Search results for: asphalt concrete pavement

Authors: Hasan Taherkhani

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The performance of asphalt pavements is highly dependent on the mechanical properties of asphaltic layers. Improving the mechanical properties of asphaltic mixtures by fiber reinforcement is a common method. Randomly distribution of fibers in the bituminous mixtures and placing between the particles develop reinforcing property in all directions in the mixture and improve their engineering properties. In this research, the effects of the nylon fiber length and content on some engineering properties of a typical binder course asphalt concrete have been investigated. The fibers at different contents of 0.3, 0.4 and 0.5% (by the weight of total mixture), each at three different lengths of 10, 25 and 40 mm have been used, and the properties of the mixtures, such as, volumetric properties, Marshall stability, flow, Marshall quotient, indirect tensile strength and moisture damage have been studied. It is found that the highest Marshall quotient is obtained by using 0.4% of 25mm long nylon fibers. The results also show that the indirect tensile strength and tensile strength ratio, which is an indication of moisture damage of asphalt concrete, decreases with increasing the length of fibers and fiber content.

Keywords: asphalt concrete, moisture damage, nylon fiber, tensile strength,

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Authors: Ali M. Babalghaith, Hamad A. Alsoliman, Abdulrahman S. Al-Suhaibani

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Flexible pavement made with neat asphalt binder is not enough to resist heavy traffic loads as well as harsh environmental condition found in Riyadh region. Therefore, there is a need to modify asphalt binder with polymers to satisfy such conditions. There are several types of polymers that are used to modify asphalt binder. The objective of this paper is to compare the rheological properties of six polymer modified asphalt binders (Lucolast7010, Anglomak2144, Paveflex140, SBS KTR401, EE-2 and Crumb rubber) obtained from asphalt manufacturer plants. The rheological properties of polymer modified asphalt binders were tested using conventional tests such as penetration, softening point and viscosity; and SHRP tests such as dynamic shear rheometer and bending beam rheometer. The results have indicated that the polymer modified asphalt binders have lower penetration and higher softening point than neat asphalt indicating an improvement in stiffness of asphalt binder, and as a result, more resistant to rutting. Moreover, the dynamic shear rheometer results have shown that all modifiers used in this study improved the binder properties and satisfied the Superpave specifications except SBS KTR401 which failed to satisfy the rutting parameter (G*/sinδ).

Keywords: polymer modified asphalt, rheological properties, SBS, crumb rubber, EE-2

Procedia PDF Downloads 258

Authors: Ash Ahmed, Fraser Hyndman, Heni Fitriani, John Kamau

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The highway pavement is the biggest structural asset a government can construct and maintain. Concrete rigid pavements are used to carry traffic in large volumes across countries safely and efficiently. Pavement quality concrete mixes have high levels of cement which contribute to up to 10% of global CO₂ emissions. Currently the UK specifies (ground granulated blastfurnace slag) GGBS and (pulverised fuel ash) PFA to reduce the quantity of cement used in pavement construction. GGBS and PFA come from heavy industry that should not be relied upon to improve the sustainability of construction materials. This report shows that cement in pavement quality concrete can be replaced with rice husk ash (RHA) without causing adverse effects to the mechanical properties required for highways. RHA comes from the food production industry and is vital for the growing global population. It is thus a socially responsible objective to use a pozzolan in highway pavement construction that is sourced from an environmentally friendly industry. The report investigates the properties of RHA mixes and compares them to existing pavement quality mixes already used and specified. The report found that sieving RHA and not grinding it gives the best performance. Due to the low density of RHA the investigation found that replacing cement by volume rather than weight provided the best results. Findings showed that CEM II mixed with 20% RHA meets the required specification for pavement quality concrete and mitigates using the comparative CEM I. The investigation also notes that RHA is observed to be more reactive with CEM II rather than CEM I and suits early strength gains required for pavement construction. The report concludes that RHA is a sustainable material that reduces the embodied CO₂ of pavement quality concrete, which is well suited for UK highway specifications and has the potential to improve the lives of people living in the developing countries.

Keywords: pavement, pozzolan, rice husk ash, sustainable concrete

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Authors: Aman Patidar, Dipankar Sarkar, Manish Pal

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Due to rapid development, increase in the traffic load, higher traffic volume and seasonal variation in temperature, asphalt pavement shows distresses like rutting, fatigue and thermal cracking etc. because of this pavement fails during service life so that bitumen needs to be modified with some additive. In this study VG30 grade bitumen modify with addition of nanosilica with 1% to 5% (increment of 1%) by weight of bitumen. Hot mix asphalt (HMA) have higher mixing, laying and rolling temperatures which leads to higher consumption of fuel. To address this issue, a nano material named ZycoTherm which is chemical warm mix asphalt (WMA) additive is added to bitumen. Nanosilica modification (NSMB) results in the increase in stability compared to unmodified bitumen (UMB). WMA modified mix shows slightly higher stability than UMB and NSMB in a lower bitumen content. The Retained stability and tensile strength ratio (TSR) is more than 75% and 80% respectively for both mixes. Nanosilica with WMA has more resistant to temperature susceptibility, moisture susceptibility and short term aging than NSMB.

Keywords: HMA, nanosilica, NSMB, temperature, TSR, UMB, WMA

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Authors: Meor Othman Hamzah, Lillian Gungat, Nur Izzi Md. Yusoff, Jan Valentin

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The recent hike in raw materials costs and the quest for preservation of the environment has prompted asphalt industries to adopt greener road construction technology. This paper presents a study on such technology by means of asphalt recycling and use of warm mix asphalt (WMA) additive. It evaluates the effects of a WMA named RH-WMA on binder rheological properties and asphalt mixture performance. The recycled asphalt, obtained from local roads, was processed, fractionated, and incorporated with virgin aggregate and binder. For binder testing, the recycled asphalt was extracted and blended with virgin binder. The binder and mixtures specimen containing 30 % and 50 % recycled asphalt contents were mixed with 3 % RH-WMA. The rheological properties of the binder were evaluated based on fundamental, viscosity, and frequency sweep tests. Indirect tensile strength and resilient modulus tests were carried out to assess the mixture’s performances. The rheological properties and strength performance results showed that the addition of RH-WMA slightly reduced the binder and mixtures stiffness. The percentage of recycled asphalt increased the stiffness of binder and mixture, and thus improves the resistance to rutting. Therefore, the integration of recycled asphalt and RH-WMA can be an alternative material for road sustainable construction for countries in the tropics.

Keywords: recycled asphalt, warm mix additive, rheological, mixture performance

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Authors: Aleš Florian, Lenka Ševelová, Jaroslav Žák

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Formation of tensile cracks in concrete slabs of rigid pavement can be (among others) the initiation point of the other, more serious failures which can ultimately lead to complete degradation of the concrete slab and thus the whole pavement. Two measures can be used for reliability assessment of this phenomenon - the probability of failure and/or the reliability index. Different methods can be used for their calculation. The simple ones are called moment methods and simulation techniques. Two methods - FOSM Method and Simple Random Sampling Method - are verified and their comparison is performed. The influence of information about the probability distribution and the statistical parameters of input variables as well as of the limit state function on the calculated reliability index and failure probability are studied in three points on the lower surface of concrete slabs of the older type of rigid pavement formerly used in the Czech Republic.

Keywords: failure, pavement, probability, reliability index, simulation, tensile crack

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Authors: Richard Ji

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Nondestructive deflection testing has been accepted widely as a cost-effective tool for evaluating the structural condition of airfield pavements. Backcalculation of pavement layer moduli can be used to characterize the pavement existing condition in order to compute the load bearing capacity of pavement. This paper presents an improved best-fit backcalculation methodology based on deflection predictions obtained using finite element method (FEM). The best-fit approach is based on minimizing the squared error between falling weight deflectometer (FWD) measured deflections and FEM predicted deflections. Then, concrete elastic modulus and modulus of subgrade reaction were back-calculated using Heavy Weight Deflectometer (HWD) deflections collected at the National Airport Pavement Testing Facility (NAPTF) test site. It is an alternative and more versatile method in considering concrete slab geometry and HWD testing locations compared to methods currently available.

Keywords: nondestructive testing, pavement moduli backcalculation, finite element method, concrete pavements

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Authors: Kittichai Thanasupsin, Satis Sukniam

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Pavement marking is an essential task of road construction and maintenance. One of several benefits of pavement markings has been used to provide information about road alignment and road conditions ahead. In some cases, retro-reflectivity of road marking at night may not meet the standard. This degradation may be caused by internal factors such as the size of glass beads and the number of glass beads or external factors such as traffic volume, lane width, vehicle weight, and so on. This research aims to investigate the reflective efficiency of thermoplastic road marking with the glass beads. Ratios of glass beads, ranging from 359 to 553 grams per square meter on an asphaltic concrete, have been tested. The reflective efficiency data was collected at the beginning and at a specific time interval for a total of 8 months. It was found that the difference in glass beads quantity affects the rate of retro-reflectivity but does not affect the diffuse reflectivity. It was also found that other factors affect retro-reflectivity, such as duration, the position of road marking, traffic density, the quantity of glass beads, and dirt coating on top. The dirt coating on top is the most crucial factor that deteriorating retro-reflectivity.

Keywords: thermoplastic pavement marking, retro-reflectivity, diffuse reflectivity, asphalt concrete

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Authors: Mohammed Abbas Al-Jumaili

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There are some studies which have been conducted in resent years to investigate the possibility of producing high performance polymer concrete. However, despite the great important of this subject, very limited amount of literature is available about the strength and performance of this type of concrete in case using in rigid pavement highway. In this study, the possibility of producing high performance polymer concrete by using Styrene Butadiene Rubber (SBR) emulsion with various (SBR) percents of 5,10 ,15, and 20 % by weight of cement has been investigated. The compressive, splitting tensile and flexural strengths and dynamic modulus of elasticity tests were conducted after age of 7 and 28 days for control without polymer and SBR concretes. A total of (30) cubes, (30) cylinders and (30) prisms were prepared using different types of concrete mixes. The AASHTO guide-1993 method was used to determine slab concrete thickness of rigid pavement highway in case of using various SBR polymer concrete mixture types. The research results indicate that the use of 10% SBR by weight of cement leads to produce high performance concrete especially with regard to mechanical properties and structural relative to corresponding control concrete.

Keywords: rigid pavement highway, styrene–butadiene rubber (SBR) latex, compressive test, splitting tensile test, flexural test and dynamic modulus of elasticity test

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Authors: Shahab Hasani Nasab, Aran Aeini, Navid Kermanshahi

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In order to reduce road building costs and reduce environmental damage, recycled materials can be used instead of mineral materials in the production of asphalt mixtures. Today, in most parts of the world, cold recycled asphalt with bitumen emulsion, has acceptable results. However, Cold Recycled Asphalt have some deficiency such as stripping, thermal cracking, and rutting. This requires the addition of additives to reduce this deficiency of recycled pavement with emulsified asphalt. In this research, nano-alumina and emulsified asphalt were used to modify the properties of recycled asphalt mixtures according to the technical specifications and the operation of cold recycling. Marshall test methods, dynamic creep test, and resiliency modulus test has been used to obtain the nano-alumina’s effects on asphalt mixture properties. The results show that the addition of nano-alumina would reduce the Marshall stability in samples but increases the rutting resistance. The resiliency modulus increases significantly with this additive.

Keywords: cold asphalt, cold recycling, nano-alumina, dynamic creep, bitumen emulsion

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Authors: Mohit Chauhan, Atul Narayan

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Moisture damage is the continuous deterioration of asphalt concrete mixtures by the loss of adhesive bond between the asphalt binder and aggregates, or loss of cohesive bonds within the asphalt binder in the presence of moisture. Moisture has been known to either cause or exacerbates distresses in asphalt concrete pavements. Since moisture would often retain for a relatively long duration at the bottom of asphalt concrete layer, the movement of traffic loading in this saturated condition would cause excess stresses or strains within the mixture. This would accelerate the degradation of the adhesion and cohesion within the mixture and likely to contribute the development of fatigue cracking in asphalt concrete pavements. In view of this, it is important to investigate the effect of moisture on the fatigue behavior of asphalt concrete mixtures. In this study, changes in fatigue characteristics after moisture conditioning were evaluated by conducting four-point beam fatigue tests on dry and moisture conditioned specimens. For this purpose, mixtures with two different types of binders were prepared and saturated with moisture using 700 mm Hg vacuum. Beam specimens, in this way, were taken to a saturation level of 65-75 percent. After preconditioning specimens in this degree of saturation and 60°C for a period of 24 hours, they were subjected to four point beam fatigue tests in strain-controlled mode with a strain amplitude of 400 microstrain. The results were then compared with the fatigue test results obtained with beam specimens that were not subjected to moisture conditioning. Test results show that the conditioning reduces both fatigue life and initial flexural stiffness of specimen significantly. The moisture conditioning was also found to increase the rate of reduction of flexural stiffness. Moreover, it was observed that the fatigue life ratio (FLR), the ratio of the fatigue life of the moisture conditioned sample to that of the dry sample, is significantly lower than the flexural stiffness ratio (FSR). The study indicates that four-point bending test is an appropriate tool with FLR and FSR as the potential parameters for moisture-sensitivity evaluation.

Keywords: asphalt concrete, fatigue cracking, moisture damage, preconditioning

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Authors: R. Islam, Rafiqul A. Tarefder

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This study investigates the effect of moisture conditioning on the Indirect Tensile Strength (ITS) of asphalt concrete. As a first step, cylindrical samples of 100 mm diameter and 50 mm thick were prepared using a Superpave gyratory compactor. Next, the samples were conditioned using Moisture Induced Susceptibility Test (MIST) device at different numbers of moisture conditioning cycles. In the MIST device, samples are subjected water pressure through the sample pores cyclically. The MIST conditioned samples were tested for ITS. Results show that the ITS does not change significantly with MIST conditioning at the specific pressure and cycles adopted in this study.

Keywords: asphalt concrete, tensile strength, moisture, laboratory test

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Authors: Sungho Kim, Jaechoul Shin, Yujin Baek

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In recent years, due to the environmental impacts and time factor, etc., various type of pavement deterioration is increasing rapidly such as crack, pothole, rutting and roughness degradation. The Ministry of Land, Infrastructure and Transport maintains regular pavement condition of the highway and the national highway using the pavement condition survey equipment and structural survey equipment in Korea. Local governments that maintain local roads, farm roads, etc. are difficult to maintain the pavement condition using the pavement condition survey equipment depending on economic conditions, skills shortages and local conditions such as narrow roads. This study presents a quantitative evaluation method of the pavement condition through the visual inspection to overcome these problems of roads managed by local governments. It is difficult to evaluate rutting and roughness with the naked eye. However, the condition of cracks can be evaluated with the naked eye. Linear cracks (m), area cracks (m²) and potholes (number, m²) were investigated with the naked eye every 100 meters for survey the cracks. In this paper, crack ratio was calculated using the results of the condition of cracks and pavement condition was evaluated by calculated crack ratio. The pavement condition survey equipment also investigated the pavement condition in the same section in order to evaluate the reliability of pavement condition evaluation by the calculated crack ratio. The pavement condition was evaluated through the SPI (Seoul Pavement Index) and calculated crack ratio using results of field survey. The results of a comparison between 'the SPI considering only crack ratio' and 'the SPI considering rutting and roughness either' using the equipment survey data showed a margin of error below 5% when the SPI is less than 5. The SPI 5 is considered the base point to determine whether to maintain the pavement condition. It showed that the pavement condition can be evaluated using only the crack ratio. According to the analysis results of the crack ratio between the visual inspection and the equipment survey, it has an average error of 1.86%(minimum 0.03%, maximum 9.58%). Economically, the visual inspection costs only 10% of the equipment survey and will also help the economy by creating new jobs. This paper advises that local governments maintain the pavement condition through the visual investigations. However, more research is needed to improve reliability. Acknowledgment: The author would like to thank the MOLIT (Ministry of Land, Infrastructure, and Transport). This work was carried out through the project funded by the MOLIT. The project name is 'development of 20mm grade for road surface detecting roadway condition and rapid detection automation system for removal of pothole'.

Keywords: asphalt pavement maintenance, crack ratio, evaluation of asphalt pavement condition, SPI (Seoul Pavement Index), visual investigation

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Authors: H. Al-Baghli, F. Al-Asfour

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The current applied asphalt technology for Kuwait roads pavement infrastructure is the hot mix asphalt (HMA) pavement, including both pen grade and polymer modified bitumen (PMBs), that is produced and compacted at high temperature levels ranging from 150 to 180 °C. There are no current specifications for warm and cold mix asphalts in Kuwait’s Ministry of Public Works (MPW) asphalt standard and specifications. The process of the conventional HMA is energy intensive and directly responsible for the emission of greenhouse gases and other environmental hazards into the atmosphere leading to significant environmental impacts and raising health risk to labors at site. Warm mix asphalt (WMA) technology, a sustainable alternative preferred in multiple countries, has many environmental advantages because it requires lower production temperatures than HMA by 20 to 40 °C. The reduction of temperatures achieved by WMA originates from multiple technologies including foaming and chemical or organic additives that aim to reduce bitumen and improve mix workability. This paper presents a literature review of WMA technologies and techniques followed by an experimental study aiming to compare the results of produced WMA samples, using a water containing additive (foaming process), at different compaction temperatures with the HMA control volumetric properties mix designed in accordance to the new MPW’s specifications and guidelines.

Keywords: warm-mix asphalt, water-bearing additives, foaming-based process, chemical additives, organic additives

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Authors: David Idiata

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This paper is directed at using the UKCP09 climate change projection tool to predict the effect of climate change on the dynamic modulus of asphalt concrete is Southern England knowing that there is a pressing challenge directly facing infrastructure in the urban cities in the world today due to climate change. Climate change causes change in the environment which in turn impacts on the long-term structural performance of structures. From the projection values obtained, it was discovered that as the temperature increases, the dynamic modulus reduces and this effect was more on the South West which have temperature range of 36.8 oC to 48.3 oC and dynamic modulus range of 2,212 MPa to 1256 MPa.

Keywords: dynamic modulus, asphalt concrete, UKCP09, Southern England

Procedia PDF Downloads 336

Authors: Maanav M. Patel, Aarsh S. Mistry, Yash A. Dhaduk

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Nowadays, only a small percentage of waste tyres are being land-filled. The Recycled Tyres Rubber is being used in new tyres, in tyre-derived fuel, in civil engineering applications and products, in molded rubber products, in agricultural uses, recreational and sports applications and in rubber modified asphalt applications. The benefits of using rubber modified asphalts are being more widely experienced and recognized, and the incorporation of tyres into asphalt is likely to increase. The technology with much different evidence of success demonstrated by roads built in the last 40 years is the rubberised asphalt mixture obtained through the so-called ‘‘wet process’’ which involves the utilisation of the Recycled Tyre Rubber Modified Bitumen (RTR-MBs). Since 1960s, asphalt mixtures produced with RTRMBs have been used in different parts of the world as solutions for different quality problems and, despite some downsides, in the majority of the cases they have demonstrated to enhance performance of road’s pavement. The present study aims in investigating the experimental performance of the bitumen modified with 15% by weight of crumb rubber varying its sizes. Four different categories of size of crumb rubber will be used, which are coarse (1 mm - 600 μm); medium size (600 μm - 300 μm); fine (300 μm150 μm); and superfine (150 μm - 75 μm). Common laboratory tests will be performed on the modified bitumen using various sizes of crumb rubber and thus analyzed. Marshall Stability method is adopted for mix design.

Keywords: Bitumen, CRMB, Marshall Stability Test, Pavement

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Authors: T. B. Anil Kumar, Mallikarjun Hiremath, V. Ramachandra

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The present experimental investigation deals with the quality performance analysis of cement concrete with 0, 15 and 25% fly ash and 0, 0.2, 0.4 and 0.6% of polypropylene fibers by weight of cement. The various test parameters like workability, unit weight, compressive strength, flexural strength, split tensile strength and abrasion resistance are detailed in the analysis. The compressive strength of M40 grade concrete attains higher value by the replacement of cement by 15% fly ash and at 0.4% PP after 28 and 56 days of curing. Higher flexural strength of concrete was observed by the replacement of cement by 15% fly ash with 0.2% PP after 28 and 56 days of curing. Similarly, split tensile strength value also increases and attains higher value by the replacement of cement by 15% fly ash with 0.4% PP after 28 and 56 days of curing. The percentage of wear gets reduced to 30 to 33% by the addition of fibers at 0.2%, 0.4% and 0.6% in cement concrete replaced by 15 and 25% fly ash. Hence, it is found that the pavement thickness gets reduced up to 20% when compared with plain concrete slab by the 15% fly ash treated with 0.2% PP fibers and also reduced up to 27% of surface course cost.

Keywords: cement, fly ash, polypropylene fiber, pavement design, cost analysis

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Authors: R. Pernicova, D. Dobias

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The present article describes the limits of using recycled concrete aggregate (denoted as RCA) in the top layer of concrete roads. The main aim of this work is to investigate the possibility of reuse of recycled aggregates obtained by crushing the old concrete roads as a building material in the new top layers of concrete pavements. The paper is based on gathering the current knowledge about how to use recycled concrete aggregate, suitability, and modification of the properties and its standards. Regulations are detailed and described especially for European Union and for Czech Republic.

Keywords: concrete, Czech republic, pavements, recycled concrete aggregate, RCA, standards

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Authors: L. P. Nascimento, M. Soares, N. Valério, A. Ribeiro, J. R. M. Oliveira, J. Araújo, C. Vilarinho, J. Carvalho

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With the growing need to save natural resources and value waste that was previously worthless, waste recycling becomes imperative. Thus, with the techno-scientific growth and in the perspective of sustainability, it is observed that waste has the potential to replace significant percentages of materials considered “virgin”. An example is the replacement of crushed aggregates with foundry sand. In this work, a mix design study of two asphalt mixes, a base mix (AC 20) and a surface mix (AC14) was carried out to evaluate the maximum amount of foundry sand residue that could be used. Water sensitivity tests were performed to evaluate the mechanical behavior of these mixtures. For the superficial mixture with foundry sand (AC14FS), the maximum of sand used was 5%, with satisfactory results of sensitivity to water. In the base mixture with sand (AC20FS), the maximum of sand used was 12%, which had less satisfactory results. However, from an environmental point of view, the re-incorporation of this residue in the pavement is beneficial because it prevents it from being deposited in landfills.

Keywords: foundry sand, hot mix asphalt, industrial waste, waste valorization, sustainability

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Authors: Howaidi M. Al-Otaibi, Abdulrahman S. Al-Suhaibani, Hamad A. Alsoliman

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Fibers are extensively used in civil engineering applications for many years. In this study, empty fruit bunch of date palm trees were used to produce cellulose fiber that were used as additives in the asphalt binder. Two sizes (coarse and fine) of cellulose fibers were pre-blended in PG64-22 binder with various contents of 1.5%, 3%, 4.5%, 6%, and 7.5% by weight of asphalt binder. The physical and rheological properties of fiber modified asphalt binders were tested by using conventional tests such as penetration, softening point and viscosity; and SHRP test such as dynamic shear rheometer. The results indicated that the fiber modified asphalt binders were higher in softening point, viscosity, and complex shear modulus, and lower in penetration compared to pure asphalt. The fiber modified binders showed an improvement in rheological properties since it was possible to raise the control binder (pure asphalt) PG from 64 to 70 by adding 6% (by weight) of either fine or coarse fibers. Such improvement in stiffness of fiber modified binder is expected to improve pavement resistance to rutting.

Keywords: cellulose date palm fiber, fiber modified asphalt, physical properties, rheological properties

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Authors: Pooja Kherudkar, Namdeo Hedaoo

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There are various causes for asphalt pavement distresses which can develop prematurely or with aging in services. These causes are not limited to aging of bitumen binder but include poor quality materials and construction, inadequate mix design, inadequate pavement structure design considering the traffic and lack of preventive maintenance. There is physical evidence available for each type of pavement distress. Distress in asphalt pavements can be categorized in different distress modes like fracture (cracking and spalling), distortion (permanent deformation and slippage), and disintegration (raveling and potholes). This study shows the importance of severity determination of distresses for the selection of appropriate preventive maintenance treatment. Distress analysis of the deteriorated roads was carried out. Four roads of urban flexible pavements from Pune city was selected as a case study. The roads were surveyed to detect the types, to measure the severity and extent of the distresses. Causes of distresses were investigated. The pavement condition rating values of the roads were calculated. These ranges of ratings were as follows; 1 for poor condition road, 1.1 to 2 for fair condition road and 2.1 to 3 for good condition road. Out of the four roads, two roads were found to be in fair condition and the other two were found in good condition. From the various preventive maintenance treatments like crack seal, fog seal, slurry seal, microsurfacing, surface dressing and thin hot mix/cold mix bituminous overlays, the effective maintenance treatments with respect to the surface condition and severity levels of the existing pavement were recommended.

Keywords: distress analysis, pavement condition rating, preventive maintenance treatments, surface distress measurement

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Authors: Seyed Mohammad Asgharzadeh, Moein Biglari

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Asphalt overlay is the most commonly used technique of pavement rehabilitation. However, the reflective cracks which occur on the overlay surface after a short period of time are the most important distresses threatening the durability of new overlays. Stress Absorbing Membrane Interlayers (SAMIs) are used to postpone the reflective cracking in the overlays. Sand asphalt mixtures, in unmodified or crumb rubber modified (CRM) conditions, can be used as an SAMI material. In this research, the performance properties of different SAMI applications were evaluated in the laboratory using an Indirect Tensile (IDT) fracture energy. The IDT fracture energy of sand asphalt samples was also evaluated and then compared to that of the regular dense graded asphalt used as an overlay. Texas boiling water and modified Lottman tests were also conducted to evaluate the moisture susceptibility of sand asphalt mixtures. The test results showed that sand asphalt mixtures can stand higher levels of energy before cracking, and this is even more pronounced for the CRM sand mix. Sand asphalt mixture using CRM binder was also shown to be more resistance to moisture induced distresses.

Keywords: SAMI, sand asphalt, crumb rubber, indirect tensile test

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Authors: Abbaas I. Kareem, H. Nikraz

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The use of recycled concrete aggregates (RCAs) in hot-mix asphalt (HMA) production could ease natural aggregate shortage and maintain sustainability in modern societies. However, it was the attached cement mortar and other impurities that make the RCAs behave differently than high-quality aggregates. Therefore, different upgrading treatments were suggested to enhance its properties before being used in HMA production. Disappointedly, some of these treatments had caused degradation to some RCA properties. In order to avoid degradation, a coating technique is developed. This technique is based on combining of two main treatments, so it is named as double coating technique (DCT). Dosages of 0%, 20%, 40% and 60% uncoated RCA, RCA coated with Cement Slag Paste (CSP), and Double Coated Recycled Concrete Aggregates (DCRCAs) in place of granite aggregates were evaluated. The results indicated that the DCT improves strength and reduces water absorption of the DCRCAs compared with uncoated RCAs and RCA coated with CSP. In addition, the DCRCA asphalt mixtures exhibit stability values higher than those obtained for mixes made with granite aggregates, uncoated RCAs and RCAs coated with CSP. Also, the DCRCA asphalt mixtures require less bitumen to achieve the optimum bitumen content (OBC) than those manufactured with uncoated RCA and RCA-coated with CSP. Although the results obtained were encouraging, more testing is required in order to examine the effect of the DCT on performance properties of DCRCA- asphalt mixtures such as rutting and fatigue.

Keywords: aggregate crashed value, double coating technique, hot mix asphalt, Marshall parameters, recycled concrete aggregates

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Authors: Viviana Letelier, Ester Tarela, Bianca Lopez, Pedro Muñoz, Giacomo Moriconi

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The environmental impact has become a global concern during the last decades. Several alternatives have been proposed and studied to minimize this impact in different areas. The reuse of aggregates from old concretes to manufacture new ones not only can reduce this impact but is also a way to optimize the resource management. The effect of the origin of the reused aggregates from two different origin materials in recycled concrete pavement is studied here. Using the dosing applied by a pavement company, coarse aggregates in the 6.3-25 mm fraction are replaced by recycled aggregates with two different origins: old concrete pavements with similar origin strength to the one of the control concrete, and precast concrete pipes with smaller strengths than the one of the control concrete. The replacement percentages tested are 30%, 40% and 50% in both cases. The compressive strength tests are performed after 7, 14, 28 and 90 curing days, the flexural strength tests and the elasticity modulus tests after 28 and 90 curing days. Results show that the influence of the quality of the origin concrete in the mechanical properties of recycled concretes is not despicable. Concretes with up to a 50% of recycled aggregates from the concrete pavement have similar compressive strengths to the ones of the control concrete and slightly smaller flexural strengths that, however, in all cases exceed the minimum of 5MPa after 28 curing days stablished by the Chilean regulation for pavement concretes. On the other hand, concretes with recycled aggregates from precast concrete pipes show significantly lower compressive strengths after 28 curing days. The differences with the compressive strength of the control concrete increase with the percentage of replacement, reaching a 13% reduction when 50% of the aggregates are replaced. The flexural strength also suffers significant reductions that increase with the percentage of replacement, only obeying the Chilean regulation when 30% of the aggregates are recycled after 28 curing days. Nevertheless, after 90 curing days, all series obey the regulation requirements. Results show, not only the importance of the quality of the origin concrete, but also the significance of the curing days, that may allow the use of less quality recycled material without important strength losses.

Keywords: flexural strength of recycled concrete., mechanical properties of recycled concrete, recycled aggregates, recycled concrete pavements

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Authors: Subrat Roy

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This paper describes the findings of a study carried out for evaluating the performance of cell-filled pavement for low volume roads. Details of laboratory investigations and the methodology adopted for construction of cell-filled pavement are presented. The aim of this study is to evaluate the structural behaviour of cement concrete filled cell pavement laid over three different types of subbases (water bound macadam, soil-cement and moorum). A formwork of cells of a thin plastic sheet was used to construct the cell-filled pavements to form flexible, interlocked block pavements. Surface deflections were measured using falling weight deflectometer and benkelman beam methods. Resilient moduli of pavement layers were estimated from the measured deflections. A comparison of deflections obtained from both the methodology is also presented.

Keywords: cell-filled pavement, WBM, FWD, Moorum

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Authors: Keerti Kembhavi, M. R. Archana, V. Anjaneyappa

Abstract:

Most asphalt pavement condition evaluation use rating frameworks in which asphalt pavement distress is estimated by type, extent, and severity. Rating is carried out by the pavement condition rating (PCR), which is tedious and expensive. This paper presents the development of a low-cost technique for image pavement distress analysis that permits the identification of pothole and cracks. The paper explores the application of image processing tools for the detection of potholes and cracks. Longitudinal cracking and pothole are detected using Fuzzy-C- Means (FCM) and proceeded with the Spectral Theory algorithm. The framework comprises three phases, including image acquisition, processing, and extraction of features. A digital camera (Gopro) with the holder is used to capture pavement distress images on a moving vehicle. FCM classifier and Spectral Theory algorithms are used to compute features and classify the longitudinal cracking and pothole. The Matlab2016Ra Image preparing tool kit utilizes performance analysis to identify the viability of pavement distress on selected urban stretches of Bengaluru city, India. The outcomes of image evaluation with the utilization semi-computerized image handling framework represented the features of longitudinal crack and pothole with an accuracy of about 80%. Further, the detected images are validated with the actual dimensions, and it is seen that dimension variability is about 0.46. The linear regression model y=1.171x-0.155 is obtained using the existing and experimental / image processing area. The R2 correlation square obtained from the best fit line is 0.807, which is considered in the linear regression model to be ‘large positive linear association’.

Keywords: crack detection, pothole detection, spectral clustering, fuzzy-c-means

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Authors: Yuechao Lei, Lei Zhang

Abstract:

The interface shear between asphalt overlay and existing rigid airport pavements occurs due to differences in the mechanical properties of materials subjected to aircraft loading. Interlayer contact influences the mechanical characteristics of the asphalt overlay directly. However, the effective interlayer relative displacement obtained accurately using existing displacement sensors of the loading apparatus remains challenging. This study aims to utilize digital image correlation technology to enhance the accuracy of interfacial contact parameters by obtaining effective interlayer relative displacements. Composite structure specimens were prepared, and fixtures for interlayer shear tests were designed and fabricated. Subsequently, a digital image recognition scheme for required markers was designed and optimized. Effective interlayer relative displacement values were obtained through image recognition and calculation of surface markers on specimens. Finite element simulations validated the mechanical response of composite specimens with interlayer shearing. Results indicated that an optimized marking approach using the wall mending agent for surface application and color coding enhanced the image recognition quality of marking points on the specimen surface. Further image extraction provided effective interlayer relative displacement values during interlayer shear, thereby improving the accuracy of interface contact parameters. For composite structure specimens utilizing Styrene-Butadiene-Styrene (SBS) modified asphalt as the tack coat, the corresponding maximum interlayer shear stress strength was 0.6 MPa, and fracture energy was 2917 J/m2. This research provides valuable insights for investigating the impact of interlayer contact in composite pavement structures on the mechanical characteristics of asphalt overlay.

Keywords: interlayer contact, effective relative displacement, digital image correlation technology, composite pavement structure, asphalt overlay

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Authors: Menglim Hoy, Suksun Horpibulsuk, Arul Arulrajah

Abstract:

The results of laboratory investigation of recycled asphalt pavement (RAP) – fly ash (FA) based geopolymer as a base material is presented in this paper. An alkaline activator, the mixture of NaOH and Na₂SiO₃, is used to synthesis RAP-FA based geopolymer. RAP-FA with water (RAP-FA blend) prepared as a control material. The strength develops and the strength against wet-dry was determined by the unconfined compression strength (UCS) test, then the microstructural properties were examined by scanning electron microscopy (SEM) and X-ray Diffraction (XRD) analysis. The toxicity characteristic leaching procedure (TCLP) test is conducted to measure its leachability of heavy metal. The results show both the RAP-FA blend and geopolymer can be used as a base course as its UCS values meet the minimum strength requirement specified by the Department of Highway, Thailand. The durability test results show the UCS of these materials increases with increasing the number of wet-dry cycles, reaching its peak at six wet-dry cycles. The XRD and SEM analyses indicate strength development of the RAP-FA blend occurs due to chemical reaction between a high Calcium in RAP with a high Silica and Alumina in FA led to producing calcium aluminate hydrate formation. The strength development of the RAP-FA geopolymer occurred resulted from the polymerization reaction. The TCLP results demonstrate there is no environmental risk of these stabilized materials. Furthermore, FA based geopolymer can reduce the leachability of heavy metal in the RAP-FA blend.

Keywords: recycled asphalt pavement, geopolymer, heavy metal, microstructure

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Authors: J. Novak, A. Kohoutkova, V. Kristek, J. Vodicka, M. Sramek

Abstract:

While the use of cast-in-place concrete for an airfield and highway pavement overlay is very common, the application of precast concrete elements is very limited today. The main reasons consist of high production costs and complex structural behavior. Despite that, several precast concrete systems have been developed and tested with the aim to provide a system with rapid construction. The contribution deals with the reinforcement design of a hexagonal element developed for a proposed airfield pavement system. The sub-base course of the system is composed of compacted recycled concrete aggregates and fiber reinforced concrete with recycled aggregates place on top of it. The selected element belongs to a group of precast concrete elements which are being considered for the construction of a surface course. Both high costs of full-scale experiments and the need to investigate various elements force to simulate their behavior in a numerical analysis software by using finite element method instead of performing expensive experiments. The simulation of the selected element was conducted on a nonlinear model in order to obtain such results which could fully compensate results from experiments. The main objective was to design reinforcement of the precast concrete element subject to quasi-static loading from airplanes with respect to geometrical imperfections, manufacturing imperfections, tensile stress in reinforcement, compressive stress in concrete and crack width. The obtained findings demonstrate that the position and the presence of imperfection in a pavement highly affect the stress distribution in the precast concrete element. The precast concrete element should be heavily reinforced to fulfill all the demands. Using under-reinforced concrete elements would lead to the formation of wide cracks and cracks permanently open.

Keywords: imperfection, numerical simulation, pavement, precast concrete element, reinforcement design, stress analysis

Procedia PDF Downloads 142

Authors: Mounir Tichamakdj, Khaled Sandjak, Boualem Tiliouine

Abstract:

The design of flexible pavements is currently carried out using a multilayer elastic theory. However, for thin-surface pavements subject to light or medium traffic volumes, the importance of the non-linear stress-strain behavior of unbound granular materials requires the use of more sophisticated numerical models for the structural design of these pavements. The simplified analysis of the nonlinear behavior of granular materials in pavement design will be developed in this study. To achieve this objective, an equivalent linear model derived from a volumetric shear stress model is used to simulate the nonlinear elastic behavior of two unlinked local granular materials often used in pavements. This model is included here to adequately incorporate material non-linearity due to stress dependence and stiffness of the granular layers in the flexible pavement analysis. The sensitivity of the pavement design criteria to the likely variations in asphalt layer thickness and the mineralogical nature of unbound granular materials commonly used in pavement structures are also evaluated.

Keywords: granular materials, linear equivalent model, non-linear behavior, pavement design, shear volumetric strain model

Procedia PDF Downloads 148