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1
Jiang, Rong-Bin, Jyh-Dong Lin, and Deng-Fong Lin. "Rheology of Asphaltic Binders and Their Effects on Asphalt Concrete." Transportation Research Record: Journal of the Transportation Research Board 1535, no. 1 (January 1996): 74–80. http://dx.doi.org/10.1177/0361198196153500110.
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The rheology of asphaltic binders and their effects on asphalt concrete are discussed with the intention of improving the correlation between conventional mix design results and pavement performance. Test results show that mineral fillers increase the viscosity and pseudoplasticity of asphalts but do not always decrease the tan 8, except apparently at a lower frequency or at a higher temperature. Mineral fillers are also hard to mix homogeneously and quickly with asphalts. All these effects become more pronounced with a continuously increasing filler to asphalt (F/A) ratio, and uses are limited to a lower F/A range unless the processing temperature is adjusted properly. The abnormal drop in tan δ improves for some modified asphalts (e.g., air-blown or polymerized asphalt).
2
Azarhoosh, Alireza, Mehdi Koohmishi, and Gholam Hossein Hamedi. "Rutting Resistance of Hot Mix Asphalt Containing Coarse Recycled Concrete Aggregates Coated with Waste Plastic Bottles." Advances in Civil Engineering 2021 (June 21, 2021): 1–11. http://dx.doi.org/10.1155/2021/9558241.
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The use of recycled concrete aggregate (RCA) as a part of coarse aggregates in asphalt pavements confers economic and environmental benefits. Coarse RCA (CRCA) has inferior mechanical and physical properties compared to natural aggregates due to very porous and weakly adhered cement mortar. In this study, CRCA surfaces were coated with waste plastic bottles (WPB) and used at 15%, 30%, and 50% in the asphalt concrete. The Marshall, stiffness modulus, and dynamic creep tests were performed to determine the strength of hot mix asphalts against rutting. The results revealed that the use of untreated CRCA reduced the Marshall quotient and the rutting resistance of the asphalt concrete. The results of the stiffness modulus and dynamic creep tests indicated that CRCA incorporation increased permanent deformation in the tested specimens due to the reduction of asphalt concrete stiffness. However, the asphalt concrete containing treated CRCA had lower permanent deformation because WPB promotes CRCA stability by penetrating its void and reinforcing cement mortar. Furthermore, by raising the temperature, the strength of all asphalt concretes decreased against rutting, and the reduction rate was higher in the modified specimens.
3
Kuemmel, David A., John R. Jaeckel, Alexander Satanovsky, Stephen F. Shober, and Mitzi M. Dobersek. "Noise Characteristics of Pavement Surface Texture in Wisconsin." Transportation Research Record: Journal of the Transportation Research Board 1544, no. 1 (January 1996): 24–35. http://dx.doi.org/10.1177/0361198196154400104.
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Twelve portland cement concrete pavement (PCCP) test sections were constructed to compare with standard PCCP and asphaltic concrete pavement (ACP) to quantify the effects of the pavement surface texture on noise, safety, and winter maintenance. Asphalt pavements studied included a Strategic Highway Research Program asphalt, stone matrix asphalt (SMA), and Wisconsin standard asphalt. A dependency between the pavement textures and their noise characteristics was observed. Noise measurements indicated that uniformly transverse tined PCCP created dominant noise frequencies that were audible adjacent to the road and inside the test vehicles. Careful design and construction of transversely tined PCCP can reduce tire-road noise. No significant acoustical advantages of open-graded asphalts over the standard dense asphalt were found. The results of this research are preliminary and have not yet been approved by the Wisconsin Department of Transportation Council on Research.
4
Kim, Kwang W., Seung Jun Kweon, Young S. Doh, and Tae-Soon Park. "Fracture toughness of polymer-modified asphalt concrete at low temperatures." Canadian Journal of Civil Engineering 30, no. 2 (April 1, 2003): 406–13. http://dx.doi.org/10.1139/l02-101.
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The fracture toughness of asphalt concrete increases at low temperature and then decreases at temperatures below a certain level. Some polymers are known to have the property of improving the temperature susceptibility of asphalt binder at low temperatures. Therefore, this study evaluated the fracture toughness (KIC) of some polymer-modified asphalt concretes. Low-density polyethylene (LDPE), styrenebutadienestyrene (SBS), and a mixed polymer of LDPE and SBS were used in this study. The fracture toughness KIC of normal asphalt concrete was compared with that of polymer-modified asphalt (PMA) concrete, and the effectiveness of polymer modification against falling values of KIC was evaluated at low temperatures. The results showed that PMA concretes, in general, showed better KIC than normal asphalt concretes, and the temperature at which the highest KIC was obtained was lower than that in the case of normal asphalt concrete. Therefore, the PMA concretes evaluated in this study had better fracture resistance than normal asphalt at low temperatures.Key words: asphalt concrete, polymer-modified asphalt, PMA, fracture toughness, differential thermal contraction, low-temperature damage.
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Castro, María. "Structural design of asphalt pavement on concrete bridges." Canadian Journal of Civil Engineering 31, no. 4 (August 1, 2004): 695–702. http://dx.doi.org/10.1139/l04-032.
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Traditional methods for the structural design of pavement cannot be applied to the design of pavement on bridge decks. In this paper, a new method for the structural design of asphalt pavement on concrete bridge decks is presented. The method can be applied to pavement on girder, slab, and box-girder bridges and can be used whatever the considered degree of bonding between pavement and deck. The method consists of modelling the deck as a two-layer system and then calculating stresses and strains in the pavement–deck system by means of a multilayer system. The proposed methodology has been applied to study the behaviour of asphalt concretes, porous asphalts, and stone matrix asphalts on girder, slab, and box-girder bridges. There is a conclusion of this application that stands out for its practical character. The stone matrix asphalts have the best performance if fatigue is the main concern.Key words: bridge decks, asphalt pavement, design.
6
Li, Hechuan, Jianying Yu, Quantao Liu, Yuanyuan Li, Yaqi Wu, and Haiqin Xu. "Induction Heating and Healing Behaviors of Asphalt Concretes Doped with Different Conductive Additives." Advances in Materials Science and Engineering 2019 (April 15, 2019): 1–10. http://dx.doi.org/10.1155/2019/2190627.
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It is consensual that the self-healing property of asphalt concrete can repair the damage inside it during high temperature and rest period. In order to not affect the traffic, the rest period of asphalt pavement is very short and uncontrollable; so, it is necessary to obtain enough high temperature in a limited time to achieve higher healing efficiency of asphalt concrete. The purpose of this paper is to study the induction heating efficiency and healing behaviors of asphalt concretes doped with different conductive additives. Steel fiber, steel grit, and steel slag were added to asphalt mixtures as conductive additives to prepare induction healing asphalt concretes. The steel grit and steel slag were added to replace the aggregates of corresponding particle size by equal volume to ensure the consistency of asphalt concrete volume, which can avoid degrading the performance of asphalt concrete due to the change of porosity. The induction heating efficiency and healing rate of asphalt concrete were quantified by infrared camera and three-point bending-healing experiment, respectively. The results showed that the thermal properties of asphalt concrete changed with the addition of different conductive additives. The asphalt concrete with steel fiber had the best induction heating property. While steel slag had extremely weak induction heating speed, the better thermal insulation property of the asphalt concrete with steel slag resulted in a higher induction healing rate. It was suggested to add steel slag to induction healing asphalt concrete to improve the healing rate.
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Zhdaniuk, Valeriy, Oleksandr Volovyk, Dmytro Kostin, and Sergey Lisovin. "An investigation of the effect of thermoplastic additives in asphalt concrete mixtures on the properties of different types of asphalt concrete." Eastern-European Journal of Enterprise Technologies 2, no. 6 (110) (April 12, 2021): 61–70. http://dx.doi.org/10.15587/1729-4061.2021.227806.
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The effect of modification of asphalt concrete mixtures of different grain sizes with “Ric-Polycell” (Ukraine) and “Duroflex®-SMA” thermoplastic polymers (Germany), which were added directly to the asphalt mixer during their preparation, on the properties of asphalt concrete was studied. It is confirmed that it is more expedient to use stone mastic asphalt concretes with a larger size of mineral crushed stone grains on high-traffic roads, as they are more rutting-resistant compared to asphalt concretes with smaller size and content of crushed stone grains. The effect of the temperature of preparation and thermostating of asphalt concrete mixtures modified with the investigated thermoplastics on the compressive strength of asphalt concrete at a temperature of 50 °С, which were made of the studied mixtures, was investigated. It was found that the maximum possible temperatures of preparation and thermostating of asphalt concrete mixes provide a more complete modification. The effect of the content of thermoplastic polymers in the composition of asphalt concrete mixtures on the properties and rutting resistance of fine-grained asphalt concrete, as well as stone mastic asphalt concrete, was studied. It was found that adding the “Ric-Polycell” polymer in the amount of 1.5 % and 3 % by weight of bitumen in the composition of the studied asphalt mixtures in the asphalt mixer during their preparation increases the rutting resistance of asphalt concrete under the studied conditions by 2.52–3.86 times. Modification of asphalt concrete mixtures with the “Duroflex®-SMA” additive in the amount of 0.3 % and 0.6 % by weight of the aggregate by a similar technology also allows increasing the rutting resistance of the obtained asphalt concrete by 1.86–3.16 times. Using these modifiers in the future will have a positive effect on the service life of the entire pavement structure
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Zuluaga-Astudillo, Daniel Alberto, Hugo Alexander Rondón-Quintana, and Carlos Alfonso Zafra-Mejía. "Mechanical Performance of Gilsonite Modified Asphalt Mixture Containing Recycled Concrete Aggregate." Applied Sciences 11, no. 10 (May 13, 2021): 4409. http://dx.doi.org/10.3390/app11104409.
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Hot-mix asphalts exposed to hot weather and high traffic volumes can display rutting distress. A material that can be used to increase the stiffness of asphalt binders is gilsonite. On the other hand, from an environmental point of view, the virgin natural aggregates of asphalt mixtures can be replaced with recycled concrete aggregates. For these reasons, this study modified the asphalt binder with gilsonite by wet-process to improve rutting resistance, and replaced (by mass and volume) part of the coarse fraction of the aggregate with recycled concrete aggregate in two hot-mix asphalts with different gradations. Unlike other studies, a larger experimental phase was used here. Marshall, indirect tensile strength, resilient modulus, permanent deformation, fatigue resistance, and Cantabro tests were performed. An ANOVA test was carried out. If the replacement of the virgin aggregate by recycled concrete aggregates was made by volume, both materials (gilsonite and recycled concrete aggregate) could be used in hot-mix asphalts for thick-asphalt layers in high temperature climates and any level of traffic. The use of both materials in hot-mix asphalts is not recommended for thin-asphalt layers in low temperatures climates. It is not advisable to replace the aggregates by mass.
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Zhurinov, M. Zh, B. B. Teltayev, and E. D. Amirbayev. "MAIN STANDARD INDICATORS OF POLYMER ASPHALT CONCRETES." Series of Geology and Technical Sciences 445, no. 1 (February 1, 2021): 194–202. http://dx.doi.org/10.32014/2021.2518-170x.27.
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The main indicators of 29 types of asphalt and polymer asphalt concretes prepared with the use of neat bitumens of 2 grades and 7 types of polymer bitumens have been determined and comparatively analyzed in the work. The bitumens of grades BND 100/130 and BND 130/200 produced by the Pavlodar petrochemical plant have been selected for preparation of the asphalt concretes, polymer bitumens and polymer asphalt concretes. 7 types of the polymers (Elvaloy 4170, Elvaloy AM, Kraton D 1192A, Calprene 501, SBS L 30-01 A, KUMHO KTR, Butonal NS 198) have been selected for the modification of the bitumens. Short procedure has been represented for the preparation of the polymer bitumens. 29 types of the asphalt and the polymer asphalt concretes have been prepared with the use of the above bitumens and polymer bitumens (asphalt concrete of type A - 7, asphalt concrete of type B - 15, stone mastic asphalt concrete SMA-15 - 1, stone mastic asphalt concrete SMA-20 - 6). The following main indicators of quality have been determined for the asphalt concretes and polymer asphalt concretes by testing in relevant laboratory devices: 1) rut depth at the temperature of 60 °С after 10 000 passages of the wheel (ST RK EN 12697-22-2012); 2) tensile strength at the temperature of -30 °С (pr. EN 12697-46-2012); 3) compression strength at the temperature of 50 °С (ST RK 1218-2003); 4) water saturation (ST RK 1218-2003). It is found out that the modification of the bitumens with the polymers increases essentially the main standard indicators of the asphalt concretes: rutting resistance, strength at high temperatures and low temperatures, resistance to the cyclic freezing and thawing (frost resistance). The reactive polymers Elvaloy 4170 and Elvaloy AM are the most efficient among the used ones.
10
Sachet, T., J. T. Balbo, and F. T. Bonsembiante. "Rendering the loss of strength in dry concretes with addition of milled asphalt through microscopic analysis." Revista IBRACON de Estruturas e Materiais 6, no. 6 (December 2013): 933–54. http://dx.doi.org/10.1590/s1983-41952013000600006.
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Milled asphalt removed from old pavement carpets requires tenable handling easily reachable through its incorporation within other paving materials. This work deals with the effects of such incorporation to dry compacted concretes. Fine, intermediate, coarse and whole portions of milled asphalts were blended to a reference concrete. Mechanical tests disclosed remarkable losses on its strengths and modulus of elasticity; for the stereoscope and scanning microscopy pointed out impaired transition zones between the cement paste and the milled aggregates involved by thin asphalt films. Nevertheless, the mechanical results shown that the concretes with incorporated milled asphalt aggregates are suitable for use in pavement layers as bases and sub-bases even with reduced mechanical parameters.
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Yue, Peng Cheng, Pan Fei Liu, Jian Zhon Dong, and Ping Ping Ding. "Research of Road Application Performances of Asphalt Mixtures with Active Mineral Powder." Key Engineering Materials 599 (February 2014): 218–23. http://dx.doi.org/10.4028/www.scientific.net/kem.599.218.
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In this paper the effect of Active mineral powder (AMP) on the fundamental behavior of asphalt concrete especially in moisture damage was studied. Polycyclic Soaking Marshall test and freeze-thaw and splitting test were used to investigate the resistance of mixtures to moisture damage. Dynamic stability of mixture was evaluated by soaking rutting and the fatigue life of asphalts mixture with and without AMP was measured by universal test machine (UTM). After adding AMP, Retained Marshall Stability, Tensile Strength Ratio and dynamic stability value of asphalt concrete is higher than that of non-containing AMP asphalt concrete. The failure life of asphalt concrete increased as adding AMP. The results showed that the addition of AMP could improve the performance of failure life and resistance to moisture damage.
12
Wang, Zhengxing, Jutao Hao, Jian Yang, Yan Cao, Xiulin Li, and Shijia Liu. "Experimental Study on Hydraulic Fracturing of High Asphalt Concrete Core Rock-Fill Dam." Applied Sciences 9, no. 11 (June 3, 2019): 2285. http://dx.doi.org/10.3390/app9112285.
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In this paper, we experiment on the hydraulic fracturing of asphalt concrete with a voids content higher than 3%, which has arisen from the possible local shear dilatancy of Quxue asphalt’s core wall of concrete core dam, the highest one of the sort constructed in the world. The model test has shown that under the sole water pressure 0.13 MPa—relevant to the pressure where the dilatancy could appear at core wall of Quxue dam—the asphalt concrete with a voids content of 3.5% underwent hydraulic fracturing. Furthermore, the asphalt concrete with a voids content of 3.0% was tested for nearly 500 h and no sign of hydraulic fracturing was found, which again confirmed the threshold requirement for a 3% voids content to the impervious asphalt concrete to the hydraulic fracture concern. According to the analysis of the test result, the theory of fracture mechanics could be applied to the hydraulic fracture of asphalt concrete with a voids content between 3.4~4.0%, which behaved during hydraulic fracturing like a quasi-brittle material, similar to concrete. Because the hydraulic fracturing could occur in the shear dilatant asphalt concrete, a proper mix proportion of asphalt concrete to a project with adverse stress state should be carefully designed to rule out the possibility of shear dilatancy.
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Chuong, Le Hong, Ung Quoc Trang, and Ngo Lam. "Asphalt concrete testing device: Studying and designing based on the properties of asphalt concrete." Journal of Science and Technology in Civil Engineering (STCE) - NUCE 13, no. 1 (January 31, 2019): 60–65. http://dx.doi.org/10.31814/stce.nuce2019-13(1)-06.
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With the purpose of obtaining the shear strength parameters (friction angle, φ, and cohesion, c) of asphalt concretes. At the present time, almost the testing devices were designed based on the condition of the vehicle's load when they are moving on the pavement structure. That means, the fatigue resistance of the interfaces was determined through the loads acting at the interfaces between layers are repetitive mechanical action of the moving vehicles. With that view, the ratio of the normal and shear fatigue loads of asphalt concrete was not considered in terms of the nature of the material. An asphalt concrete testing device is proposed based on the modification from AST-2 instrument and Shear Fatigue Test instrument. The main parameters of this device are calculated from the ratio of shear stress and normal stress at the fatigue of the asphalt concrete according to the Mohr-Coulomb failure criterion. Test results with asphalt specimens show that the device is stable, the acting vertical loads were smaller and more stable.
Keywords: normal strength; shear stress; asphalt concrete; fatigue stresses.
Received 4 December 2018, Revised 20 December 2018, Accepted 24 January 2019
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Onyshchenko, Artur, Mykola Garkusha, Oleksandr Fedorenko, and Yevgen Plazii. "Study of the influence of the efficiency of application of asphalt concrete reinforced by basaltic fiber." Dorogi i mosti 2021 (March 25, 2021): 117–28. http://dx.doi.org/10.36100/dorogimosti2021.23.117.
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Introduction. Increasing the load on highways and constantly increasing the intensity of traffic requires the use of road construction materials with improved physical and mechanical properties. Asphalt concrete is one of the most common and effective materials, which allows to provide the necessary strength and durability of the pavement structure. However, the use of traditional materials for its preparation - mineral material and road bitumen has a limited resource, which does not always meet traffic conditions. Modern scientific research in materials science allows to use mixtures of asphalt concrete and asphalt concrete road with the use of basalt fiber.Apply mixtures of asphalt concrete and asphalt concrete road with the use of basalt fiber, allows to increase the mechanical characteristics - tensile strength and resistance to fatigue from repeated loads, which increases the crack resistance of asphalt concrete layers of pavement structures, as well as increases resistance to shape change. accumulation of residual deformations.Problem Statement. From the literature analysis it is established that the coating of non-rigid pavement is in difficult operating conditions, which is confirmed by the intensive growth of defects in the form of tracks, landslides, inflows, cracks, due to increasing parameters of transport loads and high summer temperatures, so there is a need new materials.Purpose. Is to study the impact of the effectiveness of asphalt concrete reinforced with basalt fiber.Results. The results of physical and mechanical properties of asphalt concretes with the use of basalt fiber are obtained. The results of formation of residual deformations in the form of track in asphalt concrete with the use of basalt fiber are obtained. As a result of the conducted researches the analysis of efficiency of application of basalt fiber in asphalt concrete mix is executed.On the basis of the carried-out researches the basic requirements to asphalt concrete mix with use of basalt fiber are establishedConclusions. The research results were used in the development of regulations for the design, construction and repair of asphalt layers of roads in Ukraine.Keywords: asphalt concrete road with basalt fiber, asphalt concrete mixes with basalt fiber, loading, covering, stability, temperature.
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Maleka, Abdulmalik Musa, Ahmed Wsoo Hamad, and Ramadhansyah Putra Jaya. "Effect of Palm Oil Fuel Ash (POFA) on the Durability of Asphaltic Concrete." Applied Mechanics and Materials 744-746 (March 2015): 1560–65. http://dx.doi.org/10.4028/www.scientific.net/amm.744-746.1560.
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The Cantabro durability test is usually used for open graded asphalt mixtures and has seen little use with dense graded mixtures. This paper presents durability data from the Cantabro test for Palm oil fuel ash (POFA) modified dense graded asphaltic concrete AC 14. The nature and amount of filler in an asphaltic concrete mixes significantly affect its design and performance. POFA is an ash obtained from the burning of waste material generated from the production of crude palm oil which is of high quantity in Malaysia. A number of trial mixes were prepared using the Marshall Mix design procedure with 5% POFA and 1% Ordinary Portland Cement (OPC) as filler materials to arrive at asphalt concrete mixtures that fulfil the Marshall criteria. Cantabro durability test was used to measure the durability of the asphaltic concrete. The results show that Marshall stability, flow, stiffness and cantabro loss values shows general improvement for the POFA modified asphalt compared to the control specimens.
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Lukashevich, Viktor, Igor Efanov, Viktor Vlasov, and Olga Lukashevich. "Asphalt concrete pavement reinforced with chemical fibers." MATEC Web of Conferences 216 (2018): 01013. http://dx.doi.org/10.1051/matecconf/201821601013.
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Asphalt concrete pavement which is currently built in accordance with the existing requirements does not withstand the standard service life. Various kinds of damages occur. Fiber reinforcement of asphalt concretes is one of the effective means to deal with deformations and fractures of road pavements, such as rutting, buckling, crack formation and shear. Chemical fibers serving as reinforcement are of great concern herein. The major purpose of this work was evaluation of reinforcement fibers resistance to natural environment and climatic impacts within the conditions of experimental production construction and studying compactibility of asphalt concrete mixture with fiber reinforcement. Infrared spectroscopy and physical-chemical investigations of fibers were used to study changing properties of fiber-forming polymer. Compactibility of asphalt concrete mixture with fiber reinforcement was determined upon compaction factor. Research results revealed insignificant influence of natural environment and climatic impacts on the properties of fiber reinforcement material. In order to obtain the standard compaction factor of asphalt concrete additional compacting impact is not required.
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Radziszewski, Piotr. "MODIFIED ASPHALT MIXTURES RESISTANCE TO PERMANENT DEFORMATIONS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 13, no. 4 (December 31, 2007): 307–15. http://dx.doi.org/10.3846/13923730.2007.9636451.
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Permanent deformations, primarily in the form of ruts, are one of the basic asphalt pavement damages impairing its service properties. Application of appropriate asphalt mixtures and binder modification are effective methods for improving asphalt courses resistance. While being manufactured, stored, fitted into a road pavement and during long term service, bitumen binders and asphalt mixtures are subject to continuous unfavourable ageing processes during which pavement courses characteristics change considerably, resistance to permanent deformations being among them. This article presents rut and dynamic creep test results of concrete, SMA (stone mastic asphalt), MNU (thin courses of non‐continuous grain mixtures), Superpave mixture and porous asphalt mixture of two air void content percentages: 15 %, 20 %. Asphalt concrete mixtures, MNU's and porous asphalt mixtures contained elastomer, plastomer and fine rubber modified binders. Samples for laboratory rut tests were made by slab compaction because this method, as the author's previous research had shown, was the closest to ‘in‐situ’ conditions. Resistance to permanent deformations of the examined specimens was evaluated before aging, after technological aging (short term ageing) and after service ageing (long‐term ageing). The test results show that resistance to permanent deformations depends on the kind of asphalt mixture and binder applied. Concrete asphalts with fine rubber modified bitumens and concrete asphalts with 7 % polymer modified binders as well as SMA's and Superpave mixtures with unmodified binders appeared to be most resistant to permanent deformations after a long‐term laboratory ageing. It was proved that the overall evaluation of resistance to permanent deformations could be obtained by rut and creep testing of asphalt mixtures exposed to short‐ and long‐term ageing. Simultaneous determining 4 parameters: maximum rut depth after short‐term ageing, rutting coefficient after operational ageing, stiffness creeping modulus after long‐term ageing and cumulated deformation after short‐term ageing, facilitates full characteristics of modified asphalt mixes designed to be built in the wearing course of a road pavement.
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Harvey, John, and Bor-Wen Tsai. "Long-Term Oven-Aging Effects on Fatigue and Initial Stiffness of Asphalt Concrete." Transportation Research Record: Journal of the Transportation Research Board 1590, no. 1 (January 1997): 89–98. http://dx.doi.org/10.3141/1590-11.
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An investigation of the effects of long-term oven aging (LTOA) on initial stiffness and fatigue of asphalt concrete was made using two typical California asphalts, known to have different aging characteristics, in mixes with one aggregate. Asphalt content, air-voids content, and days of LTOA were varied independently. Stiffness and fatigue were evaluated using the controlled-strain flexural beam test developed by the Strategic Highway Research Program Project A-003A. The results indicated that both mixes exhibited an increase in initial stiffness with LTOA periods of up to six days. The sensitivity of beam fatigue life to LTOA depended on the asphalt. Beams containing Valley asphalt had virtually no change in fatigue life due to LTOA, whereas beams with Coastal asphalt showed some sensitivity to LTOA. For both asphalts, the average reduction in fatigue life from 6 days of LTOA was less than that caused by a 3 percent increase in air-void content or a 1 percent decrease in asphalt content. Simulations of thick and thin pavement structures were performed to reconcile the effects of LTOA, asphalt content, and air-void content on mix fatigue life and stiffness by evaluating their combined effects on predicted pavement fatigue life. The simulations indicated that aging, as induced by LTOA, increased fatigue life for all cases except one.
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Tajdini, Milad, Ali Rostami, Mohammad M. Karimi, and Hasan Taherkhani. "Evaluation of the Geo-Mechanical Parameters of the Interface between Asphalt Concrete and Sand with Applying Direct Shear Test and Numerical Modeling." Advanced Materials Research 587 (November 2012): 116–21. http://dx.doi.org/10.4028/www.scientific.net/amr.587.116.
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Asphaltic concrete has been used as waterproofing core in embankment dams, since 1948. In this application, the asphaltic core is surrounded by granular filter materials. The interaction of the asphaltic concrete and the granular materials has not been sufficiently investigated. In this paper the mechanical behavior of the interface between a natural smooth sand filter and asphaltic concrete at different levels of normal stresses and a constant shear strain rate has been studied. Small scale direct shear test has been conducted in this study, in which the shear surface is considered as the interface. Asphalt concrete specimens used in the shear test were cut in square shape (10×10×2.5 cm) from cylindrical specimen compacted by modified marshal compaction method. According to the direct shear test the interface constitutive parameters (cohesion, friction angle and shear stiffness) have been obtained. Using the parameters obtained from the direct shear tests, the numerical model of the test by applying FLAC3D Finite Difference software has been made, for which the Mohr-Coulomb constitutive parameters of the asphalt concrete have been obtained from back analysis using ABAQUS Finite Element software according to the conducted Marshal Test results on the asphalt. Utilizing the obtained parameters for both asphalt and interface, the normal stiffness of the interface has been extracted by back analysis with applying FLAC3D. It is shown that the shear stiffness and shear yield strength of the interface between sand and asphalt concrete, and the normal stiffness of the interface increase with increasing the normal stress level since driving direct shear test. The results of this study can help solving numerical problems of the interaction of asphaltic core and surrounding soil with considering more precise interface constitutive value, especially in the embankment dams with asphaltic core, which normal stress distribution on the asphaltic core varies through the different depths in the dam due to the hydrostatic pressure.
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Mateos, Angel, Miguel Angel Millan, John T. Harvey, Fabian Paniagua, and Rongzong Wu. "Mechanisms of asphalt cracking and concrete-asphalt debonding in concrete overlay on asphalt pavements." Construction and Building Materials 301 (September 2021): 124086. http://dx.doi.org/10.1016/j.conbuildmat.2021.124086.
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Berthelot, Curtis, Diana Podborochynski, Colin Wandzura, Colin Prang, and Brent Marjerison. "Triaxial frequency sweep characterization of Saskatchewan hot mix asphaltic concrete across asphalt cement binder type." Canadian Journal of Civil Engineering 36, no. 9 (September 2009): 1403–10. http://dx.doi.org/10.1139/l09-066.
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The purpose of this research was to determine how asphalt cement binder types influence the mechanical behaviour of hot mix asphalt concrete mixes. This research employed triaxial frequency sweep characterization of a typical City of Saskatoon Hot Mix Type A2 and a typical Saskatchewan Ministry of Highways and Infrastructure Hot Mix Type 70 across a range of triaxial load frequencies and stress states representative of Saskatchewan field state conditions. The asphaltic mixes were evaluated across four asphalt cement binder types typically employed by Saskatchewan road agencies. Based on the findings of this study, the mechanical behaviour of both asphalt mixes evaluated were found to be highly sensitive to load rate, stress state, as well as asphaltic binder type. It was concluded that load rate, field stress state, and asphalt binder type should be incorporated into the structural design of hot mix asphalt concrete pavements to ensure adequate mix performance, particularly when placed in severe field conditions.
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Onyshchenko, Artur, and Volodymyr Zelenovskiy. "ANALYSIS OF EXPERIMENTAL RESEARCH OF PHYSICAL AND MECHANICAL PROPERTIES OF EPOXY ASPHALT CONCRETE FOR ITS APPLICATION ON BRIDGE COVERING ON ROADS." Avtoshliakhovyk Ukrayiny 1, no. 265 (March 25, 2021): 43–51. http://dx.doi.org/10.33868/0365-8392-2021-1-265-43-51.
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Introduction. This paper considers the issue of improving the quality of coatings on road reinforced concrete, reinforced concrete bridges or metal bridges with orthotropic slab. The constructive decisions of increase of working capacity and fatigue durability of asphalt concrete coverings are offered. The results of the analysis of experimental researches of physical and mechanical properties of epoxy asphalt concrete are given. The efficiency of epoxy components in asphalt concrete mixtures, which significantly improve the physical and mechanical properties of bitumen, is shown. According to the results of experimental laboratory tests, a comparative analysis of the properties of epoxy asphalt concrete and source asphalt concrete on viscous and rarefied bitumen is given. Also, the influence of the duration and temperature of curing of epoxy components on the properties of epoxy asphalt concrete was analyzed. Problem statement. In today’s conditions of high-speed intensive traffic, high traffic loads and adverse weather and climatic factors that occur in our country, increasing the durability of pavements on bridges to increase service life and reduce costs associated with maintenance, requires special attention. One of the effective ways to improve the quality and durability of asphalt pavements on road bridges is the modification of bitumen by using as the main material thermosetting polymer additives, in our case – epoxy components (epoxy resin and its hardener). Objective. The purpose of the analysis of experimental studies of physical and mechanical properties of epoxy asphalt concrete is to study the possibility of its use as a pavement on highways. As well as confirmation of efficiency in solving the problem of achieving increased fatigue life of such coatings at different load frequencies by increasing track resistance, strength, crack resistance and at the same time solving no less important issue to minimize the cost of repair and construction work during bridge operation. Materials and methods. Asphalt concrete coverings on orthotropic or reinforced concrete slab of the carriageway of the bridge with improved physical and mechanical properties due to the use of thermosetting polymer additives as a bitumen modifier. Results. The analysis of experimental researches of physical and mechanical properties of epoxy asphalt concrete is carried out and efficiency of its application for improvement of quality of coverings on road bridges and increase of their durability is defined. A set of studies was conducted to compare the properties of epoxy asphalt concrete and source asphalt concrete on viscous and rarefied bitumen. Conclusions. To increase the fatigue life of asphalt pavements on road bridges in modern conditions of high traffic intensity in our region with a wide range of operating temperatures, it is necessary to develop new solutions for the use of building materials. That is why the study of physical and mechanical properties of asphalt concretes improved by thermosetting polymer additives in order to determine their true effectiveness in improving track resistance, strength and crack resistance of coatings based on them is an urgent issue today. The use of epoxy-asphalt concrete coating on orthotropic or reinforced concrete slab of the carriageway of the bridge requires special attention in establishing the optimal duration and curing temperature of epoxy components, which can dramatically affect its physical and mechanical properties and determine the cooking technology. Keywords: epoxy asphalt concrete, epoxy asphalt concrete mixture, physical and mechanical properties of epoxy asphalt concrete, composition of epoxy asphalt concrete mixtures, epoxy resin, road bitumen, modification of bitumen, properties of bitumen, durability of paving.
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Handayani, Ani Tjitra, Bagus Hario Setiaji, and Sri Prabandiyani. "The Use of Natural Zeolite as an Additive in Warm Mix Asphalt with Polymer Modified Asphalt Binder." International Journal of Engineering Research in Africa 15 (April 2015): 35–46. http://dx.doi.org/10.4028/www.scientific.net/jera.15.35.
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Asphalt Concrete mixture of polymer modification are used to reduce the damage early and increasing the durability of pavement to various damage such as permanent deformation, cracking due to temperature changes, fatigue During this process the polymer asphalt mixing using Hot Mix Asphalt / HMA. In accordance with the name and nature of hot mix asphalt, require high enough heating temperature on the Asphalt Mixing Plant (AMP), and also requires a high temperature compaction. As a result, it takes quite a lot of fuel so produced a large exhaust emissions. Emissions generated during the mixing process and compaction of HMA is a challenge for the environment. Some countries have developed a method of asphalt mixture to overcome this by using Warm Mix Asphalt technology. Warm Mix Asphalt is the technology of mixing and compaction temperatures of asphalt mixtures using mixing and compaction temperatures lower than Hot Mix Asphalt. Decreasing the mixing and compaction temperatures by adding additives to the asphalt mixture. Types of additives that have been widely used and developed for Warm Mix Asphalt them is the use of synthetic zeolites with various trademarks such as Aspha-min (R), Sasobit(R) dan Advera(R). In this paper the synthetic zeolite will be replaced by natural zeolite as an additive to be mixed with a mixture of Polymer Modified Asphalt Concrete. This study uses laboratory testing, using aggregate materials from Subang, West Java, Asphalt Elastomer Polymers, natural zeolite mineral mordenite sourced from Bayat, Central Java, Indonesia. Tests using a mixture Marshall Test. Marshall test results stated that the levels of natural zeolite 1% can reduce the temperature of mixing and compaction temperatures on Polymer Modified Concrete Asphalt mix 30°C, lower than the temperature of the mixture of Polymer Modified Asphalt Concrete without zeolite. Keywords: additive, Natural Zeolites, Warm Mixed Asphalt, Polymer Modified Asphalt Concrete
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Chernov, Sergey A., K. D. Golyubin, and Lyudmila V. Eremeeva. "Modifying Additives Effect on Use Properties of Asphalt Concrete." Materials Science Forum 931 (September 2018): 653–60. http://dx.doi.org/10.4028/www.scientific.net/msf.931.653.
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The article dwells on the results of the survey of the asphalt concrete modified with various additives. It contains the results of the impact made by the modifying additives on the physical mechanic and performance properties (rutting resistance, fatigue life and permanent deformation accumulation resistance) of the Type A Grade I asphalt concretes. In the article the regularities of the influence exerted by the formula-related and technological factors on the asphalt concrete properties were established. Consistent with the obtained results forecasting of rutting in accordance with AVTODOR STO 2.28-2016 and forecasting of fatigue damage accumulation on the basis of the Miner’s cumulative model of damage linear addition were executed. On the basis of the forecast results the interrepair life of the road structures with the pavement courses of asphalt concretes containing the surveyed modifiers was evaluated.
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Paniagua, Fabian, Julio Paniagua, Angel Mateos, Rongzong Wu, and John T. Harvey. "Full-Scale Evaluation of Concrete-Asphalt Interphase in Thin Bonded Concrete Overlay on Asphalt Pavements." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 17, 2020): 676–86. http://dx.doi.org/10.1177/0361198120931102.
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Thin bonded concrete overlay on asphalt (BCOA) pavements rely on concrete-asphalt bonding to resist traffic loading. To investigate variables affecting bonding, experimental data were used from 15 instrumented thin BCOA sections, with 11 tested with heavy vehicle simulators (HVS). Sections included three slab sizes, four rapid-strength concrete mixes, new and old asphalt bases, and three asphalt surface texturing techniques. Analysis of strain data from HVS testing served to determine the concrete-asphalt bonding condition. Laboratory testing and forensic data from the sections were also evaluated. Overall, the performance of concrete-asphalt bonding in the sections with 1.8 × 1.8 m (6 × 6 ft) slabs was excellent. In these sections, concrete-asphalt bonding remained intact throughout the HVS testing despite the unfavorable testing conditions, which included flooding of the section, channelized traffic at the slab edge, and HVS wheel (half axle) loading of up to 100 kN (22.5 kips). The sections with 3.6 × 3.6 m (12 × 12 ft) slabs presented a delamination band between the asphalt and concrete along the perimeter of the slabs. This delamination was a tensile break occurring in the asphalt around 5–10 mm (0.2–0.4 in.) below the concrete-asphalt interphase caused by the large vertical hygrothermal deformations in the slabs. Because of this asphalt failure, the concrete and asphalt worked as two independent layers near the transverse joints. Based on laboratory procedures, it was observed that cement paste penetration into the asphalt layer caused a reinforcing effect in the concrete-asphalt interphase. It was also observed that milling and micromilling did not improve the concrete-asphalt bonding.
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Amoussou, Rétyce I. H. D. T., Hiroshi Tanoue, Mitsuru Sasaki, and Mitsuhiro Shigeishi. "Hydrothermal recovery of asphalt from asphalt concrete." Construction and Building Materials 125 (October 2016): 1196–204. http://dx.doi.org/10.1016/j.conbuildmat.2016.07.129.
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Li, Zhongyu, Tingguo Liu, Jicun Shi, Uladzimir Veranko, and Vitali Zankavich. "FATIGUE RESISTANCE OF ASPHALT CONCRETE PAVEMENTS. PECULIARITY AND ASSESSMENTS OF POTENTIALS." Baltic Journal of Road and Bridge Engineering 12, no. 4 (December 13, 2017): 270–75. http://dx.doi.org/10.3846/bjrbe.2017.34.
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This article presents the results of research of processes of deformation and destruction of asphalt concrete pavements under cyclic loads. As the ground for such approach to estimation of the asphalt concrete properties served the proof that regardless of the composition and structure of asphalt concrete with an equal amount of elastic (viscoplastic) bonds possess the same relaxation ability. This situation is a significant feature of the behaviour of asphalt concrete, which opens the way for the development of certain approaches to the analysis of their properties, evaluation of reliability and durability. The promising methodology for the comparative assessment of fatigue and cyclic durability of asphalt concrete by exploring the complex set of elastic and viscoplastic bonds in their structure depending on the temperature, magnitude, and modes of action of the loads is proposed in the presented work. In the future, the establishment of patterns of behaviour of asphalt concretes with the same set of elastic bonds is allows to optimize compositions based on the principles of temperature-structural analogythat is relevant in studying fatigue and cyclic durability as well as low-temperature crack resistance and shear stability.
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Wu, Jin Rong, Qin Yong Ma, and Xiao Hong Dong. "Test and Analysis on Asphalt Content for Fatigue Performance of Polyester Fiber Asphalt Concrete." Materials Science Forum 852 (April 2016): 1488–92. http://dx.doi.org/10.4028/www.scientific.net/msf.852.1488.
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The change law for fatigue properties of polyester fiber asphalt concrete was acquired under different asphalt content by three point bending tests. The results indicate that fatigue life of polyester fiber asphalt concrete increases firstly and then declines with asphalt content increasing, which shows an optimum asphalt content,4.8%. The optimal asphalt content of polyester fiber asphalt concrete is bigger than that of common asphalt concrete. The way to improve fatigue performance of asphalt pavement is found through studying on polyester fiber asphalt concrete. All will provide a theoretical basis for structural design of asphalt pavement.
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Hou, Yueqin, Xiaoping Ji, Jia Li, and Xianghang Li. "Adhesion between Asphalt and Recycled Concrete Aggregate and Its Impact on the Properties of Asphalt Mixture." Materials 11, no. 12 (December 12, 2018): 2528. http://dx.doi.org/10.3390/ma11122528.
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To study and evaluate the adhesion between recycled concrete aggregate and asphalt, the contact angles (CAs) between droplet (water and ethanol) and recycled concrete aggregate (RCA), natural aggregates, and solid bitumen (matrix asphalt, SBS modified asphalt) were tested via the sessile drop method with an optical microscope. The surface free energy was then calculated. The CAs between hot asphalt and RCA and natural aggregates were tested via the hanging slice method. The adhesive energy between asphalt and RCA and natural aggregates were calculated based on the test results of the surface free energy and CAs. Then, the influence of RCA on the water stability and fatigue performance of the asphalt mixture was analyzed by testing the water stability and fatigue properties of hot mix asphalts containing RCA (HMA-RCA) with different aggregates and RCA dosages. The surface energy of the various aggregates and the CAs between aggregates and asphalts were sorted as follows: Granite > RCA > serpentinite > limestone. The surface energy and CA of RCA were very close to that of serpentinite. The adhesive energy between various aggregates and asphalt were sorted as follows: Limestone > serpentinite > RCA > granite. The adhesive energy between RCA and asphalt was also very close to that of serpentinite. The residual Marshall stability, tensile strength ratio, and fatigue performance of the HMA-RCAs were gradually reduced along with the increasing RCA dosage. This effect may be attributed to the fact that the adhesive energy between the RCA and the asphalt was less than that of water and that the asphalt was easily stripped from the RCA surface. Excessive RCA content in the aggregate can lead to excessive porosity of the HMA-RCA. The CAs and adhesive energy between RCA and asphalt showed significant effects on the water stability and fatigue performance of HMA-RCA.
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Marques, Vagner da Costa, Bismak Oliveira de Queiroz, Diego Meira de Lacerda, Antônio Marcos de Araújo Gouveia, and Ricardo Almeida de Melo. "Mechanical Performance of Asphalt Mixtures with Natural Aggregates and Recycled Aggregates for Surface Course." Key Engineering Materials 600 (March 2014): 657–66. http://dx.doi.org/10.4028/www.scientific.net/kem.600.657.
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The recycled aggregates of construction and demolition solid waste can be used on pavements to decrease environmental impacts in cities. Thus, this study aimed to compare the mechanical performance of asphaltic mixtures made with natural aggregates and concrete recycled aggregates for surface course of pavements. The materials were collected in an asphalt mixing plant and in a construction and demolition solid waste recycling plant located in João Pessoa/PB, Brazil. The Marshall asphalt mix design was chosen to determine optimum asphalt content and evaluate mechanical performance of asphaltic mixtures. The asphalt mixtures specimens were composed of natural aggregates, and afterwards of recycled aggregates with percent contents of 25, 50 and 100. The optimum asphalt contents were 5.7 and 7.5%, Marshall stability of 1,070 and 790 Kgf, flow of 6.2 and 5.7 mm for natural aggregate asphalt mixtures and asphalt mixtures with 25% recycled aggregates, respectively. Moreover, percent air voids and percent voids filled with asphalt met the Brazilian DNIT: ES 031/2006 specified standard. However, the asphalt mixtures with 50 and 100% recycled aggregates did not meet the specified standard. Therefore, it was concluded that the replacement of natural aggregates with 25% recycled concrete aggregates in asphalt mixtures can be technically viable to build asphalt surface course on pavements, besides lowering pavement costs and decreasing environmental impacts.
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Kopylov, V., and O. N. Burenina. "Influence of Oil Sludge on Properties of Asphalt Concretes Used in Regions of the Far North." Materials Science Forum 945 (February 2019): 158–62. http://dx.doi.org/10.4028/www.scientific.net/msf.945.158.
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The paper considers the physicochemical activation of mineral powders used in asphalt concretes. Oil storage wastes, called oil sludges, are proposed to use as a surfactant. Activation of the surface of mineral powders is accomplished during the joint grinding of powder and oil sludge in a ball mill. As a result, the surface of mineral powders acquires hydrophobic properties; their physico-mechanical characteristics are improved: the reduction of porosity, bitumen content, and of the swelling index of asphaltic substances are observed. The introduction of activated powders into the composition of asphalt concretes can significantly reduce the amount of the required bitumen in the mixture. Decrease in water saturation index is detected in asphaltic concrete with activated mineral powders unlike in the test specimen. This implies an improvement in the index of resistance to atmospheric corrosion.
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Sun, Jian, Andrii Bieliatynskyi, Kateryna Krayushkina, and Oleksandra Akmaldinova. "Research progress of steel slag asphalt concrete." E3S Web of Conferences 175 (2020): 11014. http://dx.doi.org/10.1051/e3sconf/202017511014.
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Steel slag asphalt concrete is one of the important components of asphalt concrete. There are some differences between the steel slag asphalt concrete and ordinary asphalt concrete. Based on the research of scholars at home and abroad, this paper systematically introduces the steel slag characteristics and excellent performance of steel slag asphalt concrete, summarizes the problems existing in the practical application of steel slag asphalt concrete, and provides references for its promotion and application.
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Haynes, Matthew A., Erdem Coleri, and Shashwath Sreedhar. "Impermeable Asphalt Concrete Layer to Protect and Seal Concrete Bridge Decks." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 6 (April 18, 2019): 355–67. http://dx.doi.org/10.1177/0361198119841041.
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Deterioration of the concrete bridge deck is one of the most significant problems affecting the service life of bridges in the United States (U.S.). The early failure of asphalt pavement overlays on concrete bridge decks with spray-on waterproofing membranes has been recognized as a significant issue by the Oregon Department of Transportation (ODOT). Potential reasons for the failure of the asphalt overlays were thought to be the poor adhesion between the waterproofing membrane and the asphalt-wearing course, and the material properties of the asphalt layer. Moisture penetration into the asphalt overlay and standing water on the concrete bridge deck result in expansion and contraction at the interface on the bridge deck during freeze-thaw cycles. Expansion and contraction because of freeze-thaw cycles cause debonding at the interface and result in an increased rate of deterioration for the asphalt concrete overlay. Additionally, the de-icing salts used to prevent hazardous roadway surfaces in the winter permeate into the deck and cause corrosion of the steel reinforcement, weakening the structural integrity of the bridge. The main goal of this study is to develop an impermeable asphalt mixture with high cracking and rutting resistance that can seal and protect the concrete bridge deck by preventing water and de-icing salts from penetrating into the concrete deck. Permeability of developed asphalt mixtures was quantified by permeability testing and moisture sensor measurements. Rutting and cracking resistance of the developed impermeable asphalt mixture strategies were also evaluated by conducting flow number (FN) and semi-circular bend (SCB) tests in the laboratory.
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Estakhri, Cindy K., and Donald Saylak. "Sulfur-Modified Bottom Ash as Aggregate in Hot-Mix Asphalt Concrete: Field Demonstration Project." Transportation Research Record: Journal of the Transportation Research Board 1723, no. 1 (January 2000): 57–65. http://dx.doi.org/10.3141/1723-08.
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The use of bottom ash in road construction as an aggregate for both roadway surfaces and base courses has been limited because of its absorbency and friability. The former tends to increase asphalt binder demand, and the latter adversely affects its ability to withstand the crushing effects of traffic loads. Nevertheless, bottom ash is lighter in weight and generally much cheaper than conventional quality aggregates such as crushed limestone, sand, and gravel. Research was undertaken to upgrade the load-bearing characteristics of bottom ash and maximize its use in asphaltic concrete mixtures through sulfur modification. The process essentially coats the ash with liquid sulfur, which, upon cooling, fills the voids on the surface of the particles while increasing their crushing resistance. The results of laboratory investigations indicate that asphaltic concrete mixture designs in which bottom ash represents 50 to 100 percent of the aggregate fraction can be achieved. Sulfur-modified bottom ash (SMBA) mixtures compare favorably with typical Texas Department of Transportation surface course mixtures in terms of strength, durability, and asphalt demand. Results of a field demonstration project in which SMBA was incorporated into hot-mix asphalt concrete are presented. An asphalt batch plant was successfully used to incorporate the sulfur into the bottom ash and produce the hotmix asphalt concrete. The mixture was successfully placed as a 50-mm (2-in.) overlay on an existing asphalt surface at the entry to the asphalt plant facility, and adequate density was achieved with standard compaction equipment. The SMBA hot-mix overlay is currently under traffic by heavy haul trucks entering the plant facility, and early indications of performance are good.
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Gao, Chun Mei, Shuo Han, Kai Xuan Zhu, and Zhen Yong Wang. "Research on Basalt Fiber Asphalt Concrete's High Temperature Performance." Applied Mechanics and Materials 505-506 (January 2014): 39–42. http://dx.doi.org/10.4028/www.scientific.net/amm.505-506.39.
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Conduct experimental study on high temperature performance about asphalt concrete with 6mm basalt fiber and ordinary asphalt concrete, 6mm fibers whose dosage is 0.12%0.15% and 0.17%, test method is high temperature rut test, test temperature is 60°C. The results show that basalt fiber can improve the high temperature properties of asphalt concrete substrate, in which basalt fiber asphalt concrete maximum dynamic stability value is almost 1.27 times that of ordinary asphalt concrete, permanent deformation is 34.02% lower than that of the ordinary asphalt concrete, improved the shear performance of asphalt concrete;for high temperature performance, the optimum amount of value about 6mm basalt fiber is 0.15% .
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Wu, Shao Peng, Tian Gui Liu, Ling Pang, Ting Wei Cao, and Pan Pan. "Study of High Temperature Performance and Low Temperature Property on Layered Silicate Modified Asphalt Concrete." Key Engineering Materials 509 (April 2012): 189–93. http://dx.doi.org/10.4028/www.scientific.net/kem.509.189.
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Montmorillonite (MMT), a typical layered silicate, has been widely used to prepare modified asphalt. This paper investigates the high temperature performance and low temperature property on layered silicate modified asphalt concrete. The control concrete is prepared by base asphalt. Meanwhile, three-point bending, conventional and SHRP rutting tests are used to compare the properties of the two types of asphalt concrete. The results of conventional and SHRP rutting tests show that the modified asphalt concrete exhibits a better high temperature performance than the control concrete. And the maximum bending strength of modified asphalt concrete is higher than that of control concrete at the same temperature. It can be concluded that both the high temperature performance and low temperature property of asphalt concrete has been improved efficiently by utilization of layered silicate modified asphalt.
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Chen, Yuan Zhao, and Zhen Xia Li. "High Temperature Stability of Modified Asphalt Concrete." Applied Mechanics and Materials 438-439 (October 2013): 391–94. http://dx.doi.org/10.4028/www.scientific.net/amm.438-439.391.
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According to high temperature weak stability of common asphalt mixture, rutting tests of diatomite modified asphalt mixture, modified lake asphalt mixture, modified rock asphalt mixture and common asphalt mixture are carried out. Changes of dynamic stability for common asphalt mixture compared with modified asphalt mixtures are comparatively analysed. The results show that compared with common asphalt mixture, rutting resistances of diatomite modified asphalt mixture, modified lake asphalt mixture and modified rock asphalt mixture are greatly improved. It is proposed that those kinds of modified asphalt mixture are adopted in asphalt pavement of large longitudinal slope section.
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Galdina, V. D., and N. S. Galdin. "Optimization of Temperatures of Hashing Asphaltic Concrete Mixes Taking into Account the Structural Type of Bitumen." Materials Science Forum 945 (February 2019): 226–32. http://dx.doi.org/10.4028/www.scientific.net/msf.945.226.
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Researches by definition of optimum temperatures at hashing asphaltic concrete mixes on bitumens of different structural types with application of a method of mathematical designing of experiments are presented. Varied factors at manufacturing asphaltic concrete mixes were an index of a penetration of bitumen as the characteristic of a structural type of bitumen, the maintenance of bitumen and temperature of hashing of mixes. Processing of results of experiment is executed with application of computer technologies by means of a package of applied programs Maple. Mathematical models of physicomechanical properties of asphaltic concretes in the form of the equations the regressions reflective link between investigated properties of asphaltic concretes and varied factors are received. It is determined that at reduction of an index of a penetration and a rise of temperature of mixing strength of an asphaltic concrete increases. At a rise of temperature of hashing and increas asphalt content in mixes the water-resistance of an asphaltic concrete increases. On extreme dependences of indicators of durability at a tensioning and a tension in bending from hashing temperature optimum temperatures of hashing asphaltic concrete mixes are defined. It is established that optimum temperatures of hashing depends on an index of a penetration of bitumen and raise at its reduction.
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Diallo, Amadou Oury, and Muhammet Vefa Akpinar. "Mechanistic Responses of Asphalt Concrete Overlay Over Jointed Plain Concrete Pavement Using Finite Element Method." Baltic Journal of Road and Bridge Engineering 15, no. 5 (December 23, 2020): 80–93. http://dx.doi.org/10.7250/bjrbe.2020-15.508.
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This study focused on the development of a three-dimensional Finite Element Model of an asphalt concrete overlaid on a jointed plain concrete pavement to assess the mechanical behaviour of the pavement under traffic load. The objective of this study was to determine the influence of different asphalt concrete thickness, asphalt concrete modulus, the interface bond between the asphalt concrete and the Portland cement concrete layer, Portland cement concrete modulus, and joint width on the tensile strain at the bottom of the asphalt overlay. The results showed that changes in the pavement parameters result in a large range of variations on the magnitude of pavement responses. The magnitude of the longitudinal tensile strain at the bottom of the overlay varied between 25 με and 460 με. Asphalt concrete thickness, interface contact condition, and asphalt concrete modulus parameters had the most influence on the pavement responses. The interface bonding condition was significant, regardless of the thickness of the surface layer.
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Shishelova, T. I., V. V. Fedchishin, and M. A. Khramovskih. "Wollastonite-based asphalt concrete." IOP Conference Series: Earth and Environmental Science 751, no. 1 (April 1, 2021): 012123. http://dx.doi.org/10.1088/1755-1315/751/1/012123.
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Li, Sheng, Zhao Hui Liu, and Xin Chun Chen. "Application Technology of Thin Asphalt Concrete Overlay on Old Pavement." Advanced Materials Research 282-283 (July 2011): 124–28. http://dx.doi.org/10.4028/www.scientific.net/amr.282-283.124.
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Application technology of thin asphalt concrete overlay on old pavement is an important measure to keep pavement structural bearing capacity and its service performance.This paper is mainly focus on the characteristics application technology of thin asphalt concrete overlay on old pavement and the flaws of existing studies, discusses the concept of thin asphalt concrete overlay, introduces the design principle and applicable condition of thin asphalt concrete overlay, and researches the structure and thickness design of thin asphalt concrete overlay.This paper also summarizes the design method and construction technique for thin asphalt concrete overlay on old pavement.The results can provide a basis for construction and rational design of thin asphalt concrete overlay on old pavement.
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Zhao, Shu Qing. "Study on Short Carbon Fiber Asphalt Concrete Marshall." Advanced Materials Research 529 (June 2012): 446–49. http://dx.doi.org/10.4028/www.scientific.net/amr.529.446.
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The addition of chopped carbon fiber will effect on the pavement performance of asphalt concrete and reinforce and crack-resistance the concrete. The type, length and mixture of pitch carbon fiber have a significant impact on chopped carbon fiber asphalt concrete. This article discusses the effect of carbon fiber on the Marshall of concrete short asphalt, visits the change of Marshall Index, chooses the best short-cut ratio of concrete with carbon fiber asphalt and asphalt and gives guidance to the design of chopped carbon fiber asphalt concrete and construction.
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Wu, Shao Peng, Bo Li, Jian Qiu, and Ning Li. "Effects of Conductive Fillers on the Dynamic Response and Fatigue life of Conductive Asphalt Concrete." Key Engineering Materials 348-349 (September 2007): 145–48. http://dx.doi.org/10.4028/www.scientific.net/kem.348-349.145.
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It is currently interesting to use thermal or electrical conductive asphalt concrete for snow-melting and maintenance of asphalt pavements in winter. The addition of conductive fillers may have negative effects on the mechanical properties of asphalt concrete. The performance of conductive asphalt concrete is greatly affected by the initial crack and its propagation. Laboratory tests for neat and conductive asphalt concrete include Dynamic Modulus Test (DMT) and Indirect Tensile Fatigue Test (ITFT). DMT tests indicates that the value of dynamic modulus of asphalt concrete decreases with the increasing graphite content. It means that the conductive asphalt concrete achieves lower stiffness. It can be concluded from ITFT tests that the fatigue life (load cycle times) of conductive asphalt concrete is more than neat ones when stress level is under 1.0 MPa. Meanwhile higher fatigue resistance of conductive asphalt concrete is observed when carbon fibers (2 weight % of total aggregate) were added together with 22% graphite, especially at low stress levels.
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Raad, Lutfi, Steve Saboundjian, and George Minassian. "Field Aging Effects on Fatigue of Asphalt Concrete and Asphalt-Rubber Concrete." Transportation Research Record: Journal of the Transportation Research Board 1767, no. 1 (January 2001): 126–34. http://dx.doi.org/10.3141/1767-16.
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Khamad, Rami. "Estimation of fuel resistance of asphalt concrete and polymer modified asphalt concrete." Eastern-European Journal of Enterprise Technologies 3, no. 11(75) (June 24, 2015): 35. http://dx.doi.org/10.15587/1729-4061.2015.43713.
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Zheng, Mulian, Peng Li, Jiangang Yang, Hongyin Li, Yangyang Qiu, and Zhengliang Zhang. "Fatigue character comparison between high modulus asphalt concrete and matrix asphalt concrete." Construction and Building Materials 206 (May 2019): 655–64. http://dx.doi.org/10.1016/j.conbuildmat.2019.01.170.
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Chen, Zheng, Shao Peng Wu, Mei Zhu Chen, and Jin Gang Wang. "Evaluation on Solar Heat Reflective Coatings to Reduce Asphalt Concrete Temperature." Materials Science Forum 620-622 (April 2009): 181–84. http://dx.doi.org/10.4028/www.scientific.net/msf.620-622.181.
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As the development of civil construction, the heat island effect in large cities of China has gradually become a social issue. Pavements, especially asphalt pavements, are considered to be one of the main causes of the heat island effect as they cover wide area of cities. In some regions, the surface of asphalt pavements can even be heated up to more than 70°C by solar irradiation in summer times due to the excellent heat-absorbing property of asphalt concrete. In this paper, a solar heat reflective coating on asphalt pavement was investigated to reduce asphalt pavements temperature and mitigate the heat island effect. A solar heat reflective coating was synthesized with certain component contents of resin, pigments, fillings and additives on the basis of the principles of heat reflection. The surface temperatures of the concrete covered by solar heat reflective coating and the reference were compared. Meanwhile, an accelerated loading test with loaded vehicles was performed for these two asphalt concretes. The influence of the reduction in the surface temperature on the air temperature was simulated. The research results indicate that the solar heat reflective coating can obviously reduce the surface temperature of asphalt concrete for its high light-reflection rate in the infrared and visible wavelength region. Furthermore, the accelerated loading test also suggests that this coating improves the rutting resistance of the asphalt concrete compared to the reference when exposed to the same irradiation strength. Therefore, this solar heat reflective coating on asphalt pavement could be adopted as a countermeasure against the heat island effect.
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Ma, Tao, Yao Zhang, Hao Wang, Xiaoming Huang, and Yongli Zhao. "Influences by Air Voids on the Low-Temperature Cracking Property of Dense-Graded Asphalt Concrete Based on Micromechanical Modeling." Advances in Materials Science and Engineering 2016 (2016): 1–10. http://dx.doi.org/10.1155/2016/6942696.
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This study characterized the impacts of air voids on the low-temperature cracking behavior of dense-graded asphalt concrete. Virtual low-temperature bending beam test for dense-graded asphalt concrete was built and executed by discrete element method and PFC3D (particle flow code in three dimensions). Virtual tests were applied to analyze the impacts by content, distribution, and size of air voids on the low-temperature properties of dense-graded asphalt concrete. The results revealed that higher air void content results in worse low-temperature property of dense-graded asphalt concrete, especially when the air void content exceeds the designed air content; even with the same designed air void content, different distributing condition of air voids within asphalt concrete leads to different low-temperature properties of asphalt concrete, especially when the air void content in the central-lower part of testing sample varies. Bigger size of single air void which tends to form interconnected air voids within asphalt concrete has more harmful impacts on the low-temperature properties of asphalt concrete. Thus, to achieve satisfied low-temperature properties of dense-graded asphalt concrete, it is critical to ensure the designed air void content, improve the distribution of air voids, and reduce the interconnected air voids for dense-graded asphalt concrete.
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Yue, Zhong Qi, and Isabelle Morin. "Digital image processing for aggregate orientation in asphalt concrete mixtures." Canadian Journal of Civil Engineering 23, no. 2 (April 1, 1996): 480–89. http://dx.doi.org/10.1139/l96-052.
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Asphalt concrete is a composite material which consists of asphalt cement, voids, fine particles, sand, and coarse aggregates. Previous investigations of asphalt concrete mixtures have mainly concentrated on the macroscopic properties of the composite materials based on the assumption that the mixtures are homogeneous and isotropic. This paper applies an innovative digital image processing technique to quantify the orientations of coarse aggregate particles (≥ 2 mm) in asphalt concrete mixtures such as hot mix asphalt, stone matrix asphalt, and large stone asphalt compacted in the laboratory or field. The results indicate quantitatively that asphalt concrete specimens compacted in the field or in the laboratory with gyratory compactor have an oriented structure of aggregate particle distribution where the major cross sections of aggregate particles have the tendency to lie horizontally, and that aggregate particles are more randomly oriented in the asphalt concrete specimens compacted in the laboratory with the Marshall compactor. Key words: asphalt concrete mixtures, digital image processing, microstructure, aggregate orientation, anisotropy, compaction methods.
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Shekhovtsova, S. Yu. "Features of the Formation of Properties of Stone-Mastic Asphalt Concrete Based on a Warm Polymer Modified Binder." Materials Science Forum 992 (May 2020): 200–205. http://dx.doi.org/10.4028/www.scientific.net/msf.992.200.
Full textAbstract:
Stone mastic asphalt concrete is one of the main types of asphalt concrete used for the construction of road surfaces. The quality, reliability and longevity of which depends on road safety of vehicles. To reduce the intensity of aging processes occurring at the stage of production and laying of asphalt concrete, "green" technologies are used, based on the use of physical and chemical processes that reduce the viscosity of bitumen to produce warm asphalt mixtures. This paper discusses the features of the formation of properties of crushed stone-mastic asphalt mixes SMA-15 based on polymer bitumen modified, compacted at lower temperatures, relative to traditional asphalt concrete. The influence of chemical additives of domestic and foreign production of DAD-TA and Cecabase RT 945 on the properties of modified binder and asphalt concrete was studied. It was established that they have a positive plasticizing effect on the modified bitumen binder in crushed stone-mastic asphalt concrete without a decrease in heat resistance and adhesive strength, which made it possible to compact asphalt concrete samples at low temperatures (up to 130°C) without negatively affecting the strength and deforming properties of asphalt concrete.