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The authors provide a critical examination of marketing analytics methods by tracing their historical development, examining their applications to structured and unstructured data generated within or external to a firm, and reviewing their potential to support marketing decisions. The authors identify directions for new analytical research methods, addressing (1) analytics for optimizing marketing-mix spending in a data-rich environment, (2) analytics for personalization, and (3) analytics in the context of customers' privacy and data security. They review the implications for organizations that intend to implement big data analytics. Finally, tuming to the future, the authors identify trends that will shape marketing analytics as a discipline as well as marketing analytics education.

The present study investigates compatibility of high-viscosity additive (HVA) and SBS-modified asphalt (SBSMA). The compatibility between HVA and SBSMA is evaluated through toughness and tenacity of high-viscosity modified asphalt (HVMA) and the Cantabro loss of porous asphalt mixture (PAM), respectively. The results show that the compatibility of HVA and SBSMA is influenced by the crosslinking state of SBS in SBSMA. The compatibility between HVA and SBSMA is adversely affected by excessive or insufficient crosslinking density. The optimal compatibility between HVA and SBSMA can be achieved when the SBSMA contains moderate crosslinked SBS.

Crumb rubber (CR) is one of the materials most widely used in the road infrastructure industry due to its mechanical and environmental benefits as an asphalt binder modifier. Nonetheless, CR decreases the workability of mixes by increasing the viscosity of the binder, leading to an increase in the production temperatures of asphalt mixes. However, warm mix technologies can reduce the temperature demand associated with these processes. The preceding explains the growing interest in producing rubberised asphalt binders incorporating warm mix asphalt (WMA) additives. In this research, the mechanical and rheological properties of a 60/70 penetration grade asphalt binder modified with CR (at a dosage of 15, 18 and 21% by the wet process) and WMA chemical additives (Evotherm M1 and Iterlow T) were investigated. Laboratory tests included penetration, softening point, rotational viscosity, frequency sweep through dynamic shear rheometer (DSR), and multiple stress creep recovery (MSCR) tests. The results indicate that CR increases the stiffness of the asphalt binder, which is reflected in a lower penetration grade and improved softening point. It also improves its rutting resistance but decreases fatigue performance. Furthermore, it has been shown that under the conditions studied, the higher the CR content, the more elevated the degree of stiffness and performance of the asphalt binder. On the other hand, WMA technology decreases asphalt stiffness and performance at high temperatures.

An Equivalence Theorem between geometric structures and utility functions allows new methods for understanding preferences. Our classification of valuations into \"Demand Types\" incorporates existing definitions (substitutes, complements, \"strong substitutes,\" etc.) and permits new ones. Our Unimodularity Theorem generalizes previous results about when competitive equilibrium exists for any set of agents whose valuations are all of a \"demand type.\" Contrary to popular belief, equilibrium is guaranteed for more classes of purely-complements than of purely-substitutes, preferences. Our Intersection Count Theorem checks equilibrium existence for combinations of agents with specific valuations by counting the intersection points of geometric objects. Applications include matching and coalition-formation, and the \"Product-Mix Auction\" introduced by the Bank of England in response to the financial crisis.

The daily utilization of a large amount of raw materials is causing a rapid depletion of natural resources. The growth of the human population is accompanied by higher activities in the agricultural and manufacturing sectors that resulted in a larger volume of waste materials being disposed of in landfills each year. Researchers are seeking ways to reduce the adverse impact of waste materials on the environment. One method for managing waste materials is using them as a substitute for natural materials, for example, as aggregate replacement in the construction of road pavements. This paper reviews the previous studies that explored the use of waste materials as aggregate replacement in stone matrix asphalt (SMA) mix and the performance of asphalt pavements constructed using these materials. A systematic literature search of four databases revealed that waste materials could be used as an alternative to the natural aggregates. Future studies on the SMA mixes should investigate using other waste materials that could improve mix design and enhance pavement performance. There is a need to establish a standard code of practice and train material technologists to use different types of waste in SMA pavement construction. In summary, it is essential to perform a life cycle cost analysis (LCCA) and life cycle assessment (LCA) to quantify the economic and environmental impacts of the different waste materials used as aggregates in SMA.

Sustainability in road construction can be achieved by integrating recycled materials in the production of new pavement. One such approach is using reclaimed asphalt pavement materials (RAPM) in hot mix asphalt (HMA). Successful implementation of RAPM in HMA can only be achieved by having good comprehension of the essential material characterisation and design process. The main objective of this review is to summarise the literature and provide a keen understanding of the characterisation of materials involved (RAPM and rejuvenators) and mix design, by giving due consideration to the interaction of virgin and recycled materials. Widely used techniques for extraction and recovery of reclaimed asphalt pavement (RAP) binder have been reviewed. The advantages and disadvantages of different characterisation techniques are identified. The effect of various factors on the volumetrics of the recycled mixes is presented. Insight in to the requirements of a rejuvenator by taking into account the changes in binder after ageing is provided. Aspects that need further exploration to normalise and increase the confidence of RAPM in HMA are also highlighted as the future recommendations.

During the past decades, to minimize Greenhouse Gas (GHG) emissions and asphalt fumes during the asphalt mix production and construction process, various warm mix asphalt (WMA) additives have been developed and successfully applied. Currently, as production of WMA reaches close to that of Hot Mix Asphalt (HMA) in the US, the varied definition of WMA is questioned in this paper. Not only are the temperature reduction ranges from HMA defined by various studies too wide, but also the minimum threshold to be classified as WMA is often too small. In this paper, a new category of “Cool Mix Asphalt (CMA)” is proposed to distinguish it from the newly defined WMA based not on the reduction amount from HMA temperature but its actual production temperature. It is proposed that HMA should be defined as asphalt mixtures produced at temperatures between 140 and 160 °C (between 284 and 320 °F), WMA as production temperatures between 120 and 140 °C (between 248 and 284 °F), and CMA as production temperatures between 100 and 120 °C (212 to 248 °F). By defining their actual production temperatures rather than reduction temperatures from HMA, WMA and CMA will be clearly defined. This paper then presents a new Polymer Cool Mix Asphalt (PCMA) additive called “Zero-M”, which was developed to lower the mixing temperature to around 110 °C (203 °F). Recently, test sections using Zero-M were successfully constructed in Korea, Italy and Vietnam, and their laboratory test results of field cores and production and construction experiences are described in this paper. The chemistry and compositions of Zero-M are discussed along with its mechanism to significantly lower the production temperature of PCMA. All test sections constructed in three countries met the in-place compaction density requirements of their respective countries, which were close to or higher than those of the control HMA test sections.

In recent years, due to the advent of several additives and innovations, asphalt mix design has become more complex. The mixes meeting the volumetric mix design requirements may still fail prematurely in the field. Thus, a transition from a simplistic volumetric-based mix design to a performance-based mix design is required, which was also envisioned in the Strategic Highway Research Program (SHRP) and Superpave mix design. In addition to performance verification, asphalt mix designs should also be evaluated for the life-cycle costs and environmental impact to encourage durable as well as sustainable and cost-effective alternatives. In this study, three asphalt mixtures with different reclaimed asphalt pavement (RAP) contents and additives were evaluated for cracking and rutting performance by using different performance thresholds for asphalt mixtures that are generally used in the construction of high-volume roads in Oregon. A balanced mix design process was followed to determine the required binder content for the three mixtures. Based on the life cycle cost and environmental impact analyses, the mixture with warm mix additive (WMA) was selected as the most economically and environmentally viable asphalt mixture to be used for construction in Oregon.

Severe asphalt ageing and the difficulty in dispersing agglomerated particles within reclaimed asphalt pavement (RAP) hinder the uniform blending of virgin and aged mineral aggregates during plant-mixed hot recycling, compromising the durability of the recycled asphalt mixture. To accurately quantify the degree of blending between virgin and aged aggregate during thermal recycling and to optimise the mix design and mixing process for thermally recycled asphalt mixtures, a test method has been proposed. This method comprises key steps, including the preparation of asphalt mixtures, separation of virgin and aged materials, separation of the binder from aggregate, and calculation of the blending degree. It analyses the impact of varying mixing conditions on the blending degree of virgin and aged aggregate during the thermal recycling process. The results indicate that complete homogenization of virgin and aged aggregates during mixing is unattainable, with blending efficiency ranging from 40% to 60%. Increasing the amount of RAP has a negligible effect on blending efficiency. Appropriate increases in the amount of rejuvenating agent, mixing temperature, mixing time, and asphalt content enhance blending efficiency by 10% to 30%. The mixing sequence where RAP is first blended with virgin aggregate before incorporating virgin asphalt further enhances the blending efficiency of virgin and aged aggregates by approximately 20%. However, mixing temperatures exceeding 160 °C and mixing times exceeding 270 s caused secondary ageing of the asphalt, adversely affecting the blending degree of virgin and aged aggregates.