scholarly journals Effectiveness of the iDOP-PH adhesion promoter in relation to adhesion of the pavement bitumen

2021 ◽  
pp. 201
Author(s):  
Yan Pyrig ◽  
Andrey Galkin ◽  
Pavlo Roman
Keyword(s):  
Thermal Stability ◽  
Research Work ◽  
Inhibitory Effect ◽  
Traffic Load ◽  
Adhesion Promoter ◽  
Adhesion Properties ◽  
Adhesion Promoters ◽  
The Road ◽  
Road Pavement ◽  
Standard Quality

Asphalt pavement is permanently influenced by various environmental conditions and traffic load. Because of this after a certain period numerous defects may appear on the surface of the road pavement. These defects include peeling, chipping, pots, cracks etc. The low water proof resistance of the asphalt concrete (conditioned by low adhesion of the bitumen to aggregate surface) is considered to be one of the reasons for appearance of these defects. Adhesion promoters’ use is the most common method to increase adhesion activity of pavement bitumen. Goal. The objective of the current research work is the evaluation of influence of the domestic adhesion promoter iDOP on the conventional and adhesion properties of bitumen. Methodology. To achieve this goal, the following was done: the effect of the adhesive promoter iDOP on the standard quality indicators of bitumen was determined according the requirements of the current standards DSTY 4044 and SOU 45.2-00018112-067; the effect of the adhesive promoter on the adhesion of bitumen to the glass surface (according to the DSTU B.V.2.7-81 method) and to the surface of aggregates with different mineralogy was evaluated by the rotating bottle method according to DSTU EN 12697-11; the thermal stability of the iDOP-PH promoter was tested by simulating the technological ageing of bitumen according to the method given in GOST 18180 and the RTFOT method. Results. Grounding on the experimental data obtained, it was found that the adhesive promoter iDOP-PH does not affect the standard indicators of the quality of bitumen (penetration, softening and breaking point temperatures, ductility). During hardening with the RTFOT method, a slight inhibitory effect of the promoter is observed, which appears as an increase in the values of residual penetration and ductility compared to bitumen without promoter. The iDOP-PH promoter increases the adhesive capacity of bitumen, which is confirmed by the adhesion data determined by the improved method given in GOST B.V.2.7-81 and the rolling bottle method. Originality. It is shown that the iDOP-PH promoter has a relevantly low thermal stability. With this the main factor affecting the decrease in thermal stability is the long time exposing of the binder at high temperature by GOST B.V.2.7-81 method. Practical value. It is shown that the promoter concentrations recommended by the supplier are insufficient, and to ensure the required values of the adhesion (standardized in СОУ 45.2-00018112-067) it is advisable to increase the concentration of the iDOP-PH promoter in bitumen to 0.3 - 0.6%.

scholarly journals ANALISIS TEBAL PERKERASAN JALAN RAYA MAGELANG-PURWOREJO KM 8 SAMPAI KM 9 MENGGUNAKAN METODE BINA MARGA 1987

2018 ◽  
Vol 2 (1) ◽  
Author(s):  
Sudarno Sudarno ◽  
Lulut Fadhilah ◽  
Achmad Afif ◽  
Siti Nurobingatun ◽  
Heru Hariyadi ◽  
...  
Keyword(s):  
Carrying Capacity ◽  
Secondary Data ◽  
Traffic Load ◽  
Cone Penetrometer ◽  
The Road ◽  
Dynamic Cone Penetrometer ◽  
Road Pavement ◽  
Central Java ◽  
Key Word ◽  
Pavement Overlay

<p>Abstrak. The Highway that connect Magelang Purworejo is one of the Collector roads in Central Java. Magelang-Purworejo’s Highway has a fairly high traffic load, based on a survey conducted by LHR in 2017 of 4392 vehicles. A high enough amount of LHR causes the road to damage the hair cracked. Based on the above, the thickness of the pavement or overlay is planned. This plan begins with a survey of the number of passing vehicles for twenty-four hours (LHR), then surveying the carrying capacity of ground using DCP tools, then measuring the skill of using digital teodholit. Then look for references and secondary data in the form of traffic growth, rainfall data and road class data. After all the data obtained then calculated the thickness of road pavement using the method of Bina Marga 1987. Based on these calculations obtained the required re-layer is 3 cm.</p><p><br />Key word: road pavement, overlay, dynamic cone penetrometer</p>

scholarly journals EVALUASI KERUSAKAN PERKERASAN LENTUR RUAS TOL JAKARTA-CIKAMPEK DAN ALTERNATIF PENANGANANNYA

2021 ◽  
Vol 4 (4) ◽  
pp. 837
Author(s):  
Hans Hendito ◽  
Anissa Noor Tajudin
Keyword(s):  
Traffic Load ◽  
Pavement Condition ◽  
The Road ◽  
Toll Road ◽  
Road Pavement ◽  
A Value ◽  
Design Life ◽  
Common Causes ◽  
On The Road ◽  
Range Of Values

The most common causes of road damage are the design life of the road that has been passed, waterlogging on the road due to poor drainage, or even traffic load which can cause the service life of the road to be shorter than planned. To find out the conditions on the Jakarta-Cikampek Toll Road. Calculates the value of road pavement conditions calculated using the Indeks Kondisi Perkerasan (IKP) on the Jakarta-Cikampek Toll Road. To find out what kind of treatment we should do for the damage that occurs. The Indeks Kondisi Perkerasan is a quantitative indicator of pavement conditions that has a range of values ranging from 0 – 100, with a value of 0 representing the worst pavement condition while 100 representing the best pavement condition. The IKP method has a level of handling type for each IKP value. According to the IKP guidelines, the type of handling that must be carried out with an average IKP value of 96,32 is routine maintenance. For further research, it’s necessary to conduct a direct survey, so that accurate results can be obtained. It is necessary to study with various methods to be able to compare the level of accuracy of a method. ABSTRAKPenyebab kerusakan jalan yang paling umum adalah umur rencana jalan yang telah dilewati, genangan air pada jalan yang diakibatkan drainase yang buruk, atau bahkan beban lalu lintas yang berlebihan yang dapat menyebabkan umur pakai jalan akan menjadi lebih pendek daripada perencanaannya. Untuk mengetahui kondisi pada jalan Tol Jakarta-Cikampek. Menghitung nilai kondisi perkerasan jalan jika dihitung dengan Indeks Kondisi Perkerasan (IKP) pada ruas Tol Jakarta-Cikampek. Untuk mengetahui penanganan seperti apa yang harus kita lakukan terhadap kerusakan yang terjadi. Kondisi Perkerasan atau IKP adalah indikator kuantitatif (numerik) kondisi perkerasan yang mempunyai rentang nilai mulai 0 – 100, dengan nilai 0 nya menyatakan kondisi perkerasan paling jelek sementara 100 menyatakan kondisi perkerasan terbaik. Metode IKP memiliki tingkat jenis penanganan tiap nilai IKP. Menurut pedoman IKP, jenis penanganan yang harus dilakukan dengan nilai IKP rata-rata 96,32 adalah pemeliharaan rutin. Untuk penelitian selanjutnya, perlu untuk survei secara langsung, supaya hasil yang didapat lebih maksimal. Perlu diteliti dengan metode yang beragam untuk dapat membandingkan tingkat keakuratan sebuah metode.

scholarly journals Influence of High Water Contents on Pavement Layers Stiffness Caused by Flooding

2016 ◽  
Vol 16 (1) ◽  
pp. 40-49 ◽  
Author(s):  
Przemysław Rokitowski ◽  
Marcin Grygierek
Keyword(s):  
Research Work ◽  
Test Site ◽  
Short Review ◽  
High Water ◽  
Point Of View ◽  
The Road ◽  
Road Pavement ◽  
The Us ◽  
Influence Of Water ◽  
Falling Weight

Abstract Moisture inside the construction of road pavements is the problem for road engineers all around the world. This issue is mentioned in many European or the US papers and studies, but still it needs to be developed. From the road engineers’ point of view, very important for solving above problems are the studies on the influence of water and moisture inside the construction of road pavement during deflection measurements using Falling Weight Deflectometer (FWD). The paper raises this issue by showing a short review of Polish and foreign literature and presenting the first step of research work at the test site on Voivodeship Road 933 in Poland.

scholarly journals Increasing pavement bitumen adhesion with DAD adhesion additives

2021 ◽  
pp. 83-92
Author(s):  
Yan Pyrig ◽  
Andrey Galkin
Keyword(s):  
Thermal Stability ◽  
Quality Indicators ◽  
Glass Surface ◽  
Adhesive Properties ◽  
The Road ◽  
Stone Materials ◽  
Standard Quality ◽  
Bituminous Binders ◽  
The Impact ◽  
Thermal Stability Of

An important factor that largely determines the water resistance and durability of asphalt pavements is the adhesion of bituminous binders to the surface of stone materials. The most common method of increasing the adhesion of binders is the use of adhesive additives. Given that the range of adhesives used in the road industry is con-stantly updated, and their effectiveness is determined by the characteristics of binders and stone materials, issues related to the assessment of the impact of additives on the properties and, in particular, the adhesion of bituminous binders, are relevant. Goal. The aim of the study was to evaluate the effects of adhesive additives of the DAD series on the proper-ties of bitumen used in the road industry of Ukraine. Methodology. For bitumen modified with DAD-1, DAD-K and DAD-KT 2 additives, standard quality indicators have been determined in accordance with the norms of national standards DSTU 4044 and SOU 45.2-00018112-067. Particular attention was paid to determining the adhesive properties of binders, which were evaluated by the method of adhesion to the glass surface and the method of rotation of the bottle, and the thermal stability of additives is evaluated by changes in adhesion after aging of binders by TFOT and RTFOT. Based on the obtained experimental data, it was found that the adhesion additives of DAD have practically no effect on the basic standard quality indicators of road viscous bitumen. When modifying bitumen with the maximum concentrations recommended by the manufacturer, the additives significantly increase the adhesion of bitumen to the glass surface. The surface of the grains of the ac-cepted stone materials treated with bitumen modified with the additive DAD-KT 2, after the test by the method of rotation of the bottle for 6 hours showed 40% of them remain covered with binder. Novelty. The thermal stability of DAD adhesive additives significantly depends on the accepted method of aging. The main factor that reduces the adhesive properties of the DAD-1 additive is the intense interaction with air. The adhesion properties of bitumen modified with the addition of DAD-CT 2 is significantly increased after aging. Practical value. The expediency and efficiency of the use of additives of the DAD series in the production of asphalt concrete mixtures should be established based on the characteristics of the bitumen and stone materials used.

Adhesion Promoter and Anti-Sticking Layer Effects on Adhesion Properties Using Symmetric AFM Probe

2007 ◽  
Vol 26-28 ◽  
pp. 1113-1116 ◽  
Author(s):  
Hee Jung Lee ◽  
Seung Min Hyun ◽  
Hak Joo Lee ◽  
Dae Geun Choi ◽  
Dong Il Lee ◽  
...  
Keyword(s):  
Adhesion Force ◽  
Adhesion Test ◽  
Adhesion Promoter ◽  
Uv Curable ◽  
Adhesion Properties ◽  
Adhesion Promoters ◽  
Nano Structures ◽  
Mems Fabrication ◽  
Afm Probe ◽  
Nano Imprint

The reliable reproducibility of nano patterns or other nano structures is one of many issues in the nano-imprint lithography process. An important prerequisite for reproducibility is suitable adhesion properties of adhesion promoters or anti-sticking layer. In this study, rhombus shaped symmetrical probe with a flat tip was developed and fabricated using MEMS fabrication technique. For the experimental setup of the adhesion test using a UV curable PAK01 resin coated AFM tip with several adhesion promoters, the flat tip is covered by PAK01 resist using micromanipulator. Anti-sticking layers of silane agents were prepared on the tip by vapor deposition method. Adhesion force between various adhesion promoters (GPTS, APMDS, APTS, DUV30J, O2 planairzation) and PAK01 resist and the force between anti-sticking layer (FOTS, DDMS) and PAK01 resist were evaluated using the force-distance mode of AFM. Adhesion force of GPTS and FOTS are about 7180 nN and 1660 nN, respectively.

scholarly journals Laboratory Study of the Use of Additional Reacted and Activated Rubber (RAR) Materials on Asphalt Concrete-Wearing Course (AC-WC) Mix

2019 ◽  
Vol 2 (1) ◽  
pp. 10
Author(s):  
Bayu Tirta Leksana Purnomo ◽  
Latif Budi Suparman ◽  
Agus Taufik Mulyono
Keyword(s):  
Structural Damage ◽  
Asphalt Mixture ◽  
Crumb Rubber ◽  
Traffic Load ◽  
Infrastructure Development ◽  
The Road ◽  
Road Pavement ◽  
The Government ◽  
On The Road ◽  
Under Construction

<em>The development of infrastructure in Indonesia was increasing. The government focuses on boosting infrastructure development to create long-term economic growth. Therefore, a qualified infrastructure was a standard of an advanced rapidly economy. One of them is under construction was road and toll road infrastructure. As a result of the development was the occurrence of the increasing volume of vehicles on the road. Due to this resulting in an increased load reposition and also increased vehicle load on the road, it was then combined with a wet tropical climate or humid warm areas in Indonesia that have high rainfall and temperatures that can reach 38<sup>o</sup>C, resulting in structural damage such as cracks, rutting, stripping, and pothole. Performance from pavement also declined faster than the estimated plan. Roads in Indonesia mostly use the type of concrete asphalt mixture. Characteristics for concrete asphalt prioritize stability. In fact, the most important thing was the stability and durability of the road. Various ways can be done to overcome the road damage and acquire the ideal characteristics such as the use of added materials to Hot Mix Asphalt. To improve the performance of pavement characteristics, the use of added materials was expected to overcome problems that are affected by temperature, weather, increased vehicle volume, and increased traffic load. The added materials are to enhance Reacted and Activated Rubber (RAR) which was a developed crumb rubber to increase durability and keep the level of road pavement stability.</em>

scholarly journals Analisis Lalu Lintas pada Ruas Jalan Lingkar Sicincin-Lubuk Alung Kab.Padang Pariaman untuk Disain Perkerasan

2019 ◽  
Vol 14 (2) ◽  
pp. 1
Author(s):  
Dwina Archenita
Keyword(s):  
Pavement Design ◽  
Traffic Load ◽  
Survey Period ◽  
Ring Road ◽  
The Road ◽  
Road Pavement ◽  
Road Section ◽  
On The Road ◽  
Subgrade Strength

Traffic is an important part of road pavement design in addition to subgrade strength. This is because traffic is a burden for the road and is very decisive in the thick planning of each layer of pavement. Thus the calculation of the traffic load should have been carried out before carrying out the design of the pavement. The Sicincin - Lubuk Alung ring road section located in Kab.Padang Pariaman is one of the road sections designed with pavement design. Therefore, a traffic survey was carried out on the road section. Traffic surveys are carried out for three days, two days on weekdays and one day on holidays. Every day the survey time is divided into three times, morning, afternoon and evening at rush hour. The survey in the morning takes place at 07:15 - 08:15 and 08:15 - 09:15 while in the afternoon it takes place at 13:00 - 14:00 and 14:00 - 15:00. Furthermore, for the afternoon survey, it will be held at 16:00 - 17:00 and 17:00 - 18:00. After processing the data, in each survey period the LHR value is obtained for both directions. The LHR value used for pavement design is the largest LHR value of all LHR values obtained.

scholarly journals Enhancing the Engineering Properties of Subgrade Materials Using Processed Waste: A Review

Geotechnics ◽  
2021 ◽  
Vol 1 (2) ◽  
pp. 307-329
Author(s):  
Samuel Y. Amakye ◽  
Samuel J. Abbey ◽  
Colin A. Booth ◽  
Abdul-Majeed Mahamadu
Keyword(s):  
Load Capacity ◽  
Effective Means ◽  
Expansive Soil ◽  
Traffic Load ◽  
Engineering Properties ◽  
Waste Materials ◽  
The Road ◽  
Road Pavement ◽  
Materials Used ◽  
Processed Waste

Subgrade materials refer to the original ground underneath a road pavement, when these materials are made up of expansive soil it is referred to as expansive subgrade. Sometimes, these materials do not have sufficient capacity to support the weight of the road pavement and traffic load, which means they require some form of modification and re-engineering to enhance their load capacity. Chemical modification techniques using traditional stabilisers (such as cement and lime) have proved to be an effective means of subgrade stabilisation. However, high costs and environmental concerns associated with the use and production of these additives have highlighted the need for more sustainable and environmentally friendly substitutes. This study reviews the use of industrial by-products and other waste materials used for subgrade stabilisation, focusing on the sustainability of using processed wastes and how they alter the engineering properties of weak subgrade, compared to the use of cement and also reviews the availability of processed waste materials in quantities sufficient to meet the current demand for subgrade stabilisation. The findings illustrate that, processed waste is less expensive and has better sustainability credentials compared to cement. Moreover, processed wastes are available in sufficient quantities to meet existing demands for subgrade stabilisation. Therefore, it is recommended that the use of processed wastes should be promoted and utilised to improve and enhance the geotechnical properties of weak subgrade materials where possible.

scholarly journals Properties of Asphalt Concrete with Basalt-Polymer Fibers

2018 ◽  
Vol 64 (4) ◽  
pp. 197-209 ◽  
Author(s):  
P. Radziszewski ◽  
M. Sarnowski ◽  
A. Plewa ◽  
P. Pokorski
Keyword(s):  
Fatigue Life ◽  
Asphalt Concrete ◽  
Asphalt Mixtures ◽  
Polymer Fibers ◽  
Traffic Load ◽  
The Road ◽  
Road Pavement ◽  
Local Roads ◽  
Special Fibers ◽  
Pavement Construction

Abstract Asphalt mixtures are commonly used for the pavement construction for national roads with a high traffic load, as well as local roads with low traffic load. The constructions of local road pavement consisting of thinner, more flexible layers located on less stable subbase than the pavement of national roads, require reinforcement with asphalt layers characterized by increased fatigue life. Technologies that allow quick repairs and reinforcements, while improving the durability of the road pavement are being sought. Such technologies include the use of modifications of asphalt mixtures with special fibers. The paper presents the results of investigations of the properties of asphalt mixtures modified with innovative basalt-polymer fibers FRP. On the basis of the obtained test results according to the Marshall method, stiffness modulus and fatigue durability, the technical properties of asphalt mixtures with FRP fibers addition were improved. This technology significantly increases the fatigue life of asphalt concrete dedicated for repairs and reinforcements of road pavements.

scholarly journals Geotechnical Evaluation of Road Pavement Failure along the Awotan-Akufo Road, Oyo State Southwestern Nigeria

2019 ◽  
pp. 1-11
Author(s):  
Apanpa, A. Kazeem ◽  
Olayiwola, Hameed ◽  
Anjonrin, Ademola
Keyword(s):  
Moisture Content ◽  
Asphalt Pavement ◽  
Optimum Moisture Content ◽  
Traffic Load ◽  
California Bearing Ratio ◽  
Engineering Properties ◽  
Southwestern Nigeria ◽  
The Road ◽  
Road Pavement ◽  
Natural Moisture Content

In order to access the cause(s) of road failure and proffer preventive measures for the future reconstruction of the Awotan-Akufo road, southwestern Nigeria, the geotechnical engineering properties of the subgrade soil, asphalt pavement thicknesses, drainage and traffic load were evaluated. Soil samples were collected from test pits 1 m deep and at an interval of 50 m and subjected to geotechnical analyses in accordance to AASTHO specification. The grain size distribution revealed that 70% of the entire samples from Awotan-Lifeforte and Adaba failed sections along Akufo road contain amount of fines more than 35% passing through sieve No. 200. The Natural Moisture Content range from 5.73 - 20.21% (Awotan-Lifeforte section) and the entire samples from Adaba failed sections have high natural moisture content ranging from 16.20 - 23.20%. From Atterberg limit test, the Liquid limit of 12 - 56% (Awotan-Lifeforte section) and 26.00 - 40.00% (Adaba Section) were obtained. The Plastic Limit and Plasticity Index of the soils ranges from 8.43 to 49.10% and 1.01 to 7.0% (Awotan-Lifeforte section), and 23.10 - 35.50% and 1.50 - 7.10% (Adaba Section) respectively. Linear shrinkage varies from 0.80 to 9.60% and from 3.10 to 8.80% for Awotan-Lifeforte and Adaba sections, respectively. The Maximum Dry Density of the soils ranged from 1.625 - 1.835 mg/m3 at Optimum Moisture Content of 13.4 - 17.3% (Lifeforte-Awotan section), and MDD of 1.752 - 1.975mg/m3 at Optimum Moisture Content of 13.4-17.3% (Adaba section). The unsoaked California Bearing Ratio are 30.08, 70.14, 39.08%, and the soaked California Bearing Ratio values are 26.17, 11.41, 33.41% (Lifeforte-Awotan section) respectively. At Adaba section of the road, the unsoaked California Bearing Ratio is 3.46, 87.70, 70.14%, and soaked California Bearing Ratio values are 3.42, 32.56, 39.83%. The average asphalt pavement thicknesses around Awotan-Lifeforte section range from 0.60 - 1.10 inches, and that of Adaba section range from 0.57 to 1.46 inches. The study concluded that the road pavement subgrade is silty clay and the geotechnical properties rated below the specifications of the Federal Ministry of Works and Housing at some failed portions. Asphalt pavement thicknesses are grossly inadequate and far below NAPA 2007 recommendation. As such the road cannot withstand the heavily loaded trucks that ply it on regular basis. All aforementioned contributed to the untimely failure of the road.

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