scholarly journals Performance evaluation of Asphalt Rubber Gap-graded mixture

2021 ◽  
Vol 2 (1) ◽  
pp. 26-38
Author(s):  
Akram Hazaa Mohammed Ali Alhelyani ◽  
Zhang Shuwen
Keyword(s):  
Permanent Deformation ◽  
Asphalt Binder ◽  
Fatigue Cracking ◽  
Evaluation Process ◽  
Moisture Susceptibility ◽  
Asphalt Rubber ◽  
Current Design ◽  
Improved Performance ◽  
And Performance

One of the most successful means of improving paving performance is by the use of Crump Rubber (CR). Increased demand for Asphalt Rubber Gap-graded (AR-Gap) mixtures as a pavement material has resulted from improvements in the basic asphalt binder as well as environmental advantages and improved performance in recent years. A number of agencies and researchers conducted AR-Gap mix studies to evaluate the design and performance of AR-Gap mixtures. In this study, the most recent research and practices in the design of AR-Gap mixtures were reviewed, and the performance characteristics of these mixtures were also summarized. In addition, the positive effect of adding ground rubber on the performance of the mixtures, including the effect on fatigue cracking, drainage, moisture susceptibility and permanent deformation is also reviewed. In conclusion, future aims in the building of AR-Gap pavement and performance potential were discussed, which will assist it in becoming a viable long-term pavement choice in the future. Based on the results of the evaluation process, it was discovered that there is still potential to improve the current design state of AR-Gap mixtures as well as the effect of rubber inserts in improving the performance of the mix.

DEVELOPMENT OF ASPHALT BINDER PERFORMANCE GRADES

2014 ◽  
Vol 1 (1) ◽  
Author(s):  
Safwan Khedr ◽  
Maram Saudy ◽  
Mona Khafagy
Keyword(s):  
Deformation Behavior ◽  
Permanent Deformation ◽  
Asphalt Binder ◽  
Fatigue Cracking ◽  
Climatic Conditions ◽  
Temperature Data ◽  
Applied Model ◽  
Performance Grade ◽  
Weather Stations ◽  
And Performance

Asphalt plays a significant role in a pavement’s ability to withstand thermal and fatigue cracking that contributes to permanent deformation behavior. Temperature is a significant factor that affects asphalt binder and thus the performance and life span of the whole pavement. This paper presents research developing asphalt binder performance grade requirements, according to Superpave, suitable for different climatic conditions all over Egypt. Twenty one weather stations covering Egypt were selected, then after analysis their air temperature data was converted to pavement temperatures using LTPP and performance models. Finally, the converted pavement data were used to propose asphalt binder performance grades (PG) for the various regions of Egypt. The proposed grades range from PG52-10 to PG76-10 depending on the location, the applied model, and the degree of project reliability.

Use of Superpave Technology for Design and Construction of Rubberized Asphalt Mixtures

1997 ◽  
Vol 1583 (1) ◽  
pp. 71-81 ◽  
Author(s):  
H. Barry Takallou ◽  
Hussain U. Bahia ◽  
Dario Perdomo ◽  
Robert Schwartz
Keyword(s):  
Fatigue Behavior ◽  
Permanent Deformation ◽  
Performance Testing ◽  
Fatigue Cracking ◽  
Asphalt Mixtures ◽  
Mix Design ◽  
Asphalt Rubber ◽  
Constant Height ◽  
Overlay Design ◽  
Gyratory Compaction

The effect of different mixing times and mixing temperatures on the performance of asphalt-rubber binder was evaluated. Four different types of asphalt-rubber binders and neat asphalt were characterized using the Strategic Highway Research Program (SHRP) binder method tests. Subsequently, mix designs were carried out using both the SHRP Levels I and II mix design procedures, as well as the traditional Marshall mix design scheme. Additionally, performance testing was carried out on the mixtures using the Superpave repetitive simple shear test at constant height (RSST-CH) to evaluate the resistance to permanent deformation (rutting) of the rubberized asphalt mixtures. Also, six rectangular beams were subjected to repeated bending in the fatigue tester at different microstrain levels to establish rubberized asphalt mixtures’ resistance to fatigue cracking under repeated loadings. The results indicate that the Superpave mix design produced asphalt-rubber contents that are significantly higher than values used successfully in the field. Marshall-used gyratory compaction could not produce the same densification trends. Superpave mixture analysis testing (Level II) was used successfully for rubberized asphalt mixtures. Results clearly indicated that the mixture selected exhibited acceptable rutting and fatigue behavior for typical new construction and for overlay design. Few problems were encountered in running the Superpave models. The results of the RSST-CH indicate that rubber-modified asphalt concrete meets the criteria for a maximum rut depth of 0.5 in.; and more consistent results were measured for fatigue performance analysis using the repeated four-point bending beam testing (Superpave optional torture testing). The cycles to failure were approximately 26,000 at 600 microstrain.

Laboratory Comparison of Permanent Deformation and Fatigue Behavior of Neat, Polymer, and Rubber-Asphalt Binders

2019 ◽  
Vol 2673 (4) ◽  
pp. 524-532
Author(s):  
Felipe F. Camargo ◽  
Kamilla Vasconcelos ◽  
Liedi L. Bernucci
Keyword(s):  
Fatigue Life ◽  
Life Prediction ◽  
Fatigue Behavior ◽  
Permanent Deformation ◽  
Asphalt Binder ◽  
Fatigue Cracking ◽  
Fatigue Life Prediction ◽  
Polymer Modification ◽  
Neat Polymer ◽  
Percentage Recovery

Fatigue cracking and rutting are among the major types of distresses to be considered in flexible pavement design. In this context, the choice of the asphalt binder plays a major role in both the fatigue behavior and permanent deformation resistance of the asphalt mixture. This study was conducted to assess the permanent deformation and fatigue behavior of a field-blended rubber-asphalt (CRMA) and compare the results with typical binders used in Brazil. The neat binder used for modification was also employed as a control and as a base for polymer modification (SBSA). The binders were evaluated using the multiple stress creep and recovery (MSCR) for permanent deformation behavior, and the time sweep (TST) and linear amplitude sweep (LAS) tests for fatigue behavior. Modification of the neat binder resulted in an increase in percentage recovery in the MSCR, whereas the percentage recovery for CRMA was the highest among the three binders at any given temperature. The non-recoverable creep compliance for the CRMA was lower than that exhibited by the neat and SBSA binders for both stress levels for the range of temperatures tested. Binder modification resulted in an improved fatigue behavior compared with the neat binder according to the TST and LAS, whereas rubber modification resulted in the best fatigue behavior. Fatigue life prediction by TST was consistently higher than fatigue life prediction in the LAS test, probably because different criteria were used for determining failure in each test (ranking of the binders remained constant regardless of the criteria used).

EVALUATION ON THE PERFORMANCE OF AGED ASPHALT BINDER AND MIXTURE UNDER VARIOUS AGING METHODS

2015 ◽  
Vol 77 (23) ◽  
Author(s):  
Mohd Khairul Idham ◽  
Mohd Rosli Hainin ◽  
M. Naqiuddin M. Warid ◽  
Noor Azah Abdul Raman ◽  
Rosmawati Mamat
Keyword(s):  
Permanent Deformation ◽  
Asphalt Binder ◽  
Asphalt Mixture ◽  
Aggregate Size ◽  
Maximum Aggregate Size ◽  
Asphaltic Concrete ◽  
Air Exposure ◽  
Stiffness Modulus ◽  
Aged Asphalt

Hot mix asphalt (HMA) pavement encounter short and long term aging throughout the service life. Laboratory aging is the method used to simulate field aging process of HMA pavement. This study was undertaken to determine the long term effect of different binder and mixture laboratory aging methods on HMA (binder aging and mixture aging). Three types of HMA mixtures were prepared for this study namely Asphaltic Concrete with 10 mm nominal maximum aggregate size (AC 10), Asphaltic Concrete 14 mm (AC 14) and Asphaltic Concrete 28 mm (AC 28). These specimens were conditioned with nine different methods and durations.  Resilient modulus test was carried out at 40˚C as an initial indicator of the specimen performance. Permanent deformation of the same specimens was then evaluated by dynamic creep test. Generally, the aged asphalt binder specimens have higher resilient and stiffness modulus compared to aged asphalt mixture specimens. In addition, aged binder specimens have a lower permanent strain which indicates higher resistance to permanent deformation. This study also found that high resilient and stiffness modulus of specimens is attributed by different in heating frequency, temperature, air exposure and binder content of the mixtures.

A Review of Advance Nanotechnology against Pavement Deterioration

2015 ◽  
Vol 1113 ◽  
pp. 9-12 ◽  
Author(s):  
C.M. Nurulain ◽  
P.J. Ramadhansyah ◽  
A.H. Norhidayah
Keyword(s):  
New Technology ◽  
Permanent Deformation ◽  
Asphalt Binder ◽  
Construction Materials ◽  
Fatigue Cracking ◽  
Asphalt Pavements ◽  
X Ray Diffraction ◽  
Modified Asphalt ◽  
Modified Asphalt Binder ◽  
Polymer Modified Asphalt

This paper presents a review of nanoclay as a latest technology in order to overcome problem due deterioration such as rutting, fatigue, stripping, cracking and so on. Nowadays, with increasing of traffic volume and heavy vehicle conditions of existing road totally fail in order to accommodate this situation during design period. In order to manage this problem the new technology had been create and apply. Previous researches prove that nanotechnology has potential solution to enhance the performance and durability of construction materials. Material properties were characterized using Fourier-transform infrared spectroscopy (FTIR), field emission scanning electron microscopy (FESEM) and X-ray diffraction (XRD). According to previous research there were proved that addition of nanoclay lead great improvements on permanent deformation and fatigue life of hot mix asphalt (HMA). In addition the overall performance of nanoclay as polymer modified asphalt binder was improve in terms of rutting and fatigue cracking resistance compare to non-modified asphalt binder. Therefore, nanoclay itself would be an alternative as modifier to use in the bitumen to improve the lifetime of asphalt pavements.

scholarly journals Evaluation of Rheological Behavior, Resistance to Permanent Deformation, and Resistance to Fatigue of Asphalt Mixtures Modified with Nanoclay and SBS Polymer

2019 ◽  
Vol 9 (13) ◽  
pp. 2697
Author(s):  
Gabriela Ceccon Carlesso ◽  
Glicério Trichês ◽  
João Victor Staub de Melo ◽  
Matheus Felipe Marcon ◽  
Liseane Padilha Thives ◽  
...  
Keyword(s):  
Numerical Simulations ◽  
Rheological Behavior ◽  
Complex Modulus ◽  
Permanent Deformation ◽  
Asphalt Binder ◽  
Fatigue Cracking ◽  
Fatigue Tests ◽  
Asphalt Mixtures ◽  
The Road ◽  
Styrene Butadiene

Fatigue cracking and rutting are among the main distresses identified in flexible pavements. To reduce these problems and other distresses, modified asphalt mixtures have been designed and studied. In this regard, this paper presents the results of a study on rheological behavior and resistance to permanent deformation and to fatigue of four different asphalt mixtures: (1) with conventional asphalt binder (CAP 50/70); (2) with binder modified by nanoclay (3% NC); (3) with binder modified by styrene–butadiene–styrene polymer (SBS 60/85); and (4) with binder modified by nanoclay and SBS (3% NC + 2% SBS). For this analysis, the mixtures were evaluated based on complex modulus, permanent deformation tests, and fatigue tests (4PB, in the four-point bending apparatus), with the subsequent application of numerical simulations. The results obtained show a better rheological behavior related to greater resistance to permanent deformation for the mixture 3% NC + 2% SBS, which could represent an alternative for roads where a high resistance to rutting is required. Otherwise, on fatigue tests, higher resistance was observed for the SBS 60/85 mixture, followed by the 3% NC + 2% SBS mixture. Nevertheless, based on the results of the numerical simulations and considering the possibility of cost reduction for the use of the 3% NC + 2% SBS mixture, it is concluded that this modified material has potential to provide improvements to the road sector around the world, especially in Brazil.

Characterization Tests for Mineral Fillers Related to Performance of Asphalt Paving Mixtures

1998 ◽  
Vol 1638 (1) ◽  
pp. 101-110 ◽  
Author(s):  
Prithvi S. Kandhal ◽  
Cynthia Y. Lynn ◽  
Frazier Parker
Keyword(s):  
Methylene Blue ◽  
Particle Size ◽  
Permanent Deformation ◽  
Fatigue Cracking ◽  
Particle Size Analysis ◽  
Size Analysis ◽  
Moisture Susceptibility ◽  
Wide Range ◽  
Methylene Blue Test ◽  
Asphalt Paving

Various studies have shown that the properties of mineral filler, especially the material passing through a 0.075-mm (No. 200) sieve (generally called P200 material), have a significant effect on the performance of asphalt paving mixtures in terms of permanent deformation, fatigue cracking, and moisture susceptibility. However, researchers have employed different characterization tests for evaluating the P200 materials. This study was undertaken to determine which P200 characterization tests are most related to the performance of asphalt paving mixtures. Six P200 materials representing a wide range of mineralogical composition and particle size were used. These P200 materials were characterized by six tests including Rigden voids, particle size analysis, and methylene blue test. Mixes were prepared with two fines to asphalt ratios (0.8 and 1.5) by weight. Mix validation tests included the Superpave shear test for evaluating permanent deformation and fatigue cracking, and the Hamburg wheel tracking test and AASHTO T283 for evaluating moisture susceptibility of the 12 mixtures containing different P200 materials and fines to asphalt ratios. The particle sizes in microns corresponding to 60 and 10 percent passing and the methylene blue test were determined to be related to the performance of asphalt paving mixtures.

scholarly journals Low-Temperature Performance of Polymer-Modified Binders in Stone Mastic Asphalts

2021 ◽  
Vol 6 (4) ◽  
pp. 58
Author(s):  
Ana Dias ◽  
Hugo Silva ◽  
Carlos Palha ◽  
Joel Oliveira
Keyword(s):  
Low Temperature ◽  
Low Temperatures ◽  
Elastic Recovery ◽  
Permanent Deformation ◽  
Asphalt Binder ◽  
Fatigue Cracking ◽  
Thermal Cracking ◽  
Mechanical Tests ◽  
Asphalt Mixtures ◽  
Modified Binders

When temperatures drop to significantly low levels, road pavements are subjected to thermally-induced stresses, resulting in the appearance of thermal cracking, among other distresses. In these situations, polymers can be used as asphalt binder modifiers to improve certain asphalt binder properties, such as elastic recovery, cohesion, and ductility. Polymers also minimize some of the problems of asphalt mixtures, such as thermal and fatigue cracking and permanent deformation. This work’s objective was to study the behavior of asphalt mixtures at low temperatures, mainly when using modified binders. Thus, three binders were selected and tested: a standard 50/70 penetration grade bitumen and two polymer-modified binders (PMB), obtained by adding, respectively, 2.5% and 5.0% of styrene–butadiene–styrene (SBS) in the 50/70 pen grade bitumen. Then, the PMBs were incorporated into stone mastic asphalt mixtures (namely SMA 11), which were subjected to low-temperature mechanical tests based on the most recent European Standards. The asphalt binders and mixtures evaluated in this work were tested for thermal cracking resistance, creep, elastic recovery, cohesive strength, and ductility strength. Overall, it is concluded that the studied asphalt mixtures with PMB, with just 2.5% SBS, performed adequately at low temperatures down to −20 °C.

Determining the Age and Smoothness of Asphalt and Concrete Pavements at the Time of First Rehabilitation using Long-Term Pavement Performance Program Data

2018 ◽  
Vol 2672 (40) ◽  
pp. 176-185 ◽  
Author(s):  
Mary Robbins ◽  
Nam Tran ◽  
Audrey Copeland
Keyword(s):  
Life Cycle Cost ◽  
Evaluation Process ◽  
Concrete Pavement ◽  
Asphalt Pavements ◽  
Pavement Performance ◽  
Concrete Pavements ◽  
Pavement Roughness ◽  
And Performance ◽  
Program Data

Initial performance period is an important input in life-cycle cost analysis (LCCA). An objective of this study was thus to determine actual initial performance periods, as the pavement age at first rehabilitation, for asphalt and concrete pavements using Long-Term Pavement Performance (LTPP) program data. In addition, most agencies use International Roughness Index (IRI), a measure of pavement roughness applicable to both asphalt and concrete pavements, in their decision-making and performance-evaluation process. A secondary objective was, therefore, to determine the pavement roughness condition at the time of first rehabilitation using the same dataset. Based on surveys of highway agencies, initial performance periods frequently used in LCCA for asphalt pavements are between 10 and 15 years, while the average asphalt pavement age at time of first rehabilitation in the LTPP program was found to be approximately 18 years. For concrete pavements, most initial performance periods used in LCCA are between 20 and 25 years, whereas the average concrete pavement age at the time of first rehabilitation in the LTPP program is about 24 years. This suggests initial performance period values used for LCCA do not adequately represent the actual age of asphalt pavements at the time of first rehabilitation, while they are generally representative of actual concrete pavement age at the time of first rehabilitation. Also, it was found that asphalt pavements are typically rehabilitated when they are in good or fair condition according to Federal Highway Administration (FHWA) IRI criteria whereas concrete pavements are typically not rehabilitated until the pavement is in fair or poor condition.

scholarly journals Evaluation of permanent deformation of asphalt rubber using multiple stress creep recovery tests and flow number tests

TRANSPORTES ◽  
2020 ◽  
Vol 28 (2) ◽  
pp. 76-86
Author(s):  
Luis Miguel Gutierrez Klinsky ◽  
Vivian Silveira dos Santos Bardini ◽  
Valeria Cristina De Faria
Keyword(s):  
Permanent Deformation ◽  
Asphalt Binder ◽  
Asphalt Mixtures ◽  
Creep Recovery ◽  
Excellent Correlation ◽  
Flow Number ◽  
Multiple Stress ◽  
Asphalt Rubber ◽  
Modified Binders ◽  
Multiple Stress Creep Recovery

This study used the Multiple Stress Creep Recovery Test (MSCR) and the Flow number test to analyze the characteristics of asphalt rubber and its use in hot mix asphalt (HMA) regarding to their ability to withstand permanent deformation. MSCR tests were done in three commercial asphalt rubber and in the traditional asphalt binder 50/70. Flow number tests were performed in twenty four specimens of asphalt rubber mixtures and eight specimens of conventional asphalt mixtures. The results of these tests showed that all the asphalt rubber samples had lower compliance values (Jnr) in the MSCR test, which denotes that these modified binders improved the rutting resistance of HMA. This behavior was confirmed with flow number results, since the HMA produced with asphalt rubber had always higher flow number values, when compared to the conventional asphalt mixtures. The analysis of the data showed excellent correlation between Jnr values and FN values.

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