Dense-graded Asphalt Pavement Research Articles

Mechanical, anti-icing and de-icing performance of porous asphalt mixture containing chloride-based particle

ABSTRACT So far, chloride-based particles have been extensively used for the improvement of anti-icing performance of dense-graded asphalt pavement. However, its utilisation in the open-graded asphalt mixtures has not been sufficiently qualified. For this reason, this study prepared porous asphalt mixtures (PAM) using two types of chloride-based particles, namely Mafilon (MFL) and Lvxin II (LX II). In what follows, mechanical properties, anti-icing and de-icing performance of PAMs were respectively investigated. Concerning the mechanical properties of PAMs, the uniaxial compression test, Marshall test, rutting test, Cantabro loss test, as well as moisture stability were conducted. Anti-icing performance was estimated by the measurement of conductivity and freezing point for the leaching water of PAMs. Meanwhile, the de-icing performance of PAMs was quantified by the inclined shearing test and melting monitoring. Although the incorporation of MFL or LX II deteriorated the mechanical performance of PAMs to some extent, the results indicated that all mechanical indicators can satisfy the application requirement. Considering significant improvement in anti-icing and de-icing performance, it can be concluded that the use of chloride-based particles in the PAM is promising.

Calculative method of effective induction heating depth and its influences on induction healing of dense-graded asphalt pavement

Induction heating technology has been widely used in the induction healing of dense-graded asphalt pavement (DGAP). It’s realized by heating the inductive materials under the electromagnetic field. The induced healing efficiency is related to the effective induction heating depth (EIHD) of inductive materials. Nevertheless, In the existing studies, the EIHD was defined by the temperature method, which is inaccurate and sensitive. Also, the relationship between EIHD and the induced healing efficiency of DGAP has not been investigated. Therefore, in this study, the heat generation and heat conduction processes of DGAP internal material were analyzed, and the EIHD was defined as the main heat generation area of inductive materials. After establishing the 2-D induction heating model of DGAP, to determine EIHD, the thermal energy of different materials in DGAP was calculated in layers by temperature measurements based on meshing. Additionally, induction heating experiments were conducted to verify the correctness of the method. At last, the relationship between EIHD and the induced healing efficiency of DGAP was found by induction healing tests. The results show that the energy-based calculative method is more accurate than the traditional temperature method. Besides, the relationship between EIHD and the overall average healing ratios of DGAP is accorded with a positive linear correlation, and the gradient healing alleviates with the increase of EIHD. This paper proposes a calculative method of EIHD in DGAP and reveals the relationship between EIHD and induced healing behaviors, which can promote the development of pavement maintenance technology.

Why do clogged porous asphalt pavements give better traffic noise reduction than a dense-graded asphalt pavement?

In Europe, porous asphalt concrete pavements (PAC) are commonly used to reduce traffic noise. Especially the double-layer type (DPAC) provides substantial traffic noise reduction. Unfortunately, PAC pavements compared to dense asphalt pavements have reduced acoustic longevity; the main reason being clogging of the pores and voids, sometimes also more ravelling. The dense-graded pavements considered here are stone mastic asphalts (SMA, in the US known as stone matrix asphalt) which often have surface macrotexture of the same size as the PAC. The main difference is that the PAC has accessible pores/voids providing sound absorption, while the SMA has practically no porosity. One would expect that when the pores in the PAC have become clogged while ravelling is not yet substantial, that the noise property of the PAC would approach that of the SMA. But experimental studies suggest that even when PAC:s are effectively clogged, they retain a certain noise reduction compared to SMA:s. This paper examines this feature of clogged PAC versus SMA and reasons for this unexpected property, for a few Swedish DPAC pavements compared to SMA pavements, with due consideration of possible difference in maximum aggregate size and macrotexture as represented by mean profile depth (MPD) and grading curves.

Integrated life cycle assessment of permeable pavement: Model development and case study

The permeable pavement has exceptional environmental benefits compared to the traditional hardening pavement. However, few studies have been conducted on the evaluation of the life cycle impacts of permeable pavement. By developing an integrated life cycle evaluation method, this paper aims to comprehensively evaluate the life cycle benefits of permeable pavement from the perspective of both the economic cost and the environmental impact, thus realizing a comprehensive trade-off of impacts of permeable pavement. In the case study, the economic cost and environmental impact of Permeable Asphalt pavement (PA) and Dense-graded Asphalt pavement (DA) with different traffic volumes and structures are compared under the same functional unit and environmental conditions. The results show that PA's high investment in raw material and maintenance makes its economic cost higher than DA, whereas the environmental benefits are considerable. However, the results of the uncertainty analysis indicate that the application of PA still needs caution when the environmental conditions are unstable. This study can act as a supplement to the existing life cycle research of the permeable pavement, and provide theoretical support and reference for its further promotion and application.

Simulation of the Cooling Effect of Porous Asphalt Pavement with Different Air Voids

Porous asphalt pavement shows lower internal temperature than does dense-graded asphalt pavement under high temperature conditions in summer. To study the cooling effect of porous asphalt pavement, the thermophysical properties of a dense-graded asphalt concrete (AC) mixture and a porous asphalt concrete (PAC) mixture were determined using a parallel model. Then, a laboratory-simulated sunshine experiment was carried out, and the convective heat transfer coefficients of specimens were inferred by virtual experiment. Lastly, the temperature field distribution simulation of PAC pavement was analyzed. The results show that the thermophysical properties of the PAC-13 mixture are lower than those of the AC-13 mixture; the larger the proportion of air voids, the greater the difference appears. Under windy conditions, the convective heat transfer coefficients of the PAC specimen surfaces are higher than those of AC specimens, and the convective heat transfer coefficient of the specimen surface shows an upward trend with increasing air voids. The cooling effect of the porous pavement increases with increasing proportion of air voids, and the cooling effect of the porous asphalt pavement is better than that of the dense-graded asphalt pavement. There is a good positive linear correlation between cooling effect and air voids, and mathematical models between them which can provide an important reference for PAC pavement design were fitted.

Dense-graded asphalt pavement macrotexture measurement using tire/road noise monitoring

Data collection and the associated automated methods are one of the main building blocks of pavement management systems. One of the main problems associated with automated data collection methods is the high cost of the equipment involved. The aim of this research is to develop a cost-effective system for dense-graded asphalt pavement macrotexture monitoring. To this end, a system based on the tire/road noise, utilizing microphones and employing cepstral signal processing has been developed. The proposed method is compared with the current state of the art PCA based method and is shown that the precision error of the proposed method is about 7%, which outperforms the previous state of the art. To enhance the precision of the cepstral method for the vehicle speed variation amongst the collected dataset, the combination of the cepstral signal processing with Gaussian mixture models is proposed which results in the final precision error of 8%.

Study on the Influential Factors of Noise Characteristics in Dense-Graded Asphalt Mixtures and Field Asphalt Pavements

Determining the influential factors of noise characteristics in dense-graded asphalt mixtures and field asphalt pavement is important in constructing highways that are both low noise and environmentally friendly. In this study, the effects of nominal maximum aggregate size, asphalt binder type, air void percentage, and the service life of pavement on the noise absorption characteristics of asphalt mixtures were first investigated in laboratory. Thereafter, tire/pavement noise measurements were conducted on different types of dense-graded asphalt pavements. The effects of the service lives of the pavements, the types of the pavements, driving speeds, and test temperatures on the noise levels of the pavements were also studied. The Zwicker method is used to calculate psychoacoustic parameters on the tire/pavement noise spectrum. The laboratory results indicate that reducing the nominal maximum aggregate size, using rubber asphalt, and increasing air void percentage as well as surface texture depth improve the sound absorption performance of asphalt mixtures. The field measurements show that laying down asphalt pavements with a shorter service life or larger texture depth, using rubber asphalt, reducing traffic speed, and increasing air temperature can reduce noise.

Initial evaluation methodology and case studies for life cycle impact of permeability of permeable pavements

Abstract In recent years, urban flooding has occurred frequently in different cities in China. This has caused huge economic and environmental damages. As one of the main elements in the concept of sponge city – a potential solution to this problem – permeable pavements have attracted great attentions. This new technology has the ability to mitigate urban flooding effectively and it also provides other environmental benefits. Life Cycle Assessment (LCA) is a newly developed evaluation approach that can be applied to estimate the environmental impacts of pervious pavements in the entire life cycle. This study propose a basic model which can be applied to both permeable asphalt pavements and permeable concrete pavements to evaluate their environmental impacts. The impacts of this technology are investigated on urban flooding, water recycling and water purification. Then a comparison between permeable asphalt pavement and dense-graded asphalt pavement is conducted for a typical four-lane secondary road. Results indicate that in 10 km of the modeled road, 49TJ of energy consumption, 6700 t of equivalent carbon dioxide emissions, 0.1 t of lead emissions and 1 t of zinc emissions can be avoided if the permeable pavements is used. Moreover, the most significant reduction in energy consumption, GHG emissions, lead emissions and zinc emissions occurs in the use phase.

Study of ravelling failure on dense graded asphalt pavement

Ravelling is the loss of bond between aggregates and asphalt binder. This distress is more common in porous asphalt concrete when the voids content is 20% or more. However, premature pavement failure in terms of ravelling on a dense graded asphalt concrete pavement in China occurred within 3 years after the pavement was opened to traffic. The objective of this paper is to determine the cause of this distress. A preliminary investigation did not find evidence of either inadequate design- or construction-related issues. Detailed investigations were undertaken to identify the possible cause of failures. Cores and material samples were also tested in the laboratory. The results indicated that the asphalt mixture at this section fully met the specified requirements of a conventional mixture. The adhesions between binder and aggregate also met the specified requirements and the air void content of the mixture was 5·3%. X-ray diffraction indicated that some aggregates contained illite and kaolinite, which are expansive clays. It was found that this was the primary reason for the distress. Although selection of proper aggregate materials and quantities is standard practice, there is a need to include requirements for contamination by weathered products in the crushed stone.

Effect of Pavement Surface Aging on Tire-Pavement Noise: A Case Study in the State of Qatar

The acoustical performance of asphalt pavements changes with time due to combined effects of environmental conditions and various distresses induced by repeated and heavy traffic. This study examined the changes in the acoustical performance of dense graded asphalt (DGA) pavements over time in the State of Qatar. Tire-pavement noise was measured using on board sound intensity (OBSI) method. The OBSI noise measurements were conducted on DGA pavements with different age and the results were analyzed to evaluate the effect of aging on tire-pavement noise. The results demonstrated that the tire-pavement noise increased with pavement age. The frequency analysis of three road segments showed that at early stage of pavement service life, the noise level is more affected at higher frequency due to the densification and increased air pumping mechanism. At later stage of pavement service life, the noise level is more affected at lower frequency due to the change in pavement surface conditions (e.g., cracking and raveling).

Aggregate gradations on moisture and rutting resistances of open graded friction course mixtures

An open-graded friction course (OGFC), providing a higher degree of friction as well as permeability to the surface of the pavement, is a thin layer of permeable asphalt, which typically placed on top of traditional dense-graded asphalt pavement. The objective of this study was to investigate moisture and rutting resistance characteristics of one low Los Angeles (L.A.) Abrasion aggregate compared to three high L.A. Abrasion aggregates in terms of three gradations and two PG 76-22 binders. The main tested properties include moisture susceptibility (indirect tensile strength and tensile strength ratio) and the modified asphalt pavement analyzer (APA) rut depth. The test results indicated that aggregate gradation affected the moisture susceptibility and rutting resistance of OGFC mixtures. In addition, the moisture and rutting resistance of OGFC mixture could be evaluated by the common or modified test methods, but some new methods should be developed to properly evaluate these properties. Moreover, constructing test sections using alternate gradations while maintaining desired OGFC mixture properties is recommended.

Dynamic Modulus of Asphalt Mixtures

Mix properties that deviate appreciably from the design properties during the production and construction of asphalt mixtures can lead to premature pavement distress or even failure. The objective of this study was to quantify the differences in the dynamic modulus of specimens prepared during design, production, and construction of dense-graded asphalt pavements and their effects on pavement performance prediction. For the achievement of this objective, Superpave® mixtures were collected from Iowa, Florida, Virginia, Michigan, South Dakota, Louisiana, Minnesota, and Wisconsin during design [laboratory-mixed and laboratory-compacted (LL)], production [plant-produced and laboratory-compacted (PL)], and construction [plant-produced and field-compacted (PF) specimens]. The nominal maximum aggregate size was kept constant at 12.5 mm. An indirect tension dynamic complex modulus (IDT | E*|) was measured for the three specimen types (i.e., LL, PL, and PF). Results showed that laboratory-compacted and field-compacted specimens exhibited large and significant differences. This finding was attributed to differences in the compaction effort and procedure between the field and the laboratory. Results of the AASHTOWare Pavement ME Design showed that the use of dynamic moduli obtained from different specimen types would result in significant differences in pavement performance prediction. This research was part of NCHRP Project 9-48, Field Versus Laboratory Volumetrics and Mechanical Properties.

교차로 포장 소성변형 저감을 위한 해석적 연구

PURPOSES : Plastic deformation is frequently made in intersection asphalt pavement at its early age due to deceleration and stoppage of vehicles. This study has been performed to provide a mechanistic basis for reasonable selection of paving method to minimize the plastic deformation at intersection. METHODS : Pavement layer, temperature, traffic volume of the intersections managed by the Daejeon Regional Construction and Management Administration were collected to calculate asphalt dynamic modulus with pavement depth by using a prediction equation suggested by the Korean pavement design guide. Performance of ordinary dense-graded asphalt pavement, polymer modified asphalt pavement, and fiber reinforced asphalt pavement was analyzed by finite element method and the results were used in a performance model to predict the plastic deformation. RESULTS : In aspect of performance, the three paving methods were usable under low traffic while the fiber reinforced asphalt pavement was the most suitable under heavy traffic. CONCLUSIONS : Reasonable paving method suitable for traffic characteristics in the intersection might be decided by considering economic feasibility.

프로파일 분석을 통한 아스팔트 콘크리트 포장 텍스쳐 크기 분석

In this study, the profiles of asphalt pavements were measured using a lightweight profiler and depths of macrotexture were analyzed based on the measured profiles. Profiles on dense graded asphalt pavement, prorous asphalt pavement, stone mastic asphalt (SMA) pavement, and base layer measured, and depth of macrotexture were calculated and analyzed. Profiles on the pavement that happened as asphalt mixture segregation were measured and depths of macrotexture were analyzed. The results showed that the depths of macrotexture of asphalt pavement were effectively calculated using the measured profiles, and the depths of macrotexture for different asphalt pavements were analyzed. The pavement areas which have asphalt mixture segregation were detected based on analysis of macrotexture depths.

Cooling Principle Analyses and Performance Evaluation of Heat-Reflective Coating for Asphalt Pavement

In the experiment, a heat-reflective coating (HRC) was applied to the surface of asphalt pavement. The coating temperature reduction principle and the mechanism to mitigate the urban heat island effect (UHI) were explored by analyzing the material characteristics and features of atmospheric absorption spectrum. HRC features a good waterproof ability, strong oil resistance, abrasion resistance, and aging resistance. When it was painted on the surface of the dense-graded asphalt concrete, the pavement temperature could be reduced by approximately 9°C in hot seasons. The comprehensive pavement performance was evaluated through the following tests: antiskid, accelerated abrasion, freeze-thaw cycle, and permeability. The results show the asphalt concrete pavement with adopting HRC has a strong abrasion resistance, a good resistance to temperature fluctuation, and significantly reduces water damage. The skid-resistant ceramic granular should be added in the dense-graded asphalt pavement with HRC, which was show...

On-board sound intensity testing of PFC pavements in Texas

This paper presents results of tire/pavement noise testing performed on Texas pavements during 2006 and 2007, by means of the on-board sound intensity (OBSI) procedure. Roadside measurements with sound pressure level (SPL) meters were also performed. The pavements tested were primarily of the New Generation Open-Graded Friction Course type, also known in Texas as Permeable Friction Course (PFC), a permeable asphalt design with air voids in the area of 18 percent. There were also some tests performed on dense-graded asphalt pavements, and on concrete pavements. Because of their relatively high air void content (which increases their acoustic absorption), and sometimes the inclusion of crumb rubber in the mix (which decreases its stiffness), PFC pavements also exhibit the fortuitous side effect of reducing noise, both inside the vehicle and at the roadside. Therefore, these pavements are increasingly being studied as �quieter� pavements to verify their feasibility as an alternative to the construction of noise barriers.

Noise benefits of asphalt pavements—Trends at ages up to 52 months

The U.S. DOT Volpe Center Acoustics Facility, in support of the California Department of Transportation, is participating in a long-term study to assess several types of pavement for the purpose of noise abatement. On a 6.4-km (4-mi) stretch of a 2-lane highway in Southern California, several asphalt pavement overlays are being examined. Acoustical, meteorological, and traffic data are collected in each pavement overlay section, where microphones are deployed at multiple distances and heights. Single vehicle pass-by events are recorded primarily for three vehicle types: automobiles, medium trucks, and heavy trucks. Data are analyzed to determine the noise benefit of each pavement as compared to the reference dense-graded asphalt pavement; this includes a modified Statistical Pass-By Index as well as average A-weighted maximum sound levels for each vehicle type. In addition, 1/3-octave band data are examined.

A Study on Applicability of Texture to Pavement Surface Monitoring in Expressways

The SMTD (Sensor Measured Texture Depth) measured by Mini Texture Meter and BPN measured by the British Pendulum were used to estimate the coefficient of skid resistance and the estimated values were compared the measured skid resistance on expressways to testify the applicability of texture to the monitor of pavement surface. As the result, followings were made dear;(1) it is possible to apply the texture for monitoring dense-graded asphalt pavement, (2) it might be applicable the texture for monitoring semi-rigid pavement considering the limited number of data, (3) it is not possible to apply the method which is applicable to dense-graded asphalt pavement for drainage pavement due to the extraordinary large macrotexture and measurement technique.

Evaluation of Plastic Flow Rutting Resistance of Dense-Graded Asphalt Pavements on Expressways

Ari analysis of rutting depth on expressways was conducted and it was made dear that the Dynamic Stability (DS) of moru than 800 should be a target value to plastic flow rutting on expressways with daily heavy traffic volume of less than 5000 vehides in one direction and the DS of more than 2000 to restrain plastic flow rutting on expressways with daily heavy traffic volume ofless than or equal to 5000 vehides. Tests to determine the property of modified asphalt cements was conducted with the Accelerated Pavement Testing Machine, and fallowing properties were found tobe desired to have enough resistance to the plastic flow rutting-, softening point of60°C, viscosity at 60°C of more 1000pa·Es, though more data are required.