Search results for: asphalt pavement maintenance

Authors: Ling Xu, Giuseppe Loprencipe, Antonio D'Andrea

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Asphalt pavement with recycled and sustainable materials has become the most commonly adopted strategy for road construction, including reclaimed asphalt pavement (RAP) and crumb rubber (CR) from waste tires. However, the adhesion and cohesion characteristics of rubberized reclaimed asphalt pavement were still ambiguous, resulting in deteriorated adhesion behavior and life performance. This research investigated the effect of bonding characteristics on rutting resistance and moisture susceptibility of rubberized reclaimed asphalt pavement in terms of two RAP sources with different oxidation levels and two tire rubber with different particle sizes. Firstly, the binder bond strength (BBS) test and bonding failure distinguishment were conducted to analyze the surface behaviors of binder-aggregate interaction. Then, the compatibility and penetration grade of rubberized RAP binder were evaluated by rotational viscosity test and penetration test, respectively. Hamburg wheel track (HWT) test with high-temperature viscoelastic deformation analysis was adopted, which illustrated the rutting resistance. Additionally, a water boiling test was employed to evaluate the moisture susceptibility of the mixture and the texture features were characterized with the statistical parameters of image colors. Finally, the colloid structure model of rubberized RAP binder with surface interaction was proposed, and statistical analysis was established to release the correlation among various indexes. This study concluded that the gel-phase colloid structure and molecular diffusion of the free light fraction would affect the surface interpretation with aggregate, determining the bonding characteristic of rubberized RAP asphalt.

Keywords: bonding characteristics, reclaimed asphalt pavement, rubberized asphalt, sustainable material

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Authors: Kidus Dawit Gedamu

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Addis Ababa City Road Authority is responsible for managing and setting performance evaluation of the city’s road network using the International Roughness Index (IRI). This helps the authority to conduct pavement condition assessments of asphalt roads each year to determine the health status or Level of service (LOS) of the roadway network and plan program improvements such as maintenance, resurfacing and rehabilitation. For a lower IRI limit economical and acceptable maintenance strategy may be selected among a number of maintenance alternatives. The Highway Development and Management (HDM-4) tool can do such measures to help decide which option is the best by evaluating the economic and structural conditions. This paper specifically addresses flexible pavement, including two principal arterial streets under the administration of the Addis Ababa City Roads Authority. The roads include the road from Megenagna Interchange to Ayat Square and from Ayat Square to Tafo RA. First, it was assessed the procedures followed by the city's road authority to develop the appropriate road maintenance strategies. Questionnaire surveys and interviews are used to collect information from the city's road maintenance departments. Second, the project analysis was performed for functional and economic comparison of different maintenance alternatives using HDM-4.

Keywords: appropriate maintenance strategy, cost stream, road deterioration, maintenance alternative

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Authors: Fouzieh Rouzmehr, Mehdi Mousavi

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Hot mix asphalt concrete (HMAC) is a mixture of aggregates and bitumen. The primary ingredient that determines the mechanical properties of HMAC is the bitumen in it, which displays viscoelastic behavior under normal service conditions. For simplicity, asphalt concrete is considered an elastic material, but this is far from reality at high service temperatures and longer loading times. Viscoelasticity means that the material's stress-strain relationship depends on the strain rate and loading duration. The goal of this paper is to simulate the mechanical response of flexible pavements using linear elastic and viscoelastic modeling of asphalt concrete and predict pavement performance. Falling Weight Deflectometer (FWD) load will be simulated and the results for elastic and viscoelastic modeling will be evaluated. The viscoelastic simulation is performed by the Prony series, which will be modeled by using ANSYS software. Inflexible pavement design, tensile strain at the bottom of the surface layer and compressive strain at the top of the last layer plays an important role in the structural response of the pavement and they will imply the number of loads for fatigue (Nf) and rutting (Nd) respectively. The differences of these two modelings are investigated on fatigue cracking and rutting problem, which are the two main design parameters in flexible pavement design. Although the differences in rutting problem between the two models were negligible, in fatigue cracking, the viscoelastic model results were more accurate. Results indicate that modeling the flexible pavement with elastic material is efficient enough and gives acceptable results.

Keywords: flexible pavement, asphalt, FEM, viscoelastic, elastic, ANSYS, modeling

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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: Farzaneh Tahmoorian, Bijan Samali, John Yeaman

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Road networks are expanding all over the world during the past few decades to meet the increasing freight volumes created by the population growth and industrial development. At the same time, the rate of generation of solid wastes in the society is increasing with the population growth, technological development, and changes in the lifestyle of people. Thus, the management of solid wastes has become an acute problem. Accordingly, there is a need for greater efficiency in the construction and maintenance of road networks, in reducing the overall cost, especially the utilization of natural materials such as aggregates. An efficient means to reduce construction and maintenance costs of road networks is to replace natural (virgin) materials by secondary, recycled materials. Recycling will also help to reduce pressure on landfills and demand for extraction of natural virgin materials thus ensuring sustainability. Application of solid wastes in asphalt layer reduces not only environmental issues associated with waste disposal but also the demand for virgin materials which will subsequently result in sustainability. Therefore, this research aims to investigate the feasibility of the application of some of the waste materials such as glass, construction and demolition wastes, etc. as alternative materials in pavement construction, particularly flexible pavements. To this end, various combination of different waste materials in certain percentages is considered in designing the asphalt mixture. One of the goals of this research is to determine the optimum percentage of all these materials in the mixture. This is done through a series of tests to evaluate the volumetric properties and resilient modulus of the mixture. The information and data collected from these tests are used to select the adequate samples for further assessment through advanced tests such as triaxial dynamic test and fatigue test, in order to investigate the asphalt mixture resistance to permanent deformation and also cracking. This paper presents the results of these investigations on the application of waste materials in asphalt mixture for production of a sustainable asphalt mix.

Keywords: asphalt, glass, pavement, recycled aggregate, sustainability

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Authors: Duncan Oteki, Andebut Yeneneh, Daba Gedafa, Nabil Suleiman

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Most agencies lack the equipment required to measure the dynamic modulus (|E*|) of asphalt mixtures, necessitating the need to use predictive models. This study compared measured |E*| values for nine North Dakota asphalt mixes using the original Witczak, modified Witczak, and Hirsch models. The influence of temperature on the |E*| models was investigated, and Pavement ME simulations were conducted using measured |E*| and predictions from the most accurate |E*| model. The results revealed that the original Witczak model yielded the lowest Se/Sy and highest R² values, indicating the lowest bias and highest accuracy, while the poorest overall performance was exhibited by the Hirsch model. Using predicted |E*| as inputs in the Pavement ME generated conservative distress predictions compared to using measured |E*|. The original Witczak model was recommended for predicting |E*| for low-reliability pavements in North Dakota.

Keywords: asphalt mixture, binder, dynamic modulus, MEPDG, pavement ME, performance, prediction

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Authors: F. Onyango, Salim R. Wanjala, M. Ndege, L. Masu

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Asphalt concrete pavements have a short life cycle, failing mainly due to temperature changes, traffic loading and ageing. Modified asphalt mixtures provide the technology to produce a bituminous binder with improved viscoelastic properties which remain in balance over a wider temperature range and loading conditions. In this research, 60/70 penetration grade asphalt binder was modified by adding 2, 4, 6, 8, and 10 percent by weight of asphalt binder following the wet process and the mineral aggregate was modified by adding 1, 2, 3, 4, and 5 percent crumb rubber by volume of the mineral aggregate following the dry process. The LDPE modified asphalt binder Rheological properties were evaluated. The laboratory results showed an increase in viscosity, softening point and stiffness of the binder. The modified asphalt was then used in preparing asphalt mixtures by Marshall Mix design procedure. The Marshall stability values for mixes containing 2% crumb rubber and 4% LDPE were found to be 30% higher than the conventional asphalt concrete mix.

Keywords: crumb rubber, dry process, hot mix asphalt, wet process

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Authors: Salisu Dahiru, Jibrin M. Kaura, Abubakar I. Jumare, Sulaiman M. Mahmood

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Reclaimed asphalt, used automobile tires and rice husk, were regarded as waste. These materials could be used in construction of new roads and for roads rehabilitation. Investigation into the production of a Green Hot Mixed Asphalt (GHMA) pavement using Reclaimed Asphalt Pavement (RAP) as partial replacement for coarse aggregate, Crumb Rubber (CR) from waste automobile tires as modifier for bitumen binder and Rice Husk Ash (RHA) as partial replacement of ordinary portland cement (OPC) filler, for roads construction and rehabilitation was presented. 30% Reclaimed asphalt of total aggregate, 15% Crumb Rubber of total binder content, 5% Rice Husk Ash of total mix, and 5.2% Crumb Rubber Modified Bitumen content were recommended for optimum performance. Loss of marshal stability was investigated on mix with the recommended optimum CRMB. The mix revealed good performance with only about 13% loss of stability after 24 hours of immersion in hot water bath, as against about 24% marshal stability lost reported in previous studies for conventional Hot Mixed Asphalt (HMA).

Keywords: rice husk, reclaimed asphalt, filler, crumb rubber, bitumen content green hot mix asphalt

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Authors: G. Bharath, K. S. Reddy, Vivek Tandon, M. Amaranatha Reddy

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This paper presents the details of a study conducted to evaluate the interaction between recycled binder and fresh binder in Recycled Asphalt Pavement (RAP) mixes. When RAP is mixed with virgin aggregates in the presence of fresh binder there will be partial blending in a hot mix asphalt mixture. A recent approach used by some researchers for studying the degree of blending of RAP binder with virgin binder has been adopted in this study. Dense Bituminous Macadam mix of Ministry of Road Transport of India with a nominal maximum aggregate size of 19 mm was studied. Two proportions of RAP-20% and 35% and two types of virgin binders – viscosity grade VG10 and VG30 were considered. Design binder contents were determined for all the four types of mixes (two RAP contents and two virgin binders) as per Marshall mix design procedure. The degree of blending of RAP and virgin binders was evaluated in terms of the complex modulus of the binder. Laboratory test results showed that with an increase in RAP content, the degree of blending decreases. Better blending was observed for softer grade binder (VG10).

Keywords: blending, complex modulus, recycled asphalt pavement, virgin binder

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Authors: R. Islam, Rafiqul A. Tarefder

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This study presents the moisture variations of unbound layers from April 2012 to January 2014 in the Interstate 40 (I-40) pavement section in New Mexico. Three moisture probes were installed at different layers inside the pavement which measure the continuous moisture variations of the pavement. Data show that the moisture contents of unbound layers are typically constant throughout the day and month unless there is rainfall. Moisture contents of all unbound layers change with rainfall. Change in ground water table may affect the moisture content of unbound layers which has not investigated in this study. In addition, the Level 3 predictions of moisture contents using the Pavement Mechanistic-Empirical (ME) Design software are compared and found quite reasonable. However, results presented in the current study may not be applicable for pavement in other regions.

Keywords: asphalt pavement, moisture probes, resilient modulus, climate model

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Authors: L. F. Tamele Jr., G. Buonocore, H. F. Muiambo

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Asphalt binders play an essential role in the performance and properties of asphalt mixtures. The increase in heavy loads, greater traffic volume, and high tire pressure, combined with a substantial variation in daily and seasonal pavement temperatures, are the main responsible for the failure of asphalt pavements. To avoid or mitigate these failures, the present research proposes the use of thermoplastic polymers, HDPE and LLDPE, and nanoclay Dellite 43B for modification of asphalt in order to improve its thermomechanical and rheological properties. The nanocomposites were prepared by the solution intercalation method in a high shear mixer for a mixing time of 2 h, at 180℃ and 5000 rpm. The addition of Dellite 43B improved the physical, rheological, and thermal properties of asphalt, either separated or in the form of polymer/bitumen blends. The results of the physical characterization showed a decrease in penetration and an increase in softening point, thermal susceptibility, viscosity, and stiffness. On the other hand, thermal characterization showed that the nanocomposites have greater stability at higher temperatures by exhibiting greater amounts of residues and improved initial and final decomposition temperatures. Thus, the modification of asphalt by polymers and nanoclays seems to be a suitable solution for road pavement in countries which experiment with high temperatures combined with long heavy rain seasons.

Keywords: asphalt, nanoclay dellite 43B, polymer modified asphalt, thermal and rheological properties

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Authors: Raheb Mirzanamadi, João Patrício

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Asphalt rubber (AR) was initially developed in Sweden in the 1960s by replacing crumb rubber (CR) as aggregates in asphalt pavement. The AR produced by this method had better mechanical properties than conventional asphalt pavement but was very expensive. Since then, different technologies and methods have been developed to use CR in asphalt pavements, including blending CR with bitumen at a high temperature in the mixture, called the wet method, and blending CR with bitumen in the refinery, called the terminal blending method. In 2006, the wet method was imported from the USA to Sweden to evaluate the potential of using AR on Swedish roads. 154 km AR roads were constructed by the wet method in Sweden. The evaluation showed that the AR had, in most cases, better mechanical performance than conventional asphalt pavements. However, the terrible smoke and smell led the Swedish Transport Administration (STA) to stop using AR in Sweden. Today, there are few focuses on AR, despite its good mechanical properties and environmental aspects. Hence, there is a need to study the drives and barriers of using AR mixture in Sweden. The aims of this paper are: (i) to study drivers and barriers of using AR pavements in Sweden and (ii) to discover knowledge gaps for further research in this area. The study was done using a literature review and completed by interviews with experts, including three researchers from Swedish National Road and Transport Research Institute (VTI) and two experts from STA. The results showed that AR can be an alternative not only for conventional asphalt pavement but also for polymer modified asphalt (PMA) due to the same mechanical properties but the lower cost for production. New technologies such as terminal blending and using warm mix asphalt (WMA) methods can lead to reducing the energy and temperature during production processes. From this study, it is found that there is not enough experience and knowledge about AR in Sweden, and more research is needed, including the lifespan of AR, mechanical properties of AR using new technologies, and the impact of AR on spreading and leaching substances into nature. More studies can lead to standardization of using AR in Sweden, a potential solution for the use of end-of-life tyres, with better mechanical properties and lower costs, in comparison with conventional asphalt pavements and PMA.

Keywords: asphalt rubber, crumb rubber, terminal blending method, wet method

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Authors: Sofia Figueroa, Efrain Bernal, Silvia Del Pilar Forero, Humberto Ramirez

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This work shows a detailed review of the scope of global research on the road infrastructure using materials from Construction and Demolition Waste (C&DW), also called RCD. In the first phase of this research, a segment of road was designed using recycled materials such as Reclaimed Asphalt Pavement (RAP) on the top, the natural coarse base including 30% of RAP and recycled concrete blocks. The second part of this segment was designed using regular materials for each layer of the pavement. Both structures were built next to each other in order to analyze and measure the material properties as well as performance and environmental factors in the pavement under real traffic and weather conditions. Different monitoring devices were installed among the structure, based on the literature revision, such as soil cells, linear potentiometer, moisture sensors, and strain gauges that help us to know the C&DW as a part of the pavement structure. This research includes not only the physical characterization but also the measured parameters in a field such as an asphalt mixture (RAP) strain (ετ), vertical strain (εᵥ) and moisture control in coarse layers (%w), and the applied loads and strain in the subgrade (εᵥ). The results will show us what is happening with these materials in order to obtain not only a sustainable solution but also to know its behavior and lifecycle.

Keywords: sustainable pavements, construction & demolition waste-C&DW, recycled rigid concrete, reclaimed asphalt pavement-rap

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Authors: Hamid Fallah

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Asphalt is generally a mixture of stone materials with continuous granulation and a binder, which is usually bitumen. Asphalt is made in different shapes according to its use. The most familiar type of asphalt is hot asphalt or hot asphalt concrete. Stone materials usually make up more than 90% of the asphalt mixture. Therefore, stone materials have a significant impact on the quality of the resulting asphalt. According to the method of application and mixing, asphalt is divided into three categories: hot asphalt, protective asphalt, and cold asphalt. Cold mix asphalt is a mixture of stone materials and mixed bitumen or bitumen emulsion whose raw materials are mixed at ambient temperature. In some types of cold asphalt, the bitumen may be heated as necessary, but other materials are mixed with the bitumen without heating. Protective asphalts are used to make the roadbed impermeable, increase its abrasion and sliding resistance, and also temporarily improve the existing asphalt and concrete surfaces. This type of paving is very economical compared to hot asphalt due to the speed and ease of implementation and the limited need for asphalt machines and equipment. The present article, which is prepared in descriptive library form, introduces asphalt, its types, characteristics, and its application.

Keywords: asphalt, type of asphalt, asphalt concrete, sulfur concrete, bitumen in asphalt, sulfur, stone materials

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Authors: Lillian Gungat, Meor Othman Hamzah, Mohd Rosli Mohd Hasan, Jan Valentin

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Utilization of a high percentage of reclaimed asphalt pavement (RAP) requires higher production temperatures and consumes more energy. High production temperature expedites the aging of bitumen in RAP, which could affect the mixture performance. Warm mix asphalt (WMA) additive enables reduced production temperatures as a result of viscosity reduction. This paper evaluates the integration of a high percentage of RAP with a WMA additive known as RH-WMA. The optimum dosage of RH-WMA was determined from basic properties tests. A total of 0%, 30% and 50% RAP contents from two roads sources were modified with RH-WMA. The modified RAP bitumen were examined for viscosity, stiffness, rutting resistance and greenhouse gas emissions. The addition of RH-WMA improved the flow of bitumen by reducing the viscosity, and thus, decreased the construction temperature. The stiffness of the RAP modified bitumen reduced with the incorporation of RH-WMA. The positive improvement in rutting resistance was observed on bitumen with the addition of RAP and RH-WMA in comparison with control. It was estimated that the addition of RH-WMA could potentially reduce fuel usage and GHG emissions by 22 %. Hence, the synergy of RAP and WMA technology can be an alternative in green road construction.

Keywords: reclaimed asphalt pavement, WMA additive, viscosity, stiffness, emissions

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Authors: Sagar Ghos, Andrew E. Elaryan, Syed Ashik Ali, Musharraf Zaman, Mohammed Ashiqur Rahman

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Achieving desired density during construction is an important indicator of pavement quality. Insufficient compaction often compromises pavement performance and service life. Intelligent compaction (IC) is an emerging technology for monitoring compaction quality during the construction of asphalt pavements. This paper aims to provide an overview of findings from four case studies in Oklahoma involving the compaction quality of asphalt pavements, namely SE 44th St project (Project 1) and EOC Turnpike project (Project 2), Highway 92 project (Project 3), and 108th Avenue project (Project 4). For this purpose, an IC technology, the intelligent compaction analyzer (ICA), developed at the University of Oklahoma, was used to evaluate compaction quality. Collected data include GPS locations, roller vibrations, roller speed, the direction of movement, and temperature of the asphalt mat. The collected data were analyzed using a widely used software, VETA. The average densities for Projects 1, 2, 3 and 4, were found as 89.8%, 91.50%, 90.7% and 87.5%, respectively. The maximum densities were found as 94.6%, 95.8%, 95.9%, and 89.7% for Projects 1, 2, 3, and 4, respectively. It was observed that the ICA estimated densities correlated well with the field core densities. The ICA results indicated that at least 90% of the asphalt mats were subjected to at least two roller passes. However, the number of passes required to achieve the desired density (94% to 97%) differed from project to project depending on the underlying layer. The results of these case studies show both opportunities and challenges in using IC for monitoring compaction quality during construction in real-time.

Keywords: asphalt pavement construction, density, intelligent compaction, intelligent compaction analyzer, intelligent compaction measure value

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Authors: Tetsya Sok, Seong Jae Hong, Young Kyu Kim, Seung Woo Lee

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The temperature distribution for asphalt concrete (AC)-Concrete composite pavement is one of main influencing factor that affects to performance life of pavement. The temperature gradient in concrete slab underneath the AC layer results the critical curling stress and lead to causes de-bonding of AC-Concrete interface. These stresses, when enhanced by repetitive axial loadings, also contribute to the fatigue damage and eventual crack development within the slab. Moreover, the temperature change within concrete slab extremely causes the slab contracts and expands that significantly induces reflective cracking in AC layer. In this paper, the numerical prediction of pavement temperature was investigated using one-dimensional finite different method (FDM) in fully explicit scheme. The numerical predicted model provides a fundamental and clear understanding of heat energy balance including incoming and outgoing thermal energies in addition to dissipated heat in the system. By using the reliable meteorological data for daily air temperature, solar radiation, wind speech and variable pavement surface properties, the predicted pavement temperature profile was validated with the field measured data. Additionally, the effects of AC thickness and daily air temperature on the temperature profile in underlying concrete were also investigated. Based on obtained results, the numerical predicted temperature of AC-Concrete composite pavement using FDM provided a good accuracy compared to field measured data and thicker AC layer significantly insulates the temperature distribution in underlying concrete slab.

Keywords: asphalt concrete, finite different method (FDM), curling effect, heat transfer, solar radiation

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Authors: Amin Chegenizadeh, Mahdi Keramatikerman, Hamid Nikraz

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Pavement engineering plays a significant role to develop cost effective and efficient highway and road networks. In general, pavement regarding structure is categorized in two core group namely flexible and rigid pavements. There are various benefits in application of rigid pavement. For instance, they have a longer life and lower maintenance costs in compare with the flexible pavement. In rigid pavement designs, temperature and thickness are two effective parameters that could widely affect the total cost of the project. In this study, a numerical modeling using Kenpave-Kenslab was performed to investigate the effect of these two important parameters in the rigid pavement.   

Keywords: rigid pavement, Kenpave, Kenslab, thickness, temperature

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Authors: Tao Yang, Yongli Zhao

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Low-temperature cracking is one of the major challenges for asphalt pavement in the cold region. Fracture energy could determine from various test methods, which is a commonly used parameter to evaluate the low-temperature cracking resistance of asphalt mixture. However, the feasibility of evaluating the low-temperature cracking performance of asphalt mixture using fracture energy is not investigated comprehensively. This paper aims to verify whether fracture energy is an appropriate parameter to evaluate the low-temperature cracking performance. To achieve this goal, this paper compared the test results of thermal stress restrained specimen test (TSRST) and semi-circular bending test (SCB) of asphalt mixture with different types of aggregate, TSRST and indirect tensile test (IDT) of asphalt mixture with different additives, and single-edge notched beam test (SENB) and TSRST of asphalt mixture with different asphalt. Finally, the correlation between in-suit cracking performance and fracture energy was surveyed. The experimental results showed the evaluation result of critical cracking temperature and fracture energy are not always consistent; the in-suit cracking performance is also not correlated well with fracture energy. These results indicated that it is not feasible to evaluate low-temperature performance by fracture energy. Then, the composition of fracture energy of TSRST, SCB, disk-shaped compact tension test (DCT), three-point bending test (3PB) and IDT was analyzed. The result showed: the area of thermal stress versus temperature curve is the multiple of fracture energy and could be used to represent fracture energy of TSRST, as the multiple is nearly equal among different asphalt mixtures for a specific specimen; the fracture energy, determined from TSRST, SCB, DCT, 3PB, SENB and IDT, is mainly the surface energy that forms the fracture face; fracture energy is inappropriate to evaluate the low-temperature cracking performance of asphalt mixture, as the relaxation/viscous performance is not considered; if the fracture energy was used, it is recommended to combine this parameter with an index characterizing the relaxation or creep performance of asphalt mixture.

Keywords: asphalt pavement, cold region, critical cracking temperature, fracture energy, low-temperature cracking

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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

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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: Mohammed Russedul Islam, Shah M. Muniruzzaman, M. Kamrul-Al-Masud, Syed Sadat Morshed

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Bangladesh is one of the most climate vulnerable countries in the world. According to scientists it is predicted that temperature will raise 1-3% and precipitation 20% by 2050 in Bangladesh. Increased temperature and precipitation will deteriorate pavement structure in an accelerated rate. The study has found that pavement life will reduce significantly due to rise in temperature and precipitation in in a coastal road in Bangladesh. It will cause to increase the maintenance cost of the road. The study has found that reduction in pavement life will be caused due the decrease in stiffness and strength parameters of the pavement material due to high temperature and precipitation. It has found that use of new material costlier than the existing one will be necessary to prevent the reduction of pavement life. Eventually it will increase the re-construction cost of the road. The study has used mechanistic-empirical analysis method with a software GAMES (General analysis on multi-layered elastic systems) to find out the effect of temperature and precipitation rise on the pavement life. The study will help to guide road engineers of Bangladesh to prepare in advance to fight with the climate change effect.

Keywords: climate change, maintenance cost, mechanistic-empirical method, pavement life

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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

Procedia PDF Downloads 140

Authors: Babagana Mohammed, Abdulmuminu Mustapha Ali, Solomon Ibrahim, Buba Ahmad Umdagas

Abstract:

This research investigated the possibility of replacing coarse and fine aggregates with waste road-asphalt (RWA), when sieved appropriately, in concrete production. Interlock pavement block is used widely in many parts of the world as modern day solution to outdoor flooring applications. The weight-percentage replacements of both coarse and fine aggregates with RWA at 0%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, 80% and 90% respectively using a concrete mix ratio of 1:2:4 and water-to-cement ratio of 0.45 were carried out. The interlock block samples produced were then cured for 28days. Unconfined compressive strength (UCS) and the water absorption properties of the samples were then tested. Comparison of the results of the RWA-containing samples to those of the respective control samples shows significant benefits of using RWA in interlock block production. UCS results of RWA-containing samples compared well with those of the control samples and the RWA content also influenced the lowering of the water absorption of the samples. Overall, the research shows that it is possible to replace both coarse and fine aggregates with RWA materials when sieved appropriately, hence indicating that RWA could be recycled beneficially.

Keywords: aggregate, block-production, pavement, road-asphalt, use, waste

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Authors: Farzaneh Tahmoorian, Bijan Samali, John Yeaman

Abstract:

Road networks are increasingly expanding all over the world. The construction and maintenance of the road pavements require large amounts of aggregates. Considerable usage of various natural aggregates for constructing roads as well as the increasing rate at which solid waste is generated have attracted the attention of many researchers in the pavement industry to investigate the feasibility of the application of some of the waste materials as alternative materials in pavement construction. Among various waste materials, construction and demolition wastes, including Recycled Construction Aggregate (RCA) constitute a major part of the municipal solid wastes in Australia. Creating opportunities for the application of RCA in civil and geotechnical engineering applications is an efficient way to increase the market value of RCA. However, in spite of such promising potentials, insufficient and inconclusive data and information on the engineering properties of RCA had limited the reliability and design specifications of RCA to date. In light of this, this paper, as a first step of a comprehensive research, aims to investigate the feasibility of the application of RCA obtained from construction and demolition wastes for the replacement of part of coarse aggregates in asphalt mixture. As the suitability of aggregates for using in asphalt mixtures is determined based on the aggregate characteristics, including physical and mechanical properties of the aggregates, an experimental program is set up to evaluate the physical and mechanical properties of RCA. This laboratory investigation included the measurement of compressive strength and workability of RCA, particle shape, water absorption, flakiness index, crushing value, deleterious materials and weak particles, wet/dry strength variation, and particle density. In addition, the comparison of RCA properties with virgin aggregates has been included as part of this investigation and this paper presents the results of these investigations on RCA, basalt, and the mix of RCA/basalt.

Keywords: asphalt, basalt, pavement, recycled aggregate

Procedia PDF Downloads 140

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

Abstract:

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

Procedia PDF Downloads 105

Authors: Ali Jamshidi, Kiyofumi Kurumisawa, Toyoharu Nawa

Abstract:

Transportation infrastructure assets can be considered as backbone of transportation system. They are routinely developed and or maintained which can be used effectively for movement of passengers, commodities and providing vital services. However, the infrastructure assets construction, maintenance and rehabilitation significantly depend on non-renewable natural resources, such as carbon-based energy carriers and aggregate materials. In this study, effects of thermal properties of aggregate materials were characterized for production of hot-mix asphalt in Japan, as a case study. The results indicated that incorporation of the aggregate with lower required heat energy significantly reduces fuel consumption greenhouse gas emission, irrespective of physical property of aggregate. The results also clearly showed that as 75% high-energy limestone is replaced with low-energy limestone in producing an asphalt mixture at 180 °C, 97,879 Japanese households would be energized per annum using the saved energy without any modification in the current asphalt mixing plants.

Keywords: zero energy infrastructure, sustainable development, greenhouse gas emission, asphalt pavement

Procedia PDF Downloads 205

Authors: W. J. Wang, D. F. Lin, L. Y. Chen, K. Y. Liu

Abstract:

In this study, the ladle furnace slag was used as a mineral filler in asphalt concrete with electric arc furnace slag (EAF asphalt concrete) to investigate the effect on the engineering and thermal properties of asphalt cement mastics and EAF asphalt concrete, the lime was used as a comparison for mineral filler, and the usage percentage of mineral filler was set at 2%, 4%, 6%, and 8%. First of all, the engineering properties of the ladle furnace slag and lime were compared, and then the mineral filler was mixed with bitumen to form the asphalt cement mastics in order to analyze the influence of the ladle furnace slag on the properties of asphalt cement mastics, and lastly, the mineral filler was used in the EAF asphalt concrete to analyze its feasibility of using ladle furnace slag as a mineral filler. The study result shows that the ladle furnace slag and the lime have no obvious difference in their physical properties, and from the energy dispersive spectrometer (EDS) test results, we know that the lime and the ladle furnace slag have similar elemental composition, but the Ca found in the ladle furnace slag belongs to CaO, and the lime belongs to CaCO3, therefore the ladle furnace slag has the property of expansion. According to the test results, the viscosity of asphalt cement mastics will increase with the increase in the use of mineral filler. Since the ladle furnace slag has more CaO content, the viscosity of the asphalt cement mastics with ladle furnace slag will increase more than using lime as mineral filler in the asphalt cement mastics, and the use of ladle furnace slag only needs to be 2% in order to achieve the effect of anti-peeling which is 6% for lime. From the related test results of EAF asphalt concrete, it is known that the maximum stability value can be obtained when the use of mineral filler is about 5%. When the ladle furnace slag is used as the mineral filler, it can improve the stiffness, indirect tension strength, spalling resistance, and thermal insulation of EAF asphalt concrete, which also indicates that using the ladle furnace slag as the mineral filler of bitumen can help to improve the durability of the asphalt pavement.

Keywords: ladle furnace slag, mineral filler, asphalt cement mastics, EAF asphalt concrete

Procedia PDF Downloads 54

Authors: Pahirangan Sivapatham, Barbara Esser, Andreas Grimmel

Abstract:

In times of limited public funds and, in particular, an increased social, environmental awareness, as well as the limited availability of construction materials, sustainable and resource-saving pavement management system, is becoming more and more important. Therefore, the knowledge about the condition of the structural substances, particularly bearing capacity and its consideration while planning the maintenance measures of the subordinate network, i.e., state and municipal roads unavoidable. According to the experience, the recommended ride speed of the Traffic Speed Deflectometer (TSD) shall be higher than 40 km/h. Holding of this speed on the intra-urban roads is nearly not possible because of intersections and traffic lights as well as the speed limit. A sufficient background of experience for the evaluation of bearing capacity measurements with TSD in the range of lower speeds is not available yet. The aim of this study is to determine the possible lowest ride speed of the TSD while the bearing capacity measurement on the intra-urban roads. The manufacturer of the TSD used in this study states that the measurements can be conducted at a ride speed of higher than 5 km/h. It is well known that with decreasing ride speed, the viscous fractions in the response of the asphalt pavement increase. This must be taken into account when evaluating the bearing capacity data. In the scope of this study, several measurements were carried out at different speeds between 10 km/h and 60 km/h on the selected intra-urban roads with Pavement-Scanner of the University of Wuppertal, which is equipped with TSD. Pavement-Scanner is able to continuously determine the deflections of asphalt roads in flowing traffic at speeds of up to 80 km/h. The raw data is then aggregated to 10 m mean values so that, as a rule, a bearing capacity characteristic value can be determined for each 10 m road section. By means of analysing of obtained test results, the quality and validity of the determined data rate subject to the riding speed of TSD have been determined. Moreover, the data and pictures of the additional measuring systems of Pavement-Scanners such as High-Speed Road Monitor, Ground Penetration Radar and front cameras can be used to determine and eliminate irregularities in the pavement, which could influence the bearing capacity.

Keywords: bearing capacity measurement, traffic speed deflectometer, inter-urban roads, Pavement-Scanner, structural substance

Procedia PDF Downloads 202