Impact of high polymer modification on reflective cracking performance life of asphalt concrete overlays

Habbouche, Jhony; Hajj, Elie Y.; Piratheepan, Murugaiyah; Sebaaly, Peter E.

doi:10.1007/s42947-020-0070-8

Cited by 12 publications

(3 citation statements)

References 6 publications

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“…It is noted that the use of polymer modified binder, consistently increased Jc values evaluated in this study. Again, this finding is expected due to the increased durability observed by using SBS polymer modification [17][18]. The gravel was the most susceptible to cracking, while limestone and limestone plus gravel performed similarly.…”

Section: Semi-circular Bend (Scb) Testmentioning

confidence: 65%

Development of a 4.75 mm asphalt mixture design for Implementation in Louisiana DOTD Specifications

Salari

Cooper

Mohammad

et al. 2020

Int. J. Pavement Res. Technol.

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The Louisiana Department of Transportation and Development (DOTD) and other state agencies are continuously looking for techniques to reduce roadway maintenance and construction costs. A common consideration is to introduce asphalt mixtures with a smaller nominal maximum aggregate size (NMAS) for utilization in roadways. In a previous study, DOTD concluded that mixtures with a 4.75 mm NMAS provided acceptable performance as a surface layer. Excessive stockpiles of unused smaller aggregates can result in an economically competitive source to be consi dered for asphalt mixtures. The DOTD developed mixtures with four aggregate types and two binder types. A comprehensive evaluation of performance was conducted through volumetric and mechanistic testing. Performance testing consisted of the Loaded Wheel Tracking (LWT) test to determine rutting resistance, Semi-Circular Bend (SCB) test to evaluate intermediate temperature cracking resistance, and dynamic modulus (E*) to ascertain the stiffness at intermediate temperatures. As expected, asphalt binder grade, aggregate type and mixture composition affected the performance of mixtures evaluated. Gravel mixtures were susceptible to cracking, while limestone mixtures were susceptible to rutting. An economic analysis was conducted to determine the viability of 4.75 mm mixtures. The cost per ton of 4.75 mm mixtures in Louisiana was higher than conventional 12.5 mm mixtures. However, when considering the lift thickness of potential overlays, the 4.75 mm aggregate mixtures became more viable. Further, a life-cycle analysis of a designed pavement using AASHTO Pavement-ME was performed to compare the lifetime durability of the 4.75 mm NMAS mixtures to a conventional 12.5 mm mixture.

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Section: Semi-circular Bend (Scb) Testmentioning

confidence: 65%

Development of a 4.75 mm asphalt mixture design for Implementation in Louisiana DOTD Specifications

Salari

Cooper

Mohammad

et al. 2020

Int. J. Pavement Res. Technol.

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“…Only the findings of this effort that fit the primary objective of this paper are provided here. More detailed information, data, analyses, and generated discussions can be found in the provided references ( 1 , 14 ).…”

Section: Laboratory Evaluation Of Pma and Hp Ac Mixturesmentioning

confidence: 99%

Fatigue-Based Structural Layer Coefficient of High Polymer-Modified Asphalt Mixtures

Habbouche

Hajj

Sebaaly

et al. 2020

Transportation Research Record: Journal of the Transportation R

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Florida Department of Transportation uses the 1993 AASHTO guide to conduct new and rehabilitation designs for all the state’s flexible pavements. Based on previous experience, a structural layer coefficient of 0.44 was found to be well representative of the department’s conventional polymer-modified (PMA) asphalt concrete (AC) mixtures. If the positive impact of the polymer on the layer is assumed to be maintained at higher contents, then the use of high polymer-modified (HP) asphalt binder may lead to a higher AC structural layer coefficient and a reduced AC layer thickness for the same design traffic and serviceability design loss. The objective of this paper was to determine a fatigue-based structural layer coefficient for asphalt mixtures that contain HP binder using comprehensive mechanistic analyses. This approach relied on combining measured engineering properties and performance characteristics of AC mixtures with advanced flexible pavement modeling (3D-Move). A total of eight PMA and eight HP AC mixtures were designed and evaluated in the laboratory. Overall, the HP AC mixtures showed similar or lower dynamic modulus and better fatigue performance models when compared with those of their respective PMA AC mixtures. However, the fatigue-based structural layer coefficients, determined via mechanistic analysis using the service life approach, ranged between 0.33 (lower than 0.44) and 1.32 (greater than 0.44). Using advanced statistical analyses, a fatigue-based structural layer coefficient of 0.54 was determined for HP AC mixtures. This coefficient should still be verified for other modes of distress.

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“…Although AC mixtures produced using PMA binders have shown improved longterm performance, it is also believed that AC mixtures with a higher polymer content (. 3%) may offer additional advantages in flexible pavements subjected to heavy and slow moving traffic loads (15)(16)(17). However, PMA binders have rarely been able to exceed~3.5% polymer loading (by TWB) without causing potential production problems such as binder pump clogging or reduced mixture workability.…”

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confidence: 99%

State of the Practice for High Polymer-Modified Asphalt Binders and Mixtures

Habbouche

Boz

Diefenderfer

et al. 2021

Transportation Research Record: Journal of the Transportation R

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The objective of this paper was to provide information on the state of the practice for using high polymer-modified (HP) asphalt concrete (AC) mixtures in the United States (U.S.) and Canada. This information was collected through a survey of U.S. and Canadian provincial agencies combined with a search of HP-related specifications, special provisions, and field trials or pilot projects previously constructed. Moreover, the Virginia Department of Transportation’s (VDOT) current state of the practice with regard to using HP paving material was determined. This was achieved through a navigation of VDOT databases to report tonnage and types of produced HP AC mixtures, and experience, lessons learned, and best practices on behalf of multiple asphalt contractors in the area. The majority of the agencies that currently use or have constructed field trials and pilot projects using HP AC mixtures are located in the eastern part of the U.S. In general, HP AC mixtures have been used in a wide range of applications ranging from full-depth AC to thin AC overlays under heavy traffic on interstates and slow-braking loads at intersections. No major field-related construction issues in relation to mixing temperatures and in-place compaction of HP AC mixtures were reported, and standard construction practices and equipment were used. Finally, good communication between the polymer/binder supplier and the contractor, and solid planning before conducting the work were important lessons learned with regard to paving with HP AC mixtures.

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Impact of high polymer modification on reflective cracking performance life of asphalt concrete overlays

Cited by 12 publications

References 6 publications

Development of a 4.75 mm asphalt mixture design for Implementation in Louisiana DOTD Specifications

Development of a 4.75 mm asphalt mixture design for Implementation in Louisiana DOTD Specifications

Fatigue-Based Structural Layer Coefficient of High Polymer-Modified Asphalt Mixtures

State of the Practice for High Polymer-Modified Asphalt Binders and Mixtures

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