*5.1.1 Antimicrobial and antibiotics*

Several reviews exist about systems developed for the treatment of infections. Specifically, in Ref. [100], the most important works concerning the use of lipidbased formulations from 2000 to 2020 are compiled. Infections caused by bacteria resistant to antimicrobial drugs available for use in humans have increased exponentially. This revision highlights the importance of the development of nanotechnology in lipid systems as an innovative tool for infection treatment. Chitosan nanocapsules, and lecithin-polysorbate 80, containing dapsone, have resulted useful; also, lipid nanocapsules with carvacrol and cinnamaldehyde. Another review about the incorporation of natural substances with antimicrobial activity in polymeric nanoparticles highlights specifically the antifungal activity against *Candida* species of *Glycyrrhiza glabra L.*, which is included in mucoadhesive nanoparticles constituted by PLA, PLGA, and alginate. Nanocapsules were also prepared from polymyxin B cross-linked with sodium alginate and solid lipid nanoparticles with *Ginkgo biloba L.*, and their antimicrobial activity against *Pseudomonas aeruginosa* was studied [101]. For the delivery of fluoxetine, starch nanocapsules with core-shell morphology were prepared and joined to polyurethane. The system presented antibacterial activity against *Staphylococcus aureus* [54]. The incorporation of antimicrobial peptides appears as a promising alternative for infection treatment, as well as carvacrol loaded onto nanocapsules formed by PCL [55]. PCL nanocapsules loaded with amoxicillin trihydrate were prepared to investigate the gastric stability of this drug, as well as its therapeutic activity against *H. pilori* [56]. Eudragit® polymers (polymethacrylate-based copolymers) are easy to handle and are used to prepare formulations for oral administration. Antibiotic florfenicol was encapsulated in Eudragit® nanocapsules [57].

Besides, it was possible to demonstrate the antimicrobial activity of chitosan against *Escherichia coli* through the assembly of bacteria cell membranes. This last finding represents an advance in delivery systems based on chitosan nanocapsules since it can enhance the effects of carried antibiotics [102]. As a strategy to increase the solubility of capsaicin, a major component of chili peppers known for its numerous therapeutic activities, nanocapsules of chitosan in the form of high-payload submicron capsaicin-chitosan colloidal particle complex were prepared. Besides


*Article* **Performance Evaluation and Structure Optimization of Low-Emission Mixed Epoxy Asphalt Pavement**

**Yulou Fan , You Wu, Huimin Chen, Shinan Liu, Wei Huang, Houzhi Wang and Jun Yang \***

School of Transportation, Southeast University, Nanjing 211189, China

**\*** Correspondence<EMAIL_ADDRESS>
**Abstract:** Epoxy asphalt concrete (EAC) has excellent properties such as high strength, outstanding thermal stability, and great fatigue resistance, and is considered to be a long-life pavement material. Meanwhile, the low initial viscosity of the epoxy components provides the possibility to reduce the mixing temperature of SBS-modified asphalt. The purpose of this study is to verify the feasibility of low-emission mixing of SBS-modified epoxy asphalt and to compare the mechanical responses in several typical structures with EAC, in order to perform structure optimization for practical applications of EAC. In this paper, the Brookfield rotational viscosity test was conducted to investigate the feasibility of mixing SBS-modified epoxy asphalt at a reduced temperature. Subsequently, the dynamic modulus tests were carried out on EAC to obtain the Prony series in order to provide viscoelastic parameters for the finite element model. Six feasible pavement structures with EAC were proposed, and a finite element method (FEM) model was developed to analyze and compare the mechanical responses with the conventional pavement structure. Additionally, the design life was predicted and compared to comprehensively evaluate the performance of EAC structures. Finally, life cycle assessment (LCA) on carbon emissions was developed to explore the emission reduction effect of the epoxy asphalt pavement. The results indicate that the addition of epoxy components could reduce the mixing temperature of SBS-modified asphalt by 30 ◦C. The proper use of EAC can significantly improve the mechanical condition of the pavement and improve its performance and service life. It is recommended to choose S5 (with EAC applied in the middle-lower layer) as the optimal pavement structure, whose allowable load repetitions to limit fatigue cracking were more than 1.7 times that of conventional pavements and it has favorable rutting resistance as well. The LCA results show that in a 25-year life cycle, the carbon emissions of epoxy asphalt pavements could be reduced by 29.8% in comparison to conventional pavements.

**Keywords:** epoxy asphalt concrete (EAC); low-emission mixed asphalt; pavement structure; finite element method (FEM); mechanical response; life cycle assessment (LCA)

## **1. Introduction**

With the increasing traffic volume, heavier traffic loads, and higher requirements for pavement, the conventional ordinary asphalt pavement has gradually failed to meet the demands of roads. Numerous pavement distresses, such as rutting, fatigue failure, and thermal cracking, frequently occur before the expected service life; thus, there is a demand for new durable pavement materials. Epoxy asphalt (EA), known as a thermosetting polymer-modified asphalt, consists of thermosetting epoxy resin, curing agent, asphalt binder, and other additives [1]. After mixing and curing, the epoxy resin and the curing agent undergo a cross-linking reaction, forming irreversible cross-linked networks, which greatly restrict the mobility of asphalt molecules, giving the epoxy asphalt thermosetting characteristics [2–4]. The cured epoxy asphalt concrete has changed the thermoplastic nature of conventional asphalt and has outstanding physical and mechanical properties such as high strength and stiffness, excellent thermal stability, good corrosion resistance, and superior fatigue resistance [5,6]. Consequently, EAC has been widely used as paving

**Citation:** Fan, Y.; Wu, Y.; Chen, H.; Liu, S.; Huang, W.; Wang, H.; Yang, J. Performance Evaluation and Structure Optimization of Low-Emission Mixed Epoxy Asphalt Pavement. *Materials* **2022**, *15*, 6472. https://doi.org/10.3390/ma15186472

Academic Editors: Di Wang, Pengfei Liu, Michael Wistuba and Markus Oeser

Received: 17 August 2022 Accepted: 15 September 2022 Published: 18 September 2022

**Publisher's Note:** MDPI stays neutral with regard to jurisdictional claims in published maps and institutional affiliations.

**Copyright:** © 2022 by the authors. Licensee MDPI, Basel, Switzerland. This article is an open access article distributed under the terms and conditions of the Creative Commons Attribution (CC BY) license (https:// creativecommons.org/licenses/by/ 4.0/).

materials for airfields and orthotropic steel bridge decks around the world [7–9]. In China, epoxy asphalt was used for the first time on the Nanjing Second Yangtze River Bridge in 2000, where a 50 mm thick dense-graded EAC was paved on the deck [10,11]. In the over 20 years of service so far, the EAC on the Nanjing Second Yangtze River Bridge has shown an amazingly outstanding performance, which has led to the widespread application of EAC on orthotropic steel bridge decks built in China, including the Nansha Bridge (main span 1688 m), the Sutong Yangtze River Bridge (main span 1088 m), and the Xihoumen Bridge (main span 1650 m) [12,13].

Meanwhile, due to the outstanding properties and satisfactory performance in bridge deck paving, researchers have started to experiment with EAC in roadway pavement applications, in which EAC is considered to possess the potential to be a long-life pavement material [14–16]. In most performance indicators, epoxy asphalt outperforms ordinary asphalt by at least two times and even more than 10 times in some cases. Lu and Bors [13] reviewed the potential application of epoxy asphalt in roadway engineering, and pointed out that EAC has good fatigue resistance, high-temperature stability, and strong resistance to aging and chemical attack. Xie et al. [17] summarized the factors affecting the mechanical properties, bonding properties, and thermal stability of epoxy asphalt and analyzed the mechanism of phase separation and its effect on the mechanical properties of epoxy asphalt. Chen et al. [16] investigated the physical, chemical, and mechanical properties of EAC and found that it exhibited remarkably higher compressive strength, rutting resistance, durability, and water resistance; however, its cracking resistance at low temperatures was slightly reduced. In other studies, rheological characteristics were studied as an important indicator affecting deformation and construction, and it was found that epoxy asphalt has better rheological properties than conventional modified asphalt, with favorable fluidity and low viscosity before curing, which can effectively fill the voids in the mixture and make it more uniform [7,14,18]. Additionally, the fatigue properties of EAC reflect the durability of the road and is directly related to the service life of asphalt pavements [19]. Due to the high stiffness and bonding properties of epoxy asphalt, EAC has superior fatigue resistance when compared to conventional asphalt concrete, especially at high epoxy resin dosages [20,21]. Li et al. [22] explored the fatigue performance of porous epoxy asphalt mixtures and found that epoxy asphalt binders can significantly improve the resistance to fatigue damage of porous asphalt mixtures but it is relatively sensitive to strain levels. Furthermore, the addition of glass or mineral fibers can further strengthen the fatigue resistance of EAC [23].

Additionally, because the initial viscosity of epoxy components is relatively low compared to asphalt, the viscosity of the epoxy asphalt will gradually increase from a lower value during the curing reaction [14]. This property provides the epoxy asphalt with better workability, especially for SBS-modified asphalt, which allows EAC to be mixed at a lower temperature, thus reducing emissions in the production process. Moreover, due to its excellent performance, EAC generally has a much longer life than the conventional asphalt mixtures and can meet the increasing requirements of low-emission, "green", and long-life pavements [13]. Furthermore, the most effective measure for emission reduction is to improve the service life of the pavement. From this perspective, epoxy asphalt pavement may also have a more favorable emission reduction effect. In summary, the feasibility of epoxy asphalt for roadway pavement has been demonstrated by numerous researchers based on extensive research and test results.

However, besides the superb properties of the epoxy asphalt itself, pavement structure is also crucial for the application and field performance of new pavement materials [24]. Recently, the finite element method (FEM) has become a popular numerical simulation method for calculating the mechanical response of numerous pavement structures, which can adapt to complex geometries and boundary conditions and is applicable to solve a variety of linear and nonlinear problems [25,26]. Guo et al. [27] explored the dynamic response of five typical pavement structures based on ABAQUS and found that the stresses and strains in the full-depth pavements were less than those in semi-rigid base pavements,

but the rutting distress was the opposite. Yu-Shan and Shakiba [28] explored the performance of asphalt pavement under different asphalt concrete and base thicknesses, base and subgrade permeability, and various saturations by using a three-dimensional FEM model and found that the pavement structure has a significant effect on the peeling phenomenon of the asphalt layer. In other studies, researchers have investigated various pavement performance qualities under different structures using FEM, such as mechanical responses, rutting, top-down cracking, and reflective cracking [29–32]. In summary, the structure combination will greatly influence the mechanical responses and the field performance of the pavement. Thus, the pavement performance of EAC should be evaluated in order to determine the optimal structure before it is widely used in the field. Nevertheless, there are research gaps for the performance evaluation and structure optimization of EAC, which limits its application in engineering practice.

The objective of this study is to verify the low-emission mixed characteristics of epoxy asphalt through viscosity tests, compare the performance of EAC in several typical structures, and select the optimal pavement structure considering the mechanical responses and the design life, in order to provide a reference for the practical application of EAC. Meanwhile, the emission reduction effect of the epoxy asphalt pavement is explored using life cycle assessment (LCA).

#### **2. Materials and Methods**

*2.1. Experimental Design*

## 2.1.1. Materials

Styrene–butadiene–styrene (SBS)-modified epoxy asphalt was used in this study. The matrix asphalt was a 60/80 asphalt with the performance grade of PG 64–22, and the SBS was SBS (I-D) produced in China, with a dosage of 5.0%. The epoxy resin and curing agent were produced in China, and the ratio of epoxy resin to curing agent is 1:1. The basic properties and technical indicators of asphalt binder, epoxy resin, and curing agent were tested according to the Chinese specification "Standard Test Methods of Bitumen and Bituminous Mixtures for Highway Engineering" (JTG E20-2011) [33] and shown in Table 1. The ratio of the mass of the epoxy resin components (including the epoxy resin and curing agent) to that of the asphalt was chosen as 3:7, that is, the dosage of epoxy resin components was 30% of the entire epoxy asphalt binder by weight. The gradation of EAC-13, i.e., epoxy asphalt concrete with a nominal maximum aggregate size (NMAS) of 13 mm, is the same as the typical gradation of AC-13 (asphalt concrete with an NMAS of 13 mm), as shown in Table 2. According to the "Technical Specifications for Construction of Highway Asphalt Pavements" (JTG F40-2004) [34], the optimal binder–aggregate ratio for EAC-13 was determined to be 6.3% based on the Marshall method. Two EAC-13 specimens with a height of 170 mm and a diameter of 150 mm were prepared on a shear gyratory compactor, which were cored and cut for dynamic modulus testing with a height of 150 mm and a diameter of 100 mm.

**Table 1.** Properties of asphalt binder, epoxy resin, and curing agent [33].

## **Table 2.** Gradation of EAC-13.

#### 2.1.2. Viscosity Tests 2.1.2. Viscosity Tests

**Table 2.** Gradation of EAC-13.

The viscosity–temperature relationship of the asphalt binder is the key to control the workability of the asphalt mixture. The initial viscosity of the epoxy asphalt is reduced after mixing due to the lower viscosity of the epoxy components compared to the asphalt binder. However, it will gradually increase as the curing reaction proceeds. Therefore, the viscosity of epoxy asphalt as a function of time and temperature needs to be investigated to determine its rheological properties and mixing temperatures. The viscosity–temperature relationship of the asphalt binder is the key to control the workability of the asphalt mixture. The initial viscosity of the epoxy asphalt is reduced after mixing due to the lower viscosity of the epoxy components compared to the asphalt binder. However, it will gradually increase as the curing reaction proceeds. Therefore, the viscosity of epoxy asphalt as a function of time and temperature needs to be investigated to determine its rheological properties and mixing temperatures.

*Materials* **2022**, *15*, 6472 4 of 21

**Passing Percentage (%)** 100 95 76.5 53 37 26.5 19 13.5 10 6

The viscosity of SBS-modified epoxy asphalt was tested at different temperatures (120, 130, 140, and 150 ◦C) using a Brookfield rotary viscometer (Model DV2T, Brookfield Engineering Inc., Middleboro, MA, USA). The test time was 120 min at a speed of 100 rpm, which was changed to 50 rpm for 120 ◦C and 130 ◦C after 80 min in order to keep the rotational torque within the normal range. The viscosity of SBS-modified epoxy asphalt was tested at different temperatures (120, 130, 140, and 150 °C) using a Brookfield rotary viscometer (Model DV2T, Brookfield Engineering Inc., Middleboro, MA, USA). The test time was 120 min at a speed of 100 rpm, which was changed to 50 rpm for 120 °C and 130 °C after 80 min in order to keep the rotational torque within the normal range.

#### 2.1.3. Dynamic Modulus Tests 2.1.3. Dynamic Modulus Tests

As a typical viscoelastic material, the mechanical properties of asphalt mixtures exhibit dependency on time and temperature. In order to evaluate the viscoelastic properties of EAC, dynamic modulus tests were carried out by the universal testing machine (UTM-25, IPC Global, CONTROLS, Milan, Italy) using the semi-sine wave loading form, according to the "Standard Test Methods of Bitumen and Bituminous Mixtures for Highway Engineering" (JTG E20-2011) [33]. The dynamic moduli were calculated under 6 test frequencies (0.1, 0.5, 1, 5, 10, and 25 Hz) and 5 test temperatures (0, 10, 25, 40, and 55 ◦C). The dynamic modulus master curve at reference temperature of 25 ◦C was constructed using the Sigmoid model (Figure 1), and the time–temperature shift factor *αT* was calculated using the Williams–Landel–Ferry (WLF) equation. As a typical viscoelastic material, the mechanical properties of asphalt mixtures exhibit dependency on time and temperature. In order to evaluate the viscoelastic properties of EAC, dynamic modulus tests were carried out by the universal testing machine (UTM-25, IPC Global, CONTROLS, Milan, Italy) using the semi-sine wave loading form, according to the "Standard Test Methods of Bitumen and Bituminous Mixtures for Highway Engineering" (JTG E20-2011) [33]. The dynamic moduli were calculated under 6 test frequencies (0.1, 0.5, 1, 5, 10, and 25 Hz) and 5 test temperatures (0, 10, 25, 40, and 55 °C). The dynamic modulus master curve at reference temperature of 25 °C was constructed using the Sigmoid model (Figure 1), and the time–temperature shift factor ் was calculated using the Williams–Landel–Ferry (WLF) equation.

**Figure 1.** The dynamic modulus master curve of EAC-13. **Figure 1.** The dynamic modulus master curve of EAC-13.

The viscoelastic properties of asphalt mixtures in ABAQUS can be characterized by the Prony series. The fitted Prony series parameters of EAC at 25 °C with 11 relaxation components were used for modeling, as shown in Table 3. Due to the strong bonding of The viscoelastic properties of asphalt mixtures in ABAQUS can be characterized by the Prony series. The fitted Prony series parameters of EAC at 25 ◦C with 11 relaxation components were used for modeling, as shown in Table 3. Due to the strong bonding of epoxy asphalt, gradation has a relatively reduced effect on the properties of EAC, so the same Prony series was applied for EAC-13 and EAC-16. The Prony series of the other asphalt mixtures used in the simulation were determined according to reference [31].

\* SMA-13 = stone mastic asphalt with NMAS of 13 mm. \*\* SUP-20/25 = Superpave with NMAS of 20/25 mm.

#### *2.2. Finite Element Modeling of Different Structures*

## 2.2.1. Pavement Structures

Based on the previous experience, 6 feasible pavement structures with EAC (S1–S6) were proposed in this paper, and 1 conventional structure was selected as the control group (S0). The pavement structure is composed of an asphalt surface layer with a total thickness of 26 cm, a cement-treated base (CTB, 38 cm), a lime-fly ash stabilized soil sub-base (LFS, 20 cm), and soil (SG, 8 m). The pavement width was selected as 42 m, based on a two-way eight-lane highway with a designated speed of 120 km/h (each lane is 3.75 m in width with a 4.5 m central reservation and 3.75 m shoulders on both sides). All pavement structures are summarized in Table 4.

**Table 4.** Summary of 7 pavement structures.

\* AR-SAMI = asphalt rubber stress-absorbing membrane interlayer, applied between SUP-25 and CTB.

#### 2.2.2. Simulation Method

The two-dimensional ABAQUS models of 7 pavement structures with a size of 42 m × 8.84 m were established, and the material parameters are shown in Table 5. Additionally, the viscoelastic properties were taken into account for the asphalt layers according to the Prony series fitted in Section 2.1.2. The standard axle load BZZ-100 specified in Chinese "Specifications for Design of Highway Asphalt Pavement" (JTG D50-2017) [35] was used to convert the loading area. The double-circle vertical uniform load was set at the top of the pavement, with the equivalent circle radius obtained by Equation (1), and the vertical compressive stress was 0.7 MPa. The distance between the two equivalent circles is 0.1065 m; thus, the width of the loading area, d, is 0.213 m, with an interval of 0.1065 m. The traffic loads were applied at the center of the 8 lanes.

$$d = \sqrt{\frac{4P}{\pi p}} = \sqrt{\frac{4 \times \frac{100}{4}}{\pi \times 70000}} = 0.213 \text{ (m)}\tag{1}$$

where *P* = axle load on each wheel and *p* = tire internal pressure, i.e., the contact pressure.

the vertical compressive stress was 0.7 MPa. The distance between the two equivalent circles is 0.1065 m; thus, the width of the loading area, d, is 0.213 m, with an interval of

4

where = axle load on each wheel and = tire internal pressure, i.e., the contact pres-

**Table 5.** Material parameters of ABAQUS model. **Materials Thickness (cm) Modulus (MPa) Poisson's Ratio Density (kg/m3)**

**Table 5.** Material parameters of ABAQUS model.

sure.

*Materials* **2022**, *15*, 6472 6 of 21

= ඨ4

0.1065 m. The traffic loads were applied at the center of the 8 lanes.

= ඨ 4 × 100

In this study, the pavement structure was simplified to a two-dimensional plane strain problem, so the standard load of 0.7 MPa should be converted into a linear load of 117,371 Pa based on the equivalent static principle. To simulate the dynamic response of the pavement, a half-sine dynamic cyclic load with a period of 0.2 s was applied, according to Equation (2): In this study, the pavement structure was simplified to a two-dimensional plane strain problem, so the standard load of 0.7 MPa should be converted into a linear load of 117,371 Pa based on the equivalent static principle. To simulate the dynamic response of the pavement, a half-sine dynamic cyclic load with a period of 0.2 s was applied, according to Equation (2):

$$y = 0.11737 \sin 10 \pi t \text{ (MPa)} \tag{2}$$

× 700000 = 0.213 ሺmሻ (1)

The boundary conditions are: completely fixed at the bottom edge of the soil and no lateral displacement on both sides of the whole structure. The mesh of the loading area was refined, and the element type is CPE4R, i.e., 4-node continuum bilinear plane strain with reduced integration (Figure 2). The mechanical responses of 7 structures were captured, including the tensile strain at the bottom of the asphalt layer, the tensile stress at the bottom of the base, the vertical compressive strain on the top of the subgrade, and the shear strain of the asphalt layer. The boundary conditions are: completely fixed at the bottom edge of the soil and no lateral displacement on both sides of the whole structure. The mesh of the loading area was refined, and the element type is CPE4R, i.e., 4-node continuum bilinear plane strain with reduced integration (Figure 2). The mechanical responses of 7 structures were captured, including the tensile strain at the bottom of the asphalt layer, the tensile stress at the bottom of the base, the vertical compressive strain on the top of the subgrade, and the shear strain of the asphalt layer.

**Figure 2.** Pavement modeling in ABAQUS: (**a**) loads and boundary conditions; (**b**) meshes. **Figure 2.** Pavement modeling in ABAQUS: (**a**) loads and boundary conditions; (**b**) meshes.

## *2.3. Calculation of Design Life*

In order to compare the design life of different pavement structures, load repetitions were calculated using the functions applicable to the response of various types of structures proposed by JTG D50-2017 [35]. The fatigue life of the asphalt layer *Nf* was obtained based on the tensile strain at the bottom of the asphalt layer according to Equation (3):

$$N\_f = 6.32 \times 10^{15.96 - 0.29\theta} k\_a k\_b k\_T^{-1} \left(\frac{1}{\varepsilon\_a}\right)^{3.97} \left(\frac{1}{E\_a}\right)^{1.58} \left(V \text{FA}\right)^{2.72} \tag{3}$$

where *Nf* is the fatigue cracking life of asphalt layer (times), *β* is the target reliability index (1.65 for freeway), *ka* is the coefficient for seasonal permafrost areas, and *kb* is the coefficient of the fatigue loading mode, calculated based on Equation (4):

$$k\_b = \left[\frac{1 + 0.03E\_d^{0.43}(VFA)^{-0.85}e^{0.024h\_d - 5.41}}{1 + e^{0.024h\_d - 5.41}}\right]^{3.33} \tag{4}$$

where *Ea* is the dynamic modulus of asphalt mixture at 20 ◦C (MPa), *VFA* is the voids filled with asphalt (%), *ha* is the thickness of the asphalt layer, *kT* is the temperature adjustment coefficient, and *εa* is the tensile strain at the bottom of asphalt layer (10−6 ).

Additionally, in this study, to limit the effects of rutting and subgrade deformation, the load repetitions *Nd* were calculated based on the allowable vertical compressive strain on the top of the subgrade according to Equation (5):

$$\left[\varepsilon\_{z}\right] = 1.25 \times 10^{4-0.1\beta} \left(k\_{T} \text{N}\_{d}\right)^{-0.21} \tag{5}$$

where [*εz*] is the allowable vertical compressive strain on the top of the subgrade (10−6 ). Based on the principle that the calculated strain should be less than the allowable strain (*εz* < [*εz*]), *Nd* can be determined.

In this paper, the material parameters *Ea* and *VFA* were determined by laboratory tests (Section 2.1.3), while the mechanical parameters *εa* and *εz* were obtained from simulation results in Section 3.2. The load repetitions *Nf* and *Nd* calculated above were used to compare the service life of epoxy asphalt pavement with that of conventional asphalt pavement to verify its long-life characteristics.

#### *2.4. Life Cycle Assessment (LCA)*

To further investigate the carbon reduction effect of epoxy asphalt pavement, a life cycle assessment (LCA) on the carbon emissions of epoxy asphalt pavement and conventional pavement was conducted based on the calculated fatigue life. The service life of conventional asphalt pavement is usually 15 years, while that of epoxy asphalt pavement is 1.7 times longer, according to the results in Section 3.3, up to 25 years or more, so a calculation period of 25 years was used for LCA.

The LCA model on carbon emissions of asphalt pavements can be divided into two main parts, the construction period and the operation period. The construction period includes material production, mixing, transportation, paving, and rolling, while the operation period consists of milling, maintenance and repair, and traffic delays. The basic energy consumption and emissions were referenced from the Chinese Life Cycle Database (CLCD) [36], where the calorific value of the energy consumption process referred to "China Energy Statistical Yearbook 2020" [37], and the carbon emission factors referred to "IPCC Guidelines for National Greenhouse Gas Inventories" [38]. The carbon emissions of material production were available through the references, and the carbon emission factors of equipment used in other processes were obtained by converting from the total power.

In this paper, it is assumed that in the 25-year life cycle for conventional asphalt pavement, a total of 3 major repairs are needed with a milling thickness of 10 cm, as well as 4 minor repairs by adding an ultra-thin overlay with a thickness of 1 cm. For epoxy asphalt pavement, because of its excellent performance and longer fatigue life, only 1 major repair and 2 minor repairs are required. Taking a 1000 m\*0.1 m\*30 m pavement section as an example, the carbon emissions in a life cycle of epoxy asphalt pavements and conventional asphalt pavements in the construction period and operation period were calculated and compared.

#### **3. Results and Discussions**

#### *3.1. Viscosity Tests*

The viscosity–time curves of SBS-modified epoxy asphalt (with a 30% dosage of epoxy components) at different temperatures are shown in Figure 3. It illustrates that the viscosity

of epoxy asphalt has a typical dependence on time and temperature. As time increases and the curing reaction develops, the epoxy asphalt gradually acquires thermosetting properties and therefore, the viscosity increases. The curves of viscosity and curing time are consistent with the trends observed in the studies of Cong [39] and Luo [40], where they pointed that the viscosity of hot-mixed epoxy asphalt showed a logarithmic relationship with time. Meanwhile, the initial viscosity of the epoxy asphalt binder reduces with an increase in temperature, and it is 615, 450, 400, and 265 mPa•s at 120, 130, 140, and 150 ◦C, respectively. This characteristic indicates the importance of temperature in the mixing and construction process. Pa•s and (0.45 ± 0.05) Pa•s, respectively. To achieve this viscosity, it is usually necessary to mix the SBS-modified asphalt at around 180 °C, which might result in numerous emissions and the deterioration of the asphalt binder. Nevertheless, from the viscosity test results in Figure 3, the addition of epoxy components provides the SBS-modified epoxy asphalt with a lower viscosity, and the requirements described above can be achieved at 150 °C (0–40 min), thus allowing the mixing process to proceed at a lower temperature. It can also be noted that a mixing temperature below 150 °C might be undesirable, because the viscosity has exceeded 1.0 Pa•s after 30 min of curing at 120 °C or 130 °C, which will cause difficulties in construction and compaction. Additives such as warm mix agents are needed if there is a demand for much lower mixing temperatures.

*Materials* **2022**, *15*, 6472 8 of 21

temperature in the mixing and construction process.

were calculated and compared.

**3. Results and Discussions**

*3.1. Viscosity Tests*

asphalt pavement, because of its excellent performance and longer fatigue life, only 1 major repair and 2 minor repairs are required. Taking a 1000 m\*0.1 m\*30 m pavement section as an example, the carbon emissions in a life cycle of epoxy asphalt pavements and conventional asphalt pavements in the construction period and operation period

The viscosity–time curves of SBS-modified epoxy asphalt (with a 30% dosage of epoxy components) at different temperatures are shown in Figure 3. It illustrates that the viscosity of epoxy asphalt has a typical dependence on time and temperature. As time increases and the curing reaction develops, the epoxy asphalt gradually acquires thermosetting properties and therefore, the viscosity increases. The curves of viscosity and curing time are consistent with the trends observed in the studies of Cong [39] and Luo [40], where they pointed that the viscosity of hot-mixed epoxy asphalt showed a logarithmic relationship with time. Meanwhile, the initial viscosity of the epoxy asphalt binder reduces with an increase in temperature, and it is 615, 450, 400, and 265 mPa•s at 120, 130, 140, and 150 °C, respectively. This characteristic indicates the importance of

Additionally, the low initial viscosity of the epoxy component opens up the possibility of lower mixing and compaction temperatures. According to Zhang et al. [41], the suitable viscosities for mixing and compaction of SBS-modified asphalt are (0.32 ± 0.03)

**Figure 3.** Viscosity test results of SBS-modified epoxy asphalt. **Figure 3.** Viscosity test results of SBS-modified epoxy asphalt.

Additionally, the low initial viscosity of the epoxy component opens up the possibility of lower mixing and compaction temperatures. According to Zhang et al. [41], the suitable viscosities for mixing and compaction of SBS-modified asphalt are (0.32 ± 0.03) Pa•s and (0.45 ± 0.05) Pa•s, respectively. To achieve this viscosity, it is usually necessary to mix the SBS-modified asphalt at around 180 ◦C, which might result in numerous emissions and the deterioration of the asphalt binder. Nevertheless, from the viscosity test results in Figure 3, the addition of epoxy components provides the SBS-modified epoxy asphalt with a lower viscosity, and the requirements described above can be achieved at 150 ◦C (0–40 min), thus allowing the mixing process to proceed at a lower temperature. It can also be noted that a mixing temperature below 150 ◦C might be undesirable, because the viscosity has exceeded 1.0 Pa•s after 30 min of curing at 120 ◦C or 130 ◦C, which will cause difficulties in construction and compaction. Additives such as warm mix agents are needed if there is a demand for much lower mixing temperatures.

In summary, it is pleasing to find that the addition of the epoxy components allows the SBS-modified asphalt to be mixed at a lower temperature. The mixing temperature of SBS-modified epoxy asphalt is reduced by 30 ◦C (from 180 ◦C to 150 ◦C), thus achieving a low-emission mixed-asphalt mixture, which has a better temperature reduction effect and meets the low-carbon and emission reduction requirements.

## *3.2. Mechanical Responses of Different Structures*

#### 3.2.1. Tensile Strain at the Bottom of Asphalt Layer

The tensile strain at the bottom of the asphalt layer is closely correlated with the fatigue life of the pavement. According to JTG D50-2017 [35], the mechanical response of the asphalt pavement structure can be calculated in the elastic layer system (Figure 4a), so the point A in the inner lane was selected as the calculation point based on the maximum

principle (Figure 4b). In this model, point A corresponds to Node 2650, Element 5170 for structures S0, S2, S4, and S6. For structures S1, S3, and S5, point A is Node 2028 and Element 3674. The tensile strains at the bottom of the asphalt layers of seven pavement structures under dynamic loading were extracted and initially filtered, as shown in Figure 5. It demonstrates that under dynamic loading, the mechanical response of the asphalt pavement also varies dynamically; however, it exhibits a hysteresis to some extent. According to Equation (2), the traffic load achieved its maximum value at 0.05 s, but the tensile strain reached the maximum value at approximately 0.06 s. This is because the asphalt mixture was given viscoelastic properties in the simulation, so the external loads would be transferred gradually in the depth direction of the pavement, reflecting the time-delayed effect, which is consistent with the actual situation. the asphalt pavement structure can be calculated in the elastic layer system (Figure 4a), so the point A in the inner lane was selected as the calculation point based on the maximum principle (Figure 4b). In this model, point A corresponds to Node 2650, Element 5170 for structures S0, S2, S4, and S6. For structures S1, S3, and S5, point A is Node 2028 and Element 3674. The tensile strains at the bottom of the asphalt layers of seven pavement structures under dynamic loading were extracted and initially filtered, as shown in Figure 5. It demonstrates that under dynamic loading, the mechanical response of the asphalt pavement also varies dynamically; however, it exhibits a hysteresis to some extent. According to Equation (2), the traffic load achieved its maximum value at 0.05 s, but the tensile strain reached the maximum value at approximately 0.06 s. This is because the asphalt mixture was given viscoelastic properties in the simulation, so the external loads would be transferred gradually in the depth direction of the pavement, reflecting the time-delayed effect, which is consistent with the actual situation.

In summary, it is pleasing to find that the addition of the epoxy components allows the SBS-modified asphalt to be mixed at a lower temperature. The mixing temperature of SBS-modified epoxy asphalt is reduced by 30 °C (from 180 °C to 150 °C), thus achieving a low-emission mixed-asphalt mixture, which has a better temperature reduction ef-

The tensile strain at the bottom of the asphalt layer is closely correlated with the fatigue life of the pavement. According to JTG D50-2017 [35], the mechanical response of

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*3.2. Mechanical Responses of Different Structures*  3.2.1. Tensile Strain at the Bottom of Asphalt Layer

fect and meets the low-carbon and emission reduction requirements.

**Figure 4.** Calculation basis: (**a**) elastic layer system; (**b**) calculation point of tensile strain; (**c**) calculation point of tensile stress; (**d**) calculation point of vertical compressive strain. **Figure 4.** Calculation basis: (**a**) elastic layer system; (**b**) calculation point of tensile strain; (**c**) calculation point of tensile stress; (**d**) calculation point of vertical compressive strain. *Materials* **2022**, *15*, 6472 10 of 21

**Figure 5.** Time–history curve of tensile strain at the bottom of asphalt layer. **Figure 5.** Time–history curve of tensile strain at the bottom of asphalt layer.

It can be discovered from Figure 5 that structure S5 has the lowest maximum tensile

to 12 × 10ି5

lower tensile strains than the conventional pavement S0 without EAC, decreasing by 3.13%, 6.96%, and 11.81%, respectively, showing a better mechanical response, which indicates that structures with EAC might present a longer fatigue life. The structural mechanics study by Chen et al. also obtained fatigue life by controlling the maximum tensile strain at the bottom of the asphalt layer [42]. The values of epoxy asphalt pavements in this paper are much smaller than the simulation results of conventional asphalt

EAC can prevent the structure from generating excessive flexural tensile strains, thus delaying the fatigue-induced structural failure of the pavement. Furthermore, the maximum value appears earliest in S0, and the other structures with EAC exhibit a longer time delay, which might suggest that the new structures with EAC have better viscoelasticity and ductility. Meanwhile, the results also indicate that setting a 1 cm AR-SAMI as a stress-absorbing layer can significantly reduce the maximum tensile strain at the bottom of the asphalt layer, which in turn can optimize the stress state and improve the fa-

. The maximum tensile strain and its occurrence time of the

, while S4 and S6 are similar and high-

) [43]. Therefore, the placement of

strain at the bottom of asphalt layer of 5.21 × 10ି5

pavements of Jiang et al. (around 9 × 10ି5

tigue life of the pavement to a certain extent.

**Table 6.** Summary of maximum indicators and their occurrence time.

**Structure S0 S1 S2 S3 S4 S5 S6**

of asphalt layer 5.90 × 10-5 5.72 × 10-5 6.03 × 10-5 5.49 × 10-5 6.28 × 10-5 5.21 × 10-5 6.26 × 10-5 Occurrence time 0.060 0.062 0.063 0.062 0.063 0.062 0.064

base (Pa) 71190 70330 74412 71828 75352 70095 73367 Occurrence time 0.052 0.051 0.051 0.051 0.05 0.051 0.051

on the top of subgrade 1.84 × 10-4 1.78 × 10-4 1.79 × 10-4 1.75 × 10-4 1.75 × 10-4 1.80 × 10-4 1.78 × 10-4 Occurrence time 0.055 0.053 0.055 0.053 0.056 0.053 0.055

est, exceeding 6.25 × 10ି5

Max tensile strain at the bottom

Max tensile stress at the bottom of

Max vertical compressive strain

It can be discovered from Figure 5 that structure S5 has the lowest maximum tensile strain at the bottom of asphalt layer of 5.21 × 10−5 , while S4 and S6 are similar and highest, exceeding 6.25 × 10−5 . The maximum tensile strain and its occurrence time of the seven structures are listed in Table 6. Three conditions (S1, S3, and S5) have significantly lower tensile strains than the conventional pavement S0 without EAC, decreasing by 3.13%, 6.96%, and 11.81%, respectively, showing a better mechanical response, which indicates that structures with EAC might present a longer fatigue life. The structural mechanics study by Chen et al. also obtained fatigue life by controlling the maximum tensile strain at the bottom of the asphalt layer [42]. The values of epoxy asphalt pavements in this paper are much smaller than the simulation results of conventional asphalt pavements of Jiang et al. (around 9 × 10−5 to 12 × 10−5 ) [43]. Therefore, the placement of EAC can prevent the structure from generating excessive flexural tensile strains, thus delaying the fatigue-induced structural failure of the pavement. Furthermore, the maximum value appears earliest in S0, and the other structures with EAC exhibit a longer time delay, which might suggest that the new structures with EAC have better viscoelasticity and ductility. Meanwhile, the results also indicate that setting a 1 cm AR-SAMI as a stress-absorbing layer can significantly reduce the maximum tensile strain at the bottom of the asphalt layer, which in turn can optimize the stress state and improve the fatigue life of the pavement to a certain extent.

**Table 6.** Summary of maximum indicators and their occurrence time.

3.2.2. Tensile Stress at the Bottom of Base

As the main bearing layer of the semi-rigid base pavement, the mechanical characteristics of the base are critical to the service life of asphalt pavements. According to the principle of maximum value, the center point in the outermost lane has the maximum tensile stress, so the point C at the bottom of CTB in the outermost lane was chosen as the calculation point of tensile stress (Figure 4c), which was Node 74, Element 1448 for S0, S2, S4, and S6 and Node 423, Element 5371 for S1, S3, and S5. The tensile stress values at the bottom of the base of seven structures were extracted and filtered, as shown in Figure 6. Since the traffic load is a half-sine load, the tensile stress at the bottom of the base also demonstrates a sinusoidal trend with time. It is interesting that the time-delayed effect of tensile stress is much less compared to the tensile strain, which is in line with the viscoelastic characteristics of asphalt pavements, i.e., the deformation will exhibit a significant time delay under continuous loading rather than stress. The maximum tensile stress and its occurrence time in the seven structures are also listed in Table 6.

The maximum tensile stress at the bottom of CTB ranges from 59.7% to 64.2% of the traffic load, which indicates that there is an overall attenuation in the downward transfer of the surface loads (which might first increase before decreasing in the asphalt layer), consistent with accepted perceptions. The analysis in Figure 6 illustrates that S5 still has the minimum tensile stress at the bottom of base with a maximum value of 70,094 Pa, which is similar to S1, and both of them reduce by 1.54% and 1.21% compared to the conventional structure S0. However, the structure S4 shows the largest tensile strain of about 75,352 Pa. 6.

This might be due to the fact that the high modulus of EAC applied to the upper layer causes a change in the stress distribution of the pavement, which makes the stress more dispersed in the lateral direction and influenced by the adjacent lanes, thus increasing the tensile stress of the base. about 75,352 Pa. This might be due to the fact that the high modulus of EAC applied to the upper layer causes a change in the stress distribution of the pavement, which makes the stress more dispersed in the lateral direction and influenced by the adjacent lanes, thus increasing the tensile stress of the base.

The maximum tensile stress at the bottom of CTB ranges from 59.7% to 64.2% of the traffic load, which indicates that there is an overall attenuation in the downward transfer of the surface loads (which might first increase before decreasing in the asphalt layer), consistent with accepted perceptions. The analysis in Figure 6 illustrates that S5 still has the minimum tensile stress at the bottom of base with a maximum value of 70,094 Pa, which is similar to S1, and both of them reduce by 1.54% and 1.21% compared to the conventional structure S0. However, the structure S4 shows the largest tensile strain of

As the main bearing layer of the semi-rigid base pavement, the mechanical characteristics of the base are critical to the service life of asphalt pavements. According to the principle of maximum value, the center point in the outermost lane has the maximum tensile stress, so the point C at the bottom of CTB in the outermost lane was chosen as the calculation point of tensile stress (Figure 4c), which was Node 74, Element 1448 for S0, S2, S4, and S6 and Node 423, Element 5371 for S1, S3, and S5. The tensile stress values at the bottom of the base of seven structures were extracted and filtered, as shown in Figure 6. Since the traffic load is a half-sine load, the tensile stress at the bottom of the base also demonstrates a sinusoidal trend with time. It is interesting that the timedelayed effect of tensile stress is much less compared to the tensile strain, which is in line with the viscoelastic characteristics of asphalt pavements, i.e., the deformation will exhibit a significant time delay under continuous loading rather than stress. The maximum tensile stress and its occurrence time in the seven structures are also listed in Table

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3.2.2. Tensile Stress at the Bottom of Base

**Figure 6.** Time–history curve of tensile stress at the bottom of the base (CTB). **Figure 6.** Time–history curve of tensile stress at the bottom of the base (CTB).

3.2.3. Maximum Strain and Stress along Depth of the Pavement

3.2.3. Maximum Strain and Stress along Depth of the Pavement In addition to analysis of the maximum tensile strain at the bottom of the asphalt layer and tensile stress at the bottom of the base as design control indicators, the strain and stress characteristics of the whole asphalt pavement at loading peak are also of con-In addition to analysis of the maximum tensile strain at the bottom of the asphalt layer and tensile stress at the bottom of the base as design control indicators, the strain and stress characteristics of the whole asphalt pavement at loading peak are also of concern. As for strain characteristics, still using point A as the calculation point, the strain of the asphalt layer along depth was evaluated and classified with and without SAMI (Figure 7). It can be seen that the compressive strain in the upper 4 cm of S4 and S6 with EAC applied to the upper layer is significantly reduced and there is a more uniform strain distribution when compared to other structures. As the EAC layer transformed into an SUP layer, S4 and S6 underwent a sudden change in strain at 10 cm and 4 cm, respectively, from compressive strain to tensile strain. In the upper-middle layer (4–10 cm in depth), the same phenomenon occurs, where S0 and S6 without the application of EAC generate large tensile strains, while S2 and S4 still present a low compressive strain. Especially for S2, the original tensile strain in the upper layer increased sharply, while the strain in the upper-middle layer suddenly changed from tensile to compressive after the application of EAC. From this point of view, although S4 has a greater tensile strain at the bottom of the asphalt layer than the conventional structure, it might be argued that the EAC application solution for S4 is not unreasonable, because S4 is at a significantly lower strain level throughout the asphalt layer, which might be a considerable contribution to improving the overall fatigue life. Figure 7b shows a similar trend in that the tensile strain in the layer with EAC applied decreases remarkably, allowing for more uniform forces and deformations, which might lead to an alleviation of fatigue failure in the asphalt layer in some cases.

Figure 8 shows the stress distribution in the pavement structure, calculated using point C. It can be seen that different structures have little effect on the stress in the subgrade below the sub-base, and the impact is mainly distributed in the upper part of the pavement, especially in the asphalt layer. The trend of stress along depth is almost the same for all structures due to the fact that the changes in materials will significantly affect the stress– strain characteristics near its location (the asphalt layer), while having little impact on the

overall structure at a distance. Meanwhile, the difference in the distribution of stress and strain in the asphalt layer might be caused by the variation of the calculation point locations. Compared to S0, the structures S2, S4, and S6 with EAC have less compressive stress in the asphalt layer, which is beneficial for the pavement. However, they have greater tensile stress in the lower part of the base, especially for S4, so when applying EAC, the issue of the fatigue life of the base should be considered and enhanced, and several methods such as strengthening the base materials and laying a bedding layer may be feasible. point C. It can be seen that different structures have little effect on the stress in the subgrade below the sub-base, and the impact is mainly distributed in the upper part of the pavement, especially in the asphalt layer. The trend of stress along depth is almost the same for all structures due to the fact that the changes in materials will significantly affect the stress–strain characteristics near its location (the asphalt layer), while having little impact on the overall structure at a distance. Meanwhile, the difference in the distribution of stress and strain in the asphalt layer might be caused by the variation of the

Figure 8 shows the stress distribution in the pavement structure, calculated using

*Materials* **2022**, *15*, 6472 12 of 21

the asphalt layer in some cases.

cern. As for strain characteristics, still using point A as the calculation point, the strain of the asphalt layer along depth was evaluated and classified with and without SAMI (Figure 7). It can be seen that the compressive strain in the upper 4 cm of S4 and S6 with EAC applied to the upper layer is significantly reduced and there is a more uniform strain distribution when compared to other structures. As the EAC layer transformed into an SUP layer, S4 and S6 underwent a sudden change in strain at 10 cm and 4 cm, respectively, from compressive strain to tensile strain. In the upper-middle layer (4–10 cm in depth), the same phenomenon occurs, where S0 and S6 without the application of EAC generate large tensile strains, while S2 and S4 still present a low compressive strain. Especially for S2, the original tensile strain in the upper layer increased sharply, while the strain in the upper-middle layer suddenly changed from tensile to compressive after the application of EAC. From this point of view, although S4 has a greater tensile strain at the bottom of the asphalt layer than the conventional structure, it might be argued that the EAC application solution for S4 is not unreasonable, because S4 is at a significantly lower strain level throughout the asphalt layer, which might be a considerable contribution to improving the overall fatigue life. Figure 7b shows a similar trend in that the tensile strain in the layer with EAC applied decreases remarkably, allowing for more uniform forces and deformations, which might lead to an alleviation of fatigue failure in

Based on the previous calculations, more attention should be paid to structures with SAMI layers, as they may serve as a more reasonable solution. Figure 8b demonstrates that S5 not only has the lowest tensile strain at the bottom of the asphalt layer and tensile stress at the bottom of the base, but also has a lower value of tensile stress in the whole tensile region. In addition, its compressive stress is not excessively large, so S5 has a more balanced response and may possess the potential to be an engineering-suitable structure. calculation point locations. Compared to S0, the structures S2, S4, and S6 with EAC have less compressive stress in the asphalt layer, which is beneficial for the pavement. However, they have greater tensile stress in the lower part of the base, especially for S4, so when applying EAC, the issue of the fatigue life of the base should be considered and enhanced, and several methods such as strengthening the base materials and laying a bedding layer may be feasible.

**Figure 7.** Pavement strain along depth: (**a**) S0, S2, S4, and S6; (**b**) S1, S3, and S5. **Figure 7.** Pavement strain along depth: (**a**) S0, S2, S4, and S6; (**b**) S1, S3, and S5.

Based on the previous calculations, more attention should be paid to structures with SAMI layers, as they may serve as a more reasonable solution. Figure 8b demonstrates that S5 not only has the lowest tensile strain at the bottom of the asphalt layer and tensile stress at the bottom of the base, but also has a lower value of tensile stress in

(**a**)

suitable structure.

suitable structure.

(**b**) **Figure 7.** Pavement strain along depth: (**a**) S0, S2, S4, and S6; (**b**) S1, S3, and S5.

Based on the previous calculations, more attention should be paid to structures with SAMI layers, as they may serve as a more reasonable solution. Figure 8b demonstrates that S5 not only has the lowest tensile strain at the bottom of the asphalt layer and tensile stress at the bottom of the base, but also has a lower value of tensile stress in the whole tensile region. In addition, its compressive stress is not excessively large, so S5 has a more balanced response and may possess the potential to be an engineering-

**Figure 8.** Pavement stress along depth: (**a**) S0, S2, S4, and S6; (**b**) S1, S3, and S5. **Figure 8.** Pavement stress along depth: (**a**) S0, S2, S4, and S6; (**b**) S1, S3, and S5.

3.2.4. Vertical Compressive Strain on the Top of Subgrade 3.2.4. Vertical Compressive Strain on the Top of Subgrade

The vertical compressive strain on the top of the subgrade plays an important role in the deformation of the soil and the generation of rutting. In this study, the point C on the top of the subgrade in the outermost lane was chosen as the calculation point for the vertical compressive strain (Figure 4d). For S0, S2, S4, and S6, it was Node 59 and Element 1027 and for S1, S3, and S5, it was Node 411 and Element 5111. The time–history curves and maximum values of vertical compressive strain on the top of the subgrade for different pavement structures are plotted and listed in Figure 9 and Table 6, respectively. The time–history curve is still identical to that of the loading pattern and is distributed as a sinusoidal curve. However, due to viscoelasticity, the vertical compressive strain also has a certain hysteresis effect, reaching its peak around 0.055 s, consistent with previous conclusions. Figure 9 illustrates that the vertical compressive strain presents three levels, with the conventional pavement S0 having the largest compressive strain, and the other two levels decrease by around 2.17% and 4.89%, respectively. S3 and S4 have the lowest value located in the first level, while S1, S2, and S5 are similar The vertical compressive strain on the top of the subgrade plays an important role in the deformation of the soil and the generation of rutting. In this study, the point C on the top of the subgrade in the outermost lane was chosen as the calculation point for the vertical compressive strain (Figure 4d). For S0, S2, S4, and S6, it was Node 59 and Element 1027 and for S1, S3, and S5, it was Node 411 and Element 5111. The time–history curves and maximum values of vertical compressive strain on the top of the subgrade for different pavement structures are plotted and listed in Figure 9 and Table 6, respectively. The time– history curve is still identical to that of the loading pattern and is distributed as a sinusoidal curve. However, due to viscoelasticity, the vertical compressive strain also has a certain hysteresis effect, reaching its peak around 0.055 s, consistent with previous conclusions. Figure 9 illustrates that the vertical compressive strain presents three levels, with the conventional pavement S0 having the largest compressive strain, and the other two levels decrease by around 2.17% and 4.89%, respectively. S3 and S4 have the lowest value located in the first level, while S1, S2, and S5 are similar and lower than S0, lying in the middle level.

in high-temperature areas.

and lower than S0, lying in the middle level. It is interesting that all structures with EAC applied exhibited significantly smaller vertical compressive strains on the top of sub-

resistance of the pavement, which is in agreement with the findings of previous laboratory tests [44,45]. According to the laboratory results of wheel tracking tests, the dynamic stability of epoxy asphalt mixtures could be as high as 30,000 times/mm or more, presenting an extremely strong rutting resistance. This can also be verified by the three value levels in the figure. Compared with S1, S2, and S5, the use of double layers of EAC in S3 and S4 further reduces the vertical compressive strain on the top of subgrade, which further delays the generation of rutting on the pavement. This suggests that the proper use of EAC in pavement structures might be a way to reduce rutting distress, especially

It is interesting that all structures with EAC applied exhibited significantly smaller vertical compressive strains on the top of subgrade. This indicates that the application of EAC could substantially improve the rutting resistance of the pavement, which is in agreement with the findings of previous laboratory tests [44,45]. According to the laboratory results of wheel tracking tests, the dynamic stability of epoxy asphalt mixtures could be as high as 30,000 times/mm or more, presenting an extremely strong rutting resistance. This can also be verified by the three value levels in the figure. Compared with S1, S2, and S5, the use of double layers of EAC in S3 and S4 further reduces the vertical compressive strain on the top of subgrade, which further delays the generation of rutting on the pavement. This suggests that the proper use of EAC in pavement structures might be a way to reduce rutting distress, especially in high-temperature areas. *Materials* **2022**, *15*, 6472 15 of 21

**Figure 9.** Time–history curve of vertical compressive strain on the top of subgrade. **Figure 9.** Time–history curve of vertical compressive strain on the top of subgrade.

3.2.5. Shear Stress in the Asphalt Layer 3.2.5. Shear Stress in the Asphalt Layer

The shear stress in the asphalt layer has a non-negligible effect on the service life of asphalt pavements, although it is not currently used as a design indicator in China. At the same time, the shear stress in the upper and middle asphalt layers is also closely related to the appearance of rutting distresses, so the effect of shear stress in the asphalt layer should be investigated. The shear stress within the upper and upper-middle layers (0–10 cm) were mainly considered, and for the seven structures, the locations where the The shear stress in the asphalt layer has a non-negligible effect on the service life of asphalt pavements, although it is not currently used as a design indicator in China. At the same time, the shear stress in the upper and middle asphalt layers is also closely related to the appearance of rutting distresses, so the effect of shear stress in the asphalt layer should be investigated. The shear stress within the upper and upper-middle layers (0–10 cm) were mainly considered, and for the seven structures, the locations where the maximum values occur were selected as the calculation points.

maximum values occur were selected as the calculation points. The time–history curves, maximum values and their locations of the shear stress were calculated, as shown in Figure 10 and Table 7. It can be seen that the shear stress varies greatly among different structures. S6 has a shear stress 1.6 times greater than the shear stress of S0, and S1, S2, and S4 have the same value of about 1.35 times the shear stress of S0. The increase in shear stress in S3 and S5, which have stress-absorbing layers with EAC in the lower-middle layers, is relatively less significant. The shear stress values of all structures with EAC applied are larger than S0, which may be due to the fact that the high stiffness of EAC changes the stress distribution, making the maximum value occur mostly in the layers where EAC is applied; this can also be verified from the vertical depths in Table 7. Therefore, even though EAC has the advantages of high The time–history curves, maximum values and their locations of the shear stress were calculated, as shown in Figure 10 and Table 7. It can be seen that the shear stress varies greatly among different structures. S6 has a shear stress 1.6 times greater than the shear stress of S0, and S1, S2, and S4 have the same value of about 1.35 times the shear stress of S0. The increase in shear stress in S3 and S5, which have stress-absorbing layers with EAC in the lower-middle layers, is relatively less significant. The shear stress values of all structures with EAC applied are larger than S0, which may be due to the fact that the high stiffness of EAC changes the stress distribution, making the maximum value occur mostly in the layers where EAC is applied; this can also be verified from the vertical depths in Table 7. Therefore, even though EAC has the advantages of high strength and fatigue life, its shear resistance deserves heightened attention.

Additionally, the large value in S6 might be attributed to the application of EAC in the upper layer that is directly interacting with traffic loads, generating high local stress in the case of discontinuous pavement stiffness. A continuously applied EAC or an addi-

tures, the upside is that S5 has similar shear stress to S0, in spite of a slight increase. In S5, the EAC was applied to the lower layers near the base, so it has less of an effect on the stiffness continuity and the shear stress in the upper layers. From this perspective, it

is more reasonable for EAC to be applied in the lower layer.

strength and fatigue life, its shear resistance deserves heightened attention.

**Figure 10.** Shear stress in the asphalt layer: (**a**) Time–history curve; (**b**) maximum shear stress. **Figure 10.** Shear stress in the asphalt layer: (**a**) Time–history curve; (**b**) maximum shear stress.

**Table 7.** Maximum values and locations of shear stress in the asphalt layer. **Table 7.** Maximum values and locations of shear stress in the asphalt layer.

*3.3. Prediction and Comparison of Design Life*

Some researchers have used the empirical formulas from the America Asphalt Institute (AI) in previous studies [43], but only took into account two parameters, strain and modulus, leading to inaccuracy and large variability. In this paper, formulas in the Chinese specification JTG D50-2017 were used to calculate the design life, which incorporated more comprehensive parameters to achieve greater precision in the calculation. Additionally, the large value in S6 might be attributed to the application of EAC in the upper layer that is directly interacting with traffic loads, generating high local stress in the case of discontinuous pavement stiffness. A continuously applied EAC or an additional transition layer can be used to minimize this phenomenon. Among all the structures, the upside is that S5 has similar shear stress to S0, in spite of a slight increase. In S5, the EAC was applied to the lower layers near the base, so it has less of an effect on the stiffness continuity and the shear stress in the upper layers. From this perspective, it is more reasonable for EAC to be applied in the lower layer.

#### *3.3. Prediction and Comparison of Design Life*

Some researchers have used the empirical formulas from the America Asphalt Institute (AI) in previous studies [43], but only took into account two parameters, strain and modulus, leading to inaccuracy and large variability. In this paper, formulas in the Chinese specification JTG D50-2017 were used to calculate the design life, which incorporated more comprehensive parameters to achieve greater precision in the calculation. The allowable number of load repetitions to limit fatigue cracking and rutting of the seven structures is shown in Figure 11. With regard to the allowable number *Nf* to limit fatigue cracking, S0 has a similar value to S2, while S4 and S6 are relatively lower. This indicates that EAC applied to the upper layer might affect the fatigue of the underlying asphalt mixtures, so the life of the overall structure needs to be taken into account, even though EAC has higher resistance. The structures with the SAMI layer (S1, S3, and S5) have significantly higher allowable load repetitions, especially S5, which allows for more than 1.7 times the fatigue number of conventional pavement S0, indicating that the epoxy asphalt pavement might have the potential to be a long-life pavement. *Materials* **2022**, *15*, 6472 17 of 21 The allowable number of load repetitions to limit fatigue cracking and rutting of the seven structures is shown in Figure 11. With regard to the allowable number to limit fatigue cracking, S0 has a similar value to S2, while S4 and S6 are relatively lower. This indicates that EAC applied to the upper layer might affect the fatigue of the underlying asphalt mixtures, so the life of the overall structure needs to be taken into account, even though EAC has higher resistance. The structures with the SAMI layer (S1, S3, and S5) have significantly higher allowable load repetitions, especially S5, which allows for more than 1.7 times the fatigue number of conventional pavement S0, indicating that the epoxy asphalt pavement might have the potential to be a long-life pavement.

**Figure 11.** The allowable load repetitions: (**a**) to limit fatigue cracking; (**b**) ௗ to limit rutting. **Figure 11.** The allowable load repetitions: (**a**) *Nf* to limit fatigue cracking; (**b**) *Nd* to limit rutting.

Meanwhile, the aging of the asphalt binder is also related to the expected service life of the asphalt mixture. In fact, the aging properties of the epoxy asphalt have been studied by several researchers, and it has been proven that the addition of epoxy components can provide epoxy asphalt with much better aging resistance. Apostolidis et al. [46] tracked the formation of carbonyl compounds by Fourier transform infrared (FTIR) Meanwhile, the aging of the asphalt binder is also related to the expected service life of the asphalt mixture. In fact, the aging properties of the epoxy asphalt have been studied by several researchers, and it has been proven that the addition of epoxy components can provide epoxy asphalt with much better aging resistance. Apostolidis et al. [46] tracked

spectroscopy and found that its reaction rate decreased when the epoxy components

the formation of carbonyl compounds by Fourier transform infrared (FTIR) spectroscopy and found that its reaction rate decreased when the epoxy components were added to the asphalt, which indicates that oxidative aging in epoxy asphalt occurs relatively slowly. Si et al. [47] proposed that aging changed the structure of the epoxy asphalt and improved its stress tolerance, increasing the tensile strength to 5.16 MPa. Additionally, after long-term aging, the fatigue life of EAC-13 is still three to four times that of AC-13, which is far superior to that of conventional asphalt concrete [22]. In terms of UV aging, the addition of the epoxy components gives the epoxy asphalt strong anti-aging properties, with a 12% increase in the residual penetration ratio [48]. From this point of view, the aging resistance of epoxy asphalt might be an advantage, or at least not much of a concern. As for the changes of material properties during use, a feasible approach in practical cases is to install sensors in the pavement and adjust the calculation of service life according to the real-time stress–strain data. *Materials* **2022**, *15*, 6472 18 of 21 relatively slowly. Si et al. [47] proposed that aging changed the structure of the epoxy asphalt and improved its stress tolerance, increasing the tensile strength to 5.16 MPa. Additionally, after long-term aging, the fatigue life of EAC-13 is still three to four times that of AC-13, which is far superior to that of conventional asphalt concrete [22]. In terms of UV aging, the addition of the epoxy components gives the epoxy asphalt strong anti-aging properties, with a 12% increase in the residual penetration ratio [48]. From this point of view, the aging resistance of epoxy asphalt might be an advantage, or at least not much of a concern. As for the changes of material properties during use, a feasible approach in practical cases is to install sensors in the pavement and adjust the cal-

As for the allowable load repetitions *Nd* to limit rutting, it can be seen that all structures with EAC (S0–S6) can withstand a higher number of loads than conventional pavement S0, indicating that they have much better rutting resistance, which is consistent with the results of laboratory wheel tracking tests on epoxy asphalt mixtures. Meanwhile, the load repetitions of rutting limits greatly exceed the fatigue cracking limits; therefore, the high-temperature performance of EAC might require less concern. However, despite the high resistance to fatigue cracking, S5 has a relatively weak rutting resistance, which could be further improved, though it still exceeds that of conventional pavement and the specification requirements. culation of service life according to the real-time stress–strain data. As for the allowable load repetitions ௗ to limit rutting, it can be seen that all structures with EAC (S0–S6) can withstand a higher number of loads than conventional pavement S0, indicating that they have much better rutting resistance, which is consistent with the results of laboratory wheel tracking tests on epoxy asphalt mixtures. Meanwhile, the load repetitions of rutting limits greatly exceed the fatigue cracking limits; therefore, the high-temperature performance of EAC might require less concern. However, despite the high resistance to fatigue cracking, S5 has a relatively weak rutting resistance, which could be further improved, though it still exceeds that of conventional pavement and the specification requirements.

#### *3.4. Life Cycle Assessment (LCA) of Epoxy Asphalt Pavements 3.4. Life Cycle Assessment (LCA) of Epoxy Asphalt Pavements*

The LCA results on carbon emissions of epoxy asphalt pavements and conventional asphalt pavements are shown in Figure 12. Due to the high production emissions of epoxy resin, the carbon emissions in the construction period of epoxy asphalt pavements are higher than those of conventional pavements but could already be significantly reduced by the lower mixing temperatures studied in this paper. More importantly, due to the longer service life and better performance, the epoxy asphalt pavements exhibit much lower carbon emissions from maintenance and repair during the operation period, about 48% of that of conventional pavements. As mentioned above, the extension of the service life of the pavement is a remarkably effective way to reduce emissions. It is critical to reduce pavement distresses and maintain good service condition, thereby significantly decreasing the carbon emissions generated by repairs. Thus, over the whole life cycle, epoxy asphalt pavements have an excellent emission reducing effect, reducing carbon emissions by 29.8% compared to conventional pavements. From the LCA results, the low-emission mixed EAC has strong feasibility as a long-life, "green", and low-carbon pavement material. The LCA results on carbon emissions of epoxy asphalt pavements and conventional asphalt pavements are shown in Figure 12. Due to the high production emissions of epoxy resin, the carbon emissions in the construction period of epoxy asphalt pavements are higher than those of conventional pavements but could already be significantly reduced by the lower mixing temperatures studied in this paper. More importantly, due to the longer service life and better performance, the epoxy asphalt pavements exhibit much lower carbon emissions from maintenance and repair during the operation period, about 48% of that of conventional pavements. As mentioned above, the extension of the service life of the pavement is a remarkably effective way to reduce emissions. It is critical to reduce pavement distresses and maintain good service condition, thereby significantly decreasing the carbon emissions generated by repairs. Thus, over the whole life cycle, epoxy asphalt pavements have an excellent emission reducing effect, reducing carbon emissions by 29.8% compared to conventional pavements. From the LCA results, the low-emission mixed EAC has strong feasibility as a long-life, "green", and lowcarbon pavement material.

**Figure 12.** LCA of carbon emissions for epoxy asphalt pavement and conventional asphalt pavement. **Figure 12.** LCA of carbon emissions for epoxy asphalt pavement and conventional asphalt pavement.

#### **4. Conclusions**

In this study, the feasibility of low-emission mixed epoxy asphalt mixtures was verified, and six pavement structures with EAC were proposed for performance evaluation and compared to conventional pavements. Based on the viscoelastic parameters obtained from the dynamic modulus tests, an FEM model were developed to analyze the mechanical responses and the design life in order to conduct structure optimization. Finally, life cycle assessment on the carbon emissions of the recommended epoxy asphalt pavement structures was conducted. The following conclusions can be drawn:

In conclusion, the use of EAC, which allows for low-emission mixing, could enhance the performance and service life of the pavement, and has a favorable carbon emission reduction effect. Considering the performance and cost, structure S5 with EAC in the middle-lower layer is recommended. Future research can focus on simulations of fatigue cracking, top-down cracking, and rutting in different structures with EAC, while test sections in the field are also needed to obtain field stress–strain data to calibrate the accuracy of the simulation.

**Author Contributions:** Conceptualization, Y.F., H.W., W.H. and J.Y.; methodology, Y.F., H.C. and Y.W.; software, Y.F.; validation, Y.W. and S.L.; formal analysis, H.C.; investigation, Y.F.; resources, W.H. and J.Y.; data curation, H.W.; writing—original draft preparation, Y.F.; writing—review and editing, J.Y.; visualization, Y.F. and Y.W.; supervision, W.H.; project administration, J.Y.; funding acquisition, J.Y. and W.H. All authors have read and agreed to the published version of the manuscript.

**Funding:** This research was funded by the National Natural Science Foundation of China, grant number 51778140, 52078130; the Technology Research and Development Program of China State Railway Group Co., Ltd., grant number P2019G030; and the Major Technology Demonstration of Epoxy Asphalt in Pavement as a Green Highly-Efficient Carbon Mitigation Technology, grant number BE2022615.

**Institutional Review Board Statement:** Not applicable.

**Informed Consent Statement:** Not applicable.

**Data Availability Statement:** The data presented in this study are available on request from the corresponding author.

**Conflicts of Interest:** The authors declare no conflict of interest.

## **References**


**2.3.2 [18F]Flutemetamol (3'-[18F]F-PiB or [18F]GE067)**

[18F]Flutemetamol (3'-[18F]F-6-OH-BTA1) is an 18F-labeled thioflavin analog of [11C]PiB licensed to GE Healthcare (Koole, et al., 2009). Due to its longer physical half-life in comparison to its parent molecule, [18F]flutemetamol can potentially have a larger impact in clinical and research settings. Unlike other 18F-labeled Aβ PET radiotracers, [18F]flutemetamol has the advantage that there has been extensive work done on its parent molecule, [11C]PiB, which can easily lend itself to the validation of [18F]flutemetamol. Although [11C]PiB and [18F]flutemetamol exhibit similarities in structure, the two radiotracers have slightly different properties. Fortunately, pre-clinical studies of [18F]flutemetamol have demonstrated favorable brain kinetics, good penetration of intact blood-brain barrier (BBB), and fairly rapid washout of non-specific binding (Nelissen, et al., 2009). [18F]Flutemetamol has showed a good safety profile and biodistribution (Koole, et al., 2009). The average typical administered dose is 121 MBq (range=96-147 MBq; 2.59-3.98 mCi) (Koole, et al., 2009); It is important to note that [18F]flutemetamol delivers an effective dose that is 1.7 times larger than that for [11C]PiB (2.37 mSv versus 4.12 mSv) (O'Keefe, et al., 2009); this higher radiation burden is due to the relatively greater radiation dose associated with fluorine-18 (whole-body effective dose conversion factor= 33.6 μSv/MBq for [18F]flutemetamol versus 4.74±0.8 μSv/MBq for [11C]PiB). Nevertheless, there have been no adverse events reported for the use of this radiotracer and, therefore, it has been deemed safe for use in humans (Koole, et al., 2009).

Under the direction of Nelissen and co-workers, [18F]flutemetamol entered Phase I clinical trials in 2009 (Nelissen, et al., 2009). Eight AD patients and 8 healthy controls were used in

dichotomous, with one subset of MCI patients showing abundant "AD-like" neocortical binding ([11C]PiB-positive) and the other subset showing low, non-specific binding ([11C]PiB-negative) (Forsberg, et al., 2008; Okello, et al., 2009; Pike, et al., 2007; Rowe, et al., 2007). As only 40-60% of MCI patients progress to AD, longitudinal studies are needed to determine if this bimodal distribution pattern of [11C]PiB uptake accurately predicts those who will convert to AD (Forsberg, et al., 2008; Kukull, et al., 1990; Okello, et al., 2009; Petersen, et al., 2009). In a study by Forsberg *et al.*, 7 out of 21 tested MCI patients converted to AD after 8.1±6.0 months (Forsberg, et al., 2008). Interestingly, there were detectable group differences between the 7 MCI converters and the 14 non-converters. MCI converters were shown to have lower levels of CSF Aβ1-42 and MMSE test scores compared to non-converters. Additionally, MCI converters were more likely to be ApoE ε4 carriers (85%) than were nonconverters (57%). Most importantly, MCI converters had high [11C]PiB uptake in the frontal, parietal, and temporal cortices and the posterior cingulum, similar to levels in AD patients. Contrastingly, MCI non-converters had significantly lower cortical [11C]PiB retention, indistinguishable from healthy controls. These promising results demonstrate the prognostic

[11C]PiB has now been used in a large number of subjects, consistently showing high sensitivity and specificity in detecting cerebral amyloid deposition *in vivo* with high intraand inter-reader agreement (W. E. Klunk and Mathis, 2008). Due to the short physical halflife of carbon-11 (20.4 minutes), however, [11C]PiB is limited in clinical availability. As a result, Aβ tracers that are radiolabeled with fluorine-18, a radioisotope with a considerably longer half-life (109.4 minutes) than carbon-11, have been developed. Fluorine-18 labeled Aβ PET tracers do not require on-site cyclotrons for their production, thus allowing for a more

[18F]Flutemetamol (3'-[18F]F-6-OH-BTA1) is an 18F-labeled thioflavin analog of [11C]PiB licensed to GE Healthcare (Koole, et al., 2009). Due to its longer physical half-life in comparison to its parent molecule, [18F]flutemetamol can potentially have a larger impact in clinical and research settings. Unlike other 18F-labeled Aβ PET radiotracers, [18F]flutemetamol has the advantage that there has been extensive work done on its parent molecule, [11C]PiB, which can easily lend itself to the validation of [18F]flutemetamol. Although [11C]PiB and [18F]flutemetamol exhibit similarities in structure, the two radiotracers have slightly different properties. Fortunately, pre-clinical studies of [18F]flutemetamol have demonstrated favorable brain kinetics, good penetration of intact blood-brain barrier (BBB), and fairly rapid washout of non-specific binding (Nelissen, et al., 2009). [18F]Flutemetamol has showed a good safety profile and biodistribution (Koole, et al., 2009). The average typical administered dose is 121 MBq (range=96-147 MBq; 2.59-3.98 mCi) (Koole, et al., 2009); It is important to note that [18F]flutemetamol delivers an effective dose that is 1.7 times larger than that for [11C]PiB (2.37 mSv versus 4.12 mSv) (O'Keefe, et al., 2009); this higher radiation burden is due to the relatively greater radiation dose associated with fluorine-18 (whole-body effective dose conversion factor= 33.6 μSv/MBq for [18F]flutemetamol versus 4.74±0.8 μSv/MBq for [11C]PiB). Nevertheless, there have been no adverse events reported for the use of this radiotracer and, therefore, it has been deemed

Under the direction of Nelissen and co-workers, [18F]flutemetamol entered Phase I clinical trials in 2009 (Nelissen, et al., 2009). Eight AD patients and 8 healthy controls were used in

value of [11C]PiB for predicting which MCI patients will progress to AD.

widespread distribution of this imaging technology.

safe for use in humans (Koole, et al., 2009).

**2.3.2 [18F]Flutemetamol (3'-[18F]F-PiB or [18F]GE067)**

this proof-of-concept study. After 80 minutes post injection, most regions of the neocortex showed a large difference in SUVRs (with the cerebellum as the reference region) between AD patients and healthy controls, except in the medial temporal cortex, which is more prone to NFT buildup than amyloid deposition, and the occipital cortex. This spatial distribution of [18F]flutemetamol uptake in AD patients closely resembles that typically seen in its parent molecule, [11C]PiB. Interestingly however, non-specific binding in white matter was more pronounced, but not statistically significant, in healthy controls injected with [18F]flutemetamol in comparison to when using [11C]PiB (Fodero-Tavoletti, et al., 2009).

While this study showed that [18F]flutemetamol PET imaging can be used to differentiate AD patients and healthy controls, 2 AD patients had particular regional SUVRs within the range seen in healthy controls. These results are comparable to previous [11C]PiB studies, in which 10-20% of clinically diagnosed AD patients did not show high cortical tracer uptake (W. E. Klunk, et al., 2004). Conversely, one healthy control had cortical SUVRs in line with those seen in AD patients. One possible explanation is that high white matter binding led to increased cortical values. The proportion of [18F]flutemetamol-positive healthy controls in this study, however, is comparable to the 10-30% of elderly healthy controls who have increased [11C]PiB brain uptake at levels indistinguishable from AD patients.

Based on the positive Phase I results, [18F]flutemetamol continued to be investigated in a clinical Phase II capacity (Vandenberghe, et al., 2010). Twenty-seven patients with clinically probable AD, 20 patients with amnestic MCI, 15 elderly healthy controls, and 10 younger healthy controls were used to determine the efficacy of blinded visual assessments of [18F]flutemetamol scans as well as to directly measure [18F]flutemetamol against its parent molecule [11C]PiB in terms of its discriminatory power. Researchers found that mean SUVRs in the frontal cortex, lateral temporal cortex, parietal cortex, anterior/posterior cingulate, and striatum were significantly higher in AD patients than in the elderly healthy controls. These results are consistent with the Phase I clinical study for [18F]flutemetamol. Based on blinded visual assessments of [18F]flutemetamol scans, 25 of 27 scans from AD subjects and 1 of 15 scans from the elderly healthy controls were PET-positive, corresponding to a sensitivity of 93.1% and a specificity of 93.3% against the clinical standard of truth. For MCI patients, 9 of 20 subjects were assigned to the high tracer uptake category. The proportion of [18F]flutemetamol-positive scans for MCI patients is comparable to that reported for [11C]PiB (Forsberg, et al., 2008). Additionally, investigators found that the test-retest variability ranged from 1 to 4%, which is lower than that reported for [11C]PiB. Most important to the validation of this radiotracer is that both visually and quantitatively, [18F]flutemetamol uptake was highly concordant with that of [11C]PiB for both AD and MCI patients. However, non-specific binding was greater with [18F]flutemetamol. Regardless, as was seen in Phase I clinical studies, high white matter uptake did not lead to any misclassifications of the scans by the visual readers.

Before clinical application, flutemetamol PET imaging needs to be tested against histopathology findings at autopsy. Thus, GE Healthcare is currently organizing and recruiting for an ongoing [18F]flutemetamol Phase III clinical study (Clinical Trial NCT01165554) that will include patients willing to undergo *post-mortem* studies. Results from this trial are pending (GEHC, Accessed 2011).


*3.2. Fungal Material*

The fungal strain *Cladosporium cladosporioides* MA-299 was isolated from the leaves of the mangrove plant *Bruguiera gymnorrhiza*, collected in Hainan Island, China, in March 2015. The strain was identified as *Cladosporium cladosporioides* by analysis of its ITS region of the rDNA, which is the same (100%) as that of *C. cladosporioides* DCF-1 (accession no. MG208055). The sequence data were deposited in GenBank with the accession number MH822624. The strain is preserved at Key Laboratory of Experimental Marine Biology, Institute of Oceanology of the Chinese Academy of Sciences (IOCAS).