the sieve size
aggregates corresponding to their percentage in the total mix. The aggregates were heated
at 130–140 ◦ C, before mixing them with the pigments. The pigments were then mixed with
the aggregates for 60 to 90 s. To prevent pigment lumps or accumulations, a minimum
mixing time of 10 to 15 s was ensured [52].

4. Experimental Setup
This study is broadly classified into two phases of laboratory testing. The first is
thermal testing, and the second one is mechanical testing.
Infrastructures 2024, 9, 88 5 of 23

Thermal Testing Setup

During the design and manufacturing process, two aluminum heat sinks were de-
signed and manufactured; the larger heat sink was intended for asphalt mixture analysis,
while the smaller heat sink was designed for binder analysis. The walls of each heat sink
were 5 mm (about 0.2 in) thick. The heat sink walls were lined with fiber block insulation to
ensure a one-dimensional heat flow. A 5 mm thick piece of acrylic glass was also mounted
on the top of each heat sink and tightened with screws on each side. The base of each heat
sink was provided with two slots, measuring 1.5 mm (about 0.06 in) in depth, to enable
the temperature measurements. K-type thermocouples were positioned in these slots. To
provide heat, silicon plate heaters from Omega Engineering USA [52] were installed at the
base of the heat sinks, as the energy source. Aluminum tape was used to secure the heaters
and to ensure that the entire assembly was stable and airtight. K-type thermocouples were
placed at five different depths within the heat sinks to measure the temperature at various
locations within the specimens. The Agilent 34972A data acquisition system was used to
monitor and record the temperature at these thermocouples. A DC power supply (Keysight
U8032A) was used to supply power to the silicon plate heaters. A cotton covering was
applied to the extended portion of the fiber block insulation on the heat sinks to prevent
unwanted heat loss. This measure was taken to ensure the accuracy and reliability of the
temperature readings.
Under the Energy Sector Management Assistance Program (ESMAP), data was ob-
tained from the World Bank via ENERGYDATA.info [53]. Three flux densities of 800, 1000,
and 1200 W/m2 were selected for analysis. After converting the flux density to power using
Ohm’s law, the base area of the heat sink was considered to compute the corresponding
power. The conversion resulted in the respective voltage and current values for each flux.
A DC power supply was used to supply the corresponding power values (V × I) to the
heater and, then, to the asphalt binder/mixture sample.
The charge time was defined as three hours, during which the power was supplied.
The temperature was automatically recorded every 5 s during this period. The power
supply was disconnected after the 3 h charging period, and the temperature measurements
were continuously recorded during the following two hours, called the discharging period.
Analysis was conducted throughout the 5 h period, i.e., both the heating and cooling
cycles. To ensure consistency, the heating and cooling of the samples was performed in
identical conditions (room temperature). Table 3 shows the dimensions of the heat sinks,
the dimensions of the silicon heaters, and the locations of the thermocouples inside the
heat sinks.

Table 3. Heat sink and heater dimensions, along with thermocouple positioning.

Dimensions Thermocouple Positioning (mm)

Internal Dimensions External Dimensions Heater Dimensions
Heat Sink (mm3 ) (mm3 ) (mm3 ) T1 T2 T3 T4 T5

Larger Heat Sink 100 × 100 × 50 110 × 110 × 55 100 × 100 × 1.5 Heat sink 0 10 30 50
base
Smaller Heat Sink 60 × 60 × 25 70 × 70 × 30 60 × 60 × 1.5 0 5 15 25

The flow chart in Figure 2 illustrates the steps involved in preparing the binders
and mixtures, installing the thermocouples, and applying the heat (power) to them. It is
important to note that all of the pictures do not reflect the preparation of one sample type;
however, the images are combined randomly to reflect the sequential steps. Furthermore,
Figures 3 and 4 depict the schematics of the laboratory setup and 3D views of both heat
sinks, respectively.
Infrastructures 2024, 9, 88 6 of 23
Infrastructures 2024, 9, x FOR PEER REVIEW 6 of 24

(a) (b)

(c) (d)

(e) (f)

Figure 2. Cont.
Infrastructures 2024, 9,
Infrastructures 2024, 9, 88
x FOR PEER REVIEW 77 of
of 23
24
Infrastructures 2024, 9, x FOR PEER REVIEW 7 of 24

(g) (h)
(g) 2. Steps involved in the preparation of binders and asphalt
Figure (h) mixtures for thermal analysis. (a)
Figure 2. Steps involved in the preparation of binders and asphalt mixtures for thermal analysis.
TiO 2 being mixed with dry aggregates. (b) Binder poured into the TiO2 blended aggregates. (c) Place-
Figure 2. Steps mixed
involved in the preparation of(b)
binders and asphalt mixtures for blended
thermal analysis. (a)
(a)
mentTiO of2 abeing
silicon with drybase
aggregates. Binder poured into the TiO
the 2fiber block aggregates.
TiO2 being mixedheater
with dryat the
aggregates.of the heat
(b) Binder sink. (d) Heat
poured sink
into the inside
TiO insulation,
2 blended aggregates. (c) Place-
(c)
withPlacement of a silicon heater at the base(e)ofWhite
the heat sink. (d) Heat sink inside the fiber into
blocka
ment installed thermocouples
of a silicon heater at the andbaseheater.
of the heat pigmented
sink. (d) Heat sink(TiO 2) clear
inside binder
the fiber poured
block insulation,
insulation,
container. with
(f) TiO installed
2-modifiedthermocouples
CB under and heater. (e) White
experimentation. (g) pigmented (TiO
Conventional )
asphaltclear binder
inside poured
the largea
with installed thermocouples and heater. (e) White pigmented (TiO2) clear 2binder poured into
heat
into asink, with
container. installed
(f)
container. (f) TiO2-modifiedTiO 2thermocouples
-modified CB and
under heater. (h) White
experimentation. pigmented
(g) asphalt
Conventional mixture
asphalt
CB under experimentation. (g) Conventional asphalt inside the large before
inside the
start
large of
heat sink, the test.
heat sink,
with with installed
installed thermocouples
thermocouples and heater.
and heater. (h) White
(h) White pigmented
pigmented asphalt
asphalt mixture
mixture before
before the
the
startstart of the
of the test.test.

Figure 3. Schematics of laboratory setup.

Figure 3.
Figure 3. Schematics
Schematics of
of laboratory
laboratory setup.
setup.
Infrastructures 2024, 9, 88
x FOR PEER REVIEW 8 8of
of 24
23

Figure
Figure 4.
4. Three
Threedimensional
dimensionalviews,
views,with
withlabeled dimensions
labeled (mm),
dimensions of (a)
(mm), larger
of (a) heatheat
larger sink, andand
sink, (b)
smaller heat sink.
(b) smaller heat sink.

5. Results
Results and
and Discussion
Discussion
Eight
Eight combinations
combinations were
were prepared
prepared and and evaluated
evaluated forfor each
each ofof the
the three
three heat
heat fluxes.
fluxes.
The first
first four
foursamples
sampleswere
wereasphalt
asphaltmixture
mixture samples,
samples, while the the
while remaining
remainingfourfour
werewere
cor-
responding
corresponding bitumen samples.
bitumen It should
samples. be noted
It should that allthat
be noted the tests were
all the conducted
tests at room
were conducted
at room temperature
temperature and that and that the of
the cooling cooling
all theofsamples
all the samples was accomplished
was accomplished throughthrough
natural
natural convection.
convection.

5.1. Thermal
5.1. Thermal Analysis
Analysis ofof Asphalt
Asphalt Mixtures
Mixtures
Conventional asphalt,
Conventional asphalt, aa clear
clear binder
binder (C.B),
(C.B), and
and the
the pigmented
pigmented C.B-modified
C.B-modified asphalt
asphalt
(white and yellow) specimens were meticulously prepared and placed
(white and yellow) specimens were meticulously prepared and placed into a large heat into a large heat sink
for thermal analysis. Each asphalt mixture was subjected to flux densities
sink for thermal analysis. Each asphalt mixture was subjected to flux densities of 1200, of 1200, 1000,
and 800 2 for three hours (heating time). The specimens were subsequently allowed
1000, andW/m800 W/m 2 for three hours (heating time). The specimens were subsequently al-

lowed to cool for two(cooling

to cool for two hours time). Before
hours (cooling time). applying heat, theheat,
Before applying samples were cooled
the samples weretocooled
room
temperature. During the 5 h temperature cycle, the heat storage and dissipation
to room temperature. During the 5 h temperature cycle, the heat storage and dissipation behavior of
the pigmented modified and clear binder asphalt mixtures were compared
behavior of the pigmented modified and clear binder asphalt mixtures were compared to to conventional
black asphalt. The goal was to observe whether there was any enhancement in the heat
conventional black asphalt. The goal was to observe whether there was any enhancement
dissipation and diminutions in the heat storage behavior between the conventional and
in the heat dissipation and diminutions in the heat storage behavior between the conven-
modified asphalt mixtures.
tional and modified asphalt mixtures.
Figure 5a–d shows the temperature curves for the five-hour test period of all four
Figure 5a–d shows the temperature curves for the five-hour test period of all four
asphalt mixtures at 1200 W/m22. T1-T5 represents the temperature at the five thermocouples
asphalt mixtures at 1200 W/m . T1-T5 represents the temperature at the five thermocou-
from the heat sink’s base to the top (50 mm), respectively. Also, the average curve “Avg”
ples from the heat sink’s base to the top (50 mm), respectively. Also, the average curve
was drawn, showing the average temperature of the entire 50 mm sample. As the heat
“Avg” was drawn, showing the average temperature of the entire 50 mm sample. As the
source is applied to the mixtures, the temperature increases w.r.t time. Figure 5a shows
heat source is applied to the mixtures, the temperature increases w.r.t time. Figure 5a
three significantly different temperature readings at the five thermocouples. The T4 and T5
shows three significantly different temperature readings at the five thermocouples. The
readings almost overlap until half of the heating time has elapsed. Similarly, there is no
T4 and T5 readings almost overlap until half of the heating time has elapsed. Similarly,
significant difference in the temperature readings for T1 and T2 in the first 20 to 30 min.
there is no significant
The overlapping regiondifference
indicatesinsimilar
the temperature readings
heat absorption for T1
at that and T2
specific in the
time. first 20
However,
to
the30temperature
min. The overlapping region indicates
curve for thermocouple similar heatdiffers
T3 significantly absorption at that
from the fourspecific time.
neighboring
However,
thermocouples. It is also worth noting that, although the curves are parabolic, theyfour
the temperature curve for thermocouple T3 significantly differs from the are
neighboring
more inclined thermocouples.
towards linearItbehavior.
is also worth
The noting
maximum that,surface
although the curvesof
temperature areasphalt
parabolic,
(T2)
they are more inclined towards linear behavior. The maximum surface temperature of
Infrastructures
Infrastructures 2024, 9, 88
2024, 9, x FOR PEER REVIEW 9 of 24
9 of 23

asphalt to 65is◦ C,
is close (T2) which
close to 65is °C,
almost
whichtheissame
almostas the
the actual
same as pavement
the actualsurface temperature
pavement surface
during peak during
summer [24], and the[24],
temperatures ◦ C are responsible for the
closer to 70closer
temperature peak summer and the temperatures to 70 °C are responsi-
UHIforeffect
ble [54].effect
the UHI The [54].
higherThetemperature curves, seen
higher temperature in seen
curves, Figurein 5a, also5a,
Figure indicate lower
also indicate
thermal
lower conductivity
thermal and higher
conductivity specific
and higher heat heat
specific of conventional
of conventionalasphalt, which
asphalt, traps
which the
traps
heat in the asphalt for extended periods, elevating the overall temperature
the heat in the asphalt for extended periods, elevating the overall temperature of the struc- of the structure.
The average
ture. “Avg”“Avg”
The average curve curve
represents the average
represents temperature
the average of the 50
temperature of mm thick
the 50 mm asphalt
thick
mixture mixture
asphalt sample and, in the
sample firstincase,
and, the it almost
first case,overlaps
it almostwith the temperature
overlaps curve for T3.
with the temperature
Hence,for
curve weT3.
can conclude
Hence, thatconclude
we can the average thattemperature
the average of the 50 mmof
temperature thick
the conventional
50 mm thick
asphalt lies atasphalt
conventional a depthlies
of 10
at ammdepth(about 0.39
of 10 mm in).
(about 0.39 in).

(a) (b)

(c) (d)
Figure 5. Heating and cooling temperature curves at 1200 flux for: (a) conventional asphalt mixture;
Figure 5. Heating and cooling temperature curves at 1200 flux for: (a) conventional asphalt mixture;
(b) asphalt mixture prepared with neat clear binder; (c) asphalt mixture prepared with titanium
(b) asphalt mixture prepared with neat clear binder; (c) asphalt mixture prepared with titanium
dioxide-blended clear binder; and (d) asphalt mixture prepared with zinc ferrite-blended clear
dioxide-blended clear binder; and (d) asphalt mixture prepared with zinc ferrite-blended clear binder.
binder.
The heating trend is pretty much different in the rest of the three asphalt mixture
The heating trend is pretty much different in the rest of the three asphalt mixture
combinations, as seen in Figure 5b–d. Unlike conventional asphalt, the curves overlap
combinations, as seen in Figure 5b–d. Unlike conventional asphalt, the curves overlap
only between T3 and T4 during almost the whole first hour of heating. However, in part
only between T3 and T4 during almost the whole first hour of heating. However, in part
(d) of Figure 5, there is no significant overlapping of the temperature curves. It means
(d)
thatofall
Figure 5, there isasphalt
the modified no significant
mixtureoverlapping
combinations of the temperature
distribute curves.
the heat It means
evenly downthat
the
all the modified asphalt mixture combinations distribute the heat evenly
structure. Hence, the chances of heat accumulation are less. Moreover, the average down the struc-
curve
ture.
for allHence, the chances
the modified of heat accumulation
combinations is just above are
the less. Moreover,
T3 curve; the average
thus, the average temperature
curve for all
the modifiedasphalt
of modified combinations
mixturesislies just
at above
a depththe T3 curve;
of less than 10thus,
mm.the
Thisaverage temperature
makes heat of
dissipation
modified asphalt mixtures lies at a depth of less than 10 mm. This makes heat
easier and faster for these mixtures, than for conventional asphalt. It is also worth noting dissipation
Infrastructures 2024, 9, x FOR PEER REVIEW 10 of 24

Infrastructures 2024, 9, 88 easier and faster for these mixtures, than for conventional asphalt. It is also worth noting 10 of 23
that the gap between the T2 and T5 curves, representing the surface and 50 mm (about
1.97 in) temperatures, respectively, is significant for all the modified combinations com-
pared
that thetogap
conventional
between the asphalt.
T2 and The T5gap between
curves, the T2 and
representing theT5surface
curves and represents
50 mmaround
(about
a 4 °C
1.97 in)gap in the temperature
temperatures, respectively, foristhe traditional
significant for black
all theasphalt,
modifiedwhile it is 7–8 °C
combinations for the
compared
other
to modified combinations.
conventional asphalt. The gap Thebetween
maximum thetemperatures
T2 and T5 curves for all three combinations
represents around a 4 are ◦C

around
gap 52–53
in the °C in the modified
temperature mixtures. Therefore,
for the traditional black asphalt, it is easier
while for
it isthem ◦
7–8 toCdissipate heat
for the other
quickly. combinations. The maximum temperatures for all three combinations are around
modified
◦ C inthese
52–53Also, the modified
combinations mixtures. Therefore,
are less likely to it participate
is easier forin them
UHItoaugmentation,
dissipate heat as quickly.
their
Also, these
maximum combinations
absorbed temperature are less
is farlikely
less to
thanparticipate
70 °C. Many in UHI augmentation,
researchers as their
have studied
maximum
UHI mitigation absorbed temperature
by introducing is far less
pigments than
into 70 ◦ C.mixtures.
asphalt Many researchers
There washave studied
a maximum
UHI mitigation
difference of 11 by
°C introducing
and an average pigments
of 7.5 into asphalt mixtures.
°C between There was a maximum
yellow pigment-modified asphalt
difference of 11 ◦ C and
pavement samples and conventional
an average ofasphalt7.5 ◦ C mixtures
between [55]. yellow pigment-modified
Similarly, pigments have asphalt
also
pavement
been foundsamples andinternal
to cool the conventional
structureasphalt
and mixtures
surface of[55]. Similarly, pigments
the pavement, making solarhaveheat-
also
been found to coating
ing reflective cool thelayers
internal structure Studies
(SHRCLs). and surfacehaveofreported
the pavement,
a 10 ± making solar heating
2.5 °C difference be-
reflective coating layers (SHRCLs). Studies have reported a 10 ± 2.5 ◦ C difference between
tween unmodified asphalt and SHRCL surfaces [56]. Also, the internal temperature of as-
unmodified
phalt was reducedasphaltby and 11.5SHRCL
°C andsurfaces [56].pigment
13 °C with Also, theGinternal temperature
and pigment Y blends,of asphalt
respec-
was reduced ◦ ◦
tively [35]. by 11.5 C and 13 C with pigment G and pigment Y blends, respectively [35].
Figure 6a,b
Figure represents the
6a,b represents mean temperature
the mean temperature of all four
of all four asphalt
asphalt mixture
mixture combinations
combinations
at 1000 and 800 W/m 2 . The starting temperatures of the titanium dioxide and zinc ferrite
at 1000 and 800 W/m . The starting temperatures of the titanium dioxide and zinc ferrite
2
C.B-modified
C.B-modified samples
samplesare areaalittle
littlehigher
higherthanthanroomroomtemperature;
temperature; however,
however, it does
it doesnotnot
affect
af-
the objectives of this study, as we aim to observe the maximum temperature
fect the objectives of this study, as we aim to observe the maximum temperature absorbed absorbed by a
sample
by a sampleat theatend
the of
endthe ofheating phase.
the heating Again,
phase. Again,therethere
is a massive difference
is a massive differencebetween
between the
conventional and modified mixtures at the end of the heating
the conventional and modified mixtures at the end of the heating phase. The pigmented phase. The pigmented C.B
mixtures
C.B mixtures havehave
almost the same
almost temperature
the same throughout
temperature the heating
throughout and cooling
the heating phases
and cooling
at both fluxes. However, the neat C.B. asphalt mixture temperature
phases at both fluxes. However, the neat C.B. asphalt mixture temperature is between is between that ofthat
the
conventional and pigmented mixtures.
of the conventional and pigmented mixtures.

(a) (b)
Figure 6. Mean temperature of 50 mm thick asphalt mixtures at (a) 1000 W/m2 and (b) 800 W/m2.
Figure 6. Mean temperature of 50 mm thick asphalt mixtures at (a) 1000 W/m2 and (b) 800 W/m2 .

5.1.1. Thermal Analysis of Binders

Like Figure
Figure 6,
6, aasimilar
similardiscussion
discussionapplies
appliestotoFigure
Figure7a–d,
7a–d, which
which illustrates
illustrates thethe heat-
heating
ing and
and cooling
cooling behavior
behavior of conventional
of conventional blackblack bitumen,
bitumen, the neat
the neat clearclear
binder,binder, the tita-
the titanium
nium dioxide-modified
dioxide-modified clear binder,
clear binder, andzinc
and the the ferrite-modified
zinc ferrite-modified
clear clear
binder, binder, respec-
respectively.
Compared to Figure
tively. Compared 6a, Figure
to Figure 7a exhibits
6a, Figure an almost
7a exhibits identical
an almost pattern
identical of overlapping
pattern of overlap-
curves; however,
ping curves; in the
however, second
in the halfhalf
second of the heating
of the phase,
heating phase,thetheaverage
averagecurvecurve does
does not
overlap with T3, indicating a lower average temperature than the asphalt mixtures. The
“Avg”
“Avg”curve
curveindicates
indicates thethe
mean temperature
mean temperatureof a of
25 amm
25 (about 0.98 in)0.98
mm (about thickin)binder
thick sample,
binder
which is close to the temperature at a depth of 6–7 mm. The most significant difference
between all four samples is the temperature gap between T1 and T2. Unlike conventional
asphalt, which allows the surface base of the heater to reach 72 ◦ C (approx.), the C.B. and
Infrastructures 2024, 9, x FOR PEER REVIEW 11 of 24

Infrastructures 2024, 9, 88 sample, which is close to the temperature at a depth of 6–7 mm. The most significant dif-
11 of 23
ference between all four samples is the temperature gap between T1 and T2. Unlike con-
ventional asphalt, which allows the surface base of the heater to reach 72 °C (approx.), the
pigmented C.B. binder
C.B. and pigmented absorb
C.B. andabsorb
binder dissipate
andheat effectively,
dissipate to 62 ◦ C T1
limiting T1limiting
heat effectively, andtobelow.
62 °C
As
andan additional
below. As an point of interest,
additional point ofboth virgin
interest, binders
both virgin(black
binders and transparent)
(black exhibit
and transparent)
similar
exhibit temperature distributions
similar temperature betweenbetween
distributions T2 and T5 T2(except
and T5for the actual
(except temperatures).
for the actual tem-
However,
peratures).both pigmented
However, both C.B binders C.B
pigmented resist heat transfer
binders and transfer
resist heat storage atandthestorage
bottommost
at the
part (25 mm) of the sample. This could be attributed to the efficient heat
bottommost part (25 mm) of the sample. This could be attributed to the efficient heat dis- dissipation
capability of the pigments.
sipation capability Overall, theOverall,
of the pigments. lower specific heatspecific
the lower and higherheatthermal conductivity
and higher thermal
of pigments enable
conductivity the corresponding
of pigments samples to quickly
enable the corresponding dissipate
samples heat dissipate
to quickly back into heat
the walls
back
of thethe
into container
walls of(environment). This results inThis
the container (environment). the samples
results instaying at lower
the samples temperatures
staying at lower
for an elongated
temperatures forperiod, thus decreasing
an elongated period, thusthedecreasing
time requiredthe to
timecool down. to cool down.
required

(a) (b)

(c) (d)
Figure 7. Heating and cooling temperature curves at 1200 flux for: (a) conventional black bitumen,
Figure 7. Heating and cooling temperature curves at 1200 flux for: (a) conventional black bitumen,
(b) neat clear binder, (c) clear binder-modified with titanium dioxide pigments, and (d) clear binder-
(b) neat clear
modified withbinder, (c) clear
zinc ferrite binder-modified with titanium dioxide pigments, and (d) clear binder-
pigments.
modified with zinc ferrite pigments.
The shape of the curves in Figure 7 appear to be more bent during the heating phase,
The shape of the curves in Figure 7 appear to be more bent during the heating phase, as
as opposed to the heating pattern of the asphalt mixture. Consequently, the change in heat
opposed to the heating pattern of the asphalt mixture. Consequently, the change in heat over
over time is not linear, since binders, being viscoelastic, are highly susceptible to temper-
time is not linear, since binders, being viscoelastic, are highly susceptible to temperature
ature changes [57]. The graphs demonstrate that the samples with pigment modifications
changes [57]. The graphs demonstrate that the samples with pigment modifications tend
tend to retain heat more in areas close to the heat source, leading to a faster dissipation of
to retain heat more in areas close to the heat source, leading to a faster dissipation of
heat (when
heat (when the
the heat
heat supply
supply is
is turned
turned off).
off). However,
However, neat
neat binders
binders evenly
evenly distribute
distribute heat,
heat,
resulting in higher temperatures at the end of the heating phase. The cooling behavior in
almost all the graphs is identical; however, for conventional binders, T1 shows an abrupt
cooling pattern similar to that of heating.
Infrastructures 2024, 9, x FOR PEER REVIEW 12 of 24

Infrastructures 2024, 9, 88 resulting in higher temperatures at the end of the heating phase. The cooling behavior 12 of 23in
almost all the graphs is identical; however, for conventional binders, T1 shows an abrupt
cooling pattern similar to that of heating.
Figure 8a,b
Figure 8a,b illustrates
illustrates the
the mean
mean temperature
temperature of of all
all four
four binder
binder combinations
combinations at at 1000
1000
and 800
and 800W/m 22
W/m .. TheThe starting
starting temperature
temperature of the zinc ferrite C.B-modified
C.B-modified samplesample is is aa little
little
higherthan
higher thanthetheother
othersamples;
samples;however,
however, it does
it does notnot affect
affect thethe objectives
objectives of this
of this study,
study, as we as
we aim
aim to observe
to observe the amount
the amount of heat
of heat absorbed
absorbed and dissipated
and dissipated at theatend
the of
endtheofheating
the heating
and
and cooling
cooling phase,phase,
whichwhich is independent
is independent of a difference of 2–3 ◦of
of a difference 2–3
C in the°Cinitial
in the initial tempera-
temperatures. As
tures.
is As from
evident is evident fromcomparison,
the above the above comparison, there is adifference
there is a significant significant difference
between between
the modified
and conventional
the modified binders in terms
and conventional of the
binders inabsorbed temperature
terms of the at the end ofat
absorbed temperature the
theheating
end of
phase. Pigmented
the heating phase.C.B binders C.B
Pigmented maintain,
binders approximately, the same temperature
maintain, approximately, at both flux
the same temperature
levels
at boththroughout the heatingthe
flux levels throughout andheating
cooling andphases.
cooling However, the neat C.B
phases. However, temperature
the neat C.B tem-
is slightlyishigher
perature slightly than the than
higher pigmented binder temperature.
the pigmented On the On
binder temperature. other
thehand,
other the
hand,blackthe
binder appears
black binder to havetoabsorbed
appears the maximum
have absorbed temperature.
the maximum The results
temperature. of a similar
The results study,
of a similar
in which
study, inthe heatthe
which dissipation and energy
heat dissipation andstorage
energy capabilities of nano-modified
storage capabilities binders
of nano-modified
were studied using the same test conditions, also support our findings.
binders were studied using the same test conditions, also support our findings. Nano- Nano-modified
binders were reported ◦ C cooler than unmodified binders [58].
modified binders weretoreported
stay 8–10 to stay 8–10 °C cooler than unmodified binders [58].

(a) (b)
Figure 8. Mean temperature of 25 mm thick bituminous samples at (a) 1000 W/m2 and (b) 800
Figure2 8. Mean temperature of 25 mm thick bituminous samples at (a) 1000 W/m2 and (b) 800 W/m2 .
W/m .
5.1.2. Heating and Cooling Trends
5.1.2.Another
Heatingfactor
and Cooling Trends
that requires discussion in this study is the variation in the heating rate,
Another
in addition factor
to the that requires
change discussion
in the elevated in this study
temperature. Since is we
theare
variation
primarily in the heating
concerned
with
rate,asphalt mixtures
in addition to theas change
the actualin materials usedtemperature.
the elevated for road paving, thewe
Since scope
are of this analysis
primarily con-
is limited to asphalt mixtures only. We set a target temperature range of 45–50 ◦ C (heating
cerned with asphalt mixtures as the actual materials used for road paving, the scope of
time) and 50–45 ◦ C (cooling time) for every sample. The calculations are shown for a flux
this analysis is limited to asphalt mixtures only. We set a target temperature range of 45–
density of 1200 W/m
50 °C (heating time)2and for the heating
50–45 and cooling
°C (cooling time)phases,
for every which is theThe
sample. extreme case in this
calculations are
study.
shownThe forheat maps
a flux showofthe
density timeW/m
1200 each2 for
sample took to attain
the heating the designated
and cooling phases, temperature.
which is the
As a point
extreme of clarification,
case in this study.both Thetheheatheating
maps andshowcooling
the time rates were
each measured
sample took to against
attain the
the
average curve, which reflects the overall temperature of a 50 mm
designated temperature. As a point of clarification, both the heating and cooling rates sample.
wereFigure
measured9a shows
against thethe
variation
averageincurve,
heat intensity over time
which reflects and thetemperature
the overall time each sampleof a 50
took to reach the designated temperature, i.e., 50 ◦ C. The heat map of the heating time
mm sample.
(Figure 9a) shows
Figure 9a shows thatthethevariation
conventional asphalt
in heat mixture
intensity overreached
time and the target
the time temperature
each sample
in 0.4toh,reach
took whilethe thedesignated
neat clear temperature,
binder took slightly
i.e., 50 °C.lessThe
than twice
heat mapthe timeheating
of the to achieve
time
50 ◦ C. Moreover, both C.B-pigmented asphalt mixtures took over an hour to attain the
(Figure 9a) shows that the conventional asphalt mixture reached the target temperature
target temperature.
in 0.4 h, while the neat However, the titanium
clear binder dioxide-modified
took slightly less than twicemixture
the timeproved to be
to achieve 50the
°C.
most resistant asphalt mixture to temperature absorption. Pigmented
Moreover, both C.B-pigmented asphalt mixtures took over an hour to attain the target mixtures are highly
thermally
temperature. conductive,
However, so they conduct heat
the titanium to the outside and
dioxide-modified take longer
mixture proved to to
reach
be the
the same
most
temperature. This property results in a faster heat dissipation rate in pigmented mixtures,
resulting in cooler pavement structures. In addition, it also contributes to reducing the UHI
effect and increasing the resistance to permanent deformation.
 resistant asphalt mixture to temperature absorption. Pigmented mixtures are highly ther-
mally conductive, so they conduct heat to the outside and take longer to reach the same
temperature. This property results in a faster heat dissipation rate in pigmented mixtures,
Infrastructures 2024, 9, 88 resulting in cooler pavement structures. In addition, it also contributes to reducing the
13 of 23
UHI effect and increasing the resistance to permanent deformation.

(a) (b)
Figure 9. Heat map against Avg. curve of the asphalt mixtures, showing (a) heating time from 45–
Figure 9. Heat map against Avg. curve of the asphalt mixtures, showing (a) heating time from
50 °C and (b) cooling time from 50–45 °C.
45–50 ◦ C and (b) cooling time from 50–45 ◦ C.
Similarly, Figure 9b shows the comparative cooling time of the asphalt mixture com-
Similarly, Figure 9b shows the comparative cooling time of the asphalt mixture com-
binations. The time taken by all the mixtures (from 50 °C to 45 °C) was observed and used
binations. The time taken by all the mixtures (from 50 ◦ C to 45 ◦ C) was observed and
to draw heat maps. Also, the heat maps indicate the change in temperature for each mix-
used to draw heat maps. Also, the heat maps indicate the change in temperature for each
ture overover
mixture time.time.
The heat mapsmaps
The heat display a significant
display a significantdifference in the
difference intime taken
the time by all
taken bythe
all
asphalt mixtures to attain 45 °C. Conventional
◦ asphalt took almost
the asphalt mixtures to attain 45 C. Conventional asphalt took almost 0.45 h to drop its 0.45 h to drop its tem-
perature
temperature to 5 to°C.5 Similarly, asphalt
◦ C. Similarly, prepared
asphalt prepared withwith
a neat clear
a neat binder
clear bindertook nearly
took nearly0.350.35
h toh
drop its temperature. Adding pigments to the C.B asphalt mixtures
to drop its temperature. Adding pigments to the C.B asphalt mixtures made the cooling made the cooling pro-
cess eveneven
process quicker.
quicker.Hence, titanium
Hence, dioxide
titanium dioxideC.B-prepared
C.B-prepared asphalt
asphalttook thethe
took shortest
shortesttime to
time
reduce its temperature, while zinc ferrite took around 0.31 h to
to reduce its temperature, while zinc ferrite took around 0.31 h to drop to 5 C. Therefore, drop to 5 °C.
◦ Therefore,
the
the heating
heating and and cooling
cooling analysis
analysis reflects
reflects thethe material’s
material’s thermal
thermal conductivity
conductivity and and specific
specific
heat
heat values
values(from (fromTable
Table1).1). Consequently,
Consequently, non-black
non-blackasphaltasphaltmixtures
mixturesare are preferred
preferred over over
conventional
conventional asphalt due to their cooling behavior. Additionally, the cooling analysishas
asphalt due to their cooling behavior. Additionally, the cooling analysis has
demonstrated
demonstrated that pigmented asphalt
that pigmented asphaltmixtures
mixturesconduct
conductmore more heat
heat andand effectively
effectively dissi-
dissipate
pate
heat.heat.
ThisThis property
property couldcould be directly
be directly attributed
attributed to UHIto UHI mitigation
mitigation and and a lower
a lower pave-
pavement
ment temperature. The heat energy dissipation, in a similar study,
temperature. The heat energy dissipation, in a similar study, also reported 8% to 9% of also reported 8% toheat
9%
of heat dissipated
being being dissipated by nano-modified
by nano-modified bitumen,bitumen,
whilewhile the corresponding
the corresponding asphalt
asphalt mix-
mixtures
tures dissipated
dissipated 14–16% 14–16%
of theofabsorbed
the absorbed heat [58].
heat [58].
The
The rate of of heating
heatingand andcooling
coolingofof thethe binder
binder combinations
combinations waswas alsoalso studied
studied apartapart
from
from observing the heating and cooling trends of the asphalt mixtures.
observing the heating and cooling trends of the asphalt mixtures. Figure 10a demonstrates Figure 10a demon-
strates
the time thealltime all the
the four four binder
binder combinations
combinations took to took to get
get from ◦ C to45
45 from 55°C◦ C.toThe
55 °C.
timeThe time
at 45 ◦C

at
is 45 °C is considered
considered the starting
the starting time,the
time, while while
time the time corresponding
corresponding to 55 to ◦ 55regarded
C is °C is regarded
as the
as thetime.
final final Astime. As binders
binders are more aretemperature
more temperature sensitive,
sensitive, a temperature
a temperature of 10 ◦ Cofwas
bracketbracket 10
°C was considered
considered to observe to the
observe
heating theandheating
cooling and cooling
time. time. The conventional
The conventional binder reached binder
the
target temperature
reached in less thaninhalf
the target temperature lessanthanhour,
halfwhile the neat
an hour, whileclear binder
the neat took
clear twicetook
binder the
time, i.e., one hour. Adding pigments to the clear binder further
twice the time, i.e., one hour. Adding pigments to the clear binder further increased the increased the heating time,
making time,
heating it more resistant
making to absorbing
it more resistanthigher temperatures.
to absorbing higherThere is no relatively
temperatures. Theresignificant
is no rel-
difference
atively in the cooling
significant time between
difference the binders,
in the cooling as seen inthe
time between Figure 10b. as
binders, However,
seen inthe neat
Figure
C.B However,
10b. and pigmented the neat binders
C.B and took less time binders
pigmented than conventional
took less time black
than binders to cool down
conventional black
from 55to ◦ C to 45 ◦ C.
binders cool down from 55 °C to 45 °C.
Infrastructures 2024, 9,
Infrastructures 9, 88 14 of 24
23
Infrastructures 2024,
2024, 9, xx FOR
FOR PEER
PEER REVIEW
REVIEW 14
14 of
of 24

(a)
(a) (b)
(b)
Figure
Figure 10. Heat map against Avg. curve of
of bituminous binders, showing (a)
(a) heating time from 45–
Figure 10.
10. Heat
Heatmap
mapagainst
againstAvg.
Avg.curve
curve bituminous
of binders,
bituminous showing
binders, showing heating timetime
(a) heating fromfrom
45–
55
55 °C and
°C and (b) cooling
(b) cooling
◦ C and
time from
timetime
from 55–45
55–45 °C.
°C. ◦ C.
45–55 (b) cooling from 55–45
5.1.3.
5.1.3. Heat
Heat Maps
Maps
Although previously
Although previously discussed
previously discussed
discussedgraphsgraphs present
graphspresent the
presentthe temperature
thetemperature behaviors
temperaturebehaviors
behaviors ofof differ-
different
of differ-
ent
ent asphalt
asphalt
asphalt binders
binders and
and and
binders mixtures,
mixtures, it is essential
it is essential
mixtures, to visualize
to visualize
it is essential the
the relative
to visualize relative
heating
the relative heating and
and cool-
and cooling
heating be-
cool-
ing behaviors
haviors
ing over
over time.
behaviors time.
overFigure
time. 11Figure 11
11 illustrates
illustrates
Figure the
the heat
the heat maps
illustrates of allmaps
heat of
of all
all four
four combinations
four combinations
maps at 1200 W/mat
combinations
2
at,
1200
1200 W/m
and these 2, and these graphs depict the temperature intensities of the average curves,
W/m2graphs depict
, and these the temperature
graphs intensities ofintensities
depict the temperature the average of curves,
the averagewhichcurves,
is the
which
overallis
which the
the overall
overall temperature
istemperature of the 50 mmof
temperature the
the 5050 mm
(mixtures)
of mm and(mixtures) and
and 25
25 mm (binders)
(mixtures) 25 mmthick
mm (binders)
samples.thick
(binders) The sam-
thick most
sam-
ples.
ples. The most significant difference, as seen in both the images in Figure 11a,b, for the
The
significant most significant
difference, as difference,
seen in both as
theseen
imagesin both
in the
Figure images
11a,b, in
for Figure
the 11a,b,
asphalt for
mixturesthe
asphalt
asphalt mixtures
and bituminous and
and bituminous
mixturesbinders, binders,
respectively,
bituminous is therespectively,
binders, temperatureis
respectively, the
the temperature
isintensity. However,
temperature intensity. How-
in the asphalt
intensity. How-
ever,
ever, in
in the
mixtures, theasphalt
the asphalt mixtures,
conventional
mixtures, blackthe conventional
theasphalt maintains
conventional black
theasphalt
black highest maintains
asphalt temperature
maintains the highest
thelevel tem-
absorbed
highest tem-
perature level
for up to level
perature absorbed
20–30absorbed
min, even for up
forafter to 20–30
up toturning
20–30 min,min,
off theeven after
power
even turning
aftersupply off
turning(cooling the power supply
time). supply
off the power Moreover,(cool-at
(cool-
45 ◦time).
ing
ing C andMoreover,
time). above, theat
Moreover, 45
45 °C
°C and
temperature
at and above, the
the temperature
is expanded
above, from the second
temperature is
is expanded
to thefrom
expanded fourth
from the second
thehour
second to
of the
to
testfourth
the
the duration.
fourth hour
hour of
of the
the test
test duration.
duration.

(a)
(a) (b)
(b)
Figure
Figure 11.
11. Heat
Heat map
map showing
showing the
the temperature
temperature variations
variations over
over time
time for
for (a)
(a) asphalt
asphalt mixtures
mixtures and
and (b)
(b)
Figure 11. Heat map showing the temperature variations over time for (a) asphalt mixtures and
bituminous
bituminous binders.
binders.
(b) bituminous binders.
In
In contrast, apart from the much lower temperature intensities, the neat clear binder
In contrast,
contrast, apart
apart from
from thethe much
much lower
lower temperature
temperature intensities,
intensities, the
the neat
neat clear
clear binder
binder
and
and pigment-modified clear binder mixtures depict a higher temperature expansion for aa
and pigment-modified clear binder mixtures depict a higher temperature expansion for
pigment-modified clear binder mixtures depict a higher temperature expansion for a
maximum
maximum of two
of two hours.
twohours.
hours.The The pigment-modified
Thepigment-modified mixtures
pigment-modifiedmixtures
mixtures have
have nearly
nearly the same tempera-
maximum of have nearly thethe
samesame tempera-
temperature
ture
ture pattern
pattern over the 55 h test
test cycle, except for
for titanium dioxide, which is more
more efficient
pattern over over
the 5 the
h test hcycle, cycle,
exceptexcept
for titaniumtitanium
dioxide,dioxide,
which iswhich
moreisefficient efficient
during
during
during the cooling period. Furthermore, from the scale used, the difference in
the cooling period. Furthermore, from the scale used, the difference in the
the maxi-
maxi-
mum
mum absorbed
absorbed temperature
temperature between
between the
the black
black and
and non-black
non-black mixtures
mixtures is
is around
around 15 15 °C.
°C.
Infrastructures 2024,9,9,88x FOR PEER REVIEW
Infrastructures2024, 15 of
of 23
24

the cooling period. Furthermore, from the scale used, the difference in the maximum
Maintaining the highest temperature absorbed during the start of the cooling period
absorbed temperature between the black and non-black mixtures is around 15 ◦ C.
can also be seen in the case of conventional black bitumen, as seen in Figure 11b. However,
Maintaining the highest temperature absorbed during the start of the cooling period
the clear binder and pigmented clear binders showed immediate cooling after switching
can also be seen in the case of conventional black bitumen, as seen in Figure 11b. However,
off the power supply. The final cooling temperature is much higher for the clear and pig-
the clear binder and pigmented clear binders showed immediate cooling after switching
mented binders than for black bitumen. The difference in the maximum temperature be-
off the power supply. The final cooling temperature is much higher for the clear and
tween the black
pigmented and
binders non-black
than for blackbinders
bitumen.is also
Thearound 12–13
difference °C.maximum
in the The heat maps indicate
temperature
that conventional
between the black black asphalt stores
and non-black the highest
binders temperature
is also around 12–13and
◦ C. stays at elevated
The heat tem-
maps indi-
peratures for extended periods, which significantly aids the UHI effect [59].
cate that conventional black asphalt stores the highest temperature and stays at elevated
temperatures for extended periods, which significantly aids the UHI effect [59].
5.2. Performance Analysis of Asphalt Mixtures
5.2. Performance
Performance Analysis of Asphalt
tests were also Mixtures
performed in this study to observe the reflectance of
thermal enhancement
Performance on the
tests were functional/structural
also performed in this studyperformance
to observeof the
the reflectance
corresponding as-
of ther-
phalts.
mal enhancement on the functional/structural performance of the corresponding asphalts.

5.2.1.
5.2.1.Rut
RutResistance
Resistanceof ofAsphalt
Asphalt
According
Accordingtoto thethe
BS BS
EN EN
12697-25 [60] standard,
12697–25 the Cooper
[60] standard, wheel tracking
the Cooper test (CWTT)
wheel tracking test
was performed to determine the resistance of various asphalt mixtures to
(CWTT) was performed to determine the resistance of various asphalt mixtures to perma- permanent defor-
mation or rutting. or
nent deformation A slab measuring
rutting. 300 × 300300
A slab measuring × 50 mm×3 50
× 300 wasmmprepared and compacted
3 was prepared and com-
using
pacted using a Cooper roller compactor to perform the test. A wheel with a load 700
a Cooper roller compactor to perform the test. A wheel with a load between and
between
740
700Nandwas740
usedN to pass
was each
used tosample 10,000
pass each times,10,000
sample and the rut depth
times, and thewasrut
measured.
depth wasA wheel
meas-
with
ured.a Adiameter of 8 inches
wheel with and aofthickness
a diameter 8 inches ofand2 inches was used.
a thickness In addition,
of 2 inches the machine
was used. In addi-
ran at the
26.5machine
rpm at 55 ◦
tion, ranC.atFigure 12 shows
26.5 rpm theFigure
at 55 °C. results12ofshows
the CWTT. The rutting
the results of thepotential
CWTT. The of
five asphalt mixture combinations was measured, including conventional
rutting potential of five asphalt mixture combinations was measured, including conven- black asphalt,
asphalt prepared
tional black with
asphalt, the neat
asphalt clear binder,
prepared with theand pigment
neat (red, white,
clear binder, orange)-modified
and pigment (red, white,
C.B asphalts.
orange)-modified C.B asphalts.

Figure12.
Figure 12.Cooper
Cooperwheel
wheeltracking
trackingtest
test(CWTT)
(CWTT)ofofasphalt
asphaltmixtures
mixturesatat55
55◦ °C.
C.

Fromthe
From thegraph
graph(Figure
(Figure12),
12),ititisisclear
clearthat
thatthe
theneat
neatC.B
C.Basphalt
asphaltand
andall
allpigmented
pigmentedC.B C.B
asphaltmixtures
asphalt mixturesdemonstrated
demonstratedaasignificant
significantincrease
increaseininrut
rutresistance
resistanceover
overconventional
conventional
blackasphalt.
black asphalt.ItItisisevident
evidentthat
that
thetherutrut value
value hashas decreased
decreased by 5bymm,
5 mm,
whichwhich
meansmeans
that that
the
the rut resistance has increased. The maximum rut depth of around
rut resistance has increased. The maximum rut depth of around 5.8 mm was observed for 5.8 mm was observed
for conventional
conventional asphalt.
asphalt. In contrast,
In contrast, rut depths
rut depths of 5.1ofmm,
5.1 5mm,
mm,5 3.5
mm, 3.5and
mm, mm,1.8and
mm 1.8were
mm
were recorded
recorded for theforneatthe neat
C.B, ironC.B, ironred,
oxide oxide red, titanium
titanium dioxide dioxide
white, andwhite,
zincand zincorange
ferrite ferrite
orange mixtures.
asphalt asphalt mixtures.
Hence, itHence,
can be it can be concluded
concluded that the maximum
that the maximum rut depth
rut depth was observedwas
observed
for for conventional
conventional asphalt;
asphalt; however, thehowever,
neat C.B, the
red,neat
white,C.B,
andred, white, and orange-pig-
orange-pigmented asphalt
mented asphalt mixtures showed lesser rut depths. The zinc ferrite orange asphalt mixture
Infrastructures 2024, 9, x FOR PEER REVIEW 16 of 24
Infrastructures 2024, 9, 88 16 of 23

was the most

mixtures showedresistant
lessertorut
ruts, followed
depths. The byzinctitanium dioxide.
ferrite orange Furthermore,
asphalt mixture onewasof thethe ob-
most
jectives of this research was to enhance the high-temperature performance
resistant to ruts, followed by titanium dioxide. Furthermore, one of the objectives of by adding pig-
ments
this and replacing
research the blackthe
was to enhance binder, which was also
high-temperature achieved during
performance the thermal
by adding pigments analy-
and
sis.
replacing the black binder, which was also achieved during the thermal analysis.
As demonstrated
As demonstrated by by the
thepermanent
permanentdeformation
deformationanalysis,
analysis,the increase
the increasein in
stiffness of
stiffness
thethe
of asphalt
asphalt mixtures
mixturesatathigher
highertemperatures
temperaturesindicates
indicatesan an improvement
improvement in in the colored
the colored
binder’s elastic
binder’s response. This
elastic response. This improves
improves the the performance
performance of the asphalt
of the asphalt mixtures
mixtures at at high
high
temperatures. Additionally, the observed reduction in the pavement
temperatures. Additionally, the observed reduction in the pavement temperature, even by temperature, even
by little
as as little 5 ◦5C,°C,
as as cancan notably
notably enhancethe
enhance thedynamic
dynamicstability
stabilityand
andrut
rut resistance
resistance of asphalt,
particularlyas
particularly astemperatures
temperaturesrise rise [61],
[61], apart
apart from
from thethe reduction
reduction in heat
in heat islands.
islands. Further-
Furthermore,
more,
the hightheviscosity
high viscosity of colored
of colored asphalt isasphalt is identified
identified as a contributing
as a contributing factor to rut
factor to increased in-
creased[62].
values rut values [62]. This highlights
This highlights the multifaceted
the multifaceted nature of nature
coloredofasphalt’s
colored asphalt’s
performance per-
formance characteristics.
characteristics.

5.2.2.
5.2.2. Dynamic
Dynamic Modulus
Modulus TestTest
Various
Various asphalt
asphalt mixtures,
mixtures, including
including conventional asphalt and
conventional asphalt and asphalt
asphalt mixtures
mixtures pre-
pre-
pared with different combinations of clear binders (C.B) and pigments, namely,
pared with different combinations of clear binders (C.B) and pigments, namely, iron oxide iron oxide
red,
red, titanium
titanium dioxide
dioxide white,
white, and
and zinc
zinc ferrite
ferrite orange,
orange, were
were tested
tested for
for dynamic
dynamic modulus
modulus to to
determine
determine their resistance to permanent deformation. A Superpave gyratory compactor
their resistance to permanent deformation. A Superpave gyratory compactor
was used to
was used to prepare
preparecylindrical
cylindricalspecimens,
specimens,withwitha diameter
a diameterof of
150150
mm mmandand a height
a height of
of 170
170 ◦
mm.mm. Moreover,
Moreover, 600 of
600 kPa kPa of pressure
pressure at 160at°C
160wasCapplied
was applied to achieve
to achieve the specified
the specified speci-
specimen height. From the compacted samples, specimens with a diameter
men height. From the compacted samples, specimens with a diameter of 101.6 mm and of 101.6 mma
and a height of 150 mm were extracted. The dynamic modulus was measured
height of 150 mm were extracted. The dynamic modulus was measured at frequencies at frequencies
ranging
ranging from
from 2525 to
to 0.1
0.1 Hz,
Hz, under
under various
various loading
loading conditions,
conditions, namely
namely 1050,
1050, 525,
525, 195,
195, and
and
52.5
52.5 kPa. The AASHTO TP 62 [63] guidelines were followed for sample preparation and
kPa. The AASHTO TP 62 [63] guidelines were followed for sample preparation and
testing. To account
testing. To account for
for the
the regional
regional climatic
climatic conditions,
conditions, the
the tests
tests were
were conducted
conducted at at both
both
40 ◦ C and 55 ◦ C. Figure 13 illustrates the dynamic modulus test results. Also, Figure 14
40 °C and 55 °C. Figure 13 illustrates the dynamic modulus test results. Also, Figure 14
shows the five colored cylindrical samples before and after cutting.
shows the five colored cylindrical samples before and after cutting.

(a) (b)
Figure 13. Dynamic modulus of asphalt mixtures at (a) 55 °C and (b) 40 °C.
Figure 13. Dynamic modulus of asphalt mixtures at (a) 55 ◦ C and (b) 40 ◦ C.

The dynamic modulus directly indicates a material’s resistance to permanent deforma-

tion, commonly known as rut resistance [64]. It can be seen from the graph (Figure 13) that
the conventional asphalt has a lower dynamic modulus than asphalt mixtures prepared
with a clear binder only and those containing red iron oxide pigments, white titanium diox-
ide pigments, and orange zinc ferrite pigments, particularly at higher temperatures. The
dynamic modulus of pigmented asphalt mixtures appears to be higher for a range of fre-
quencies, indicating a better performance when compared to pigmented asphalt mixtures.
 Infrastructures2024,
Infrastructures 2024,9,9,x88
FOR PEER REVIEW 17 17
ofof2423

(a) (b)
Figure 14. Dynamic modulus samples (a) after core cutting and (b) before core cutting.
Figure 14. Dynamic modulus samples (a) after core cutting and (b) before core cutting.

The dynamic modulus

In particular, directly
the zinc ferrite indicates a material’s
orange-pigmented resistance
clear binder (C.B)to asphalt
permanent defor-
exhibits the
mation,
highestcommonly
dynamic modulus known as ruttherefore,
and, resistancethe [64]. It canrutting
highest be seenresistance
from the of graph (Figure 13)
all combinations.
that the conventional
Asphalt prepared with asphalt has a lower
C.B modified dynamic
with Fe2 O3 modulus
takes second than place,
asphaltwhile
mixtures pre-
TiO2 +C.B-
pared with a clear binder only and those containing red iron oxide
pigmented asphalt takes third place. On the other hand, the neat clear binder (C.B) asphalt pigments, white tita-
nium dioxide
exhibits pigments,
the lowest and orange
dynamic modulus zinc
andferrite pigments,compared
rut resistance particularly at higher
to the coloredtempera-
mixtures.
tures. The dynamic
However, modulus
it still shows increasedof pigmented asphalt
resistance than mixtures appears
conventional black asphaltto be mixtures.
higher forItais
range
evidentof frequencies,
that the higher indicating
the value a better performance
of dynamic modulus, when the compared
higher the to pigmented
resistance as-
against
phalt mixtures.
permanent deformation and vice versa, which means that it is a direct measure of rut
In particular,
resistance [64]. the zinc ferrite orange-pigmented clear binder (C.B) asphalt exhibits the
highest Alldynamic
the mixturesmodulus and,exhibited
generally therefore,a the highest
higher dynamicrutting resistance
modulus of all
at lower combina-
temperatures
tions. 40 ◦ C). However,
(i.e., Asphalt prepared with it wasC.Blower
modifiedat higher
with Fe temperatures
2O3 takes second (55 ◦place,
C). This indicates
while TiO2+C.B- that
asphalt is aasphalt
pigmented highlytakes
temperature-dependent
third place. On the other material,
hand,indicating
the neat clear greater rut (C.B)
binder susceptibility
asphalt
at higher
exhibits thetemperatures
lowest dynamic [65].modulus
Overall,and theserutdynamic
resistance modulus
compared testtoresults suggestmix-
the colored that
the addition
tures. However, of pigments,
it still shows specifically
increasedzinc ferrite orange,
resistance significantly
than conventional improves
black asphaltasphalt
mix-
resistance
tures. to permanent
It is evident that thedeformation
higher the valueat higher temperatures,
of dynamic modulus, demonstrating
the higher the the potential
resistance
benefits of these pigment additives when it comes to improving
against permanent deformation and vice versa, which means that it is a direct measure the durability and per-
of
formance
rut resistance of asphalt
[64]. pavements. It is evident from these findings that pigment additives
are essential for enhancing
All the mixtures generallyrut resistance
exhibited in asphaltdynamic
a higher pavements under aatvariety
modulus lower of climatic
tempera-
conditions.
tures (i.e., 40 These findings ithave
°C). However, wassignificant implications
lower at higher for the(55
temperatures design and construction
°C). This indicates thatof
asphaltispavements.
asphalt Furthermore, it has alsomaterial,
a highly temperature-dependent been reported that adding
indicating greaterpigments to asphalt
rut susceptibility
mixtures improves the mixture’s high-temperature performance
at higher temperatures [65]. Overall, these dynamic modulus test results suggest that by reducing its surface
the
and internal temperatures, while not compromising its fatigue life
addition of pigments, specifically zinc ferrite orange, significantly improves asphalt re- [33].
sistance to permanent deformation at higher temperatures, demonstrating the potential
5.3. ANOVA (Analysis of Variance) Analysis
benefits of these pigment additives when it comes to improving the durability and perfor-
manceBased on thepavements.
of asphalt thermal testing results, the
It is evident fromANOVA analysisthat
these findings in Table 4 shows
pigment significant
additives are
differences between conventional and other binders. The F-statistic indicates
essential for enhancing rut resistance in asphalt pavements under a variety of climatic a statistically
significant These
conditions. difference between
findings have the binder groups
significant compared
implications a p-value
to design
for the andofconstruction
0 (rounded).
of asphalt pavements. Furthermore, it has also been reported that adding pigmentsgroups.
A significant F-statistic demonstrates different heating rates between the binder to as-
The ANOVA
phalt mixtures results
improvesdo the
notmixture’s
explicitlyhigh-temperature
provide statistics performance
about the cooling behavior;
by reducing its if the
sur-
heating behavior differs significantly between the groups, we can infer that binders will
face and internal temperatures, while not compromising its fatigue life [33].
also display different cooling behavior. We can examine the ANOVA results between the
binder
5.3. ANOVAgroups to understand
(Analysis of Variance)how the clear binder (C.B) compares to the conventional
Analysis
binder (conv. black asphalt). The thermal test results indicate that the clear binder is slower
Based
to heat upon the the
than thermal testing results,
conventional blackthe ANOVA
asphalt (i.e.,analysis
averageinfor
Table 4 shows
clear bindersignificant
= 41.1069,
differences between conventional and
average for conv. black asphalt = 49.0344). other binders. The F-statistic indicates a statistically
significant difference between the binder groups compared to a p-value of 0 (rounded). A
significant F-statistic demonstrates different heating rates between the binder groups. The
ANOVA results do not explicitly provide statistics about the cooling behavior; if the heat-
ing behavior differs significantly between the groups, we can infer that binders will also
display different cooling behavior. We can examine the ANOVA results between the
Infrastructures 2024, 9, 88 18 of 23

Table 4. Statistical and ANOVA analysis of thermal testing.

Statistics
Groups Count Sum Average Variance
Conv. Black Asphalt 3601 176,572.9325 49.0344 69.7382
Neat C.B Asphalt 3601 155,958.9918 43.3099 54.0948
C.B + TiO2 3601 148,025.9923 41.1069 47.0287
C.B + ZnFe2 O4 3601 148,432.8170 41.2199 46.0895
ANOVA Results for thermal testing
Source of Variation SS df MS F p-Value F crit
Between Groups 149,366.1305 3 49,788.7102 917.9705 0 2.6055
Within Groups 781,024.4668 14,400 54.2378
Total 930,390.5973 14,403

Similarly, conventional asphalt (conv. black asphalt) may also cool down slower than
clear asphalt, indicating a similar trend for cooling. These binder groups can be applied
differently in different scenarios because of their significant differences in heating and
cooling behaviors. A clear binder may be better than a conventional binder if slow heating
and rapid cooling rates are desired. Considering the specific temperature requirements
and performance expectations of various engineering projects, these findings can assist in
optimizing the selection of binder materials.
The ANOVA results for measuring the rut depth in Table 5, using a wheel tracker,
for the five binders (clear binder, red, white, yellow, and conventional) clearly show a
different rut depth for at least two binders. Statistically significant differences in the rut
depth of the binders are indicated by an F-statistic of 9.631 with a p-value of 6.271 × 10−6
(remarkably close to 0). Based on the small p-value, at least two binder groups perform
differently, suggesting that the null hypothesis should be rejected. As we intend to compare
the performance of the clear binder with that of the conventional binder, we will focus on
the two relevant groups of binders. The wheel tracking test result for the conventional
binder was 4.2781, while for the clear binder it was 3.7627. Compared to the conventional
binder, the clear binder performs better, on average, due to its lower average penetration
by the wheel tracker. Based on the ANOVA results, the clear binder performs significantly
better than conventional binders in terms of its structural performance.

Table 5. Statistical and ANOVA analysis of rutting test.

Statistics
Groups Count Sum Average Variance
Conventional 12 47.0586 4.2781 3.1557
Clear binder 12 41.3900 3.7627 2.4111
C.B + Fe2 O3 12 42.6500 3.5542 2.1059
C.B + TiO2 12 27.3700 2.2808 1.0498
C.B + ZnFe2 O4 12 15.8300 1.3192 0.3082
ANOVA Results for rutting analysis
Source of Variation SS df MS F p-value F crit
Between Groups 68.1594 4 17.0398 9.6311 0.0000 2.5463
Within Groups 93.7708 53 1.7693
Total 161.9301 57

The normal probability plot, as shown in Figure 15a, clearly shows that our sample
percentile is an evenly distributed pattern of data points compared to the conventional
binder. The data points follow some skewness for the initial points. Still, the remaining
points are perfectly normally distributed, which indicates a normally distributed dataset
Infrastructures 2024, 9, x FOR PEER REVIEW 19 of 24

The normal probability plot, as shown in Figure 15a, clearly shows that our sample
Infrastructures 2024, 9, 88 19 of 23
percentile is an evenly distributed pattern of data points compared to the conventional
binder. The data points follow some skewness for the initial points. Still, the remaining
points are perfectly normally distributed, which indicates a normally distributed dataset
that validates the reliability of our analysis. Figure 15b–d shows the line fit plots of neat
that validates the reliability of our analysis. Figure 15b–d shows the line fit plots of neat
C.B asphalt, C.B + ZnFe O , and C.B + TiO with conventional black asphalt. By observing
C.B asphalt, C.B + ZnFe22O44, and C.B + TiO22with conventional black asphalt. By observing
the line fit plots closely, it is clear that the conventional binder tends to attain higher
the line fit plots closely, it is clear that the conventional binder tends to attain higher tem-
temperatures than the clear and pigmented binders and asphalts, indicating its ability to
peratures than the clear and pigmented binders and asphalts, indicating its ability to dis-
dissipate heat faster.
sipate heat faster.

(a) (b)

(c) (d)
Figure 15. (a) Normal probability plot. (b) Line fit plot for neat C.B asphalt. (c) Line fit plot for C.B
Figure 15. (a) Normal probability plot. (b) Line fit plot for neat C.B asphalt. (c) Line fit plot for
+ ZnFe2O4. (d) Line fit plot for C.B + TiO2 with conventional black asphalt.
C.B + ZnFe2 O4 . (d) Line fit plot for C.B + TiO2 with conventional black asphalt.
Table
Table 66 shows
shows the
the correlation
correlation matrix
matrix ofof all
all four
four binders,
binders, by
by showing
showing thethe effectiveness
effectiveness
of
of the modified binders compared to the conventional black binder. The high correlation
the modified binders compared to the conventional black binder. The high correlation
coefficients
coefficients observed, among the variables, indicate strong linear relationships between
observed, among the variables, indicate strong linear relationships between
the
the asphalt
asphalt mixtures.
mixtures. By conducting correlation
By conducting correlationanalysis,
analysis,weweaim
aimtotopinpoint
pinpointwhich
whichcharac-
char-
acteristics of the modified binders, such as the pigment content or clear binder
teristics of the modified binders, such as the pigment content or clear binder composition, composi-
tion, contribute
contribute mostmost significantly
significantly to thetoobserved
the observed differences
differences in thermal
in thermal performance
performance com-
compared
pared to conventional black asphalt. This understanding will provide valuablevaluable
to conventional black asphalt. This understanding will provide insights in-
for
sights for optimizing
optimizing asphaltdesign
asphalt mixture mixture design
and and performance
performance in future applications.
in future applications.

Table
Table 6.
6. Correlation
Correlation matrix
matrix of
of all
all four
four mixtures.
mixtures.
Conv. Black Asphalt Neat C.B Asphalt C.B + TiO2 C.B + ZnFe2O4
Conv. Black Asphalt Neat C.B Asphalt C.B + TiO2 C.B + ZnFe2 O4
Conv. Black Asphalt 1
Conv. Black
Neat C.BAsphalt
Asphalt 1 0.9994 1
Neat C.B
C.BAsphalt
+ TiO2 0.9994 0.9976 1 0.9965 1
C.B
C.B++ TiO
ZnFe2 2O 4 0.9976 0.9984 0.9965 0.9978 1 0.9997 1
C.B + ZnFe2 O4 0.9984 0.9978 0.9997 1
Infrastructures 2024, 9, 88 20 of 23

6. Conclusions
This study aimed to introduce a clear binder and pigment-modified clear binders
to replace black bitumen in the asphalt mixture, with a non-black and solar-reflective
pavement surface that could help reduce the UHI effect. The following are the key findings
in this study:
• Asphalt prepared with neat C.B displayed an average 9 ◦ C lower temperature than
the conventional black asphalt mixture. The temperature was further reduced by 2 ◦ C
by adding pigments, resulting in an overall temperature difference of 11 ◦ C.
• Significant temperature differences between black and non-black asphalt mixtures
were observed at 1000 and 800 W/m2 , with gaps of 7 ◦ C and 10 ◦ C at 1000 flux and
2 ◦ C and 5 ◦ C at 800 flux, indicating a higher efficiency of non-black pavements at
extreme temperatures.
• The average temperature absorbed by the conventional black binder at 1200 W/m2
was just above 65 ◦ C, while the neat clear binder displayed a 7 ◦ C lower temperature.
Similarly, pigmented binders further lowered the temperature to 1–2 ◦ C. At the lower
fluxes, i.e., 1000 and 800, the difference in the average absorbed temperature between
the black bitumen and clear binder (C.B, pigmented C.B) was 5–7 ◦ C and 2–3 ◦ C,
respectively.
• The neat C.B asphalt mixture took 75% longer to reach the target temperature than
conventional black asphalt, with the pigmented mixtures taking an additional 170%
(zinc ferrite mix) to 180% (titanium dioxide mix) longer. It indicates a higher resistance
to heat absorption and prolonged cooling.
• The cooling rate revealed that conventional asphalt took the longest (approx. 0.45 h)
to cool down to 45 ◦ C, while the neat C.B mix took 27% less time (approx. 0.33 h) to
return to the target temperature. The pigmented mixture further lessened the cooling
time up to 33% (0.3 h) and 31% (0.31 h) for TiO2 and ZnFe2 O4 mixtures, respectively.
• The heat maps indicated significant heat accumulation in conventional asphalt mix-
tures and binders over a wide period. However, the neat and pigment-modified C.B
mixtures appeared more relaxed over the entire heat cycle.
• The neat C.B asphalt mixture exhibited around 15% more resistance to rut depth than
conventional asphalt, with red, white, and orange-pigmented mixtures showing 20%,
43%, and 73% rut resistance, respectively.
• All the non-black mixtures performed slightly better than conventional black mixtures
in the dynamic modulus test. A maximum resistance to permanent deformation
of 15% was noted in the C.B + ZnFe2 O4 mixture compared to conventional black
asphalt mixtures.
Overall, thermally conductive materials with a lower specific heat are preferred for
heat harvesting and cool pavement applications, since they enhance the efficiency of heat
transfer and storage. This helps harness thermal energy for various purposes, creating
more excellent surfaces and mitigating urban heat issues.
Thermal analysis, in this study, was carried out assuming fixed solar flux densities
(800, 1000, and 1200 W/m2 ) to simulate solar radiation; however, solar radiation varies
considerably over time and geographical locations. Moreover, despite the efforts to ensure
a one-dimensional heat flow and minimize transverse heat dissipation during the charging
phase, it is recognized that achieving perfect insulation and heat confinement within heat
sinks is challenging. This could introduce slight inaccuracies in the observed temperatures,
particularly at higher heat flux levels. Additionally, variations in sensor placement (i.e.,
inaccurate height, other than specified) could impact the reliability of our temperature
readings, or result in inaccurate temperature measurements at certain depths. Furthermore,
the continuous heat dissipation during the charging phase and subsequent cooling period
could slightly impact the observed maximum temperatures.
The authors recommend the strategic application of these mixtures in urban areas
with high percentages of paved surfaces, specifically in densely populated streets, from a
UHI mitigation perspective. They can be utilized in bicycle lanes, pedestrian walkways,
Infrastructures 2024, 9, 88 21 of 23

tennis courts, running tracks, and bus stops, for thermal comfort. Colored pavements can
also reduce lighting requirements, so their application in tunnels is also suggested. From a
structural performance perspective, the authors suggest performing thermal analysis for at
least 1–2 ft2 slabs under direct sunlight over 24 h to compare the performance of asphalt
prepared with pigmented clear binders. After that, some correlations should be made for
future reference to lab tests. Additionally, the adhesion properties of C.B and pigmented
asphalt are worth investigating to understand their interaction and potential impact on
pavement performance. Moreover, investigating the cracking resistance of these mixtures to
assess their durability and long-term performance under various environmental conditions
would be an interesting study for the future. After all these findings, constructing test
tracks of up to a few hundred feet long of such materials for normal traffic to assess their
durability and rut resistance at higher temperatures would be worth testing before scaling
up to larger roadway constructions of such materials.

Author Contributions: Conceptualization, G.B. and N.A.; methodology, G.B. and N.A.; software,
G.B. and Y.M.; validation, G.B., Y.H. and Y.M.; formal analysis, G.B. and Y.M.; investigation, G.B.
and N.A.; resources, N.A. and Y.H.; data curation, G.B.; writing—original draft preparation, G.B.;
writing—review and editing, G.B. and Y.M.; visualization, G.B.; supervision, N.A. and Y.H. All
authors have read and agreed to the published version of the manuscript.
Funding: This research received no external funding.
Data Availability Statement: The data supporting the findings of this study are available within
the article.
Conflicts of Interest: The authors declare that they have no known competing financial interests or
personal relationships that could have appeared to influence the work reported in this paper.

References
1. Asif, S.A.; Ahmad, N. Comparative Study of Various Properties of Clear Binder with Traditional Black Binder. Arab. J. Sci. Eng.
2022, 47, 12979–12991. [CrossRef]
2. Akbari, H.; Kolokotsa, D. Three decades of urban heat islands and mitigation technologies research. Energy Build. 2016, 133,
834–842. [CrossRef]
3. Sreedhar, S.; Biligiri, K.P. Comprehensive laboratory evaluation of thermophysical properties of pavement materials: Effects on
urban heat island. J. Mater. Civ. Eng. 2016, 28, 04016026. [CrossRef]
4. Chen, J.; Chu, R.; Wang, H.; Zhang, L.; Chen, X.; Du, Y. Alleviating urban heat island effect using high-conductivity permeable
concrete pavement. J. Clean. Prod. 2019, 237, 117722. [CrossRef]
5. Bai, Y.; Bai, Q. Subsea Engineering Handbook; Gulf Professional Publishing: Houston, TX, USA, 2018. [CrossRef]
6. Lesueur, D. The colloidal structure of bitumen: Consequences on the rheology and on the mechanisms of bitumen modification.
Adv. Colloid Interface Sci. 2009, 145, 42–82. [CrossRef] [PubMed]
7. Badin, G.; Ahmad, N.; Ali, H.M.; Ahmad, T.; Jameel, M.S. Effect of addition of pigments on thermal characteristics and the
resulting performance enhancement of asphalt. Constr. Build. Mater. 2021, 302, 124212. [CrossRef]
8. Higashiyama, H.; Sano, M.; Nakanishi, F.; Takahashi, O.; Tsukuma, S. Field measurements of road surface temperature of several
asphalt pavements with temperature rise reducing function. Case Stud. Constr. Mater. 2016, 4, 73–80. [CrossRef]
9. US DOT (FHWA). Pavement Thermal Performance and Contribution to Urban and Global Climate. Available online: https:
//www.fhwa.dot.gov/pavement/sustainability/articles/pavement_thermal.cfm (accessed on 7 August 2023).
10. Li, H.; Harvey, J.T.; Holland, T.J.; Kayhanian, M. The use of reflective and permeable pavements as a potential practice for heat
island mitigation and stormwater management. Environ. Res. Lett. 2013, 8, 015023. [CrossRef]
11. Synnefa, A.; Karlessi, T.; Gaitani, N.; Santamouris, M.; Assimakopoulos, D.N.; Papakatsikas, C. Experimental testing of cool
colored thin layer asphalt and estimation of its potential to improve the urban microclimate. Build. Environ. 2011, 46, 38–44.
[CrossRef]
12. U.S. EPA. Reducing Urban Heat Islands: Compendium of Strategies (Cool Pavements); U.S. EPA: Washington, DC, USA, 2008; pp.
1–23. Available online: https://www.epa.gov/sites/default/files/2017-05/documents/reducing_urban_heat_islands_ch_5.pdf
(accessed on 20 February 2024).
13. Chang, H.-T. A temporal and spatial analysis of urban heat island in basin city utilizing remote sensing techniques. Int. Arch.
Photogramm. Remote Sens. Spat. Inf. Sci. 2016, 41, 165–170. [CrossRef]
14. Miner, M.J.; Taylor, R.A.; Jones, C.; Phelan, P.E. Efficiency, economics, and the urban heat island. Environ. Urban. 2017, 29, 183–194.
[CrossRef]
Infrastructures 2024, 9, 88 22 of 23

15. Robaa, E.-S. Effect of urbanization and industrialization processes on outdoor thermal human comfort in Egypt. Atmos. Clim. Sci.
2011, 1, 100. [CrossRef]
16. Gutzler, D.S. Ecological climatology: Concepts and applications. Nat. Resour. J. 2003, 43, 1291–1296.
17. Coseo, P.; Larsen, L. Cooling the heat island in compact urban environments: The effectiveness of Chicago’s green alley program.
Procedia Eng. 2015, 118, 691–710. [CrossRef]
18. Correia, D.; Ferreira, A. Energy Harvesting on Airport Pavements: State-of-the-Art. Sustainability 2021, 13, 5893. [CrossRef]
19. Wang, Y.; Berardi, U.; Akbari, H. The urban heat island effect in the city of Toronto. Procedia Eng. 2015, 118, 137–144. [CrossRef]
20. Qin, Y.H. A review on the development of cool pavements to mitigate urban heat island effect. Renew. Sustain. Energy Rev. 2015,
52, 445–459. [CrossRef]
21. Santamouris, M.; Gaitani, N.; Spanou, A.; Saliari, M.; Giannopoulou, K.; Vasilakopoulou, K.; Kardomateas, T. Using cool paving
materials to improve microclimate of urban areas—Design realization and results of the flisvos project. Build. Environ. 2012, 53,
128–136. [CrossRef]
22. Chen, J.; Yin, X.J.; Wang, H.; Ding, Y.M. Evaluation of durability and functional performance of porous polyurethane mixture in
porous pavement. J. Clean. Prod. 2018, 188, 12–19. [CrossRef]
23. Chen, J.; Li, J.H.; Wang, H.; Huang, W.; Sun, W.; Xu, T. Preparation and effectiveness of composite phase change material for
performance improvement of Open Graded Friction Course. J. Clean. Prod. 2019, 214, 259–269. [CrossRef]
24. Shi, X.J.; Rew, Y.; Ivers, E.; Shon, C.S.; Stenger, E.M.; Park, P. Effects of thermally modified asphalt concrete on pavement
temperature. Int. J. Pavement Eng. 2019, 20, 669–681. [CrossRef]
25. Du, Y.F.; Liu, P.S.; Wang, J.C.; Wang, H.; Hu, S.W.; Tian, J.; Li, Y.T. Laboratory investigation of phase change effect of polyethylene
glycolon on asphalt binder and mixture performance. Constr. Build. Mater. 2019, 212, 1–9. [CrossRef]
26. Sengoz, B.; Bagayogo, L.; Oner, J.; Topal, A. Investigation of rheological properties of transparent bitumen. Constr. Build. Mater.
2017, 154, 1105–1111. [CrossRef]
27. Bocci, M.; Grilli, A.; Cardone, F.; Virgili, A. Clear asphalt mixture for wearing course in tunnels: Experimental application in the
province of bolzano. Procedia-Soc. Behav. Sci. 2012, 53, 115–124. [CrossRef]
28. Partal, P.; Martinez-Boza, F.; Conde, B.; Gallegos, C. Rheological characterisation of synthetic binders and unmodified bitumens.
Fuel 1999, 78, 1–10. [CrossRef]
29. Airey, G.D.; Mohammed, M.H.; Fichter, C. Rheological characteristics of synthetic road binders. Fuel 2008, 87, 1763–1775.
[CrossRef]
30. Lee, H.; Kim, Y. Laboratory evaluation of color polymer concrete pavement with synthetic resin binder for exclusive bus lanes.
Transp. Res. Rec. 2007, 1991, 124–132. [CrossRef]
31. Santagata, F.; Canestrari, F.; Ferrotti, G.; Graziani, A. Experimental characterization of transparent synthetic binder mixes
reinforced with cellulose fibres. In Proceedings of the 4th International SIIV Congress, Palermo, Italy, 12–14 September 2007.
Available online: https://iris.univpm.it/handle/11566/52988 (accessed on 23 August 2023).
32. Badin, G.; Huang, Y.; Ahmad, N. Comparative Analysis of Thermally Investigated Pigment-Modified Asphalt Binders. In
Proceedings of the ASCE Airfield and Highway Pavements 2023 Conference, Austin, Texas, USA, June 14−17 2023; pp. 174–184.
33. Badin, G.; Ahmad, N.; Ali, H.M. Experimental investigation into the thermal augmentation of pigmented asphalt. Phys. A Stat.
Mech. Its Appl. 2020, 551, 123974. [CrossRef]
34. Cheela, V.R.S.; John, M.; Biswas, W.; Sarker, P. Combating Urban Heat Island Effect-A Review of Reflective Pavements and Tree
Shading Strategies. Buildings 2021, 11, 93. [CrossRef]
35. Jiang, L.; Wang, L.C.; Wang, S.Y. A novel solar reflective coating with functional gradient multilayer structure for cooling asphalt
pavements. Constr. Build. Mater. 2019, 210, 13–21. [CrossRef]
36. Karlessi, T.; Santamouris, M.; Apostolakis, K.; Synnefa, A.; Livada, I. Development and testing of thermochromic coatings for
buildings and urban structures. Sol. Energy 2009, 83, 538–551. [CrossRef]
37. Pasetto, M.; Pasquini, E.; Giacomello, G.; Baliello, A. Innovative pavement surfaces as urban heat islands mitigation strategy:
Chromatic, thermal and mechanical characterisation of clear/coloured mixtures. Road Mater. Pavement Des. 2019, 20, S533–S555.
[CrossRef]
38. Gaitani, N.; Spanou, A.; Saliari, M.; Synnefa, A.; Vassilakopoulou, K.; Papadopoulou, K.; Pavlou, K.; Santamouris, M.; Papaioan-
nou, M.; Lagoudaki, A. Improving the microclimate in urban areas: A case study in the centre of Athens. Build. Serv. Eng. Res.
Technol. 2011, 32, 53–71. [CrossRef]
39. Pomerantz, M.; Akbari, H.; Harvey, J. The Benefits of Cooler Pavements on Durability and Visibility; Report No. LBNL-43443;
Lawrence Berkeley National Laboratory: Berkeley, CA, USA, 2000.
40. Jameel, M.S.; Ahmad, N.; Badin, G.; Khan, A.H.; Ali, B.; Raza, A. Comparison of hydrated lime, paraffin wax and low-density
polyethylene modified bituminous binders: A perspective of adhesion and moisture damage. Int. J. Pavement Eng. 2023, 24,
2168659. [CrossRef]
41. Elements, A. Iron(III) Oxide Properties (Theoretical). Available online: https://www.americanelements.com/iron-iii-oxide-1309
-37-1 (accessed on 8 August 2023).
42. Takeda, M.; Onishi, T.; Nakakubo, S.; Fujimoto, S. Physical Properties of Iron-Oxide Scales on Si-Containing Steels at High
Temperature. Mater. Trans. 2009, 50, 2242–2246. [CrossRef]
Infrastructures 2024, 9, 88 23 of 23

43. Corporation, G. Titanium Dioxide—Titania (TiO2). Available online: https://www.azom.com/properties.aspx?ArticleID=1179

(accessed on 7 August 2023).
44. TDK. Mn-Zn Ferrite, Material Characteristics. 2022. Available online: https://product.tdk.com/system/files/dam/doc/product/
ferrite/ferrite/ferrite-core/catalog/ferrite_mn-zn_material_characteristics_en.pdf (accessed on 8 August 2023).
45. Ferrite Materials. MAGNETICS. Available online: https://www.mag-inc.com/Media/Magnetics/File-Library/Products/
Ferrite/Magnetics-Ferrite-Materials-Web-8-17a.pdf (accessed on 7 August 2023).
46. Overview of the Ferrite, in FERRITES—TDK. 2021. Available online: https://product.tdk.com/en/system/files?file=dam/doc/
product/ferrite/ferrite/ferrite-core/catalog/ferrite_summary_en.pdf (accessed on 7 August 2023).
47. Abbas, F.A.; Alhamdo, M.H. Enhancing the thermal conductivity of hot-mix asphalt. Results Eng. 2023, 17, 100827. [CrossRef]
48. Lindberg, W.R.; Thomas, R.R.; Christensen, R.J. measurements of specific-heat, thermal-conductivity and thermal-diffusivity of
Utah tar sands. Fuel 1985, 64, 80–85. [CrossRef]
49. Pan, P.; Wu, S.P.; Hu, X.D.; Liu, G.; Li, B. Effect of Material Composition and Environmental Condition on Thermal Characteristics
of Conductive Asphalt Concrete. Materials 2017, 10, 218. [CrossRef]
50. Del Carpio, J.A.V.; Marinoski, D.L.; Triches, G.; Lamberts, R.; de Melo, J.V.S. Urban pavements used in Brazil: Characterization of
solar reflectance and temperature verification in the field. Sol. Energy 2016, 134, 72–81. [CrossRef]
51. LANXESS. Colouring of Bituminous Mixes, in “Inorganic Pigments—Technical Information Competence Center Construction.
LANXESS Deutschland GmbH Business Unit, Inorganic Pigments D-51368 Leverkusen. 2002. Available online: https://lanxess.
com/en/Products-and-Brands/Brands/Bayferrox/Construction-Applications (accessed on 7 July 2023).
52. E. Inc. Silicone Rubber Fiberglass Flexible Heater. Available online: https://www.omega.com/en-us/industrial-heaters/surface-
heaters/flexible-heaters/srfra-srfga/p/SRFGA-404-10-P (accessed on 9 July 2023).
53. Affolter, R. Pakistan—Solar Radiation Measurement Data. 2017. Available online: https://energydata.info/dataset/pakistan-
solar-radiation-measurement-data (accessed on 9 July 2023).
54. Abbas, F.A.; Alhamdo, M.H. Thermal performance of asphalt solar collector by improving tube and slab characteristics. Int. J.
Thermofluids 2023, 17, 100293. [CrossRef]
55. Kyriakodis, G.; Santamouris, M. Using reflective pavements to mitigate urban heat island in warm climates-Results from a large
scale urban mitigation project. Urban Clim. 2018, 24, 326–339. [CrossRef]
56. Sha, A.; Liu, Z.; Tang, K.; Li, P. Solar heating reflective coating layer (SHRCL) to cool the asphalt pavement surface. Constr. Build.
Mater. 2017, 139, 355–364. [CrossRef]
57. Porto, M.; Caputo, P.; Loise, V.; Eskandarsefat, S.; Teltayev, B.; Rossi, C.O. Bitumen and Bitumen Modification: A Review on
Latest Advances. Appl. Sci. 2019, 9, 742. [CrossRef]
58. Qureshi, F.A.; Ahmad, N.; Ali, H.M. Heat dissipation in bituminous asphalt catalyzed by different metallic oxide nanopowders.
Constr. Build. Mater. 2021, 276, 122220. [CrossRef]
59. Jabbar, H.K.; Hamoodi, M.N.; Al-Hameedawi, A.N. Urban heat islands: A review of contributing factors, effects and data. IOP
Conf. Ser. Earth Environ. Sci. 2023, 1129, 012038. [CrossRef]
60. CSN EN 12697-25; Bituminous Mixtures-Test Methods-Part 25: Cyclic Compression Test. European Standards: Released 01
October, 2017. Available online: https://www.en-standard.eu/csn-en-12697-25-bituminous-mixtures-test-methods-part-25
-cyclic-compression-test/ (accessed on 25 February 2024).
61. Zheng, M.L.; Han, L.L.; Wang, F.; Mi, H.C.; Li, Y.F.; He, L.T. Comparison and analysis on heat reflective coating for asphalt
pavement based on cooling effect and anti-skid performance. Constr. Build. Mater. 2015, 93, 1197–1205. [CrossRef]
62. Xin, Z.G. Research application of colored asphalt mixture pavement. Adv. Mater. Res. 2014, 900, 459–462. [CrossRef]
63. AASHTO TP 62; Standard Method of Test for Determining Dynamic Modulus of Hot Mix Asphalt (HMA). GlobalSpec: New York,
NY, USA. Available online: https://standards.globalspec.com/std/1283471/aashto-tp-62 (accessed on 25 February 2024).
64. Hafeez, M.; Ahmad, N.; Kamal, M.A.; Rafi, J.; Ul Haq, M.F.; Jamal; Zaidi, S.B.A.; Nasir, M.A. Experimental Investigation into the
Structural and Functional Performance of Graphene Nano-Platelet (GNP)-Doped Asphalt. Appl. Sci. 2019, 9, 686. [CrossRef]
65. Li, P.; Zheng, M.L.; Wang, F.; Che, F.; Li, H.Y.; Ma, Q.L.; Wang, Y.H. Laboratory Performance Evaluation of High Modulus Asphalt
Concrete Modified with Different Additives. Adv. Mater. Sci. Eng. 2017, 2017, 7236153. [CrossRef]

Disclaimer/Publisher’s Note: The statements, opinions and data contained in all publications are solely those of the individual
author(s) and contributor(s) and not of MDPI and/or the editor(s). MDPI and/or the editor(s) disclaim responsibility for any injury to
people or property resulting from any ideas, methods, instructions or products referred to in the content.