Assessment of Skid Resistance of Asphalt Mixtures in Laboratory Conditions

AbstractThe aggregate applied for the wearing course has a significant influence on skid resistance of road surfaces. However, it is difficult to evaluate the behaviour of road surface in use on the basis of the Polished Stone Value (PSV) determined for the aggregate according to the so called ‘British method’. The British method, which is currently used in many countries, does not allow to determine the influence of neither the grain size of the aggregate nor the type of the wearing course on skid resistance of road surface. The present paper suggests a method for evaluation of the British Pendulum Number (BPN) for road surfaces in laboratory conditions. The authors assumed the BPN for polished slabs, made from asphalt mixtures, as the criterion. The index was measured with the British Pendulum Tester. The simulation of the process was conducted on research stand (called slab polisher) built at Bialystok University of Technology (BUT). The results of laboratory tests indicate that surfaces from asphalt concrete (AC) have slightly higher values of BPN in comparison with the values determined for surfaces made from stone mastic asphalt (SMA).

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Selecting warm mix asphalt additives by the properties of warm mix asphalt mixtures - China experience

The Baltic Journal of Road and Bridge Engineering ◽

10.3846/bjrbe.2015.10 ◽

2015 ◽

Vol 10 (1) ◽

pp. 79-88 ◽

Cited By ~ 8

Author(s):

Xinsheng Li ◽

Zhaoxing Xie ◽

Wenzhong Fan ◽

Lili Wang ◽

Junan Shen

Keyword(s):

Tensile Strength ◽

Dynamic Stability ◽

Asphalt Concrete ◽

Warm Mix Asphalt ◽

Asphalt Mixtures ◽

Air Voids ◽

Mastic Asphalt ◽

Stone Mastic Asphalt ◽

Crushed Aggregate ◽

Marshall Stability

The objective of this research was to select the most effective warm asphalt additives for mix practice based on a series of laboratory testing programs such as density, Marshall stability, freeze-thaw splitting strength, dynamic stability, and bending beam strain. The experimental design of warm mix asphalt included the use of three commonlyused additives, two typical aggregate gradations, one crushed aggregate, and one modified asphalt. Results showed that: (1) the bulk specific gravity and air voids of all the mix specimens were similar to those of controls; (2) the Marshall stability and flow values of the warm stone mastic asphalt were 6.8%–26.6% and 3.5%–10.3%% higher than those of controls, respectively, and those of the warm asphalt concrete were 6.1%–15.6% and 6.5%–9.7% higher than those of controls, respectively; (3) the indirect tensile strength of two types of mixtures was 1.7%–14.4% lower than that of controls, and the average tensile strength ratio of the warm stone mastic asphalt and asphalt concrete was 4.3% and 1.3% higher than that of controls, respectively; (4) the dynamic stability of warm mix specimens was 10.8%–16.6% lower than that of the controls; (5) the average bending failure strain of warm stone mastic asphalt was 7.6% higher than that of the controls, and that of warm asphalt concrete was 12.8% lower than that of the controls; (6) Overall, warm asphalt mixtures with Sasobit and Rediset had relatively best performances required in Southeast China, where rutting and stripping are the main failures of asphalt pavements.

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Assessment of Skid Resistance of Road Pavements

The Baltic Journal of Road and Bridge Engineering ◽

10.7250/bjrbe.2020-15.490 ◽

2020 ◽

Vol 15 (3) ◽

pp. 157-168

Author(s):

Lina Šneideraitienė ◽

Daiva Žilionienė

Keyword(s):

Asphalt Concrete ◽

Experimental Studies ◽

Skid Resistance ◽

Heavy Vehicles ◽

The Road ◽

Mastic Asphalt ◽

Road Pavement ◽

Stone Mastic Asphalt ◽

The Individual ◽

Paved Road

The quality of the paved road depends not only on the decisions of the road designer and the work carried out but also on the materials used. Most of the aggregates used are imported from other countries. However, the usage of domestic materials reduces the cost of the road pavement and the use of aggregates produced by a special production technology in Lithuania, i.e., dolomite aggregates instead of granite aggregates. Experimental studies were carried out on the skid resistance of the road surface. It was found that the coefficient of skid resistance met the requirements for surface dressing with dolomite aggregate, and the results were analysed with 95% probability. This coefficient partially met the requirements for asphalt concrete, while it did not meet the requirements at all for stone mastic asphalt. The surface roughness, however, met the requirements for road sections where granite aggregates were used instead of dolomite in mixes of surface dressing and asphalt concrete. The analysis was carried out considering the volume of traffic and the service life of the individual road sections. It was determined that it was suitable for a 5-year guarantee period to perform the surface dressing, wearing course of asphalt concrete and stone mastic asphalt with dolomite aggregate where part of heavy vehicles is less than 20% of traffic flow. The use of granite aggregates was justified only in the road where heavy vehicles dominated.

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Evaluation of Skid Resistance of Wearing Course Made Of Stone Mastic Asphalt Mixture in Laboratory Conditions

IOP Conference Series Materials Science and Engineering ◽

10.1088/1757-899x/245/2/022043 ◽

2017 ◽

Vol 245 ◽

pp. 022043 ◽

Cited By ~ 3

Author(s):

Marta Wasilewska

Keyword(s):

Asphalt Mixture ◽

Skid Resistance ◽

Mastic Asphalt ◽

Laboratory Conditions ◽

Stone Mastic Asphalt

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Laboratory Evaluation of the Performance of Stone Mastic Asphalt as an Ungrooved Runway Surface

Materials ◽

10.3390/ma14030502 ◽

2021 ◽

Vol 14 (3) ◽

pp. 502

Author(s):

Sean Jamieson ◽

Greg White

Keyword(s):

Fatigue Cracking ◽

Asphalt Mixtures ◽

Deformation Resistance ◽

Laboratory Evaluation ◽

Skid Resistance ◽

Mastic Asphalt ◽

Performance Requirements ◽

Stone Mastic Asphalt ◽

Asphalt Performance ◽

Better Than

Many airports are surfaced with grooved Marshall-designed dense graded asphalt. Grooving is required to satisfy regulatory aircraft skid resistance requirements, but introduces the risk of groove-related distress, such as groove closure. Consequently, airports seek an ungrooved runway surface option that performs similarly to dense graded asphalt but allows grooving to be avoided. Stone mastic asphalt is the most viable ungrooved runway surface solution and has been used on runways in Europe and China. However, before being accepted as an ungrooved runway surface in Australia, stone mastic asphalt must be shown to meet regulatory runway aircraft skid resistance requirements, and to otherwise perform similarly to typical dense graded asphalt mixtures for runway surfacing, including deformation resistance, fatigue cracking resistance and durability. Based on laboratory performance-related testing, 10-mm and 14-mm sized stone mastic asphalt mixtures, produced with four different aggregate sources, were found to generally meet the airport asphalt performance requirements. The 14 mm mixture was found to perform better than the 10 mm mixture, particularly regarding surface macrotexture and deformation resistance. It was concluded that airports should consider 14 mm sized stone mastic asphalt as an ungrooved runway surface in the future.

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Assessment of Impact of Aramid Fibre Addition on the Mechanical Properties of Selected Asphalt Mixtures

Materials ◽

10.3390/ma13153302 ◽

2020 ◽

Vol 13 (15) ◽

pp. 3302

Author(s):

Damian Wiśniewski ◽

Mieczysław Słowik ◽

Jan Kempa ◽

Agnieszka Lewandowska ◽

Joanna Malinowska

Keyword(s):

Asphalt Concrete ◽

Asphalt Mixtures ◽

The Other ◽

Aramid Fibre ◽

Asphalt Binders ◽

High Modulus ◽

Mastic Asphalt ◽

Aramid Fibres ◽

Stone Mastic Asphalt ◽

The Impact

Various additives to asphalt binders and asphalt mixtures improving their properties are being used more and more frequently in order to improve the durability of road pavements. Such additives include various types of fibres, including aramid fibres. Tests concerning the impact of aramid fibre addition on the properties of selected asphalt mixtures have been described herein. Two types of asphalt mixtures were assessed: high modulus asphalt concrete (HMAC) and stone mastic asphalt (SMA). The examined asphalt mixtures were assessed with regard to: resistance to rutting, resistance to water and frost as well as fatigue resistance. The conducted tests showed relatively small impact of aramid fibre addition on the improvement of some assessed properties of the analysed asphalt mixtures. The obtained results were also compared to results of the tests conducted by the other research team concerning the impact of aramid fibre addition on the properties of the other types of asphalt mixtures.

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Material and Cost Solutions Used for Construction of Upper Layers of the Road Pavement Structures

Applied Mechanics and Materials ◽

10.4028/www.scientific.net/amm.878.224 ◽

2018 ◽

Vol 878 ◽

pp. 224-228

Author(s):

Ewa Ołdakowska

Keyword(s):

Asphalt Concrete ◽

Cost Optimization ◽

Weather Conditions ◽

Asphalt Mixtures ◽

Thin Layers ◽

Mastic Asphalt ◽

Road Pavement ◽

Rigid Pavements ◽

Stone Mastic Asphalt ◽

Rigid Design

Availability and variety of materials and technologies used for construction of roads allows for searching for solutions which are the best and optimal in the economical range. The article presents the analysis of various design solutions (susceptible, semi-rigid, and rigid pavements) depending on material and cost solutions. In case of susceptible and semi-rigid pavements the first layer subjected to direct influence of traffic and weather conditions is the grindable layer. It may be made from various mineral and asphalt mixtures: stone mastic asphalt (SMA), asphalt concrete (AC), porous asphalt (PA), asphalt concrete for very thin layers (BBTM), and mastic asphalt (MA). The costs of realization of 4 cm of the grindable layer vary from 40.37 PLN to 50.65 PLN (1 PLN = 0.26 USD) depending on used mixture. Another layer in the susceptible and semi-rigid pavements is the binding layer, and the realization cost per 1m2 of the binding layer e.g. of type B is from 53.46 PLN to 71.37 PLN depending on used mixture and traffic category. The materials used for realization of the binding layer are the mineral and asphalt mixtures, in particular the asphalt concrete of three recommended graining - AC 11, AC 16, and AC 22. The material and cost optimization of the typical solutions of the pavement design, taking all layers into consideration, allowed for determining the “economical” solutions not only for a given traffic category, but also for a given type. Savings in case of the same design types are from approximately 11 PLN to over 12 PLN for the susceptible and semi-rigid design, and from 0.39 PLN to 0.49 PLN in case of realization of 1 m2 of the rigid design.

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