Construction and Performance of Ultrathin Asphalt Friction Course

Kandhal, P S; Lockett, L

doi:10.1520/stp12853s

Cited by 41 publications

(54 citation statements)

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“…Figure 13b shows the interface shear stiffness of composite specimen with three adhesive materials obtained from fatigue test. The interface shear stiffness was calculated using Equation (2).…”

Section: Shear Fatigue Testmentioning

confidence: 99%

“…The open graded friction course (OGFC) was mainly used as road surface layer placed on dense graded asphalt layer to improve traffic safety at rainy conditions [1,2]. With the high air void content (18%-22%), OGFC offers safety advantages in terms of high skid resistance and no splash or spray in addition to its benefits in noise reduction and water runoff quality enhancement [3][4][5][6].…”

Section: Introductionmentioning

confidence: 99%

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Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

et al. 2018

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This paper aims to study interface shear performance between porous polyurethane mixture (PPM) and asphalt mixture with different adhesive materials. Polyurethane, epoxy resin, and SBS (styrene-butadiene-styrene) modified asphalt were selected as adhesive materials to fabricate composite specimens. The interface shear strength and shear fatigue life of composite specimen was measured using inclined shear test. The research results emphasizes that it is necessary to apply adhesive material to the interface between PPM and asphalt mixture, since the untreated interface shear strength is smaller than the ones between two asphalt mixtures. The interface shear strength is affected by the thickness of adhesive layer, temperature, and freezing-thaw condition. In general, the greatest interface shear strength was achieved by using epoxy resin followed by polyurethane and then SBS modified asphalt at 25 • C as the adhesive layer thickness is the same. However, the interface shear strengths of composite specimen with three adhesive materials are similar to each other at high and low temperatures (60 • C and −18 • C) or after freezing-thaw cycles. On the other hand, the composite specimen with epoxy resin as adhesive material has the longest fatigue life; while the SBS modified asphalt has the least fatigue life at 25 • C. The research findings can help select the appropriate adhesive materials and increase the durability and service life of pavement when PPM is used as road surface layer for safety and noise reduction.

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Section: Shear Fatigue Testmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

et al. 2018

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“…Some advantages and restrictions related to their production and performance, according to (Huber, 2000), (Kandhal, 2002) and (Alvarez et al, 2006) statements:…”

Section: Advantages Disadvantages and Limitationsmentioning

confidence: 99%

Mechanical characterization of porous asphalt mixes modifying the asphalt with fatty acid amides -FAA-

Senior-Arrieta¹,

Maquilón²

2017

ing.inv.

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Porous asphalt mixes (PAM), conform a special road surface for asphalt pavement structures. They have a distinctive particle size distribution that permits infiltration of the runoff storm water due to its voids content which is about 20 %. Many researchers have conducted studies and concluded that the use of modified asphalts is completely necessary to design PAM. Organic and chemical additives and special procedures such as foamed asphalt and including fibers into the mixture design have enhanced the performance of PAM, during its service life. This paper is based on the mechanical characterization of PAM and how the asphalt binder modified with fatty acid amides, influenced on their behavior and performance. In order to do so, an experimental methodology based on laboratory tests aimed to establish a comparison between porous asphalt mixes, designed and produced with a 60-70 in 1/10 mm penetration at 25 °C neat asphalt binder, and another using modified asphalt with fatty acid amides.Keywords: Modified asphalt, porous asphalt mixes, hot asphalt mixes, hydroplaning, fatty acid amides, Cantabro test. RESUMENLas mezclas asfálticas porosas (PAM), conforman una superficie de rodadura especial para los pavimentos flexibles. Tienen una granulometría característica, lo cual permite la infiltración de las aguas de escorrentía pluvial, gracias al contenido de vacíos que posee, alrededor del 20 %. Muchos investigadores han realizado estudios que han permitido concluir que el uso de asfaltos modificados es completamente necesario para diseñar las PAM. Aditivos químicos y orgánicos y procesos especiales tales como el de asfalto espumado y la inclusión de fibras en el diseño de la mezcla, han mejorado el comportamiento de las PAM, durante su periodo de servicio. El presente artículo aborda la temática de la caracterización mecánica de mezclas asfálticas porosas (PAM) y hace énfasis en cómo el cemento asfáltico modificado con amidas de ácidos grasos, influye en su comportamiento y desempeño. Esta investigación, basada en una metodología experimental a través de ensayos de laboratorio, estableció una comparación entre las mezclas asfálticas porosas, empleando para su diseño y producción una, con asfalto puro de penetración 60-70 en 1/10 mm a 25 °C y otra, cuyo asfalto está modificado con amidas de ácidos grasos.Palabras clave: Cemento asfáltico modificado, mezclas asfálticas porosas, mezclas asfálticas en caliente, hidroplaneo, amidas de ácidos grasos, ensayo Cántabro.

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“…It is well known that UBWC was originally developed as an ultrathin friction course in France in 1986 (35) and first introduced to US in Texas and Alabama in 1992 (36,37). UBWC is placed using a special paving machine that applies both asphalt emulsion and hot mix in a single pass.…”

Section: Noise Levelmentioning

confidence: 99%

Evaluation of Pavement Surface Friction Treatments

Li¹,

Noureldin²,

Jiang³

et al. 2012

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This page intentionally left blank. Supplementary NotesPrepared in cooperation with the Indiana Department of Transportation and Federal Highway Administration. AbstractThe implementation of a pavement preservation program involves a learning curve with not only a determination to succeed, but also the courage to fail. Also, successful implementation of pavement preservation program requires knowledge of the performance of preservation surface treatments over time, which is critical to the select of candidate projects and the development of performance models for pavement management analysis. In addition, preservation surface treatments, such as chip seal, fog seal, microsurfacing, 4.75 mm thin or ultra-thin overlay, can not only repair certain pavement surface defects, but also change the surface characteristics of pavement and therefore affect pavement surface friction performance. Nevertheless, such information is currently not available but is essential for the Indiana Department of Transportation (INDOT) to evaluate the effectiveness of pavement preservation surface treatments. As a concentrated effort, this study focused on the long-term friction performance of preservation surface treatments, particularly those have been widely used and those have seen increasing use by INDOT.Based on the selected field pavement test sections, this study aimed to evaluate the surface characteristics, particularly the longterm friction performance for those surface treatments that have been widely used and have seen increasing use by INDOT, including chip seal, fog-chip, fog seal, rejuvenating seal, microsurfacing, ultrathin bonded wearing course (UBWC), 4.75-mm hot mix asphalt (HMA) thin overlay, and profile milling (or diamond grinding). The test sections for each type of surface treatment covered a wide range of traffic volume from light to high. The service life for the selected test sections varied from 6 months to 60 months. Friction testing was mainly conducted using ASTM E 274 locked wheel trailer. Surface texture testing was conducted using either the ASTM E 2157 circular track meter (CTM) or a laser scanner. Pavement roughness and noise tests were also conducted to address the smoothness and noise issues, particularly on microsurfacing. Detailed analysis was provided to evaluate the friction performance of 4.75-mm HMA overlays. It is believed that the test results and findings drawn from this study not only provides timely information for INDOT to improve its pavement preservation program, but also provides the original information for the potential readers to better utilize preservation surface treatments. Key WordsPavement preservation, surface friction, macrotexture, mean profile depth, chip seal, fog-chip seal, fog seal, rejuvenating seal, microsurfacing, ultrathin bonded wearing course (UBWC), 4.75-mm hot mix asphalt (HMA) thin overlay (UTO), and profile milling (or diamond grinding). Distribution StatementNo restrictions. This document is available to the public through the National Technical Information S...

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Construction and Performance of Ultrathin Asphalt Friction Course

Cited by 41 publications

References 0 publications

Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

Interface Shear Performance between Porous Polyurethane Mixture and Asphalt Sublayer

Mechanical characterization of porous asphalt mixes modifying the asphalt with fatty acid amides -FAA-

Evaluation of Pavement Surface Friction Treatments

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