scholarly journals Measurement of Dynamic Modulus and Master Curve Modeling of Hot Mix Asphalt from Senegal (West Africa)

2015 ◽  
Vol 2 (1) ◽  
pp. 124 ◽  
Author(s):  
Mouhamed Lamine Chérif Aidara ◽  
Makhaly Ba ◽  
Alan Carter
Keyword(s):  
Dynamic Modulus ◽  
Master Curve ◽  
Hot Mix Asphalt ◽  
Complex Modulus ◽  
Test Results ◽  
Asphalt Mixes ◽  
Design Guide ◽  
Asphalt Mix ◽  
Sigmoidal Model ◽  
Curve Modeling

The main purpose of this paper is to model the master curve of dynamic modulus |E*| for Hot Mix Asphalt mix designed with aggregate from Senegal named basalt of Diack and quartzite of Bakel. The prediction model used is the Witczak model, used in the Mechanistic-Empirical Pavement Design Guide. A study has been conducted in the Laboratory of Pavements and Bituminous Materials. Six different HMA (BBSG 0/14 mm) were subjected to complex modulus test by tension-compression according to the European or Canadian procedure using the same range of temperatures and frequencies. For each mixture studied the uniqueness of modulus curves in the Cole-Cole or in Black diagrams have shown that the asphalt mixes are thermorheologically simple materials and the Canadian test process is suitable for determining the HMA complex modulus mix designed with the aggregates from Senegal. This implies their tender with the principle of time-temperature equivalence. The test results were used to model the master curves of HMA studied. A correlation with the results of dynamic modulus measured have shown an accuracy of R2 = 0,99 and p = 0,00 in STATISTICA software, which allows to conclude that the sigmoidal model has good modeling of the dynamic modulus.

Laboratory Investigation of Pavement Backfilling Materials for Micro-Trenching in Cold Regions

2018 ◽  
Vol 2672 (12) ◽  
pp. 62-71
Author(s):  
Leila Hashemian ◽  
Vinicius Afonso Velasco Rios ◽  
Alireza Bayat
Keyword(s):  
Laboratory Investigation ◽  
Dynamic Modulus ◽  
Laboratory Tests ◽  
Hot Mix Asphalt ◽  
Cement Grout ◽  
Host Material ◽  
High Quality ◽  
Cold Temperatures ◽  
Asphalt Mixes ◽  
Freeze Thaw

This study investigated the performance of different materials in a micro-trench composite backfilling design. Laboratory tests were conducted to evaluate the effect of cold temperatures and freeze/thaw cycles on a cement grout and seven preparatory cold asphalt mixes. To compare the performance of cold mix asphalt and epoxy grout with hot mix asphalt as the host material, rutting tests and dynamic modulus tests at different loading frequencies and temperatures were conducted. Finally, laboratory scale micro-trench samples were prepared using different backfilling materials and were loaded using a wheel tracker after freeze/thaw conditioning. The results showed that cement grout could effectively be used to secure the conduit inside the trench. It was also concluded that using high-quality cold mix asphalt, a compatible material with hot mix asphalt, could improve micro-trench durability compared with epoxy grout.

scholarly journals Application of FWD data in developing dynamic modulus master curves of in-service asphalt layers

2017 ◽  
Vol 23 (5) ◽  
pp. 661-671 ◽  
Author(s):  
Nader SOLATIFAR ◽  
Amir KAVUSSI ◽  
Mojtaba ABBASGHORBANI ◽  
Henrikas SIVILEVIČIUS
Keyword(s):  
Dynamic Modulus ◽  
Master Curve ◽  
Asphalt Pavements ◽  
Falling Weight Deflectometer ◽  
Master Curves ◽  
Simple Method ◽  
High Frequencies ◽  
Design Guide ◽  
Falling Weight

This paper presents a simple method to determine dynamic modulus master curve of asphalt layers by con­ducting Falling Weight Deflectometer (FWD) for use in mechanistic-empirical rehabilitation. Ten new and rehabilitated in-service asphalt pavements with different physical characteristics were selected in Khuzestan and Kerman provinces in south of Iran. FWD testing was conducted on these pavements and core samples were taken. Witczak prediction model was used to predict dynamic modulus master curves from mix volumetric properties as well as the bitumen viscosity characteristics. Adjustments were made using FWD results and the in-situ dynamic modulus master curves were ob­tained. In order to evaluate the efficiency of the proposed method, the results were compared with those obtained by us­ing the developed procedure of the state-of-the-practice, Mechanistic-Empirical Pavement Design Guide (MEPDG). Re­sults showed the proposed method has several advantages over MEPDG including: (1) simplicity in directly constructing in-situ dynamic modulus master curve; (2) developing in-situ master curve in the same trend with the main predicted one; (3) covering the large differences between in-situ and predicted master curve in high frequencies; and (4) the value obtained for the in-situ dynamic modulus is the same as the value measured by the FWD for a corresponding frequency.

scholarly journals Predict the Phase Angle Master Curve and Study the Viscoelastic Properties of Warm Mix Crumb Rubber-Modified Asphalt Mixture

Materials ◽  
2020 ◽  
Vol 13 (21) ◽  
pp. 5051
Author(s):  
Fei Zhang ◽  
Lan Wang ◽  
Chao Li ◽  
Yongming Xing
Keyword(s):  
Phase Angle ◽  
Dynamic Modulus ◽  
Master Curve ◽  
Loss Modulus ◽  
Asphalt Mixture ◽  
Crumb Rubber ◽  
Asphalt Mixtures ◽  
Master Curves ◽  
Modified Asphalt ◽  
Sigmoidal Model

To identify the most accurate approach for constructing of the dynamic modulus master curves for warm mix crumb rubber modified asphalt mixtures and assess the feasibility of predicting the phase angle master curves from the dynamic modulus ones. The SM (Sigmoidal model) and GSM (generalized sigmoidal model) were utilized to construct the dynamic modulus master curve, respectively. Subsequently, the master curve of phase angle could be predicted from the master curve of dynamic modulus in term of the K-K (Kramers–Kronig) relations. The results show that both SM and GSM can predict the dynamic modulus very well, except that the GSM shows a slightly higher correlation coefficient than SM. Therefore, it is recommended to construct the dynamic modulus master curve using GSM and obtain the corresponding phase angle master curve in term of the K-K relations. The Black space diagram and Wicket diagram were utilized to verify the predictions were consistent with the LVE (linear viscoelastic) theory. Then the master curve of storage modulus and loss modulus were also obtained. Finally, the creep compliance and relaxation modulus can be used to represent the creep and relaxation properties of warm-mix crumb rubber-modified asphalt mixtures.

scholarly journals Master Curve Establishment and Complex Modulus Evaluation of SBS-Modified Asphalt Mixture Reinforced with Basalt Fiber Based on Generalized Sigmoidal Model

Polymers ◽  
2020 ◽  
Vol 12 (7) ◽  
pp. 1586 ◽  
Author(s):  
Guojin Tan ◽  
Wensheng Wang ◽  
Yongchun Cheng ◽  
Yong Wang ◽  
Zhiqing Zhu
Keyword(s):  
Master Curve ◽  
Mechanical Response ◽  
Complex Modulus ◽  
Superposition Principle ◽  
Asphalt Mixture ◽  
Basalt Fiber ◽  
Loading Frequency ◽  
Modified Asphalt ◽  
Dynamic Mechanical ◽  
Sigmoidal Model

Basalt fiber has been proved to be a good modified material for asphalt mixture. The performance of basalt fiber modified asphalt mixture has been widely investigated by extensive researches. However, most studies focused on ordinary static load tests, and less attention was paid to the dynamic mechanical response of asphalt mixture incorporating with basalt fiber. This paper aims to establish the master curve of complex modulus of asphalt mixture incorporating of styrene-butadiene-styrene (SBS) polymer and basalt fiber using the generalized Sigmoidal model. Both loading frequency and temperature were investigated for dynamic mechanical response of asphalt mixture with basalt fiber. In addition, based on the time-temperature superposition principle, the master curves of complex modulus were constructed to reflect the dynamic mechanical response at an extended reduced frequency range at an arbitrary temperature. Results indicated that the generalized Sigmoidal model in this paper could better reflect the dynamic mechanical response accurately with correlation coefficients above 0.97, which is utilized to predict the dynamic mechanical performances accurately. Simultaneously, the modulus values exhibit an increasing trend with loading frequency and decrease versus temperature. However, the phase angle values showed different trends with frequency and temperature.

Evaluation of the Response Analysis Approach Used in the Mechanistic-Empirical Pavement Design Guide

2020 ◽  
pp. 036119812097401
Author(s):  
Guozhi Fu ◽  
Yanqing Zhao ◽  
Wanqiu Liu ◽  
Changjun Zhou
Keyword(s):  
Phase Angle ◽  
Dynamic Modulus ◽  
Master Curve ◽  
Compressive Strain ◽  
Pavement Design ◽  
Base Layer ◽  
Response Analysis ◽  
Rate Dependency ◽  
Rate Dependent ◽  
Design Guide

Asphalt concrete (AC) is a typical viscoelastic material exhibiting rate-dependent behavior. The rate-dependency of AC should be properly taken into consideration in pavement response analysis to accurately evaluate pavement performance and life. In the Mechanistic-Empirical Pavement Design Guide (MEPDG), the dynamic modulus master curve is used to account for the rate-dependency of the dynamic modulus of AC. However, the rate-dependent phase angle is ignored and a constant phase angle of 0 is assumed. The partial characterization of rate-dependent properties of AC in the MEPDG may lead to inaccurate results. This study compares the pavement responses computed using the MEPDG approach and the layered viscoelastic theory (LVET) which utilizes the complex modulus master curve to fully characterize the rate-dependent properties of AC. Typical three-layer pavement structures were analyzed at three temperatures (−10°C, 20°C and 50°C) and four speeds (10, 40, 80 and 120 km/h). The results show that the horizontal tensile stresses at the bottom of cement-treated base layer obtained from the two approaches are almost the same, and for other responses analyzed, the results obtained from the MEPDG approach are larger than those from the LVET approach, especially for the responses in the AC layer. The normalized difference of the vertical compressive strain at the mid-depth of the AC layer between the two approaches can be up to 100% and that for the horizontal tensile strain at the bottom of the AC layer can be more than 50%.

scholarly journals Study on the Optimum Steel Slag Content of SMA-13 Asphalt Mixes Based on Road Performance

Coatings ◽  
2021 ◽  
Vol 11 (12) ◽  
pp. 1436
Author(s):  
Wei Chen ◽  
Jincheng Wei ◽  
Xizhong Xu ◽  
Xiaomeng Zhang ◽  
Wenyang Han ◽  
...  
Keyword(s):  
Dynamic Modulus ◽  
Steel Slag ◽  
Temperature Stability ◽  
Shear Resistance ◽  
High Temperature Stability ◽  
Asphalt Mixes ◽  
Asphalt Mix ◽  
Wheel Tracking ◽  
Temperature Crack ◽  
Slag Content

To reduce the use of aggregates such as limestone and basalt, this paper used steel slag to replace some of the limestone aggregates in the production of SMA-13 asphalt mixes. The optimum content of steel slag in the SMA-13 asphalt mixes was investigated, and the performance of these mixes was evaluated. Five SMA-13 asphalt mixes with varying steel slag content (0%, 25%, 50%, 75%, and 100%) were designed and prepared experimentally. The high-temperature stability, low-temperature crack resistance, water stability, dynamic modulus, shear resistance, and volumetric stability of the mixes were investigated using the wheel tracking, Hamburg wheel tracking, three-point bending, freeze–thaw splitting, dynamic modulus, uniaxial penetration, and asphalt mix expansion tests. The results showed that compared to normal SMA-13 asphalt mixes, the high-temperature stability, water stability, and shear resistance of the SMA-13 asphalt mixes increased and then decreased as the steel slag content increased. All three performance indicators peaked at 75% steel slag content, and the dynamic stability, freeze–thaw splitting ratio, and uniaxial penetration strength increased by 90.48%, 7.39%, and 88.08%, respectively; however, the maximum bending tensile strain, which represents the low-temperature crack resistance of the asphalt mix, decreased by 5.98%. The dynamic modulus of the SMA-13 asphalt mixes increased with increasing steel slag content, but the volume expansion at a 75% steel slag content was 0.446% higher than at a 0% steel slag content. Based on the experimental results, the optimum content of steel slag for SMA-13 asphalt mixes was determined to be 75%.

scholarly journals Influence of compaction temperature on the properties of Marshall specimens

2015 ◽  
Vol 10 (4) ◽  
pp. 309-315 ◽  
Author(s):  
Ivica Androjić ◽  
Sanja Dimter
Keyword(s):  
Mechanical Properties ◽  
Structural Design ◽  
Hot Mix Asphalt ◽  
Asphalt Mixture ◽  
Maximum Density ◽  
Asphalt Mixtures ◽  
Test Results ◽  
Compaction Temperature ◽  
Asphalt Mix ◽  
Very High

Compaction of hot mix asphalt is influenced by several factors; some related to the environment, some determined by mix and structural design and some by contractor during construction. The temperature of asphalt mixture has the biggest influence on the compaction of asphalt mixtures and their properties. The temperature of asphalt mixture affects viscosity of bitumen and achievement of the maximum density of asphalt mixture. This paper describes a laboratory study on the effects of different installation temperatures on the physico-mechanical properties of specimens of asphalt mixtures: stability, Marshall Quotient (stiffness), density, voids and voids filled with asphalt. By regression analysis of the test results the correlation of certain properties of asphalt mix and compaction temperatures was established. For all the models observed, the coefficients of determination are very high and indicate very solid links. The obtained research results indicate a pronounced effect of compaction temperature on each tested property of asphalt mix.

Evaluation of the Effect of Lime Modification on the Dynamic Modulus Stiffness of Hot-Mix Asphalt

2005 ◽  
Vol 1929 (1) ◽  
pp. 10-19 ◽  
Author(s):  
Javed Bari ◽  
Matthew W. Witczak
Keyword(s):  
Dynamic Modulus ◽  
Hot Mix Asphalt ◽  
High Volume ◽  
Hydrated Lime ◽  
Standard Test ◽  
Pavement Design ◽  
State University ◽  
Arizona State University ◽  
Design Guide ◽  
Pavement Structures

Hydrated lime is often used as a mineral filler or antistripping additive in hot-mix asphalt (HMA). Many agencies across North America require the use of lime in all HMA mixtures being placed on high-volume roadways. Despite this wide use of lime, its effects on the HMA mixture dynamic modulus (E*) stiffness have rarely been evaluated. The new mechanistic–empirical (M-E) pavement design guide, Guide for Mechanistic–Empirical Design of New and Rehabilitated Pavement Structures, developed under NCHRP Project 1–37A uses E* as the primary material property of asphalt mixtures for the HMA characterization. A comprehensive study was completed at Arizona State University to assess the effect of lime addition on the E* stiffness of HMA mixtures. The study demonstrated that the standard test and design methodologies of the new M-E pavement design guide could be used effectively for lime-modified HMA mixes. With these methodologies, hydrated lime was found to increase the E* of HMA mixtures by 17% to 65% across the range of mixtures, lime contents, and temperature, with an overall average of 25% increase found from 17 mixture–lime percentage combinations across six different HMA mixes. This paper also outlines a provisional protocol for evaluating the E* master curve for lime-modified HMA mixtures using any of the three hierarchical levels found in the new NCHRP Project 1–37A pavement design guide.

Determination of Dynamic Modulus Master Curve of Damaged Asphalt Pavements for Mechanistic–Empirical Pavement Rehabilitation Design

2021 ◽  
pp. 036119812199670
Author(s):  
Zhe “Alan” Zeng ◽  
Kangjin “Caleb” Lee ◽  
Youngsoo Richard Kim
Keyword(s):  
Dynamic Modulus ◽  
Master Curve ◽  
Pavement Design ◽  
Asphalt Pavements ◽  
Levels Of Analysis ◽  
Damage Factor ◽  
Master Curves ◽  
Pavement Rehabilitation ◽  
Design Guide ◽  
Level 1

For pavement rehabilitation design, the current mechanistic–empirical (ME) pavement design guide provides three levels of analysis methodology to determine dynamic modulus master curves for existing asphalt pavements. First, the ME pavement design guide recommends that Witczak’s predictive equation is employed to obtain the “undamaged” modulus master curve. Depending on the chosen level of analysis, either a falling weight deflectometer test (Level 1) or a condition survey (Levels 2 and 3) is conducted to determine the damage factor(s). The damage factor is used to shift the undamaged master curve downward to match the field conditions and obtain the “damaged” master curve. In this study, two pavement structures in North Carolina Highway 96 were selected to evaluate the accuracy of the ME pavement design guide using its three levels of analysis. Because this roadway is a multilayer full-depth pavement, the extracted field cores were divided into a top layer, bottom layer, and total core for investigative and comparative purposes. Accordingly, both laboratory measurements and pavement ME predictions of the dynamic modulus values were conducted separately. Results show that the predicted undamaged master curves are always higher than the measured master curves and Levels 1, 2, and 3 can each lead to significantly different damaged master curves. Considering both efficiency and accuracy for transportation agency practice, the Level 1 method is recommended, and if the existing pavement is a multilayered asphalt pavement, a total core extracted from all the layers is recommended to generate the input properties for Witczak’s predictive equation.

Dynamic modulus test and master curve analysis of asphalt mix with trapezoid beam method

2017 ◽  
Vol 18 (sup3) ◽  
pp. 281-291 ◽  
Author(s):  
You Huang ◽  
Xudong Wang ◽  
Zhaohui Liu ◽  
Sheng Li
Keyword(s):  
Dynamic Modulus ◽  
Master Curve ◽  
Curve Analysis ◽  
Beam Method ◽  
Asphalt Mix ◽  
Dynamic Modulus Test
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