Optimum Blending Requirements for EVA Modified Binder

Saboo, Nikhil; Kumar, Praveen

doi:10.1016/j.trpro.2016.11.065

Cited by 36 publications

(17 citation statements)

References 8 publications

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“…In relation to storage stability for 5% of EVA, the difference in softening point ranged from 0.3 to 2.2 [62,65,66]. The study by Luo and Chen [62] found the lowest value when using EVA grafted with 2% MA.…”

Section: Ethyl Vinyl Acetate (Eva)mentioning

confidence: 97%

Reclaimed Polymers as Asphalt Binder Modifiers for More Sustainable Roads: A Review

et al. 2019

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The use of polymer-modified binders in asphalt mixtures has become more widespread due to their reduced thermal susceptibility and improved rutting and fatigue resistance. Nevertheless, their high cost limits their application, thus making the use of reclaimed polymers (RP) an interesting alternative for both reducing price and extending the service life of pavements. This paper; therefore, presents a comparative review of the recycled polymers most commonly studied as bitumen modifiers: polyethylene (PE), polypropylene (PP), polyvinyl chloride (PVC), ethyl vinyl acetate (EVA), and ground tire rubber (GTR), in order to facilitate their selection and extend the use of the bitumen. The differences in terms of melting point, mixing conditions, and maximum quantity of added polymer are analyzed. Moreover, their effect on the mechanical behavior of the asphalt binders and their stability with and without the use of additives is presented. According to the literature revision, the performance of the new binder is more influenced by the kind of polymer that was incorporated and the mixing conditions than by the base bitumen that was chosen, although rheological evaluation is needed to fully understand the modification mechanisms of the modified binder. In general terms, plastomers have a stronger effect in terms of increasing the stiffness of the bitumen in comparison with crumb rubber (elastomers), thus providing an improved rutting resistance. The joint use of polyethylene (plastomer) and crumb rubber (elastomer) can be an interesting option for its recycling potential and mechanical performance, although further study is needed to achieve stable bitumen across the entire range of temperatures; additives, such as maleic anhydride (MA), are commonly employed to improve the stability of the binder and enhance its characteristics, but their use could limit the economic benefits of using recycled materials.

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Section: Ethyl Vinyl Acetate (Eva)mentioning

confidence: 97%

Reclaimed Polymers as Asphalt Binder Modifiers for More Sustainable Roads: A Review

et al. 2019

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“…However, the fatigue model is the core of AC surfacing fatigue performance research [32]. The existing methods for predicting the fatigue life of AC include fatigue models related to only strain, both strain and stiffness, or strain, stiffness, and volume parameters [33,34]. Based on fatigue tests, researchers analyzed the factors that affect the fatigue performance of asphalt mixtures and their influence laws and proposed a variety of fatigue life prediction models for asphalt mixtures.…”

Section: Introductionmentioning

confidence: 99%

Effect of Crack Initiation and Life Prediction of Polyacrylonitrile-Reinforced Gussasphalt Surfacing over Steel Bridge Deck under Fiber Content Variation

Wei

Xiang

et al. 2020

Crystals

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The crack initiation and life prediction of fiber-reinforced asphalt concrete (FRAC) surfacing for steel bridge decks under a cyclic vehicle load are analyzed from the perspective of damage mechanics. The damage field and the stress and strain field evolution rule of a composite beam in fatigue test are studied, and a fatigue failure criterion is proposed for steel deck FRAC surfacing. Bending fatigue tests are performed on composite beams composed of a steel deck and polyacrylonitrile (PAN)-fiber-reinforced Gussasphalt (GA), i.e., GA-PAN, concrete surfacing under different fiber content and temperature conditions. The damage evolution characteristics of GA-PAN concrete surfacing over the steel deck with different fiber lengths and volume ratios are predicted by analyzing the fatigue life equations. The results show that the steel bridge deck FRAC surfacing model can reflect the comprehensive influence of the fiber content and length on the fatigue performance of steel bridge AC. Specifically, a lower temperature results in the fiber more synergistically affecting the fatigue resistance of AC. Theoretically, the service performance of asphalt concrete increases with the increase of fiber length and content. The optimum fiber length and volume ratio of GA-PAN are found to be 9 mm and 0.46–0.48%, respectively, considering the construction workability.

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“…Saboo and Kumar predicted the fatigue crack behavior of asphalt concrete based on Miners' cumulative damage theory, and the relationship between the tensile strain of specimens a nd the number of circular loading cycles was also studied [23]. Up until now, several approaches have been developed to predict the fatigue life of asphalt pavements including the phenomenological method, the continuous damage mechanics method, the fracture mechanics method, and the dissipated energy method [24][25][26][27].…”

Section: Introductionmentioning

confidence: 99%

New Damage Evolution Law for Epoxy Asphalt Concrete in Long-Span Steel Bridge Considering Wheel Load and Temperature Variation

Xu¹,

Yang²,

Wei³

et al. 2019

Preprint

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Epoxy asphalt (EA) concrete is widely used in constructing long-span steel bridge pavements (SBDPs). This study aims to derive a fatigue damage evolution law, conducting an experimental investigation of SBDP. First, a general theoretical form of the fatigue damage evolution law of materials is established based on the thermal motion of atoms. Then, fatigue experiments demonstrate that this evolution law well represents the known damage–life relationships of SBDP. Taking into account the experimental relationships between damage and fatigue life under symmetrical cyclic loadings with different overload amplitudes and temperature variations, a detailed damage evolution law is deduced. Finally, the role of damage accumulation is discussed on the basis of the proposed damage evolution law for the extreme situation of heavy overload and severe environments. The results show that both heavy loading and falling temperatures increase the fatigue damage of SBDP considerably; therefore, SBDP should avoid heavy loading combined with winter temperatures. EA shows a fatigue life two to three times longer than that of modified matrix asphalt (SMA) or guss asphalt (GA). For the same thickness, EA pavement is demonstrated to be more suitable for an anti-fatigue design of large-span SBDP under high traffic flows and low temperatures.

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Optimum Blending Requirements for EVA Modified Binder

Cited by 36 publications

References 8 publications

Reclaimed Polymers as Asphalt Binder Modifiers for More Sustainable Roads: A Review

Reclaimed Polymers as Asphalt Binder Modifiers for More Sustainable Roads: A Review

Effect of Crack Initiation and Life Prediction of Polyacrylonitrile-Reinforced Gussasphalt Surfacing over Steel Bridge Deck under Fiber Content Variation

New Damage Evolution Law for Epoxy Asphalt Concrete in Long-Span Steel Bridge Considering Wheel Load and Temperature Variation

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