scholarly journals Improving the tensile strength and durability of asphalt concrete as sustainable surface layer

2020 ◽  
Vol 745 ◽  
pp. 012175
Author(s):  
Yassir Nashaat A. Kareem ◽  
Mohammed Abbas Al-jumaili
Keyword(s):  
Tensile Strength ◽  
Surface Layer ◽  
Asphalt Concrete ◽  
Strength And Durability

Effect of Additional Shear Strain Layer on Microstructure and Tensile Strength of Fine Wire

2007 ◽  
Vol 340-341 ◽  
pp. 525-530 ◽  
Author(s):  
Satoshi Kajino ◽  
Motoo Asakawa
Keyword(s):  
Tensile Strength ◽  
Surface Layer ◽  
Tensile Test ◽  
Shear Strain ◽  
Crystal Orientation ◽  
Hardened Layer ◽  
High Tensile Strength ◽  
Center Layer ◽  
Fine Wire ◽  
Strain Layer

The mechanical and electrical applications of fine wires (D = 0.1 mm) has become more widely spread. In general, it is well known that fine drawn wires have high tensile strength while maintaining ductility. It has been determined that a hardened layer of around 0.04 mm in depth, referred to as the “additional shear strain layer,” is generated beneath the surface layer of the wire, and this additional shear strain layer affected the tensile strength of the fine wire. As an origin of this phenomenon, it was ascertained that the microstructure of surface layer was finer than that of center layer. The purpose of this paper is to investigate the effect of die angle on the microstructure and the tensile strength of the additional shear strain layer. The tensile test was performed as the surface layer was thinned by electro-polishing, and the crystal orientation and the crystal grain were measured via EBSD. As a result, it was ascertained that die angle affected the tensile strength and crystal grain refinement of the additional shear stray layer.

scholarly journals Utilization of copper fiber waste to increase compressive strength and split tensile strength of rigid pavement

2021 ◽  
Vol 878 (1) ◽  
pp. 012052
Author(s):  
H Ndruru ◽  
R M Simanjuntak ◽  
S P Tampubolon
Keyword(s):  
Tensile Strength ◽  
Compressive Strength ◽  
Surface Layer ◽  
Concrete Slab ◽  
Residential Areas ◽  
Split Tensile Strength ◽  
Rigid Pavement ◽  
Traffic Loads ◽  
Pavement Construction ◽  
Low Traffic

Abstract The rigid pavement is a pavement construction in which a concrete slab is used as the top layer, which is located above the foundation or directly above the subgrade, without or with an asphalt surface layer. One type of rigid pavement used in Indonesia is rigid pavement without using reinforcement which is usually used in areas with low traffic or residential areas. Pavement without using reinforcement is the small split tensile strength so that the part of the plate will experience cracks due to stresses that cannot be avoided from traffic loads. Therefore, it is necessary to have reinforcement on the concrete slab so that the cracks do not extend. In this research, the use of copper fiber waste from electronic cables as a substitute solution for reinforcement to be used as a mixture in concrete. The experiments were carried out using fiber with variations of 0%, 0.5%, 1%, and 1.5% of the total weight of concrete mixture material and then tested at 28 days of concrete age. This research showed the variation of fiber weight until 1,5% increase the split tensile strength up to 32,46% and the compressive strength up to 9,16%.

scholarly journals Analisis Kebutuhan dan Biaya Alat Berat untuk Pekerjaan Pemadatan Lapisan Permukaan Street-Race Circuit Mandalika

2021 ◽  
pp. 1-8
Author(s):  
A. Fihani ◽  
Hasyim Hasyim ◽  
I.D.M.A. Karyawan
Keyword(s):  
Surface Layer ◽  
Asphalt Concrete ◽  
Road Surface ◽  
Pneumatic Tire ◽  
Total Cost ◽  
Air Compressor ◽  
The Road ◽  
Heavy Equipment ◽  
Dump Trucks ◽  
Base Course

The Street-Race Circuit is being built in the Mandalika Tourism Special Economic Zone (KEK), Central Lombok, West Nusa Tenggara. The construction is targeted to be completed, before the MotoGP event on this circuit is implemented in 2021. One of the infrastructure related to this, which also really needs to be built to support the smooth running of the 2021 MotoGP is the development of access to the circuit location. The analysis carried out includes the calculation of heavy equipment productivity. Heavy equipment productivity is determined based on cycle times, production per hour, number of heavy equipment used, the amount of operating costs per hour. The analysis was carried out for the road surface layer work, namely the Asphalt Concrete Base Course (AC-BC) work. Based on the results of the analysis, it was found that the production for 1 unit of asphalt mixing plant (AMP) was 49.80 tons/hour and 9 units of dump trucks were 2.34 tons/hour. The spreader using the asphalt finisher can spread 109.18 tons/hour. As for the compactor, which is 18.55 tons/hour for 2 units of tandem rollers and 27.47 tons/hour for 1 unit of pneumatic tire roller. Other equipment is 9.96 m2/hour for air compressor and 2.74 liter/hour for asphalt sprayer. Meanwhile, in the Asphalt Concrete Wearing Course (AC-WC) work, several tools have the same productivity as the AC-BC job, namely asphalt mixing plant, air compressor and asphalt sprayer. Meanwhile, 13 units of Dump Trucks amounted to 2,338 tons/hour, 1 unit of asphalt finisher of 72,787 tons/hour, 3 units of tandem rollers of 12,367 tons/hour, and 1 unit of pneumatic tire roller of 18.31 tons/hour. The total cost of using heavy equipment for road surface layer work is Rp. 4,967,657,344. The total cost based on the contract document is Rp. 5,042,082,622. So that there is a difference in costs of Rp. 74,425,278.

scholarly journals Effects of Using Limestone as a Filler and Starbit E-55 Asphalt as a Binder on the Performance of AC-WC Mixture

2019 ◽  
Vol 258 ◽  
pp. 04005
Author(s):  
Faizul Chasanah ◽  
Fajariesta Arta Putra
Keyword(s):  
Tensile Strength ◽  
Asphalt Concrete ◽  
Indirect Tensile Strength ◽  
Permeability Test ◽  
Second Stage ◽  
Performance Requirements ◽  
Indirect Tensile ◽  
Asphalt Content ◽  
Properties Of Materials ◽  
Last Stage

Asphalt concrete can be made through several methods including hot mix using Starbit E-55 asphalt as a binder and limestone as filler. This research aimed to determine the feasibility of the use of limestone as filler in AC-WC mixture and to identify the effects of limestone addition on the Marshall Characteristics, Durability, Indirect Tensile Strength (ITS), and Permeability. The first stage was to test the properties of materials consisting of aggregate, asphalt, and limestone. The second stage was to determine the optimum asphalt content with 0%, 25%, 50%, 75%, and 100% filler proportions, and the last stage was to conduct the Marshall, Immersion, ITS, and Permeability tests. The results showed that limestone has been in accordance with the performance requirements specified for a filler of AC-WC mixture using Starbit E-55 asphalt as a binder. There was a change in the Marshall characteristics of optimum asphalt content. The durability increased, and the ITS values of AC-WC mixture improved along with the increase in limestone proportion. However, the permeability test indicated that the mixture has a poor drainage feature towards water after variation in filler proportions was performed.

New Class of Reactive Polymer Modifiers for Asphalt: Mitigation of Moisture Damage

2000 ◽  
Vol 1728 (1) ◽  
pp. 52-59 ◽  
Author(s):  
Glen Crossley ◽  
Simon Hesp
Keyword(s):  
Molecular Weight ◽  
Tensile Strength ◽  
Asphalt Concrete ◽  
Lower Cost ◽  
Water Immersion ◽  
Polymerization Process ◽  
Reactive Polymer ◽  
New Class ◽  
Added Benefit ◽  
Polymer Modifiers

A new class of reactive polymer modifiers designed to improve binder-aggregate adhesion in asphalt concrete was evaluated. Using a controlled free radical polymerization process, polyisoprene was prepared with short blocks of reactive amino- or silane-functional monomer at one end of the polymer chain. The reactive polymers so synthesized were tested with a modified version of the Tunnicliff-Root method (ASTM D4867) for measuring retained tensile strengths after water immersion moisture conditioning at 60°C for 24 h. It was found that the retained tensile strength of the unmodified samples was 53 percent, and the retained tensile strength of the regular polyisoprene-modified control samples was between 57 and 69 percent, depending on the polymer molecular weight and content. The best retained tensile strengths of 86 and 90 percent, respectively, were obtained with samples modified with 3 and 5 percent by weight of the higher-molecular-weight silane-functional polyisoprene. The method for obtaining the desired effect is flexible; lower-cost monomers, such as butadiene, and more common polymerization methods, such as emulsion or anionic polymerization techniques, may be used equally well to produce polymers with similar or better performance characteristics. An added benefit is that the tested polymers imparted significant improvements in low-temperature performance measured with the thermal stress restrained cooling test.

Preliminary Development of Indirect Tensile Tester Cooperated with Industrial Computered Tomography for Asphalt Mixture

2010 ◽  
Vol 168-170 ◽  
pp. 2654-2657
Author(s):  
Xiao Jun Li ◽  
Li Hua Jiang ◽  
Yun Xian Wang
Keyword(s):  
Tensile Strength ◽  
Asphalt Concrete ◽  
Hoop Stress ◽  
Asphalt Mixture ◽  
Cylindrical Sample ◽  
Vertical Stress ◽  
Test Results ◽  
Tensile Tester ◽  
Indirect Tensile ◽  
Mixture Sample

In this paper, a new Indirect tensile tester (IDT) which can be cooperated with Industrial Computered Tomography (IDT) is developed. The new tester uses a set of sliders to transfer the vertical stress to hoop stress which applied to a hollow cylindrical sample. The micro-crack will be appeared and propagated in the weakest direction of hollow cylindrical sample with the increase of vertical stress and tensile strength can calculated with the maximum vertical stress. Due to the existence of central slider, the stress state of hollow cylindrical sample will be kept even after unloading and the mixture sample would not have recovery when it is moved for scanning with ICT. The test results show that the combination of the developed ICT with IDT will help obtain more useful information on understanding the nature of asphalt concrete with different tensile damage stages.

The Influence of Coconut Shell as Coarse Aggregates in Asphalt Mixture

2016 ◽  
Vol 700 ◽  
pp. 227-237 ◽  
Author(s):  
Siti Nur Amiera Jeffry ◽  
Ramadhansyah Putra Jaya ◽  
Norhafizah Manap ◽  
Nurfatin Aqeela Miron ◽  
Norhidayah Abdul Hassan
Keyword(s):  
Tensile Strength ◽  
Asphalt Concrete ◽  
Resilient Modulus ◽  
Asphalt Mixture ◽  
Indirect Tensile Strength ◽  
Coconut Shell ◽  
Engineering Properties ◽  
Modified Bitumen ◽  
Coarse Aggregates ◽  
Indirect Tensile

Significant quantities of coconut shell (CS), a by-product of agriculture, can be used as an artificial source of coarse aggregates. In this study, four CSs were used as coarse aggregates replacement in asphalt concrete with 0%, 10%, 20%, 30%, and 40% weight volumes. The particle sizes of the CSs used as main coarse aggregates range from 5 mm to 20 mm. The Marshall Stability test shows that the optimum bitumen content for asphalt mixtures is 5.1%. The engineering properties investigated include the volumetric, dynamic creep, indirect tensile strength, and resilient modulus. Test results show that stability decreases with increasing CS content because of high water absorption. Considering that CSs absorb bitumen, a further detailed investigation is needed to assess the performance of modified bitumen on mixture. Furthermore, the use of CSs as coarse aggregates in asphalt concrete help increase the resilient modulus, stiffness, and indirect tensile strength up to 30%. Generally, a 10% replacement of coarse aggregates with CSs is the optimal limit.

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