Waterproof Adhesive Layer Research Articles

Research on anti-shear performance of waterproof adhesive layer (WAL) in polyurethane-mixture steel-bridge pavement structure

Polyurethane-mixture pavement materials for steel bridges have excellent overall road performance and are expected to solve the durability and short service life problems of traditional asphalt-based steel-bridge pavement materials under harsh bridge usage environments. A waterproof adhesive layer (WAL) with good shear resistance is essential to fully exploit the outstanding performance of polyurethane pavement materials. However, research in this area is currently limited. This study applied polyurethane, which has good bonding performance with polyurethane pavement materials, as WAL. The impact of the coating amount of WAL, amount of crushed stone, and curing time on its shear performance were analyzed by conducting anti-shear strength tests and shear-fatigue tests. The results were then compared with those of epoxy resin WAL. The results indicate that the shear performance of polyurethane WAL is significantly better than that of epoxy resin WAL. At a crushed stone amount at 50%, coating amount of WAL in the range of 0.2–0.7k g/m2, and curing time of 60 min, the shear strength of the polyurethane WAL was 2.35–2.41 times that of epoxy resin, and the shear fatigue of polyurethane WAL was 1.14–1.28 times that of epoxy resin under the same conditions. The shear strength initially increases and then decreases with the increase in the WAL coating amount. However, the shear-fatigue life continues to increase with the increase in the WAL coating amount. The optimal coating amounts for polyurethane and epoxy resin WALs are 0.5 kg/m2 and 0.6 kg/m2, respectively. The anti-shear strength and shear-fatigue life decrease continuously with the increase in the amount of crushed stone. The addition of crushed stone reduces the anti-shear performance between the WAL and polyurethane-mixture pavement layer. Therefore, the recommended amount of crushed stone is 50%. During construction, a minimal amount should be applied while meeting the non-sticking requirement of construction-machinery rollers. The shear strength of the polyurethane-mixture pavement layer laid using both types of WALs in a dry-to-touch status is significantly higher than that laid using liquid or dry-hard WALs. The optimal curing times for the polyurethane and epoxy resin WALs are 60 min and 90 min, respectively.

Study on the influence factors on the design and road performance of high-performance waterproof adhesive material for concrete bridge decks

The quality of the waterproof adhesive layer significantly impacted the safety and service life of concrete bridge deck pavements. Therefore, this study focused on the preparation of the waterborne epoxy resin-polyurethane-emulsified asphalt (WEPEA) and investigated the factors influencing its road performance. The component proportions of WEPEA were determined based on tensile strength and elongation at break, while its physical and chemical properties were systematically studied. Indoor tests were conducted to investigate the impact of environmental factors and surface treatment processes on WEPEA's road performance. The research findings indicated that the optimal proportions for WEPEA were 30% waterborne epoxy resin (WER) and 8% waterborne polyurethane (WPU). WEPEA exhibited excellent bonding performance, low-temperature flexibility, adhesion, waterproof properties, and corrosion resistance. Surface contaminants, freeze-thaw cycles, and immersion in water reduced the road performance of WEPEA. Surface treatments such as surface brushing, surface grooving, and surface milling enhanced WEPEA's road performance, with surface grooving being the most effective method. According to value engineering theory, compared to other waterproof adhesive materials, WEPEA had better economic benefits as a waterproof adhesive material.

Preparation and properties of a novel waterborne epoxy resin modified emulsified asphalt

Waterborne epoxy resin is one alternative to enhance bond strength and storage stability for waterproof adhesive layer. Grafting copolymerization is selected in this paper as one experimental case to investigate its properties and also a feasible innovative preparation. The impact of the preparation process on the grafting rate of acrylic monomer was also considered. Moreover, the effect of the amount of acrylic monomer on the centrifugation stability and particle size of the emulsions was studied, where the infrared spectra were used to verify that hydrophilic groups incorporated into the main body of the aqueous epoxy resin. Main tests for modified emulsified asphalt are designed as it pulls out strength and storage stability under various temperature. The results showed that the highest grafting rate of acrylic monomer was achieved at the grafting temperature of 110℃ and grafting time of 2 h. The centrifugal stability of the emulsion was optimum when the amount of acrylic monomer reached 30%, at this time, the median particle size of the emulsion was 160 nm; the infrared spectrum showed that the epoxy resin main chain successfully introduced hydrophilic group (–COOH) at 1720 cm−1. When the amount of water-borne epoxy resin exceeded 40%, the pull-out strength of waterborne epoxy resin modified emulsified asphalt increased significantly at 25℃ and 40℃, and its storage stability was optimized when the content of waterborne epoxy resin reached 50%. The waterproof adhesive layer material prepared in this study has potential application value for improving the quality of bridge deck pavement and construction projects.

Preparation and performance of durable waterproof adhesive layer for steel bridge deck based on self-stratification effect

In view of the shortcomings of the existing steel bridge deck waterproof adhesive layer (WAL), such as poor durability, high construction cost and long construction period, a new preparation method of waterproof coating with self-stratification effect is proposed. In this paper, poly butyl acrylate-methyl methacrylate–styrene block copolymer with lower glass transition temperature was synthesized by free radical solution polymerization, and 5 kinds of self-stratification coatings were obtained by mixing it with epoxy resin at different mass ratios. The glass transition temperature, thermal stability and chemical composition of acrylic resin were characterized by DSC, TGA, and FT-IR. The self-stratification behavior of the coatings was confirmed by FT-IR, SEM, and water contact angle test. The basic performance and road performance of above self-stratifying waterproof coatings were tested according to specific standards. The results show that these coatings exhibit excellent heat resistance, low temperature flexibility and mechanical properties, namely, average tensile strength can reach 6 MPa, the elongation at break can reach 108 %. Furthermore, the coatings also present extraordinary pull-out strength of 9.51 MPa and excellent water impermeability. Moreover, the tensile strength and elongation at break of the self-stratifying waterproof coatings after UV aging test decreased by 7.3 % and 5.2 %, respectively, indicating that above coating have excellent durability. Therefore, the performance of the coating prepared in this paper fully meets the requirements of the road and bridge waterproof coating standards. The optimum mixing ratio of acrylic resin and epoxy resin is recommended as 3:7 based on their performance. Finally, self-stratifying mechanism of coatings was proposed based on the surface energy theory, which provides theoretical support for the design and preparation of the steel bridge deck WAL.

Bonding performance evaluation on WTR-APAO composite modified asphalt as waterproof adhesive layer for concrete bridge

• The preferred concrete surface depth was 0.88 mm, and the gravel covering rate at 70 %. • The optimal dosages of WRAMA, WRMA, and SMA were 1.7 kg/m 2 ,1.2 kg/m 2 and 1.2 kg/m 2 . • WRAMA has higher bonding performance than WRMA and SMA at mid and high temperatures. • WRAMA shows good resistance to water immersion, freeze–thaw cycling, and aging. • The material cost of WRAMA is 30% lower than SMA based on economic comparison. Insufficient bonding at the waterproof adhesive layer (WAL) between the concrete bridge deck and asphalt pavement surface often leads to distress on the bridge or its surfacing pavement. This study proposes a relatively novel material, WTR (Waste Tire Rubber)/APAO (Amorphous Poly Alpha Olefin) composite modified asphalt (WRAMA), as WAL and evaluates its bonding performance compared to the commonly used interlayer SBS modified asphalt (SMA) and waste tire rubber modified asphalt (WRMA). The bonding performance was evaluated using straight shear tests and pulling out tests. Firstly, the optimal concrete surface chiseling depth was explored and determined at 0.88 mm, corresponding to 2 rounds of chiseling on the concrete surface. Then the preferred gravel coverage rate was set at 70 %, and optimum asphalt dosages were determined at 1.7 kg/m 2 , 1.2 kg/m 2 , and 1.2 kg/m 2 for SMA, WRMA, and WRAMA, respectively. While all three asphalts show good impermeability at their preferred dosage, WRAMA has the highest shear and pulling strength. Secondly, the bonding performances of investigated asphalts were evaluated and compared under controlled environments, including water immersion, temperature, free-thaw cycle, and aging. The results showed that WRAMA has the slightest temperature sensitivity but the least moisture resistance than SMA and WRMA. However, the shearing and pulling strength of WRAMA after freeze–thaw and water immersion was around 0.45 MPa, still higher than SMA (around 0.40 MPa) and WRMA (around 0.39 MPa). All three asphalts have decent resistance to aging. Thirdly, a preliminary economic analysis was conducted, and the results show that the material cost of WRAMA is around 66 % of SMA. Considering the WRAMA makes use of wasted tire rubber, this research reveals that the proposed WTR/APAO composite modified asphalt is potentially a cost-effective and environmental-friendly waterproof adhesive layer.

Preparation and experimental research on the properties of neodymium iron boron magnetic powder modified asphalt

Waterproof adhesive layer is an important part of the asphalt pavement system for steel bridge decks. To improve the strength and durability of the paving structure, it is necessary to focus on the high-temperature performance and bonding properties of the waterproof adhesive layer. In this paper, Neodymium iron boron magnetic powder (NP) mixed with SBS modified asphalt was used to prepare NP-SBS composite modified asphalt (NSA) for the waterproof adhesive layer material of the steel bridge deck pavement structure. The excellent mechanical and magnetic properties of NP are used to enhance the related properties of the waterproof adhesive layer. The dynamic shear rheometer (DSR) test, the bending beam rheometer (BBR) test, the direct-tensile-loading test, and the direct-shear-loading test with 6 NP contents (0%, 2%, 4%, 6%, 8%, 10%) were conducted to evaluate the high-temperature performance, the low-temperature performance, the tensile strength and the shear strength of the unmagnetized and magnetized NSA. Through these tests, the variation of rheological properties and bonding properties of NSA could be analyzed. The research results showed that the addition of NP improved the high-temperature performance of NSA, but the effect of the powder mortar had an adverse effect on the low-temperature performance. The tensile strength and shear strength of the NSA increased with the increase of the amount of NP, and the amount of 1.0 L/m2 and the NP content of 6% can achieve better bonding properties. After magnetization, the high-temperature performance and bonding properties of NSA will be further improved, but the low-temperature performance will also be further decreased. It reflects the effect of NP on powder modification, magnetic bonding, and magnetic hardening of NSA. The research results show that NSA has excellent high-temperature performance and bonding properties, which can provide a reference for the subsequent research and application of NSA.

Overview: Application of Resin Waterproof Adhesive Materials in Bridge Deck Pavement in China

To further promote the research and application of resin type waterproof adhesive layer materials, the types, relevant specifications, and research trends of resin type waterproof adhesive layer in China are comprehensively investigated. The performance evaluation indicators, performance requirement, and requirements in different specifications are systematically analyzed, and the key performance evaluation indicators are recommended. The basic properties of common resin type waterproof adhesive layer materials are studied, and the bonding properties of different resin waterproof adhesive layers were compared and evaluated. The results showed that pull‐out strength, shear strength, tensile strength, elongation at break, low temperature flexibility, and impermeability are the key performance evaluation indicators of resin waterproof adhesive layer. The tensile property, corrosion resistance, and water impermeability of resin type waterproof adhesive layer material are good, the flexibility of epoxy resin type waterproof adhesive layer material is poor, and the flexibility of methyl methacrylate (MMA) waterproof adhesive layer material is good. The bonding performance of the epoxy resin waterproof adhesive layer is better than that of the MMA. As the temperature rises, the bonding performance of the two waterproof adhesive layers is significantly reduced. At 60°C, the average pull‐out strengths of the epoxy resin and MMA waterproof adhesive layer were 1.83 MPa and 1.47 MPa, respectively.

Bonding Performance Evaluation on Wtr-Apao Composite Modified Asphalt as Waterproof Adhesive Layer for Concrete Bridge

Bonding Performance Evaluation on Wtr-Apao Composite Modified Asphalt as Waterproof Adhesive Layer for Concrete Bridge

Experimental study on properties of epoxy binder and epoxy bonding chips layer for steel bridge deck pavement

The waterproof-adhesive layer (WAL) plays a critical waterproof role for steel bridge deck since the steel is prone to corrosion. It also plays a critical adhesive role, which ensures the coordinated deformation of steel bridge deck and pavement on it. The adhesion between epoxy binder and steel, and the workability, tensile shear strength, deformability, durability of epoxy binder were tested in laboratory. The adhesion between binders for WALs and steel was explained based on the surface free energy theory. Further, three different WALs were studied on their adhesion to steel with direct shear strength tests. It is found that the epoxy binder exhibited good shear strength, deformability, durability. Furthermore, the interface adhesion work between epoxy binder and steel was found largest among binders and the shear strength between the epoxy bonding chips layer (EBCL) and steel found largest. It concludes that the EBCL is an appropriate WAL for steel bridges.

Influence of thermal shock on the performance of B-staged epoxy bond coat for orthotropic steel bridge pavements

B-staged epoxy bond coat (BEBC) has been widely applied as a waterproof adhesive layer in the pavements of orthotropic steel bridges. During its application, the uncured BEBC layer was first paved on the surface of the steel deck or the bituminous surfacing and hot bituminous mixture would be constructed until the BEBC layer became touch-dry. In this paper, the impacts of thermal shock on the degree of cure (DOC), pull-off strength, hydrophilicity, glass transition temperature (Tg), damping performance, thermal stability and mechanical behaviors of the touch-dry BEBC were investigated. Thermal shock greatly increased the DOC of the touch-dry BEBC and the touch-dry BEBC turned to be nearly fully cured after the thermal shock at a higher temperature. The pull-off strength of the touch-dry BEBC was remarkably improved by the thermal shock. After the thermal shock at 160 °C, the pull-off strengths at room temperature and at 60 °C of the touch-dry BEBC were increased by 584% and 914%, respectively. After the thermal shock, the contact angle of the touch-dry BEBC was greatly increased and the hydrophilicity of the touch-dry BEBC was converted to hydrophobicity. Thermal shock significantly increased the Tg of the touch-dry BEBC. Furthermore, the Tg of thermally shocked BEBCs slightly increased in the temperature. Thermal shock improved the damping performance of the fully cured BEBC. The tensile strength and toughness of the touch-dry BEBC were greatly improved by the thermal shock. However, thermal shock lowered the elongation at break of touch-dry BEBC. In the case of thermally shocked BEBCs, the temperature had a limited effect on the tensile strength, while the elongation at break increased in the temperature. The fracture energy first decreased in the temperature and increased after 150 °C. Maximum fracture energy appeared at 160 °C. After the thermal shock, the tensile strength of the touch-dry BEBC was increased by as much as 3-fold. The fracture energy of the BEBC thermally shocked at 160 °C was 182% greater than that of the touch-dry BEBC.

Study on mechanical properties of typical steel bridge deck pavement waterproof bonding system

MMA and epoxy resin waterproof bonding system are widely used in steel bridge deck pavement at present. Based on the qualification test of raw materials, the quality control research under the influence of multiple factors such as drawing rate, roughness, thickness, temperature and humidity was carried out through pull-out and shear tests. The research showed that: (1) the drawing rate of steel plate + primer + waterproof layer + adhesive layer and epoxy resin should be 10mm/min and 50 mm/min, respectively. (2) the steel plates should be sandblasted to a roughness of level III. The thickness of primer, MMA waterproof layer and adhesive layer should be 60 μm, 2.5mm and 80 μm respectively. The thickness of epoxy resin adhesive layer should be 0.05mm. (3) The construction quality of waterproof bond system was greatly affected by temperature and humidity. The construction temperature should be 25°C, and the relative humidity should not exceed 60%. The research results can provide reference for the selection and quality control of the waterproof bonding system of steel bridge deck.

Interfacial adhesive property in “asphalt mixture-PMA copolymer-steel plate” system: Experimental and molecular dynamics simulation

In this article, poly(methyl methacrylate/n-butyl acrylate) copolymer (PMA) is being considered for utilizing as a waterproof adhesive layer (WAL) on the steel bridge deck. Toughness modification of methacrylate-based adhesive (MMA) was carried out by adding n-butyl acrylate (nBA) using the emulsion polymerization method to overcome its brittleness. The “Asphalt mixture-MMA-Steel plate” interfacial morphology was analyzed by SEM. The MMA and asphalt mortar play the main role at the WAL-asphalt mixture bonding interface was proved by microscopic characteristic analyses. Besides, molecular dynamics (MD) simulation has been used for the construction of atomistic models of PMA with different molar ratios. The adjacent interface adhesion properties of “Asphalt- PMA-Steel plate” connection has been investigated by calculating the interaction energy. The simulated results show that 50/50 PMA has good adhesion bonding between copolymer to steel plate/ asphalt surface. The van der Waals (vdW) force played an essential role in interfacial adhesive properties. The bonding between the steel plate and the PMA copolymer layer within the three-layer structure is comparatively more stable than that of the interface between the PMA layer and the asphalt layer. Differential scanning calorimetry (DSC) test results confirmed the toughness effect of nBA that increases the slippage of PMMA chains past each other and resulted in a decrease of Tg. The pull-off and direct shear test evidenced that the PMA rather than MMA has better compatibility with epoxy asphalt concrete (EA) in both room or high-temperature zones. This work aims to study the adhesion properties between steel plate/asphalt and PMA at multi-scale and provide guidance and reference for researchers to design and develop a new waterproof layer.

Shear Fatigue Performance of Epoxy Resin Waterproof Adhesive Layer on Steel Bridge Deck Pavement

In this study, the effects of temperature, shear stress, and coating quantity of waterproof adhesive layer on the shear fatigue performance of a steel bridge deck pavement were investigated. Direct shear fatigue tests of a pavement comprising an epoxy resin waterproof adhesive layer with stone matrix asphalt were conducted at different temperatures, stress levels, and coating quantities. The results show that temperature and stress have significant effects on the shear fatigue life. With increasing temperature and stress, the shear fatigue life of the waterproof adhesive layer decreased gradually. Therefore, for steel bridge deck pavements under high temperatures and heavy loads, the use of asphalt waterproof adhesive layers or pavement layers should be evaluated carefully while limiting the traffic of heavily loaded vehicles. Shear failure occurs at the waterproof adhesive layer–pavement interface and not at the steel–waterproof adhesive layer interface. The shear strength of the epoxy resin waterproof adhesive layer is mainly provided by the bond strength between the waterproof adhesive and pavement mixture as well as the interlocking force between the cured epoxy resin and the bottom interface of uneven pavement mixture. The shear strength increases with the coating quantity of the waterproof adhesive layer; however, after reaching the maximum value, the shear strength becomes stable. In contrast, the interlaminar shear fatigue life increases continuously with the coating quantity of the waterproof adhesive layer. Appropriately increasing the coating quantity is beneficial for improving the resistance of the waterproof adhesive layer to interlaminar shear fatigue failure.

Performance Evaluation and Optimization of Waterproof Adhesive Layer for Concrete Bridge Deck in Seasonal Frozen Region Using AHP

The weak connection performances between the waterproof adhesive layer, the bridge deck, and asphalt pavement are important factors that cause the bridge deck slippage and upheaval and affect the safety and durability of the bridge. In this paper, styrene‐butadiene‐styrene‐ (SBS‐) modified asphalt, SBS‐emulsified asphalt, rubber‐modified asphalt, and AMP‐100 waterproof materials are selected to study the performance of the bridge deck waterproof adhesive layer in the seasonal frozen region. The shear strength and bond strength of the four waterproof adhesive materials were obtained through the shear test and pull‐out test of the composite specimens composed of four kinds of adhesive materials, diatomite rubber‐particle asphalt mixture, and concrete bridge deck at different dosages and temperatures. According to the priority analysis of the factors including cost, construction difficulty, and environmental protection for the four kinds of materials by using analytic hierarchy process (AHP), SBS‐modified asphalt is obtained as the most suitable waterproof adhesive layer of diatomite rubber particle asphalt mixture bridge deck in seasonal frozen region.

Rubber asphalt waterproof adhesive layer for steel bridge gussasphalt pavement

PurposeAs an important part of steel bridge deck pavement, if waterproof adhesive layer performance does not meet requirements, numerous kinds of bridge deck pavement distress may be encountered. To study the adhesive behavior of rubber asphalt waterproof adhesive layers in steel bridge gussasphalt pavement, the pull-off and direct-shear tests have been used in the study to mechanically simulate steel bridge deck pavement under vehicles loading.Design/methodology/approachSeveral potentially influential factors associated with the adhesive strength of rubber asphalt are investigated including temperature, spraying quantity and environmental conditions.FindingsResults indicate that rubber asphalt was associated with good performance with respect to its use as a waterproof adhesive layer; simulated performance was negatively correlated with increasing temperatures. A necessary spraying quantity of 0.4 Lm-2 is required for appropriate adhesive strength of the composite structure, with a decrease in adhesive strength noted when spraying quantity is significantly greater or less than this.Originality/valueThe current paper presents an examination of the adhesive performance of a rubber asphalt adhesive layer on steel bridge deck pouring construction, while additionally examining potentially influential factors and conditions via use of both pull-off and shear tests.

Induction heating performance of asphalt pavements incorporating electrically conductive and magnetically absorbing layers

In recent years, electro-magnetic induction technology has been widely applied in functional asphalt pavements as an in-situ heating method. Most of the existing research focused on incorporating inductive agents in asphalt pavements to improve their induction heating performance (IHP). In addition to electrically conductive asphaltic layers, a new structure of asphalt pavement incorporating magnetically absorbing asphaltic layers is proposed in this research to enhance the IHP. This multi-layer asphalt pavement system is mainly composed of three sub-systems from top to bottom: the upper one made of electrically conductive layers containing waste steel shavings, the middle one is the asphalt mixture layer with the pre-embedded induction coil and the lower one made of magnetically absorbing layers containing waste ferrites to replace the conventional waterproof adhesive layer. The upper part was developed with four different content of waste steel shavings, used as inductive agents in asphalt. Meanwhile, three kinds of magnetically absorbing layers were prepared, including common magnetically absorbing layers and two kinds of asphalt magnetically absorbing layers. Then, the pavement performance test was performed to examine the asphalt magnetically absorbing layers, and the induction heating experiments of the newly formed multi-layer systems were conducted. Heating and energy saving rates were used to evaluate the effect of the content of inductive agents and the magnetically absorbing layers on IHP. Results show that the asphalt magnetically absorbing layers can meet the requirements of the conventional waterproof adhesive layer. It was also found that the optimal IHP was obtained when the content of waste steel shavings was 6%. More interestingly, the common magnetically absorbing layers improve the IHP better than the asphalt magnetically absorbing layers. This means that the addition of asphalt has a negative impact on the magnetic absorption effect.

Study on influence factors of asphalt mixtures pavement blistering on Portland cement concrete bridge deck

ABSTRACT This paper aims to discuss the blister properties on Portland cement concrete bridge deck pavement. The deformation characteristic and mechanism of blister are investigated quantitatively by an automatically developed pressurised blister simulation tests and Digital speckle correlation method (DSCM). Two different types of asphalt mixtures (SMA-13 and AC-13) and three different types of asphalt waterproof bonding materials (SBS modified bitumen, rubber bitumen, SBS modified emulsified bitumen) were studied in this paper. The air void of asphalt mixture, test temperature and material types were analysed to explore the influence on the blister deformation. In addition, the initial surface absorption test (ISAT) is used to quantitatively assess the influence of air void. The results indicate the air void of asphalt mixture and the test temperature have different influences on the blister damage performance. The blister failure mode has a direct relationship with air void. For the same asphalt waterproof adhesive layer, SMA-13 asphalt mixture is better than AC-13 asphalt mixture in the resistance of blister deformation.

Study and Application on Cold Blended Epoxy Asphalt Mixture for Steel Bridge Deck Pavement

New cold blended epoxy asphalt material and ERS pavement structure were used for steel deck pavement of Zhijiang bridge. In this paper, the material and structural performance were evaluated by laboratory tests. For the cold blended epoxy asphalt, the optimum composition ratio, construction time and temperature requirements were determined through viscosity and tensile performance test. The road performance of epoxy asphalt mixture was evaluated by high temperature rutting test, low temperature bending test and moisture damage test. Through 45 ° oblique shear test and composite beam fatigue test. The structural properties such as interlayer bonding state and fatigue performance were evaluated. The experimental results showed that the new type of cold blended epoxy asphalt had high breaking elongation, high tensile strength and loose construction time under normal temperature;RA05 mixture had excellent road performance; The shear strength of ERS waterproof adhesive layer reached 5MPa at 25°C and 2MPa at 70°C; RA05 and SMA10 had close bonding，good cooperative performance and great fatigue property to resist large deformation. Overall, ERS material and structure had excellent road performance and mechanical properties. The effect of the application in Zhijiang bridge was great.

Experiment Research on Key Performance Indexes of Synchronous Gravel Water-Proof Adhesive Layer for Bridge Deck Pavement in Seasonal Frozen Region

Synchronous gravel water-proof adhesive layer has many advantages, and is widely used to bridge deck pavement. Though the material of synchronous gravel water-proof adhesive layer has high temperature sensitivity, it needs more research that whether this construction can well adapt to seasonal frozen region. Used UTM-100 and self-design testing machine, we tested and analysis the key parameters of the water-proof adhesive layer about SBS nature-changing pitch crushed stones, rubber-asphalt synchronous gravel and high-viscosity asphalt synchronous gravel. Firstly, based on result of core testing under normal temperature, I determined the best mix-proportion for three materials, and tested their shear, tensile strength, deformation performance under different temperature and humidity.

Research on failure mode and mechanism of different types of waterproof adhesive materials for bridge deck

The behaviour of the waterproof adhesive material is closely related to the interfacial failure mode and mechanism. This paper studied the interlaminar failure and mechanism of different materials, including crumb rubber-modified asphalt, styrene-butadiene-styrene-modified emulsified asphalt and epoxy resin adhesive, used in waterproof adhesive layer (WAL). The results indicate that the shear strength of WAL is affected by the WAL's thickness, the concrete surface treatment, the synchronous gravels size and the test temperature. According to the shearing test, the WAL fails in three modes: the cohesive failure, separation of the WAL and cement-concrete deck interface, and separation of the WAL and asphalt concrete interface. In order to develop the maximum effectiveness of WAL in the design and construction, the failure mechanism of WAL was also examined.