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1
Cetin, Mehmet. "PAVEMENT DESIGN WITH POROUS ASPHALT." Diss., Temple University Libraries, 2013. http://cdm16002.contentdm.oclc.org/cdm/ref/collection/p245801coll10/id/224799.
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Civil Engineering<br>Ph.D.<br>In this research study, a strategy was used for assigning stiffness values to various layers of the pavement system so that there are negligible tensile stresses in the subgrade and base layers. The stiffnesses of the aggregate base layers were assigned double the values of the corresponding subgrade materials. The layer thicknesses were designed to achieve surface deflection values within the acceptable limit. An innovative design procedure was developed for designing pavement sections covering various layer thicknesses, material and environmental variables. The designed sections were compared with the American Association of State Highway and Transportation Officials (AASHTO) procedure and the differences were critiqued. Porous asphalt layer was used as the surface course for all pavement sections. The calculations validated the general principle of pavement design, as the subgrade stiffness decreased the base thickness increased for the same surface course thickness and traffic. Structural design of 63 pavements sections was accomplished representing various temperature and materials including additives. Low Density Polyethylene, performance graded asphalt, different soils, aggregates, lime and cement were the component materials utilized in this research study. An explanation on the mechanics of the mixtures is given in the results and discussion section.<br>Temple University--Theses
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Masondo, Phumlani Thulani. "Further development of Twinlay porous asphalt surfaces." Thesis, Peninsula Technikon, 2001. http://hdl.handle.net/20.500.11838/1031.
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Thesis (MTech (Civil Engineering))--Peninsula Technikon, 2001<br>Road traffic noise (with tyre/road interaction being the predominating factor to the
generation of noise production especially at vehicle speed above 50 km/h) is
becoming an escalating problem that poses a threat to the environment. Ways and
means of eradicating or at least retarding this problem have led to the development
of Porous Asphalt surfaces which has excellent functionality. Porous asphalt has
been used mainly for reducing aquaplaning subsequently reducing splash and spray
thereby reducing accident rate during wet weather conditions, reducing road traffic
noise and improves wet weather skid resistance
Two layered construction so called "Twinlay" is a new development which was
initiated in the Netherland with an intention of optimizing reduction to road traffic
noise and also to solve the shortfalls (e.g. clogging) associated with the conventional
single layer of porous asphalt. Twinlay is made up of a bottom layer of porous
asphalt with a coarse single grained aggregate (11/16) and a thin top layer of fine
porous asphalt (4/8). Twinlay has many advantages as opposed to the previous
practises (single layer of porous asphalt) in South Africa, e.g the fine top layer acts as
a sieve preventing sand or dirt from clogging the coarse bottom layer, and also, the
fine surface texture of the top layer reduces tyre/road noise and many more.
More research into road/traffic noise reveals that the acoustic properties of a
conventional Twinlay porous asphalt surface can be further improved by introducing
a thick double layer system (e.g. Superfine Twinlay) with a superfine top singlegrained
aggregate mixture.
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Ahmed, Fuad. "Porous Asphalt Clogging Performance Under Swedish Conditions." Thesis, KTH, Byggvetenskap, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-166560.
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Porous asphalt has gradually gained a lot of popularity in the past ten years for its ability to reduce traffic noise, especially noise generated between tire and road surface. The acoustical absorption properties are mainly due to the pore structure and the texture of the mixture. However, the percentage of these pores decrease during the lifetime. The main reason is that dirt and organic material get stuck in the air void structure and eventually cause clogging. In Nordic countries, particles from the road which get released due to the use of spiked tires accelerate clogging. To minimize wear and tear of these roads, larger aggregates are used. But, larger stone size diminishes the noise absorption ability of the mixture. Another reason that is attributed to void reduction is post-compaction. The fact that these mixtures damage prematurely and need more maintenance than conventional pavements is the main reason for its limited use. Given these problem, it is therefore important to understand how clogging can be minimized and/or reverted via operational maintenance actions. Different types of cleaning vehicles have been used previously to restore porosity. Unfortunately, these cleaning attempts have led to ambiguities and the effect of cleaning is widely debated. A method to look inside and to measure this effect is needed. This thesis has compared nine field core samples of porous asphalt from E4 Huskvarna, with the aim to conduct an in depth analysis of the air voids distribution before and after cleaning with a particular cleaning method. For this, the Skanska maintenance vehicle was selected, named VägRen which is claimed to be optimized for porous asphalt under Nordic conditions has been used to clean a 100 m section. Cores were drilled before and after cleaning. The samples were scanned with high resolution X-ray computed tomography (CT) scanner in order to capture the entire morphology. The digital image analysis program, AvizoFire® was used to characterize the 3D internal structure of air voids. Porosity evaluation as a function of depth of the asphalt layers has been studied to analyze the void distribution and cleaning effectiveness of the dirt with the investigated method. The results show that: (i) No visible damage induced by VägRen could be detected. (ii) Skanska's maintenance vehicles increased the air voids in the entire cleaned core and connected air voids increased by 83 %. The knowledge generated from this study can assist in the broader understanding of effectively utilizing porous asphalt under Nordic Conditions, though more research will be needed for conclusive results on the general effectiveness of the cleaning method and the effect of the life time of the pavement.<br>Intresset för att använda bullerreducerande beläggningar har gradvis ökat de senaste tio åren på grund av dess förmåga att reducera trafikbuller och i synnerhet det buller som genereras mellan däck och vägbana. Den bullerreducerande förmågan beror främst på beläggningens textur samt porstruktur. Dessutom minskar den procentuella andelen hålrum med tiden, det är främst partiklar och vägdamm som fastnar i porstrukturen och medverkar till igensättning av hålrummen. Denna igensättning accelereras i de nordiska länderna på grund av frekvent användande av dubbdäck. För att minska dubbdäcksslitaget används ofta beläggningar med större maximal stenstorlek, dessa större stenar genererar dock mer trafikbuller. En annan faktor som kan bidra till minskat hålrum är relaterat till efterpackning av beläggningen. Faktum att dessa typer av asfalt försämras i förtid och kräver mer underhåll generellt motverkar en bredare användning av bullerreducerande beläggningar. Ovannämnda problem belyser vikten att förstå till vilken grad igensättningsprocessen av beläggningens porstruktur kan minimeras samt återställas med riktade underhållsåtgärder. För att förbättra den akustiska livslängden har olika typer av rengöringsutrustningar testats. Utvärderingen från dessa tester har inte varit entydiga, vilket har lett till att effekterna av rengöring har ifrågasatts. Det finns således ett behov av att kunna utvärdera porstrukturen före och efter rengöring. Föreliggande avhandling har jämfört nio borrkärnor från en bullerreducerande beläggning från E4 utanför Huskvarna, med syftet att utföra en djupanalys av borrkärnornas porstruktur. Skanskas egenutvecklade underhållsfordon, VägRen (VR), optimerad för nordiska förhållanden användes för att rengöra en sträcka på ca 100 m av E4:an. Borrkärnorna togs före och efter rengöringen. Provkropparna analyserades med en högupplöst röntgen datortomograf (CT) skanner för att framställa hela morfologin. Bilderna erhållna från datortomografin bearbetades till 3D med bildanalysprogrammet, AvizoFire®. Porositeten som funktion av beläggningsdjup har studerats för att analysera effeketen av den valda rengöringsmetoden. Resultaten visar att: (i) Inga synliga skador på den rengjorda sträckan, orsakade av VägRen. (ii) Skanskas rengöringsfordon återställde en del av hålrummet på samtliga nivåer för de tvättade provkropparna. Andel sammanhängande porer ökade med 83 \%. Kunskap erhållen från denna studie kan bidra till en djupare förståelse om mer optimal användande av bullerreducerande beläggningar under nordiskt klimat. Dock behövs det mer forskning för att fastställa effektiviteten av rengöringsmetoden och hur den påverkar livslängen.
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Elsafty, Mohamed Mahmoud Mohamed Hafez. "Study on long-term deformation and draindown properties of rubberized porous asphalt." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2016.
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The current research focused on the feasibility of CR incorporation in porous asphalt and the effectiveness on the permanent deformation behavior by the following high lights. In the first stage, a broad investigation (Literature review study) have been done in order to clarify the potential effectiveness of CR incorporation in any hot mix asphalt mixture by dry process, more focus on the porous asphalt experience. In the following the draindown test conducted in order to assess the feasibility CR replaced by common draindown fibers. Finally, experimental work continued by Creep characterization to evaluate the influence of CR on permanent deformation deficiencies of porous asphalt.
In the current research, the Polymer Modified Bitumen (PMB) is used during the mix design procedure, and in this way the compatibility of the PMB with CR investigated. In addition, the workability of the mixture considering the CR dry process incorporation with PMB was visually investigated and compared.
The results proved that the application of CR by dry process could improve the draindown properties of the mixture comparing to the conventional mixtures using common draindown mixtures, which from the economic and environmental point of view is crucial. The Uniaxial Cyclic Compression test results (creep characteristics) did not show apparent and remarkable differences within the reference (control) mixtures.
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Walsh, Christopher Mark. "Mechanical and rheological characterisation of porous asphalt materials with particular reference to ageing." Thesis, University of Liverpool, 1999. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.397390.
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Amer, Ahmed Shawky Abdelsalam Abdrabo. "Investigation on cohesion and bitumen/aggregate affinity of rubberized porous asphalt by dry process." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2016.
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The purpose of this study is to investigate the effect of crumb rubber on the performance characteristics of porous asphalt mixture in terms of binder/aggregates affinity and mixture cohesion. The recycling of scrap tires in asphalt pavements appears as an important alternative providing a large-scale market. The characteristics of bitumen are very important with regard to service life of porous asphalt pavement.
The experimental study consists of two main steps: Step I, sample fabrication by Marshall method with and without crumb rubber (worth mentioning that the mix design was performed in the first stage of the research.) and Step II, was dedicated to testing procedure in in order to investigate on performance characteristics of the porous asphalt mixtures.
During the experimental work in accordance to the Cantabro weight loss, to obtain the grade of cohesion between the aggregate and bitumen, the Rolling Bottle Test (RBT) in order to investigate on the effects of CR on bitumen affinity have been conducted and the results were compared.
The experimental tests result which has been performed in the laboratory of the University of Bologna shows that adding CR in both Cantabro weight loss and RBT could enhance the cohesion and affinity properties, which represents higher resistance to early raveling and stripping.
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Virgiliis, Afonso Luís Corrêa de. "Procedimentos de projeto e execução de pavimentos permeáveis visando retenção e amortecimento de picos de cheias." Universidade de São Paulo, 2009. http://www.teses.usp.br/teses/disponiveis/3/3138/tde-08092010-122549/.
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O trabalho tem por objetivo apresentar procedimentos de projeto e execução de obras de pavimentos permeáveis visando sua aplicação prática como medidas compensatórias de drenagem urbana com a finalidade de retenção e amortecimento de picos de enchentes em cidades densamente urbanizadas. Os procedimentos propostos se baseiam na experiência adquirida para a implementação de dois tipos de pavimentos permeáveis; um com revestimento constituído de blocos intertravados de concreto e outro com revestimento de concreto asfáltico poroso, conhecido como camada porosa de atrito. Para subsidiar o trabalho uma pista experimental foi construída como área de estacionamento nas dependências do Centro Tecnológico de Hidráulica CTH na Universidade de São Paulo onde foi realizado o experimento. O local do estacionamento atua como um reservatório subsuperficial de águas pluviais sendo que sua estrutura, constituída de agregados granulares, abriga no interior de seus vazios a água infiltrada pelas camadas do pavimento. Recomenda-se, após os estudos, que os procedimentos e seqüências de atividades de projeto e execução de obras de pavimentos permeáveis sejam contemplados pelo poder público e privado como solução alternativa em diferentes empreendimentos urbanos como grandes áreas públicas ou particulares, estacionamentos, parques, quadras esportivas, passeios, calçamentos e ruas de pouca solicitação de tráfego entre outros.<br>The present work intents to show design and built procedures, of porous pavements; by paying attention on its practical appliances as compensatory option in urban drainage with purpose to retaining rainfall water by storage, reducing downstream flooding in cities with great urban density. The procedures here proposed are based in the know how acquired for the construction of two kinds of porous pavements: one built with interlocked concrete blocks and the other built with porous asphalt. In order to aid the present work, an experimental field was built as parking area inside the propriety of CTH Centro Tecnologico de Hidraulica in State University of Sao Paulo where the tests and experiments were made. The parking area is a reservoir structure where rain water is stored inside courses of aggregates. The storage volume is in the void space between particles of material that comes by infiltration trough the pavement layer. The commendation, after the studies, is that procedures and activities of design and build of porous pavements could be observed by government and private sector as alternative solution in many kinds of urban projects such as large public and private lots, parking areas sport fields side walks and streets, with low capacity of traffic loads, and so forth.
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FRIGIO, FRANCESCA. "Development of Sustainable (Hot and Warm Recycled) Porous Asphalt Mixtures through Laboratory and Field Investigation." Doctoral thesis, Università Politecnica delle Marche, 2017. http://hdl.handle.net/11566/245305.
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I conglomerati bituminosi drenanti sono ampliamente utilizzati come strati di usura autostradali grazie ai benefici apportati in termini di riduzione del rumore veicolare e il miglioramento delle condizioni di sicurezza in caso di pioggia. Nonostante i numerosi vantaggi, tali strati sono caratterizzati da una durabilità limitata a causa dell’elevato numero di vuoti che li rende più suscettibili a sgranamento e danni legati alla presenza d’acqua. Di conseguenza, i lavori di manutenzione autostradale sono spesso effettuati su strati drenanti, il che comporta l’accumulo di grandi quantità di materiale fresato (RAP). Allo stesso tempo, occorre considerare che solo gli aggregati vergini sono attualmente utilizzati per la produzione di miscele drenanti a causa delle loro delicate proprietà volumetriche. Al fine di promuovere l’uso di fresato anche in miscele drenanti è necessario che il RAP proveniente da strati di usura aperti sia stoccato separatamente dal resto e ri-utilizzato in tali strati. La prima parte del presente lavoro consiste in un’estesa ricerca sperimentale volta alla valutazione delle prestazioni meccaniche e di durabilità di miscele drenanti in cui i materiali vergini sono stati parzialmente sostituiti da materiale fresato proveniente esclusivamente da vecchie pavimentazioni drenanti.
Occorre altresì considerare che la sostituzione di aggregate vergini con materiale fresato implica l’utilizzo di temperature di produzione maggiori a causa della presenza di bitume invecchiato. Ciò comporta un maggiore consumo di energia e, quindi, maggiori costi di produzione e problemi ambientali legati all’emissione di gas dannosi. Quest’ultimo aspetto sta diventando cruciale dal momento che gli impianti di produzione si trovano sempre più spesso vicino ad agglomerati urbani; soluzioni urgenti sono quindi necessarie per risolvere sia il problema energetico che quello ambientale senza dover ridurre l’uso di materiale fresato nelle miscele. Una possibile soluzione è l’uso di additivi WMA (Warm Mix Additives) al fine di ridurre le temperature di produzione senza comprometterne la lavorabilità né la compattabilità delle miscele. In questo senso, la seconda parte del presente lavoro descrive l’indagine effettuata per valutare la possibilità d’impiego di vari additivi WMA per la produzione a temperature ridotte di miscele drenanti contenenti 15% di RAP.<br>Nowadays, porous asphalt (PA) mixtures are extensively used as motorway surface layers due to their benefits in reducing traffic noise and improving safety during wet conditions. Despite these advantages, PA layers are characterized by limited durability due to the high air void content that makes them more susceptible to ravelling and water damage. As a consequence, maintenance processes in the motorway network are often performed on PA layers leading to a considerable amount of milled material. Moreover, only the use of virgin aggregates is currently allowed in PA mixtures in many countries due to their low durability and delicate volumetric properties. In order to promote the use of Reclaimed Asphalt Pavement (RAP) also in the PA layers, milled material coming from old PA mixtures needs to be stockpiled separately and re-used in PA courses. Given this background, the first objective of this research is to evaluate the feasibility of including milled materials coming from old PA layers as partially substitution of virgin materials without compromise pavement performance.
Furthermore, it must be taken into account that the substitution of virgin aggregates with RAP requires the use of higher production temperatures, due to the presence of aged bitumen. This implies significant energy consumption and, thus, higher production costs as well as environmental issues related to harmful gasses emission. The latest aspect is becoming crucial since most of the production plants are located near urban agglomerations. Urgent solutions are needed in order to solve the energetic and environmental issues without reducing the use of recycled materials. In this sense, the use of Warm Mix Additives (WMA) can represent a valid solution since it allows significant reduction in production temperatures without compromising the workability and compactability properties of asphalt mixtures. In the second part of this experimental study, the feasibility of using different WMA additives available on the market were analyzed involving PA mixtures prepared with 15% of RAP.
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Gong, Shuchen. "Investigation of Air Void Structure in Double Layer Porous asphalt based on X-ray Computed Tomography." Thesis, KTH, Byggvetenskap, 2020. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-289428.
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The X-ray computed tomography is a technology to investigate air void structure of drilled asphalt cores, which provides a non-destructive alternative to traditional laboratory methods, usually destructive testing.In this work, six in-situ specimens from a double layer porous asphalt pavement in Linköping, Sweden, were taken and analysed using both qualitative and quantitative methods of tomography. The qualitative study focused on identifying different features of the drilled cores, such as densification and air voids in the interface between the two porous layers. In the quantitative study, the air voids contents were quantified from processed tomography images. The tomography results of air voids content in all three directions (X, Y and Z), when increasing the calculated number of slices from 4 to 8, were compared to the measured air voids contents from a standardized laboratory method. Both t-test and F-test were applied to determine if a significant difference was found. Besides, the Evaluation Index (EI) was introduced to determine the most accurate combination slices and directions.The results shown here indicate that a reduced number of tomography slices can give enough accuracy in the determination of air voids content for the porous layers. The results also showed that air voids content determined with tomography gave no significant difference compared to the laboratory results. The most accurate combination found was, in this case, the Y+Z direction. Future development will focus on automatizing the determination of air voids, as well as mastic and aggregate phases using the same methodology of comparing tomography results with laboratory results.
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Hicks, Molly Erin. "REDUCE, REUSE, RECYCLE & RETHINK: ASSESSING THE SUSTAINABLE AND CREATIVE DEVELOPMENT OF PARK FURNISHINGS FOR THE MILL CREEK GREENWAY TRAIL, CINCINNATI, OHIO." Oxford, Ohio : Miami University, 2007. http://rave.ohiolink.edu/etdc/view?acc%5Fnum=miami1196967112.
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A practicum report for the degree of Master of Environmental Science, Institute of Environmental Sciences, Miami University, 2007.<br>Title from first page of PDF document. Includes bibliographical references (p. 63-73).
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Queiroz, Bismak Oliveira de. "Avaliação do desempenho de misturas asfálticas porosas modificadas com politereftalato de etileno (PET)." Universidade Federal da Paraíba, 2016. http://tede.biblioteca.ufpb.br:8080/handle/tede/9108.
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Previous issue date: 2016-09-30<br>Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES<br>The accumulated water on pavement surfaces is one of the factors responsible for the occurrence of traffic accidents, as it reduces the tire-pavement interface friction. The use of porous asphalt mixtures can increase road safety because it increases the adherence between a vehicle's tires and the pavement, especially in a wet highway, owing to its high drainage capacity. Accordingly, this research had the purpose of analyzing the use of polyethylene terephthalate (PET) waste as an alternative of additives to porous asphalt mixtures. The work method consisted of materials characterization, determination of the optimum binder content, production of three kinds of asphalt mixtures (conventional, with the addition of PET, and with polymer asphalt) and the performance of draindown tests, moisture susceptibility, resilient modulus, flow number, fatigue test, permeability to the asphalt mixtures, in their respective optimum binder contents. The PET was added to the mixtures by a dry process in the proportions of: 0; 0,33; 0,5; 0,75 e 1% regarding to the weight of the aggregates. The asphalt mixtures with polymer asphalt were taken as reference. Considering the mixtures design, additions of 0,75% PET up carried out the lowest optimum binder content. Besides that, the addition of PET contributed for a binder draindown inhibition and improved the mixtures performance regarding to moisture susceptibility. The PET additivated mixtures presented an increasing in the resilient modulus and a tendency of a longer fatigue life at low tension levels and high number of load applications. However, the mixtures are susceptible to rutting, even though presenting stiffening. Concerning to permeability, the execution of only one test became inconclusive. Although, it was verified that PET can present viability of being used as additive porous asphalt mixtures.<br>A água acumulada sobre a superfície do pavimento é uma das responsáveis pela ocorrência de acidentes em rodovias, por reduzir o atrito na interface pneu-pavimento. A adoção de misturas asfálticas porosas pode aumentar a segurança viária, pois seu uso favorece a aderência entre os pneus dos veículos e o pavimento, especialmente em pista molhada, tendo em vista a sua alta capacidade de drenagem. Diante disso, esta pesquisa objetivou analisar o uso de resíduos de politereftalato de etileno (PET) como aditivo para misturas asfálticas porosas. O método de trabalho consistiu na realização de ensaios de caracterização dos materiais utilizados, determinação do teor de projeto de ligante asfáltico, confecção de três tipos de misturas asfálticas (convencional, com adição de PET e com asfalto polímero) e realização de ensaios de escorrimento, dano por umidade induzida, módulo de resiliência, deformação permanente, vida de fadiga e permeabilidade para as misturas asfálticas, em seus respectivos teores de projeto de ligante asfáltico. A adição de PET nas misturas foi realizada via processo seco nas proporções 0,00; 0,33; 0,50; 0,75 e 1,00% em relação ao peso dos agregados. As misturas asfálticas com asfalto modificado por polímero foram tomadas como referência, tendo em vista a preferência do uso desse tipo de ligante em misturas porosas. Em termos de dosagem, adições de PET em até 0,75% resultaram na redução do teor de projeto de ligante asfáltico. Além disso, o PET contribuiu para a inibição do escorrimento do ligante e favoreceu o desempenho das misturas em relação ao dano por umidade induzida. As misturas aditivadas com PET apresentaram um aumento no módulo de resiliência e uma tendência de maior vida de fadiga para baixos níveis de tensões e elevadas repetições de carga. Porém, mostraram-se suscetíveis à deformação permanente, mesmo tendo apresentado um maior enrijecimento. Quanto a permeabilidade, é necessário a realização de mais ensaios de modo a garantir uma melhor confiabilidade nos resultados. De todo modo, pôde-se verificar que o PET pode apresentar viabilidade de ser utilizado como aditivos em misturas asfálticas porosas.
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Hedlöf, Ekvall Linnea. "Faktorer för effektiv infiltration av dagvatten hos permeabel asfalt." Thesis, Uppsala universitet, Institutionen för geovetenskaper, 2019. http://urn.kb.se/resolve?urn=urn:nbn:se:uu:diva-381159.
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För att permeabel asfalt skall vara ett bra sätt att ta hand om dagvatten i en stad med allt fler hårdgjorda ytor är det viktigt att den långsiktigt kan infiltrera dagvatten. Då det inte går att undvika att permeabel asfalt utsätts för små partiklar finns det en risk för att den skall sätta igen och förlora sin förmåga att infiltrera dagvatten. Som en skötselåtgärd för att förhindra att den sätter igen kan rengöring med högtryckstvätt och vakuumsugning göras. I detta examensarbete undersöktes det vilken effekt rengöring med högtryckstvätt och vakuumsugning har på permeabel asfalts infiltrationskapacitet. Vidare undersöktes även vilken typ av uppbyggnad av den permeabla asfalten som var mest lämplig för en effektiv infiltration. Litteraturstudie och intervjuer om permeabel asfalt samt infiltrationsförsök har utförts. För att uppbyggnaden av permeabel asfalt hydrologiskt sett skall fungera på ett bra sätt framkom det, i litteraturstudier och intervjuer, att det är viktigt att alla lager i uppbyggnaden verkligen är permeabla och att uppbyggnaden bör anpassas efter rådande förhållanden på anläggningsplatsen. Förhållanden som till exempel bör tas hänsyn till är underliggande jordart och närheten till grundvattenyta. I litteraturstudier och intervjuer framkom det att regelbunden skötsel av den permeabla asfalten är mycket viktig för dess långtidsfunktion att kunna infiltrera dagvatten. Infiltrationsförsöken skedde på två platser med permeabel asfalt i Uppsala; på en parkering vid ett köpcentrum i Gnista och på en lokalgata i Gränby backe. Infiltrationskapaciteten uppmättes innan och efter rengöring med högtryckstvätt och vakuumsugning på den permeabla asfalten. Vid Gnista kunde ingen infiltration uppmätas varken före eller efter rengöring. I Gränby backe ökade infiltrationskapaciteten från 0,47–0,71 mm/min till 1,24–12,23 mm/min efter rengöring. Denna infiltrationskapacitet visar på att den permeabla asfalten i Gränby backe kunde infiltrera dimensionerade regn med allt från 7 års återkomsttid till över 1000 års återkomsttid och med 10 minuters varaktighet. Det framkom i litteraturstudien att högtryckstvätt och vakuumsugning i olika studier har haft en positiv effekt på att upprätthålla och till viss del återskapa infiltrationskapaciteten hos permeabel asfalt. Vid infiltrationsförsöken i detta examensarbete påvisades även en positiv effekt, till viss del, av denna rengöringsmetod på infiltrationskapaciteten. Utifrån detta skulle rengöring med högtryckstvätt och vakuumsugning kunna rekommenderas som skötselmetod på permeabel asfalt. Resultaten i Gnista skiljde sig från de i Gränby backe då det i Gnista varken före eller efter rengöring fanns någon infiltrationskapacitet. Det skiljer sig endast ett år i ålder mellan de båda försöksplatserna, de har skötts på liknande sätt sedan anläggning och litteratur visar på att rengöring med högtryckstvätt och vakuumsugning skall ha en effekt på infiltrationskapaciteten. Detta kan tyda på att bristen på infiltrationsförmåga i Gnista kan bero på något annat än igensättning av den permeabla asfalten.<br>It is important that permeable asphalt is able to infiltrate storm water in the long-term for it to be a viable alternative for handling storm water. Permeable asphalt will always, in some way, be exposed to fine particles and therefore there is a risk that clogging will occur and that the permeable asphalt will lose its ability to infiltrate storm water. As a mean of maintenance cleaning with high pressure washing and vacuum cleaning can be done to prevent clogging. In this master thesis the effect of high pressure washing and vacuum cleaning on the infiltration capacity of permeable asphalt was examined. Also, the most suitable type of substructure for effective infiltration was examined. A literature study and interviews were conducted in combination with infiltration experiments on two locations with permeable asphalt in Uppsala. Literature studies and interviews state that for the substructure to be hydrologically well functioning it is important that every layer in the substructure really is permeable. The substructure should also be adapted to the conditions at the site where it is built. For example, conditions to take into consideration are soil type and highest level of groundwater. All through literature and interviews regular maintenance is said to be very important for the long-term functioning and infiltration of permeable asphalt. The infiltration experiments were conducted at a parking lot at a shopping center in Gnista and a small local street in Gränby backe. The infiltration capacity of the permeable asphalt was measured before and after maintenance with high pressure washing and vacuum suction. No infiltration capacity could be measured before or after maintenance at Gnista. In Gränby backe the infiltration capacity was 0,47-0,71 mm/min before maintenance and 1,24-12,23 mm/min after. According to this infiltration capacity the permeable asphalt in Gränby backe can infiltrate design rains with return periods of 7 years to over 1000 years and with a duration of 10 minutes. In research, high pressure washing, and vacuum suction were found to be able to maintain, and in some cases restore, infiltration capacity. In this master thesis’ infiltration experiments a positive effect on infiltration capacity by cleaning with high pressure washing and vacuum suction was partially found. According to this high pressure washing and vacuum suction can be recommended as a maintenance method on permeable pavement. The results from the two experiment sites stood apart from each other as Gnista had no infiltration capacity neither before nor after cleaning. In age, the two sites only differ by one year, and since they were built they have received similar maintenance and literature shows that high pressure washing and vacuums suction have an effect on infiltration capacity. This might indicate that the lack of infiltration capacity at Gnista might be due to something else than clogging.
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El-Tayeb, El-Sayed Mohamed. "Rétention d'alpha-oléfinésulfonates de sodium dans un sable argilo-calcaire : étude expérimentale et modélisation du transport en présence de cations divalents et d'asphalte." Vandoeuvre-les-Nancy, INPL, 1994. http://www.theses.fr/1994INPL149N.
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L’utilisation de tensioactifs de type alpha-oléfinésulfonate dans les procédés de récupération améliorée du pétrole apparait comme une solution à des gisements pétroliers possédant une eau de gisement moyennement salée contenant des cations divalents. L’optimisation du procédé passe par l'élaboration d'un modèle de transport traduisant l'évolution de la concentration du tensioactif, donc de son efficacité, lors de son transit au sein du milieu poreux que constitue le gisement. La modélisation s'est appuyée sur une méthode expérimentale reposant sur la chromatographie réactive, qui permet à partir de l'analyse de la réponse d'un milieu poreux à un signal de concentration de déduire qualitativement et quantitativement les interactions qui contrôlent le transport de l'espèce étudiée. Les expériences ont été effectuées sur un sable argilo-calcaire, le sable de gue et sur un mélange artificiel de sable d'argile, imprégné par de l'asphalte. Le mélange de tensioactif utilisé est une alphaoléfinésulfonate de sodium commerciale en C14-C16. Trois phénomènes prépondérants contrôlent le transport de ce tensio-actif au-dessus de la concentration micellaire critique: (1) l'adsorption est essentiellement contrôlée par la concentration en magnésium qui n'est pas contrôlée par les équilibres calcocarboniques (ii) la séparation chromatographique du mélange en trois classes de produits lors de l'adsorption (iii) le partage du à la présence d'asphalte sur la surface qui augmente notablement la capacité de rétention du milieu. À partir de ces observations un modèle global a été développé pour simuler le comportement du tensioactif dans un large domaine (10-4 à 10-1 mole/l) et de quantité injectée. Ce modèle est utilisable pour évaluer à la fois le comportement des alphaoléfinésulfonates commerciaux en milieu poreux et la faisabilité du procédé
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Asfour, Sarah. "Récupération d'énergie dans les chaussées pour leur maintien hors gel." Thesis, Clermont-Ferrand 2, 2016. http://www.theses.fr/2016CLF22768/document.
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Les opérations de maintenance des routes en conditions hivernales sur réseaux routiers constituent un enjeu important pour maintenir l’offre de mobilité en situation dégradée. Elles génèrent des coûts d’exploitation directs et indirects élevés, liés en particulier à l’utilisation intensive de fondants routiers. Par ailleurs, leur impact environnemental doit être pris en considération. Nous étudions ici une structure de chaussée non soumise à ce type d’astreinte, grâce à la présence d’une couche de liaison drainante dans laquelle circule un fluide chaud, permettant ainsi d’éviter le dépôt de neige ou la formation de glace en surface. Dans le cadre d’une démarche en faveur de l’emploi d’énergie renouvelable, un tel dispositif pourrait permettre de récupérer l’énergie thermique disponible en surface de chaussée en période chaude, de l’acheminer vers un lieu de stockage (ex : géothermie) et de l’utiliser en période froide. Nous étudions ici la fonction d’échangeur de chaleur entre le fluide et la chaussée, la fonction de stockage externe à la chaussée n’étant pas abordée hormis dans la revue bibliographique. La structure de chaussée considérée comporte trois couches d’enrobés. La couche de roulement et la couche de base sont constituées de matériaux classiquement utilisés dans les chaussées, à base de liants hydrocarbonés. Le matériau de la couche de liaison possède une porosité supérieure à 20%. La structure de chaussée est supposée avoir un dévers de l’ordre de 2%. Une chaussée expérimentale instrumentée a été mise en oeuvre pour recueillir des grandeurs thermo-physiques de la chaussée. Un modèle thermo-hydrique 2D est d2veloppé numériquement pour calculer la distribution de température dans le corps de chaussée lorsque l’on injecte un fluide à température d’entrée donnée, en haut de dévers. Les paramètres du modèle sont identifiés à partir des données expérimentales recueillies sous diverses sollicitations climatiques. On analyse dans un premier temps la sensibilité de la distribution de température en surface de chaussée aux différents paramètres du modèle (conductivité hydraulique, dévers, conductivités thermiques, chaleurs massiques), afin d’optimiser les procédures nécessaires au contrôle sous contraintes de températures positives en tout point. Dans une deuxième partie, des données expérimentales recueillies durant une période estivale d’un mois ont servi à valider le modèle thermique 1D. Une maquette de laboratoire a également permis d’identifier des paramètres en milieu saturé et non saturé. La dernière partie de thèse est consacrée au calcul des quantités énergétiques récupérables pendant la période estivale à l’aide des données de la réglEmentation thermique RT2012. Elles sont comparées aux quantités énergétiques de chauffage nécessaires pendant la période hivernale en s’appuyant sur des données de la RT2012 et des données de la Direction Interdépartementale des Routes Massif (DIR MC) ; l’objectif final étant de déterminer les performances énergétiques du système<br>Winter maintenance operations for road networks are an important issue for maintaining the mobility in degraded situations, but generate high direct and indirect exploitation costs, particularly related to the intensive use of road de-icing and environmental impact. We study a road structure free of this penalty, thanks to a bonding drainage asphalt layer, circulated by a hot fluid, to prevent the deposition of snow or ice formation on the road surface. As part of an integrated vision of promoting the use of renewable energy, such device could be used to recuperate the thermal energy available in the road surface during the hot period, to transport it to a storage location (e.g. geothermal) and use it during cold period. We study here the heat exchanger function between the fluid and the road, the external storage function to the road being not addressed. The considered pavement structure has three asphalt layers.The bearing layer and the base layer are formed of conventional materials with hydrocarbon-based binders. The material of the bonding layer has a porosity of 20% and based on the use of a binder resistant to a prolonged circulation of the coolant. The road structure is assumed to have a slope of about 2 to 3%. An instrumented experimental road is implemented to collect data on the thermo-hydraulic response of the pavement structure. A thermo-hydraulic 2D model is designed to simulate the temperature field in the road structure when the fluid is injected at the upslope side of the road with a target temperature. This model is calibrated from experimental data collected on the experimental road subjected to meteorological solicitations. Initially, the sensibility of the distribution of the surface temperature of the road toward various model parameters (hydraulic conductivity, transversal slope, thermal conductivities, heat capacities) is analysed, in order to study the optimization of control procedures allowing to keep positive the road surface temperature at any point (e.g. determination of the minimum fluid injection temperature, under given meteorological data). In a second time, pavement thermal parameters is identified using control optimal method in order to validated unidimensionnel thermal model applied on July experimental data. In third time, hydraulic model is validated experimentaly using a laboratory mockup in saturated and unsaturated conditions. In a fourth time, thermo-hydraulic bidimensionnal model is validated numerically using mesured data of experimental pavement. Finally, harvest energy in summer period using thermal reglementation RT2012 data and heating energy in winter period using RT2012 and Massif Interdepartmental Road Direction (DIR MC) are calculated in order to evaluate system performance
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Wei, Lin Chu, and 林鉅幃. "The Properties of Porous Asphalt Containing Warm Mix Asphalt Additives." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/30492521146831624949.
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碩士<br>淡江大學<br>土木工程學系碩士班<br>99<br>We are facing more and more global climate anomalies. The emergence of extreme weather including droughts, floods, storms, melting glaciers, heat waves, sea water level rise, and huge cyclones threaten human life and property. These disasters appear mostly because of global warming. Manufacturing of hot mix asphalt (HMA) consumes large amounts of energy resources and energy. Warm mix asphalt (WMA) is a new technology of producing asphalt mixtures using additives or with plant modifications to reduce energy consumption and emissions. The mixing and compacting temperatures of WMA are lower than that of traditional HMA with almost equivalent performance. On the other hand, porous asphalt utilizing highly open aggregate gradations produces very high air voids which can effectively drain the surface runoff and improve roadway safety.
This laboratory study was conducted to investigate the performance of the warm mix porous asphalt using WMA additives. In the study, 2 dosage rates (1.5% and 2.5% by weight of binder) of each additive, Sasobit® and Rediset® WMX, were selected to evaluate their effects and to determine the optimum addition rate. Major conclusions of our study were summarized as follows:
1. The viscosity test results showed that the binders containing WMA additives had decreased viscosity at higher temperature, and increased viscosity at lower temperature. The reductions of mixing temperature was found to be 7℃ and 13℃ with the addition of 1.5% and 2.5%, respectively.
2. The laboratory results also showed that the indirect tensile strengths of the warm mix porous asphalt increased with higher WMA additive dosage rate.
3. The resilient modulus test results showed that warm mix additives could increase the resilient modulus with higher WMA additive dosage rate.
4. The wheel tracking test results indicated that the dynamic stability (DS) increased with higher WMA additive dosage rate.
5. The recommended dosage rate of WMA additive was found to be close to 2.5% based on the overall results of performance evaluation from this laboratory study.
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Siang-JenJheng and 鄭翔仁. "Effect of Trinidad Lake Asphalt (TLA) on Porous Asphalt Concrete." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/37640848822478966048.
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碩士<br>國立成功大學<br>土木工程學系碩博士班<br>101<br>Trinidad Lake Asphalt(TLA), which is originated from Trinidad island, is a natural asphalt with high stiffness and viscosity. It was
initially found in the 16th century and started to be used for road construction and bridge-deck works since 19th century. In Taiwan, TLA is applied in Guss Asphalt.
Porous asphalt concrete, which has the function of rapidly drain, is the road form for adapting the rainy climate in Taiwan, which is located in the monsoon climate zone. The research is applied TLA to porous asphalt concrete by using Pen60/70 asphalt and collocate different TLA ratio to blend into mix asphalt. And then make Marshall specimens to evaluate the influence of TLA.
The results show that under the Marshall stability test, Marshall flowing test, resilient modulus test, rutting test, and indirect tension test, the strength of specimens significantly rise with the increasing of TLA proportion, and this reveals that TLA can increase engineering properties. However, in abrasion test, performance has inverse tendency with the quantity of TLA ; but the loss won’t surpass 20%. In terms of water resistance, residual strength can meet the requirement after soaking 24 hours, but adding TLA is less notable, only slightly rise compared with mechanics test. From the abovementioned test, it is found that adding TLA has positive effect on the experiment results and it can be applied in porous asphalt concrete.
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Jih-ZanWang and 王志仁. "Performance Evaluation of Porous Asphalt Concrete and Stone Mastic Asphalt." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/gary9b.
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Yun-CiYang and 楊允祺. "Engineering Properties of Porous Asphalt Concrete." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/32866029899390804274.
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碩士<br>國立成功大學<br>土木工程學系碩博士班<br>98<br>Porous asphalt concrete is an alternative to traditional hot mix asphalt and is produced by eliminating the fine aggregate from the asphaltmix. Rain that falls on the friction course drains through the porous layer to the original impervious road surface at which point the water drains along the boundary between the pavement types until the runoff emerges at the edge of the pavement. Porous asphalt concrete overlays are used to improve drivability in wet weather conditions and to reduce noise from highway traffic. The void space in porous asphalt concrete overlay layer generally is 15-25%. Taiwan special climatic environment, enables porous asphalt concrete to have the opportunity to be at the moist condition for a long time. This research uses the same porous asphalt concrete mix design result, coordinates three kind of different asphalt to make the mixture: AR-8000 asphalt, high viscosity asphalt and modified III asphalt. And soaks mixtures in water on 60℃ several days: 0, 1, 3 and 7 days. Mixtures after the immersion condition function carries on the project experiment: The indirect tensile test, the static creep test, the dynamic creep test, the track test, and the resilient modulus test, to appraise the different immersion condition function to influence of the porous asphalt concrete mixture.
This ratio of parameters affected by moisture conditioning to the control state is referred to moisture damage ratio. Demonstrated according to the result that without immersion condition, three kind of mixture's indirect tensile are close. After immersing 1 day-long condition function, the indirect tensile of AR-8000 asphalt mixture drop is 0.8 time, the indirect tensile of modified III asphalt mixture drop is 0.86 time, the indirect tensile of high viscosity asphalt mixture drop is 0.89 time. And immerses 3, 7 day-long condition functions to present the same tendency, the high viscosity asphalt mixture has the higher moisture damage ratio, and the AR-8000 asphalt mixture has the lower moisture damage ratio. Other test result all presents the same tendency. Synthesizes each result, the high viscosity asphalt mixture and modified III asphalt mixture are highly resistant to moisture damage, and AR-8000 asphalt is lowly. In addition antistrip additive was effective to decrease the moisture damage in AR-8000 asphalt mixture.
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CHIEN-HUAWU and 吳健華. "Aging Effect of Trinidad Lake Asphalt (TLA) on Porous Asphalt Concrete." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/97674983318825680698.
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碩士<br>國立成功大學<br>土木工程學系<br>102<br>Porous Asphalt Concrete (PAC) can exclude water rapidly. In recent years, PAC is used for adapting the rainy climate in Taiwan. However, higher air void may accelerate the effect of aging and destruct the pavement. Trinidad Lake Asphalt (TLA), which is originated from Trinidad Island, is natural asphalt with high stiffness and viscosity. In this research, TLA was used in porous asphalt concrete. Mixing TLA into PEN60/70 and then made Marshall specimens to conduct tests. Finally, evaluate the influence of TLA and the effects of aging.
The results show that TLA can increase the strength of specimens. However, adding TLA can increase the abrasion of the specimens. For aging test, mixtures with TLA have less influence on the long-term aging than on the short-term aging. According to Retained Penetration and Aging Index tests, specimens have less aging effect. Based on the research results, it is found that use of TLA can improve strength and life of the pavement.
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Hung, Guo-Neng, and 洪國能. "Performance Evaluation on Porous Asphalt Concrete between Asphalt Rubber Modifier and AR-80 Asphalt Cement." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/34337701436802422999.
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CHIA-HSIENCHAO and 趙家賢. "Performance Evaluation of Porous Asphalt Concrete(PAC) and Stone Mastic Asphalt(SMA)." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/9jad86.
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碩士<br>國立成功大學<br>土木工程學系碩士在職專班<br>105<br>Taiwan has been affected by extreme weather in recent years. Rainfall intensity and frequency have an increasing trend. Stormwater always causes ponding water on asphalt pavement in Taiwan. Because of water damage, the pavement distresses such as raveling and pothole are always easily observed, not only reduce roadway safety, but also make poor perception within passengers. PAC is an open-graded asphalt mixture with little or no fine aggregate, and it is often used as an alternative to conventional pavements due to its higher porosity and permeability. PAC is developed in Europe and brings benefits in terms of drainage capacity during rainy weather, traffic noise reduction, skid resistance improvement, hydroplaning mitigation, splash and spray reduction, visibility of marking materials, improvement of the resistance to permanent deformation due to the stone-to-stone skeleton and minimization of glare effects. SMA is an asphalt mixture with gap aggregate gradations. SMA brings benefits in terms of rutting resistance improvement, improvement of the resistance to permanent deformation due to the stone-to-stone skeleton, skid resistance improvement, and durability increase. SMA is used commonly on highways with heavy-load vehicles and traffic frequency. The objective of this work is to evaluate the performance of PAC and SMA. The performance evaluation of pavement can be classified into three main categories: (1) functionality, (2) durability, and (3) safety. The functionality is assessed by water permeability test and noise test; Durability is assessed by rutting resistance test, flatness test and clegg impact test; Safety is assessed by skid resistance test. It is concluded that PAC has good permeability, noise reduction, rutting resistance, skid resistance and deformation resistance. These favorable conditions result in a general reduction of wet weather-related accidents. SMA provides better rutting and deformation resistance to heavy-load vehicles and helps extend the service life of pavements. The pavement structure of SMA is good at resisting heavy load capacities and maintaining pavement flatness.
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Tseng, Hsin-chih, and 曾信智. "Evaluation on Moisture Damage of Porous Asphalt." Thesis, 2000. http://ndltd.ncl.edu.tw/handle/07188805613543645004.
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碩士<br>淡江大學<br>土木工程學系<br>88<br>It is a fact that, in Taiwan, the adoption of porous asphalt materials is still in a beginning and introductory stage. However, the large air voids of porous asphalt (about 20%) might possibly cause the moisture damage. Meanwhile, the stripping phenomenon is always a serious problem in our country and needs solving. The great moisture damage to the asphalt is easily seen through the potholes in the pavements during the rainy seasons. Therefore, if we intend to adopt porous asphalt in Taiwan’s environment condition, which is hot and wet, it is necessary for us to be aware of the material’s characteristics of stripping, in order to control the adoption well.
The purpose of the study is to investigate the degree of moisture damage from different factors (including gradation, asphalt, and anti-stripping agent) through several tests. In terms of graduation, the evaluation of moisture damage is mainly conducted by the nominal size is porous asphalt concrete of 12.5 mm, that with Superpave graduation and SMA asphalt concrete, and ASTM D3515 dense-graded asphalt concrete of 9.5 mm. In asphalt, for the evaluation of aggregate and asphalt mixes, ACI-10 and CNS 14184 modified asphalt type III were used. It is expected to know the effect of different asphalt to moisture damage. In stripping, one lime (the weight of coarse was 1.5%) and one anti-strip (0.35% of asphalt) were chosen to evaluate if the anti-moisture damage of porous asphalt was reinforced when anti-strip was added into.
The results of this study show that, in the performance test, porous asphalt shows a positive outcome in permeability test and anti-slippery test. Nevertheless, it has a more negative outcome in Cantabro test, aging test and rutting test, comparing with dense-graded asphalt, Superpave-graded asphalt, and SMA asphalt concrete. One constant tendency was found among these different stripping tests. It is that porous asphalt shows a weakest outcome among these graduations. Also, when more serious freeze/ thaw cycles were given, that became from the vacuum saturated condition, there is no obvious downgrade of TSR values. The result points out that the two conditions brought little difference to the stripping of porous asphalt. Moreover, to effectively reinforce the ability of anti-moisture damage, adding the anti-stripping agent to the porous asphalt graduation is workable. Especially, adding chemical anti-stripping agent could successfully cause no porous asphalt stripped. To the long-term performance of pavement and the temperature variance of Taiwan, it is too strict to have five-time freeze/thaw cycles to evaluate.
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Chien-ChungHuang and 黃建中. "Analysis of Characteristics of Porous Asphalt Concrete." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/47996088316690376927.
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博士<br>國立成功大學<br>土木工程學系碩博士班<br>99<br>The study discussed the applications of porous asphalt concrete (PAC), including characteristics of polymer modified asphalt (PMA), moisture damage, clogging of pores, and interface bonding of pavement structure. The results may serve as reference for highway agencies in the use of PAC composite flexible pavement and the evaluation of PAC pavement.
The results have shown that sulfur solubilizer was able to improve the compatibility between asphalt in sub-base and SBS, to effectively reduce phase separation of PMA when stored in high temperature, and to decrease the SBS needed for PMA network structure. These were the effects of sulfur during the reinforcing interaction between SBS grains. The Mooney viscosity model was used to revise the effective volume of SBS in asphalt, which was then put into the Nielsen model in order to predict the performance of sulfur-added PMA pavement. In terms of moisture damage of PAC, high-viscosity PAC had higher dissipated creep strain energy limit, which meant better ability to resist cracking. Moisture damage would lower the dissipated creep strain energy limit of the mixture. In terms of cracking-resistance, high-viscosity PAC was more cracking-resistant than Type III PMA, followed by AR-80 mixture. The longer the cold mix PAC was soaked in water, the lower the strength of the sample. With different additives, cold mix asphalts have shown significant differences in strength and moisture damage. Sample C and D showed better engineering properties.
Permeability test of PAC showed that Ko/Kc and Ko/Kr could be used to determine the level of clogging and the efficacy of permeability. When Ko/Kc and Ko/Kr were more similar and the closer they were to 1.0, the more clogging-resistant the PAC was. After being tamped with wheel loading, porosity of AR-80, Type III PMA, and high-viscosity PAC decreased 1.5%, 1.0%, and 0.6% respectively; horizontal permeability coefficient decreased 31.6%, 33.6%, and 8.9% respectively; high-viscosity asphalt was clearly more permeable. The research of binding in PAC pavement has found that interfaces without tack coat had higher cohesion in DAC-DAC, PAC-DAC, PAC-SMA, and PAC-Guss. When the surface was clean and coated with asphalt, tack coat was dispensable. Asphalt concrete is very susceptible to temperature and has better engineering properties in lower temperature. The test results also showed that the interface shear stress of PAC-SMA was least susceptible to temperature. The interlocking mechanism of aggregate has shown that less different asphalt concrete interface gradation would help reduce temperature susceptibility.
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Tai-YingWu and 吳泰穎. "Effect of OMRS on Porous Asphalt Concrete." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/80196175121122602356.
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碩士<br>國立成功大學<br>土木工程學系碩博士班<br>100<br>Organo-Modified Reservoir Sludge (OMRS) is a good example for re-use of waste resources. The modification technology of reservoir sludge which as an environmental problem turns the reservoir sludge into waterproof material and develops waterproof products which increase reservoir sludge added-value.
Porous Asphalt Concrete(PAC) excludes water quickly with high air void content , but it’s easy to cause stripping and raveling in pavement by moisture damage.
To improve the resistance of pavement for moisture damage, OMRS , lime and cement were used in this research as fillers in PAC mixtures. The results showed that there was no effect in the permeability coefficient for adding different fillers in the mixtures. In mechanical properties , the strength of specimens with OMRS was weaker than others.
Then, three kinds of fillers had similar results on the first day in residual strength test. And it could be found that the longer the specimens soaked in water, the smaller TSR value had .The PAC mixtures with OMRS had better performance in anti-moisture damage.
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Yu-DeLin and 林煜得. "Long - Term Pavement Performance of Porous Asphalt." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/x65v44.
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Yang-ChouSun and 孫揚洲. "Cost-Effectiveness Analyses of Porous Asphalt Pavements." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/gg8g77.
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博士<br>國立成功大學<br>土木工程學系<br>106<br>The study is based on the Porous Asphalt Concrete (PAC) pavement survey of National Highway No 6 for ten years constantly. It evaluates the long-term evaluation, life cycle economic benefits and environmental impact of PAC pavements. Through the application of life cycle cost and carbon dioxide (CO2) emissions concepts, the study considers the long-term evaluation of road pavements during the design and planning phase. Also the study explores the the appropriateness of PAC pavement and resource-use efficiency.
The Porous Asphalt Concrete (PAC) performance evaluation is divided in to functionality, durability and safety. The functional assessment includes the permeability and noise variation of the PAC pavement. The durability can be explained by the flatness, wheel-tracking and impact resistance values. The safety is related to the skid resistance measurement of the pavement. According to the results of the analysis, except for the two sections of National Highway No 6 has been repaired in the 10th year, the overall PAC pavement has been maintained well till now: good water permeability and noise reduction. Moreover, the durability of flatness, wheel-tracking and pavement structure are above the standard level. The anti-sliding part on driving safety is also maintained quite well.
PAC life-cycle economic benefits are estimated to be 10 years and 5 years for the use of PAC paving and Dense-Graded Asphalt Concrete (DGAC) pavement. When taking 40 years as the analysis period and a discount rate of 6.0% as the calculation result, and comparing to DGAC pavement, the life cycle efficiency gains of PAC pavement corresponds to the estimated standard, and it shows that the PAC paving frequency is economically feasible just for or after 5 years.
The PAC environmental impact evaluation adopts the road engineering life-cycle method to calculate the carbon emissions of the new construction and operation and every maintenance phases. The new construction phase refers to the actual construction period of the pavement. The operation and maintenance phase is based on the design period of the pavement. The carbon dioxide emissions are calculated in three parts: material production, transportation and construction site. The results show that every year the carbon reduction of PAC pavement used in National Highway No. 6 pavement is 921,411 KG-CO2 compared to the DGAC pavement , which is equivalent to the annual CO2 absorption of 3.5 Daan Forest Park. The result shows that the PAC pavement has significant carbon reduction benefits compared to the DGAC pavement.
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Lin, Min-Chian, and 林千閔. "The influence of different proportions of recycled asphalt pavement on porous asphalt concrecte." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/96802806083982378504.
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Jhao, Chuan-Ti, and 趙傳悌. "A Study of Adhesion between Asphalt Mastic and Aggregates for Porous Asphalt Concrete." Thesis, 2016. http://ndltd.ncl.edu.tw/handle/24930303874740131798.
Full textAbstract:
碩士<br>國立高雄第一科技大學<br>營建工程研究所<br>104<br>Porous asphalt concrete (PAC) has a high air void that falls somewhere between 15% and 25%. Water flows through pores freely. Whenever pores are blocked, water or steam is stuck and unable to flow freely. Besides traffic load and traffic volume, water and moisture permeation also cause porous asphalt concrete damaged, known as moisture damage. This is evidenced by adhesive failure and cohesive failure. When water permeates through asphalt concrete, the aggregates coated with asphalt mastic are totally displaced, causing asphalt to be stripped from aggregates. This is how cohesive failure occurs and is the main reason behind the exfoliation of porous asphalt concrete. Many testing methods and theory-based models have been implemented to discuss the characteristics of cohesive failure, but the repeatability of experiment results was far from being acceptable.
This study examined the cohesive strength and relationship between porous asphalt concrete’s asphalt mastic and aggregates using four tests. First of all, a self-designed laboratory pull-off test instrument was implemented to find out the cohesive strength between asphalt mastic and aggregates, to identify the cohesiveness of asphalt and aggregates under dry curing and moist curing respectively, and to find out the effectiveness and resistibility against water when different fillers were added (3.26% stone powder, 2.26% stone powder +1% lime, 2.26% stone powder +1% CFB byproduct lime, 0.26% stone powder +3% CFB byproduct lime). Secondly, SGC specimens were produced using 20% of air void and dynamic modulus test was executed to obtain the master curves of all compounding ratios. Thirdly, semi-circular bending test was executed to acquire asphalt concrete’s fracture resistance. Lastly, dynamic shear rheometer (DSR) was used to acquire four compounding ratios shear modulus values for comparison with phase angles and, at the same time, master curves were established using 25℃ as reference temperature.
According to the results obtained from the self-made pull-off test, the asphalt concrete’s resistibility against water was significantly improved when CFB byproduct lime or lime was added to it. Semi-circular bending test confirmed an increase of anti-fracture energy when CFB byproduct lime or lime was added. Moreover, dynamic modulus test indicated that porous asphalt concrete’ dynamic modulus was increased after CFB byproduct lime or lime was added. DSR test was executed to verify the difference of mass flow properties. Compound shear modulus G* denoted that, when a larger amount of CFB byproduct lime or lime was added, phase angle δ was decreased and stiffness was increased, which indicated a higher elastic behavior produced by byproduct lime or lime as opposed to the elastic behavior produced by the conventional stone powder.
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Chen, Yan-Shun, and 陳衍舜. "Effect of the aging asphalt contents on Engineering Properties of Porous Asphalt Concrete." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/83741096194212188041.
Full textAbstract:
碩士<br>中興大學<br>土木工程學系所<br>95<br>Due to the extensive use of Porous Asphalt Concrete nowadays and the government''s promotion of RAP in Asphalt Concrete, if we can combine these two, it not only saves materials but also improves the performance of pavement . The purpose of this study is to understand effects of the aging asphalt contents on engineering properties of Porous Asphalt Concrete, and furthermore after the aging asphalt is added, to investigate into the influence on engineering properties of Porous Asphalt Concrete .
This study adopts AC-20’PMA3 and high-viscosity asphalt (HiAsph ) to cooperate with 0-20% aging asphalt separately . According to Mix Design, we carry out performance test of Porous Asphalt Concrete. The test includes permeability , stability , retained strength and rutting. The result shows that engineering properties of Porous Asphalt Concrete reduces while the aging asphalt increases. Within the experiments, AC-20 has the worst result in use. When the aging asphalt accounts for more than 5% of fresh asphalt , engineering properties do not accord with the specification.
Engineering properties of PMA3 are relatively superior to those of AC-20. However, when fresh asphalt is made up of more than 15% aging asphalt , the Dynamic Stability is less than specification. Therefore, the proportion of aging asphalt should not be exceeding 15%. HiAsph has the best performance overall. When aging asphalt is made of more than 20% aging asphalt, the retained strength may be problematic, which is less suggested.
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Shung-YaoShin and 施盛耀. "Engineering Properties of Cold-Mix Porous Asphalt Concrete." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/05665858719414001056.
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碩士<br>國立成功大學<br>土木工程學系碩博士班<br>98<br>Due to Taiwan's geographical location and subtropical climate with high rainfall, paving porous asphalt concrete (Porous Asphalt Concrete, PAC) is used to reduce skid and puddle splashes. Regular maintenance is not required with the increase usage of porous asphalt concrete. Cold mix asphalt concrete (Cold-Mix Asphalt, CMA), also known as room temperature asphalt concrete is a mix which used by the road maintenance unit as temporary pothole repairs. It needs to be stored at room temperature after leaving the factory.
We will research the 3 different porous asphalt concrete cold mix ratio design method where the outcome will determine the standard configuration of the cold mix specimens that is the most suitable for current road conditions. To establish the cold-mix asphalt concrete porous specifications, we will need to reference the porous asphalt concrete hot mix pilot projects. We need to also study the hot and cold mix of density gradation differences. By experimenting the cold mix asphalt concrete porous in damp condition, the result shows that the engineering properties of intensity varies from different experimental results. The cold-mix asphalt under various damp conditions produces variable intensity losses. On another note, the Clegg Soil Impact Tester is also conducted to get the current to the pavement Clegg Impact Value (Clegg Impact Value, CIV). The study is used to assess the way different asphalt types and different structure types reacts and produces different Clegg impact value. Apart from that, the result also shows that higher strength of asphalt known type and structure type shows higher Clegg impact value.
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Huang, Yu-Ming, and 黃育明. "Performance of In Situ Porous Asphalt Concrete Pavement." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/78409797129811309952.
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Liu, Shou-I., and 劉守益. "An Evaluation on the Performance of Porous Asphalt." Thesis, 1996. http://ndltd.ncl.edu.tw/handle/07977144995580836284.
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碩士<br>國立中央大學<br>土木工程學系<br>84<br>Due to the subtropical situation of Taiwan, not only is the
weather here hot and humid, but the monsoon is quite long.
Under the circumstances if the Pavement cannot drain the
rainwater rapidly, the water will splash and the skid
resistance of pavement will be reduced owing to water film when
the vehicle pass quickly, which may severely affect the
driver''s sight and security.
Now part of the Sun Yat-sen Freeway and Second Northern Freeway
are pavedwith a layer of 1.5cm open grading; however, the effect
is not desirable. Therefore, here we are trying to research
on the optimal design method of porous asphalt based on the
grading of European Porous Asphalt along with thefiber and lime
as addition and anti-stripping agent. We also adopt AC-20 and
other several modified asphalt as binder.
The design method of porous asphalt in this research, including
the Asphalt Adhesion Test and Cantabrian Abrasion Test and
so on, has determined the optimal asphalt content. The test
specimens are made by Gyratory Testing Machine (GTM). Its
mechanical properties are evaluated by Resilient Modulus,
Indirect Tensile Test, etc. In addition, we evaluate the
durability of porous asphalt in Ultraviolet Chamber and by
Pressure Oxidation Vessel. As to the resistance to
deformation, the skid resistance, and the draining capacity of
porous asphalt, they can all be evaluated by usable methods in
our laboratory. From the results of the research, the AC-20
asphalt mixture made with fiber does reduce the lost of
asphalt effectively during the process of this design method.
However, the effect of the modified asphalt is still more
obvious in the Cantabrian Abrasion Test. As to all mechanical
properties test,porous asphalt overweighs open-grading,
particularly in Permeability Coefficient Test, the
permeability of porous asphalt is even triple the open-
grading. As a result, in the rainy environment of Taiwan, porous
asphalt should have great value in practical use.
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Sheng-FuLang and 郎勝富. "Distress and Maintenance of Porous Asphalt Concrete(PAC)." Thesis, 2011. http://ndltd.ncl.edu.tw/handle/05179226058438382221.
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Lin, Yi-Yu, and 林奕妤. "Interlocking Effecton Performance of Porous Asphalt Concrete Mixture." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/73103602638963861417.
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LI, YIN-CHENG, and 李胤誠. "Research pore characteristics of porous asphalt concrete grading." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/23464190643726338173.
Full textAbstract:
碩士<br>東南科技大學<br>營建科技與防災研究所<br>102<br>In recent years, Taipei, in the promotion of road level project, expected to go through a variety of ways to reduce traffic on the safety and avoid public life, property damage, this study aims to investigate the relevant graded porous asphalt concrete pore characteristics and analysis of different properties discuss the direction to improve the porosity of the pavement to give appropriate recommendations for future reference.
Level used in this study with reference to Europe FHWA, NCAT, Japan drainage pavement design specifications and North American states are graded, selected, plus asphalt high strength, making porous asphalt concrete specimen, followed by conducting permeability test, pore test and other test rate, the analysis of various physical parameters gradation correlation value table and graph features, to evaluate the effectiveness of various countries are not at the same level with permeable porous asphalt concrete.
Therefore, the test results should be considered in order to avoid flooding porosity when it rains, because the amount of rainfall, but not readily penetrate to the bottom of the water, resulting in lower permeability function, and even cause water to use passers safety is at risk.
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Chu, Chih-Hao, and 朱智豪. "Application of Porous Asphalt Mixtures of Bailey Method." Thesis, 2005. http://ndltd.ncl.edu.tw/handle/17002057273077466906.
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Kai-HuiHuang and 黃凱輝. "Production, Quality and Performance of Porous Asphalt Concrete." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/u9h2mw.
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Lee, Ming-hsien, and 李明憲. "Study of the Rock Asphalt Blending Technique and Its Application to Porous Asphalt Concrete Pavement." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/sg7c8p.
Full textAbstract:
碩士<br>國立臺灣科技大學<br>營建工程系<br>102<br>In addition to studying rock asphalt blending technique, the study further explores efficacy of applying rock asphalt blending technique to porous asphalt concrete pavement (RPAC), Phase 1 of the study explores physical properties of various experimental materials. Phase 2 determines optimal blending ratio with needle penetration of modified asphalt model III in CNS14184 as assessment basis. Phase 3 uses RPAC that mixed with optimal blending ratio of porous asphalt concrete as matched group, and uses modified asphalt model III PAC as control group. Comparisons are conducted with RPAC and PAC through test results of mechanical property, durability property, pavement performance and acoustic characteristic, to assess efficacy of the rock asphalt blending technique and its application to PAC.
The study results shown: From the test results of mechanical property, durability property, pavement performance and acoustic characteristic, it is found through comprehensive assessment that among rock asphalt blending techniques, the best quality goes to rock asphalt mastic modified petroleum asphalt grout(BMAM). BMAM blending technique is able to effectively modify bituminous grout AC-20, which is equipped with modification conditions of short modifying time and lower modifying temperature. Although BMAM is provided with capability of reducing abrasion resistance under low temperature for PAC, however as a whole, BMAM is really able to enhance quality of PAC, and there is feasibility of BMAM to be applied to porous asphalt concrete pavement.
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Po-HsienLee and 李柏賢. "Analyses of Factors Affecting Performance of Porous Asphalt Concrete." Thesis, 2015. http://ndltd.ncl.edu.tw/handle/52cc4s.
Full textAbstract:
碩士<br>國立成功大學<br>土木工程學系<br>103<br>Porous asphalt concrete (PAC) has water permeability, surface roughness, to provide sufficient frictional resistance, improve security and other features, and gradually the use of the highway authorities. This study investigated the PAC paving on National Highway No. 3, 8 and 10 of performance, performance contain functionality, durability and safety of the three categories, and will be open graded friction Course (OGFC) included in the comparative effects of different nominal maximum aggregate size (NMAS), paving thickness, asphalt type, as well as generally and fine eliminating respectively compared eliminating manner, and to assess the impact on traffic load Equivalent Single Axle Load (ESAL) value of pavement performance.
Studies have shown that paving thickness and nominal maximum aggregate size (NMAS) are affecting road noise reduction effect, paving thickness increases from 3cm to 5cm, the better the noise reduction effect, and water permeability after more traffic compaction can be maintained, but also more resistant to rutting amount of traffic load form. Conservation time after the completion of the road paved directly affect the PAC functionality and durability, under the same paving thickness, adequate conservation roads have the same permeability and rutted of the remaining sections, asphalt species also have significantly effect on performance, the use of high viscosity asphalt pavement PAC have better functionality and durability; PAC has little effect on the performance of the way the eliminating from short-term performance data. Cost considerations, construction and long-term performance, we recommend maintenance road paved 4cm thick, NMAS 19 mm of the PAC.
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Wang, Jun-pin, and 汪峻平. "Evaluation of Gap Aggregate Gradation on Porous Asphalt Concrete." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/86547014983696298652.
Full textAbstract:
碩士<br>國立成功大學<br>土木工程學系碩博士班<br>96<br>The objectives of this study is to investigate the effects of aggregate gradation on the engineering properties and pavement performance of asphalt concrete by changing aggregate gradation and deleting the aggregate sieves number.
Setting the aggregate gradation by deleting aggregate sieves number to form a gap gradation. The attempt gradation deletes 3/4”, 1/2”, 3/8”, #4, #8, #16, and #200 sieves. The occupying proportional is deleted by size distribution to other sizes. The PMA3 was used as binder in this study. These mixtures were designed by the Japanese mix design., we carry out performance test of porous asphalt concrete.
Based on test results, the gradation and proportion of coarse to fine aggregate are major factor to effect the engineering properties. The asphalt concrete with coarse aggregate and higher air voids will have less stability. Simultaneously, it produces more rutting.
Of all these gradation, the gradation deleting 1/2” has the best performance. Suitable the gradation and proportion of coarse to fine aggregate could have positive effects in draining ability,anit-abrasion and rutting ability.
Key words：Gap aggregate gradation , Porous asphalt concrete
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Lin, Heng-Yung, and 林峰永. "Laboratory Study on Permanent Deformation Characteristics of Porous Asphalt." Thesis, 2000. http://ndltd.ncl.edu.tw/handle/09238240811824970228.
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碩士<br>淡江大學<br>土木工程學系<br>88<br>Porous asphalt, using a principle of gap graded, is to raise air void over 20%, to eliminate from the rainwater on the road surface effectively and quickly, to avoid becoming a water membrane on the road surface, and to reduce the moving vehicles slipping and drops of water splashing. However, recent years, the increasing volume of traffic in Taiwan leads distress to occur early in asphalt pavement. To prevent rutting, it is necessary to pay attention to the characteristics of asphalt and graded. It is known that in the future porous asphalt might be paved in Chung-Shan Highway. As a result, permanent deformation characteristics are worthy to study.
This research mainly discusses permanent deformation characteristics of porous asphalt, distinguishes the compliance of permanent deformation from creep test by applying mechanics model, and then analyzes the fitting of mechanics model in order to understand behavior of material and to get permanent deformation of sample. In this research, dense graded、SMA graded and Superpave graded are control groups to discuss performances and mechanics behaviors. The results of this study were presented as follows:
1. Porous asphalt has high coefficient of permeability and good anti-slippery, but its performances are not as good as dense graded、SMA graded and Superpave graded in Cantabria test、aging test、AASHTO T283 test and Marshall stability test. In addition, porous asphalt with CNS modify asphalt type Ⅲ has better performance in all performance and mechanics tests than porous asphalt with ACI-10 and ACI-10+BMA.
2. Uniaxial static creep test and uniaxial dynamic creep test can estimate reasonably permanent deformation characteristics of all kinds of porous asphalt. However, at 25℃, uniaxial static creep test seem to be unable to distinguish permanent deformation characteristics of all kinds of graded.
3. In uniaxial dynamic creep test, third-order equation、power law and VESYS model estimate effectively permanent deformation characteristics of all kinds of porous asphalt.
4. From the results of wheel tracking test, porous asphalt with CNS modify asphalt type Ⅲ has better permanent deformation characteristics. On the part of uniaxial static creep test and wheel tracking test, AAMAS analysis has a highest explanation on the DS value. Theλvalue of Burger’s model, viscosity behavior of material, also has a higher explanation on the DS value. On the part of uniaxial dynamic creep test and wheel tracking test, the b value of power law and theαvalue of VESYS model have a highest explanation on the DS value. The critical time of third-order equation also can explain the DS value.
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Lai, Jiun-Yang, and 賴俊仰. "Evaluation of Porous Asphalt Concrete Used in Highway Performance." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/41097277336614746543.
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碩士<br>國立成功大學<br>土木工程學系碩博士班<br>97<br>Taiwan is a monsoon-climate country with annual rainfall of 100 days. This phenomenon makes the road which is made by traditional dense asphalt easily covered with water film or mists. In order to prevent this situation, a drainage pavement is developed.
There were nine pavement test sections with five major tests in this research. The five tests consist of field permeameter, rutting, roughness, skid resistance, and noise tests. Of the five tests, the wheel tracking test was conducted in the laboratory. These experiments aimed to collect data on the following issues: the road conditions before and after open to the traffic; the different paving on the bridge deck or road embankment; comparison between the in-lab wheel tracking and field rutting test; the noise level in different road types.
The research concluded that using various sections from various materials with different asphalts, gradations, asphalt contents and porosity values. In comparison between the bridge deck and the road embankment sections, the results showed no significant difference. For asphalt paving materials, the field permeameter test and rutting test results revealed that using of high-viscosity asphalt had better performance on permeability. High-viscosity asphalt had better rutting resistance than using AR-80. After one-year traffic, the International Roughness Index (IRI) of the road surface was still within the required standard, and the skid resistance ability was also in good condition of which above 50 BPN. The results of environmental noise in dense asphalt pavement and rigid pavement were more than porous asphalt pavement by as much as up to 8 dB, showing porous asphalt concrete pavement was effective to reduce noise.
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Lin, Chun-Young, and 林峻央. "Effects of adding lime methods on Porous Asphalt Concrete." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/74022174643098957787.
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碩士<br>國立成功大學<br>土木工程學系碩博士班<br>94<br>Porous asphalt concrete is described by air void ranging from 15 to 25 percent, it allows surface water to drain through its strcture rapidly. Porous asphalt pavements can reduce vehicle pray,and improve skid resistance. Adding lime can have multiple benefits in asphalt concrete. Purposes of this research were to evaluate how to add lime and how much lime could improve the Performance of Porous Asphalt Concrete.
Objective of this research is to determine the use of AC20 asphalt affecting the performance of porous asphalt mixes . Marshall Specimens were prepared for mix design , stability , Indirect Tension test, moisture resistance and Cantabro Abrasion test .
Results of the test showed that adding 1% lime was more resistant to stripping;Treatments of aggregate were effective – either as a slurry to dry aggregate or as dry lime to wet aggregate. Marination of treated aggregates improved performance. Treatment of dry lime to dry-cold aggregate was ineffective.The results of stability showed that dry lime to aggregate had better performace than slurry or dry lime to wet aggregate.
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He, Jia-Hua, and 何佳樺. "Physical properties of porous asphalt concrete containing crashed glass." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/50678919378700376097.
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碩士<br>國立屏東科技大學<br>土木工程系所<br>102<br>With the recent increase of global environmental consciousness and energy shortages, the crashed glass used in road pavements will become the major trend. The goals of resources recovery and sustainable development can be achieved. Due to high temperature and intensive rain in the Taiwan, the porous asphalt pavements have been adopted gradually in recent years. Besides the rapid drainage of surface water through its matrix, a positive benefit reducing the urban heat island effect is also expected.
Properties of crashed glass, crashed TFT-LCD glass, and natural aggregate are analyzed in this research. Seven proportions of porous asphalt concrete containing natural aggregate and both the crashed glass are made. In the AC specimens, different weights of natural fine aggregate are replaced the crashed glass, #16~#200 natural fine aggregate are replaced by crashed #16~#200 glass and #100 TFT-LCD glass respectively. It also contains pulverized furnace slag powder as filler in the AC specimens. Marshall test is held to determine the optimum asphalt contents of the proportion proposed above. The void ratio, permeability, Marshall stabilities and flow values of the AC specimens made in this study are then measured.
The specific gravity is 2.49 of crashed glass which is lower than 2.55 of natural fine aggregate. Replacing natural aggregate by crashed glass will lead increase of the asphalt consumption and cost of the asphalt concrete. Marshall flow values of the AC specimens also increasse when glass aggregate substitution increases.
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Ho-TsoChiang and 江禾左. "Effect of Blast Furnace Slag on Porous Asphalt Concrete." Thesis, 2012. http://ndltd.ncl.edu.tw/handle/32115477221380681893.
Full textAbstract:
碩士<br>國立成功大學<br>土木工程學系碩博士班<br>100<br>Blast furnace slag, the by-product of the ironmaking process, have been used as an alternative material widely; Mineral powder and cement ,used for asphalt concrete filler,both are from the exploitation of the natural environment.The uniformity and composition of blast furnace slag are similar to cement, the cost is also more economical.
In this study,mineral powder ,blast furnace slag and cement were used in porous asphalt concrete for assessment.
The results showed that it had a better performance in the Marshall flow value, indirect tensile strength, resilient modulus and resistance to abrasion of Cantabro when the blast furnace slag was used as the filler,It significantly improved the stiffness of the Marshall specimens,cement and mineral powder had better performance in anti-stripping, and the blast furnace slag also performed well.
The results of the research showed that the slag can be used as a filler in the porous asphalt concrete.
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Tseng, Huai-Ku, and 曾懷谷. "Performance Evaluation of Various Porous Asphalt Concrete Design Method." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/72364118884489597479.
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De-HshienLiu and 劉德賢. "Evaluation of Porous Asphalt Concrete Applied to Pavement Rehabilitation." Thesis, 2014. http://ndltd.ncl.edu.tw/handle/42774046932017631917.
Full textAbstract:
碩士<br>國立成功大學<br>土木工程學系碩士在職專班<br>102<br>China in the late 1990s to introduce porous asphalt concrete (Porous Asphalt Concrete, PAC) pavement technology, After practical experience mature gradually being widely and quickly laid on the national highway road. Nantou section of National Highway No. 6 of 2009 opened, is the first line of the highway using PAC; 2012 Taichung life rings of road traffic on the 4th (station 74), and the National Highway No. 1, paragraph five bayberry also widened across the board with PAC.
By this study were functional pavement performance, durability and safety evaluation test; containing functional water permeability and the amount of noise, comprising rutting durability, flatness, and Clegg, impact resistance, safety against sliding of the measurement values. Explore the nominal maximum particle size, paving the way for the influence of the thickness and eliminating assess the actual use of PAC paved national highway in the southern part of the performance, PAC pavement life and improving service quality.
Research shows that National Highway No. 8, and 10 large-scale conservation using PAC pavement, short-situ test data show that the test trend analysis functionality, durability and safety performance is good. Excluding the proceeds generally used to mean eliminating the groove 9.1mm, eliminating fine lines mean eliminating the groove of 4.2mm. Trench depth of eliminating the results of three different thickness meas-urements are substantially the same, showing the general appearance of fine lines and eliminating eliminating eliminating different ways, affecting eliminating trench depth
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Hsueh-YunTsai and 蔡雪雲. "Performance Evaluation of Porous Asphalt Concrete with Various Thicknesses." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/38kbka.
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Chien-HauChen and 陳健豪. "Functionality、Durability and Safety of Porous Asphalt Concrete Pavement." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/35ta9y.
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Schaus, Lori Kathryn. "Porous Asphalt Pavement Designs: Proactive Design for Cold Climate Use." Thesis, 2007. http://hdl.handle.net/10012/3161.
Full textAbstract:
Porous asphalt pavements offer an alternative technology for stormwater management. A porous asphalt pavement differs from traditional asphalt pavement designs in that the structure permits fluids to pass freely through it, reducing or controlling the amount of run-off from the surrounding area. By allowing precipitation and run-off to flow through the structure, this pavement type functions as an additional stormwater management technique. The overall benefits of porous asphalt pavements may include both environmental and safety benefits including improved stormwater management, improved skid resistance, reduction of spray to drivers and pedestrians, as well as a potential for noise reduction. With increasing environmental awareness and an evolving paradigm shift in stormwater management techniques, this research aims to provide guidance for Canadian engineers, contractors, and government agencies on the design of porous asphalt pavement structures. One of the keys to the success of this pavement type is in the design of the asphalt mix. The air void percentage, which is ultimately related to the effectiveness of the pavement to adequately control the runoff, is a critical component of the mix. However, special consideration is required in order to obtain higher air void percentages while maintaining strength and durability within a cold climate.
The objectives of this study were to evaluate several laboratory porous asphalt mix designs for durability and strength in cold climate conditions. The porous asphalt mixes consisted of a porous asphalt Superpave mix design method whereby the asphalt binder type was varied. Performance testing of the porous asphalt including draindown susceptibility, moisture-induced damage susceptibility, dynamic modulus, and permeability testing were completed. Based on the preliminary laboratory results, an optimal porous asphalt mix was recommended for use in a Canadian climate. Initial design guidelines for porous asphalt were provided based on preliminary findings and hydrological analysis.