LOW TEMPERATURE CRACKING
Kenji HimenoTakayuki WatanabeTetsurou MaruyamaA. P. S. SelvaduraiW A PhangM. AuR HaasH LeeFrp MeyerK O AndersonShun Cheong LeungA KasaharaHidenori YoshidaVincent C. JanooEmelia J. ChamberlainA O Abd El HalimG MshanaSithole
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Abstract:
Papers presented at this session include: temperature distributions in asphalt pavements (himeno,k, watanabe,t and maruyama,t); transient effects in low temperature induced failure and fracture initiation in a pavement structure (selvadurai,aps, phang,wa and au,mc); cold climate performance of Canadian airport pavements (haas,r, lee,h and meyer,f); applications of a method for evaluation of low temperature tensile properties of asphalt concrete (anderson,ko and leung,sc); evaluation of bearing capacity of asphalt pavement with low-temperature transverse cracking (kasahara,a and yoshida,h); laboratory investigations of low temperature cracking susceptibility of asphalt concrete (janoo,vc and chamberlain,ej); results of laboratory tests on amir compacted asphalt slabs (abd el halim,ao, mshana,g and sithole,v). For the covering abstract of the conference see IRRD 807037.Keywords:
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The main objective of this study was to compare the rutting resistance of asphalt pavements with different asphalt mixtures used in the middle and bottom asphalt layers. The uniaxial compression test, uniaxial repeated load creep test and the rutting depth simulation were conducted. The results showed that the modified asphalt pavement structure (SBS and PR composite modified AC-20 mixture was used in the middle asphalt layer and BRA modified Superpave-25 mixture was used in the bottom asphalt layer) had the smallest rutting depth. Compared to the control pavement structure (the middle asphalt layer was AC-20 mixtures using Pen 70 asphalt and the bottom asphalt layer was Superpave-25 using Pen 70 asphalt), the rutting depth of the modified asphalt pavement structure could be reduced by 14.5%. The middle asphalt layer indicated the largest percentage in the sum of permanent deformation, the bottom asphalt layer followed it and the last was the upper asphalt layer, which might be resulted from the different shear stresses in different asphalt layers.
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The Virginia Department of Transportation (VDOT) is currently taking steps toward incorporating performance-based criteria into asphalt mixture design in an effort to build more durable and longer-lasting pavements. As part of this effort, the indirect tensile (IDT) conducted as per ASTM D8225-19 has been selected as a test method for evaluating the cracking susceptibility of asphalt mixtures. VDOT also requires that the susceptibility of asphalt mixtures against moisture-induced damage be evaluated by means of the AASHTO T283 standard. Apart from the difference in data analysis methodology, specimen thickness is the major difference between the two tests. For a 150-mm-diameter specimen, the IDT cracking test procedure specifies a specimen thickness of 62 mm, while the AASHTO T283 procedure requires a 95-mm thickness. The objective of this study was to investigate if the test procedure in AASHTO T283 can be modified by reducing the specimen thickness such that only one test can be performed for assessing the resistance of asphalt mixtures to moisture and crack-related damage at the same time. In addition, the cracking tolerance (CT) index was evaluated to quantify the cracking and moisture susceptibility of asphalt mixtures. The test results from five plant-produced asphalt mixtures indicated that the moisture damage test as per AASHTO T283 can be performed on asphalt concrete specimens with a thickness of 62 mm and a diameter of 150 mm. The analysis also indicated that the CT index was unable to provide the expected performance trends for asphalt mixtures subjected to a freeze-thaw cycle.
Asphalt pavement
Tensile testing
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In Iraq, the severity of rutting has increased in asphalt pavements possibly due to the increase in truck axle loads, tyre pressure, and high pavement temperature in summer. As of late, Superpave has been accounted as an enhanced system for performance based design, analysis of asphalt pavement performance prediction for asphalt concrete mixes. In this research the development of permanent deformation in asphalt concrete under repeated loadings was investigated, Wheel-Tracking apparatus has been used in a factorial testing program during which 44 slab samples were tested to simulate actual pavement. The objectives of the present research include; investigating the main factors affecting rutting in asphalt concrete mixture, quantifying the effect of SBS polymer and steel reinforcement on asphalt concrete mixtures in addition to studying the effect of variables on the asphalt concrete mixes against moisture sensitivity. It has been determined that that increasing of compaction temperature from 110 to 150°C will decrease the permanent deformation by 20.5 and 15.6 percent for coarse and fine gradation control asphalt mixtures, respectively. While the permanent deformation decreases by 21.3 percent when the compaction temperature is increased from 110 to 150°C for coarse gradation SBS modified asphalt mixtures.
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The objective of this study is to correlate asphalt mixtures' crack resistance with their in situ cracking performance. Ten mixtures were obtained from a full-scale experiment at the Federal Highway Administration (FHWA) Accelerated Loading Facility (ALF), which were constructed with various contents of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS), two warm-mix technologies, and two asphalt binder grades. The mixtures' linear viscoelastic properties were assessed through dynamic modulus testing. Fracture resistance was characterized by the critical strain energy release rate (Jc), which was obtained from semicircular bending (SCB) tests at intermediate temperature. The increase in RAP/RAS content was found to enhance mixture's stiffness while reducing the mix crack resistance. No significant difference in terms of crack resistance was observed between the two used warm-mix technologies. The use of a soft binder was effective in improving the crack resistance of mixtures with a high RAP content. The generic fatigue model from the literature did not correlate well with the ALF test results; modification was achieved by introducing Jc as an indicator of crack resistance into the model form. The resulting Jc-based model exhibited an adequate correlation with field performance measured by the ALF test results.
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Abstract Drainage base can effectively maintain the service performance of asphalt pavement structure in cold and humid areas, and improve its service durability. The void ratio of drainage base asphalt mixture shall be more than 20%, and the asphalt content is generally between 3.15% and 3.55%. Five kinds of open graded asphalt macadam mixtures were selected and tested for structural performance, water permeability, mechanical performance and water temperature stability. According to the test results, it is shown as follows. The water permeability coefficient of the five kinds of asphalt mixtures at 15°C was 0.10-0.19cm/s. The ratio of freeze-thaw splitting strength was 72.1%-92.3%. The compressive strength of uniaxial compression test was 4.53-8.91MPa. The compressive modulus of resilience was 794.79-1236.51MPa. The maximum bending tensile strain of beam was 3150-4977με. It has good structural strength, water stability and drainage performance. After 10-50 freeze-thaw cycles, the performance of structural performance index, tensile strain and mechanical index of asphalt mixture is well. The asphalt mixture can be used for drainage of asphalt pavement structure in high-latitude and low-altitude cold area. The recommended suitable layer is the upper base or lower layer of asphalt pavement structure.
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Asphalt concrete
Water damage
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Papers presented at this session include: thermally associated fatique crack growth through asphalt overlays : and experimental investigation (joseph,p, haas,r and phang,wa); investigation of reparation for thermal cracking in asphalt pavements (kubo,h and kumagi,s); factor analyses of damage modes of asphalt pavements (fukuda,t, kagotani,m and murai,s); adhesive layer for overlay with thin concrete blocks (inuzuka,m and sato,i); use of rubber-modified asphalt pavements in cold regions (takallou,hb, hicks,rg and esch,dc); the role of extruded expanded polystyrene in ontario's provincial transportation system.
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