Drainage Asphalt Pavement Research Articles

Effect of pore precipitation freezing in different saturated states on mechanical performance for drainage asphalt pavement

To explore the effect of pore precipitation freezing in different saturated states on mechanical performance for drainage asphalt pavement, the study revealed the freezing behavior characteristics of pore precipitation in different saturated states by combining CT scanning, FEM simulation and mechanical tests. Firstly, the real spatial structure of drainage asphalt mixture was obtained through the CT scanning, and the corresponding FEM simulation model was established. Secondly, the process of pore precipitation freezing in different saturated states was simulated and analyzed, and its influence on the spatial structure of drainage asphalt mixture was obtained. Finally, the effect of pore precipitation freezing in different saturated states on drainage asphalt mixture was proved through mechanical tests. It is found that the effect of pore precipitation freezing on mechanical performance of drainage asphalt mixture is different under different saturated states. With the increase of saturation state, the influence of pore precipitation freezing becomes more obvious, and the difference of stress-strain distribution in spatial structure for drainage asphalt mixture is more prominent. The study explains how pore precipitation freezing in different saturated states affects the mechanical performance for drainage asphalt pavement, providing a theoretical basis for enhancing its durability.

Adhesion Properties of Recycled High-Viscosity Asphalt-Aggregate Interface under Dynamic Water Erosion.

The drainage of asphalt pavement requires the use of a large amount of high-viscosity-modified asphalt, which faces the service environment under dynamic water erosion. The feasibility of recycling high-viscosity-modified asphalt should be investigated to facilitate sustainable infrastructure construction. This study used ultrasonic equipment to simulate dynamic water erosion test conditions and tested the adhesion performance of different types of recycled high-viscosity asphalt at various environmental temperatures. The adhesion energy index and microstructure of recycled high-viscosity asphalt were analyzed using the contact angle test and AFM test. The results demonstrate that the higher the environmental temperature, the worse the anti-stripping performance of recycled high-viscosity asphalt. From the perspective of adhesion performance indicators, a 6% recycling agent dosage is more conducive to restoring the performance of aged high-viscosity -modified asphalt. The AFM test showed that the microstructure of high-viscosity -modified asphalt represented significant changes with an increase in the recycling agent content, and the change in the adhesion force of recycled high-viscosity -modified asphalt was consistent with the results of macroscopic adhesion performance tests. This study illustrates the applicability of implementing regeneration technology for the recycling of aged drainage asphalt pavement.

Characterization of leachates from drainage asphalt pavement under multi-factor environmental treatments.

Pavement leachates could cause considerable environmental contamination. However, the influence of multiple environmental factors on the compositions of pavement leachates is still ill-understood. Therefore, it is necessary to analyse the variation of bitumen leachates with environmental factors and accordingly clarify the leaching mechanism. For this reason, a multi-environment device was invented to perform single-factor, two-factor and full-climate environmental treatments on open-graded friction courses (OGFC) asphalt mixtures. Subsequently, the acidity and alkalinity (pH) value, metal element composition and conductivity of the bitumen leachates with varying environmental treatments were characterized and analysed. Based on this, the leaching mechanism of bitumen leachates dissolved in water was proposed. The results indicated that the bitumen compositions were influenced by different environmental treatments, inducing the variation of pavement leachates. The primary substances of pavements leachates were composed of the organic acid substances and minor metal element ions. Accordingly, the experiment results demonstrated the increase of conductivity, and partial metal element concentration with the extension of treatment time. In terms of the pH value, an initial increase followed by a progressive decrease was observed.

Study of Noise Reduction and Sound Absorption Performance of Drainage Asphalt Pavement Based on Indoor Tire Accelerated Falling Method

In order to study the noise reduction and sound absorption performance of drainage asphalt pavement and porous asphalt concrete (PAC) and the difference of noise reduction and sound absorption effects of conventional AC pavement, single-layer and double-layer PAC pavements are compared and analyzed by improving the indoor noise test of tire accelerated falling method, and then the sound absorption coefficient of single-layer and double-layer PAC pavement is further tested using the standing wave tube method. Based on the standing wave interference principle of sound, the sound absorption characteristics of drainage asphalt pavement are described, the influence of void ratio on the sound absorption coefficient of PAC pavement is analyzed, and the data model between the void parameters and sound absorption coefficient is established. The results show that: (1) using the improved indoor tire accelerated falling method and using the sound level meter to measure the A-weighted sound pressure level and 1/3 octave frequency spectrum of noise under three distance conditions, the noise value of drainage asphalt pavement is 2 to 5 dB(A) lower than that of traditional AC pavement, and the noise reduction ability decreases with the increase of distance from the sound source and increases with the increase of void ratio. The sound absorption coefficient curve of drainage asphalt pavement is measured using the standing wave tube double transfer function method. The average sound absorption coefficient of PAC specimens decreases with the decrease of the void fraction. (2) The sound absorption coefficient curve of single-layer PAC pavement presents a “single peak type”. The sound absorption peak frequencies of a single layer 4 cm-thick PAC pavement and 10 cm-thick PAC pavement are around 1100 Hz and 800 Hz respectively. The corresponding frequencies of the sound absorption peaks of the two specimens are within the common frequency range of traffic noise, which is helpful to alleviate traffic noise. (3) Through CT scanning and three-dimensional reconstruction software, the void parameters of the PAC specimen are obtained, and the sound absorption coefficient prediction model is established. The sound absorption coefficient calculated by the model has a high correlation with the measured value of standing wave tube method, which verifies the accuracy of the sound absorption coefficient model in predicting the sound absorption characteristics of drainage asphalt pavement.

Evaluation on Distribution Characteristics of Pore Water Pressure within Saturated Pavement Structure Based on the Proposed Tire-Fluid-Pavement Coupling Model

To investigate the flow characteristics of pore water in asphalt pavement and the variation law of the pore water pressure under vehicle loading, a novel method based on BA network and quartet structure generation set method was proposed to reconstruct the three-dimensional (3D) pavement model with pores. The permeability coefficient and the gradation curve were adopted to evaluate the reliability and stability of the random growth pavement model. Then, the tire-fluid-pavement coupling model was established with FLUENT 3D based on the fluid Mie–Gruneisen state equation. According to the built fluid-solid coupling model, the pressure-velocity coupled finite volume algorithm was applied to study the distribution of the pore water pressure in asphalt pavement. Results show that the pore water pressure in asphalt pavement decays periodically with time under vehicle loading. For different types of asphalt pavement, the pore water pressure in open-graded friction course (OGFC) pavement is the smallest during the whole process. Moreover, the peak values of the pore water pressure decrease in the order of asphalt concrete (AC) pavement, stone mastic asphalt (SMA) pavement, and OGFC pavement. The maximum negative value of the pore water pressure is generally less than 0.3 times the maximum positive values. As for saturated pavement pores, the pore water pressure is hardly affected by the water film thickness. The positive peak value of the pore water pressure increases on an approximate parabolic curve as the vehicle speed improves gradually, while the negative one remains largely unchanged. The results are expected to help reduce tire hydroplaning risk and provide guidance for the selection of asphalt mixtures of drainage asphalt pavement.

Effects of deposition states and distribution regularity of clogging substances on pore clogging behaviors of double-layer drainage asphalt pavement

To understand the pore clogging mechanism and the distribution regularity of pore clogging substances in double-layer drainage asphalt pavement, the discrete element method (DEM) and computational fluid dynamics (CFD)-DEM were used to discuss the clogging substance distributions and clogging depth development in upper and lower layers under natural deposition and seepage flow. Results indicate that the pore clogging of double-layer drainage asphalt pavement is mainly attributed to the accumulation of small-sized clogging substances centered on the large-sized ones, the agglomeration of various particle-sized clogging substances, and the interference between the sizes of clogging substances and pavement pores. Also, the particle gradation of clogging substance shows a significant effect on its distribution and deposition depth in upper or lower layer under natural deposition and seepage flow. Additionally, the void volume combination and thickness combination between upper and lower layers obviously affect the distribution regularity of clogging substances under natural deposition. The clogging depth of each particle-sized clogging substance is directly proportional to void volume and inversely proportional to thickness of upper layer under seepage flow. Finally, the main clogging substances are mainly concentrated in upper layer under natural deposition and seepage flow, and only fewer small-sized clogging substances are distributed in lower layer. Some small-sized clogging substances are flowed out of the pavement pore under seepage flow, which is difficult to cause the pore clogging. This study provides a reference for the optimization design and maintenance of double-layer drainage asphalt pavement.

Microscopically analyzed interface behavior characteristics of acid precipitation on asphalt surface.

It is generally believed that the interaction between acid precipitation and asphalt has an effect on the performance of drainage asphalt pavement, but studies on the interface behavior characteristics from microscopic analysis are rare. Therefore, molecular dynamics (MD) was used to simulate the interfacial transition zone of precipitation (neutral and acid) and asphalt in the study, and the interfacial behavior characteristics of precipitation on asphalt surface were microscopically analyzed. Additionally, the composition of acid precipitation was configured in the laboratory, and the contact angles of precipitation solutions (SO42- and NO3-) on asphalt surface also verified the interface behavior characteristics between acid precipitation and asphalt. The results showed that the interaction of acid precipitation and asphalt is stronger than that of neutral precipitation, which makes it more difficult to remove from the surface of drainage asphalt pavement. With the increase of service temperature for drainage asphalt pavement, the interaction energy increases. Under the coupling effect of acid precipitation and low service temperature, water damage to the drainage asphalt pavement is more easily induced. The results revealed the micro-effect of acid precipitation and service temperature on drainage efficiency of an asphalt surface, which has certain theoretical significance and practical value for the application and exploration of drainage asphalt pavement.

Urban rainfall characteristics and permeable pavement structure optimization for sponge road in North China

Permeable asphalt pavement types are generally selected according to local traffic volume and rainfall intensity. This study focuses on the design of the pavement drainage asphalt pavement combination scheme by analyzing the rainfall characteristics of five representative cities in North China. Furthermore, nine kinds of drainage pavement scheme applicable to Beijing are proposed. To this end, the permeable function design analysis, as well as the bearing capacity design analysis of permeable asphalt pavement, was carried out with the help of storm runoff simulation software SWMM5.1 and pavement structure analysis software BISAR3.0, respectively. The results indicate that the minimum total design thickness of permeable surface layer and permeable basic layer meeting the requirements of road drainage in this region is 170 mm, and the nine drainage pavement schemes meet the specification requirements.

Study on Properties of Drainage SBS Modified Asphalt Mixture with Fiber

In order to improve the road performance of drainage SBS modified asphalt mixture, basalt fiber was added to prepare drainage styrene‐butadiene‐styrene (SBS) modified asphalt mixture. The viscosity‐toughness, toughness, and 60°C dynamic viscosity of SBS modified asphalt were tested. The modification effect was evaluated from the perspective of high and low temperature rheological properties by dynamic shear rheometer (DSR) and bending beam rheometer (BBR) tests. The high temperature stability, water stability, low temperature crack resistance, and drainage of basalt fiber SBS drainage asphalt mixture were evaluated and compared with nonfiber SBS drainage asphalt mixture and TPS drainage asphalt mixture. The morphology characteristics of asphalt mixture and the distribution of basalt fiber in the mixture were analyzed from a micro perspective. The results showed the following: the overall performance of basalt fiber is better than that of lignin fiber. SBS modifier content in 7% can meet the requirements of drainage asphalt pavement on asphalt binder. The optimum asphalt content of SBS modified asphalt mixture with basalt fiber content of 0, 0.15, 0.25, and 0.35% is 4.9, 5.05, 5.15, and 5.2%. The fiber is irregularly distributed in the mixture to form a three‐dimensional network structure, which has a series skeleton function. It plays a tensile role in the initial cracking of asphalt mixture and prevents further expansion of cracks.

Experimental Study and Calculation of a Three-Dimensional Finite Element Model of Infiltration in Drainage Asphalt Pavement.

Drainage asphalt pavement provides excellent drainage performance and driving safety, where the permeability of the pavement is the critical performance. When analyzing the permeability of drainage asphalt pavements, the previously used two-dimensional infiltration calculation model with boundary conditions deviates from the real situation. In this article, a three-dimensional infiltration finite element method was proposed to evaluate the permeability of pavement, and the feasibility of the three-dimensional infiltration finite element method to evaluate the drainage capacity of drainage asphalt pavement was verified by using the single-sided permeability test of indoor rutted slabs of drainage asphalt mixtures as an example. Finally, the effects of the longitudinal slope of the pavement on the drainage performance of the drained asphalt pavement was investigated by calculations based on the three-dimensional infiltration finite element method. The results indicated that: when the longitudinal slope was less than 6%, the influence of longitudinal slope size on the drainage capacity of drainage asphalt pavement was very small. When the gradient of the longitudinal slope from 0 to 6%, the critical drainage capacity of the pavement corresponding to each cross slope was maintained at a relatively stable value.

Early Diseases of Asphalt Pavement Damage of Water Research and Countermeasures

The life cycle of a road engineering usually contains multiple stages. It starts from design, through the construction, usage and damaged to discarded. Early disease water damage of asphalt pavement has great influence on the service life of road surface. Through analyzing the mechanism of water damage and summarizing the main forms of water damage, this paper puts forward the reasonable distribution of asphalt mixture and the good rigidity relationship between base and surface, which is the key factors to avoid water damage. We analyze and summarize the advantage of drainage asphalt pavement in the prevention and control of water damage of asphalt pavement in order to apply it in the practice of engineering.

Influence Analysis of Performance on Sasobit Warm Mix Asphalt with Salinity

Sasobit warm mix drainage asphalt pavement has become increasingly popular due to its environmental benefits and comfortable using effect. However, test results show that its low-temperature and anti-fatigue performance have a certain degree of reduced. To improve the performance of asphalt four different doses (1%, 3%, 5% and 7%) of salt are added to the Sasobit asphalt. Laboratory tests were used to simulate short and long term aging asphalt in the process of construction and using pavement. A series of binder tests including bending beam rheometer (BBR), dynamic shear rheometer (DSR) and Brookfield viscosity tests were conducted. Results show an increase of rutting performance for warm mix binders with Sasobit while asphalt with salt has similar high temperature performance to original asphalt. Unlike Sasobit which has a decrease of cracking performance for asphalt at low-temperature, salinity can greatly improve the Low-temperature performance. And the low-temperature cracking performance and anti-fatigue performance presents a tendency of climbing up first and then declining with the increase of salinity. The figure of viscosity-temperature curve shows that the optimum of salinity is 5%.Further more, asphalt with Sasobit and salt can gain better performance and same mixing and compaction effect in lower 20°C than hot mix asphalt without it.

Study on the Recycling Method for Drainage Asphalt Pavement and Evaluation for its Durability

In Japan, drainage asphalt pavement (DAP) is widely used especially on the highway and the express way. However, because of the existing porous asphalt materials consist of DAP use polymer modified bitumen, and the aggregate gradation of DAP is differ from conventional mixture, it is difficult to use those porous asphalt materials as the recycled aggregate for reclaimed asphalt pavement. Therefore, the recycling method for recycled DAP which were consisted of recycled porous asphalt materials and virgin aggregates has not been established yet. This paper describes that the recycling method for recycled DAP was considered, and the workability and five years durability was also verified by trial construction of the recycle DAP and new DAP which were consisted of virgin aggregate on the national highway.

Development of cleaning machine for drainage asphalt pavement in Japan

Drainage asphalt pavement has become popular since 1990s in Japan, especially in expressways in order to improve traffic safety in rainy days and national highways in order to reduce traffic noise. It had regarded to be problem that these effects of drainage asphalt pavement could not last longer. For example, it could reduce traffic noise in 3 dB as its initial performance, while this effect would be lost in three years by clogging. To solve this problem, cleaning machines have been developed in Japan, which uses high pressure water and vacuum system to remove dust in drainage asphalt pavement. As a result, these machines are proved to be able to remove dust from drainage asphalt pavement, however, they can't recover its noise reduction performance to the initial level. Adding to say, the speed of these machines were around 5km/h and were regarded not to be appropriate for on-site maintenancework. Therefore, further development has been conducted to improve its workablility. Finally, new cleanign machine using only high pressure air was developed. In this paper, short histry of this development and their actual use are reported.

Reduction of Pipe Resonances in Tire Tread Grooves an Drainage Asphalt Pavement

Reduction of Pipe Resonances in Tire Tread Grooves an Drainage Asphalt Pavement

Reduction of equivalent continuous A-weighted sound pressure levels by porous elastic road surfaces

A porous elastic road surface (PERS) is superior to drainage asphalt pavement for reducing highway traffic noise. In earlier research and development, for example using a test track, the difference in sound power level (Lw) of cars has been regarded as the noise reduction effect since it was not possible to measure the change in equivalent continuous A-weighted sound pressure level (Leq) for a series of vehicles on such a limited length of surface. As the result of a comparatively major test construction on a highway, have measured the noise reduction effect of PERS as the difference in Leq. First, we measured the motor vehicle Lw and Leq on each section. However, we found that the neighbouring paved sections also influenced Leq. Next, we calculated Leq according to a highway traffic noise model, using the values of Lw measured in the different paved sections. Since the calculated Leq corresponded approximately with the measured Leq, we could verify the validity of the measured Lw. We again calculated Leq, assuming that each pavement is infinitely long. We assumed the improvement of noise reduction effect of PERS was indicated through the calculated Leq. Consequently, we have found that the noise reduction effect of drainage asphalt pavement was 5–6 dB, whereas that of PERS was 7–9 dB.

STUDY ON AIR PUMPING NOISE IN ROAD CAVITIES

Air-pumping noise generated by a road cavity is studied by an experiment using of an inner drum facility. To simple the problem, the road cavity is modeled as a cylindrical cavity which is processed on the drum surface, and acoustical wave is observed after a tire passed through the cavity. For the difference of the cavity size and the tire velocity, the characteristics of maximum sound pressure and averaging frequency are clarified. The fact that air-pumping noise by the cavity is reduced at the road with the porosity like the drainage asphalt pavement is verified experimentally.

Road Vehicle Noise Reduction by Drainage Asphalt Pavement

Road Vehicle Noise Reduction by Drainage Asphalt Pavement

The integration of travel demand management and technological measures for reducing the level of road traffic noise

Noise pollution is one of the major environmental damages caused by automobiles. In 1997 of Japan, 4,135 out of 4,772 roadside observatory stations failed to keep environmental quality standards for noise. Since there has been little improvement in the number of stations satisfying environmental quality standards, we need more powerful actions to change this undesirable situation. In this study, we constructed two models, traffic assignment model and traffic noise model, in order to test several policy measures of roads and road traffic for reducing the level of road traffic noise in a consistent way. The model was built on geographical information system (GIS) and it made the model more operational and easily understood. From a series of Sendai City case studies, the installation of drainage asphalt pavement proved an efficient way of decreasing the level of traffic noise. Porous elastic road surface could abate traffic noise considerably and would be a better measure if the cost would be reduced in future. Cordon pricing, as a measure of road traffic, was effective, but it also worsened the situation in the areas outside the cordon line. The construction of the ring road relieved the serious situation in the city center, but still increased the level of traffic noise in the areas around the cordon line since the ring road itself became the major traffic noise source. Finally the effects of the integrated measures of roads and road traffic were tested and confirmed.

Investigation into road vehicle noise reduction by drainage asphalt pavement.

Regarding the reduction of road vehicle noise by drainage asphalt pavement, two kinds of experimental investigations were performed. Firstly, sound propagation was observed on two types of drainage asphalt pavements and a dense asphalt pavement. In this experiment, an omnidirectional sound source was located under the body of a passenger car and a heavy truck. As a result, it was found that the excess noise reduction on drainage asphalt pavement can be attributed to the sound absorption during multiple reflection uncle': the vehicle body and this effect depends on the vehicle type. Secondly, pass-by tests were performed on the three kinds of pavements using the same test vehicles. In this experiment, tire/road noise was measured on each pavement and by comparing the results, the reduction of tire/road noise due to the porosity of drainage asphalt pavement was estimated. Based on the results of these investigations, a calculation model for the prediction of vehicle noise propagation on drainage asphalt pavement has been proposed.