asphalt rubber asphalt concrete friction course overlay as a pavement preservation strategy

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Asphalt Rubber Asphalt Concrete Friction Course Overlay as a Pavement Preservation Strategy. SIXTH MEXICAN ASPHALT CONGRESS Cancun, Mexico, August 24th to 28th, 2009. K. Kaloush, K. Biligiri, M. Rodezno, M. Belshe Arizona State University , - PowerPoint PPT Presentation

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  • Asphalt Rubber Asphalt Concrete Friction Course Overlay as a Pavement Preservation StrategyK. Kaloush, K. Biligiri, M. Rodezno, M. BelsheArizona State University,

    G. Way and D. Carlson, Rubber Pavement Association, Arizona, USA.

    J. Sousa, Consulpav International, Inc. USA - Portugal

    SIXTH MEXICAN ASPHALT CONGRESS Cancun, Mexico, August 24th to 28th, 2009

  • Presentation OutlineObjectives of StudyBackground on Asphalt RubberAR Pavement Preservation Strategy-Performance / Durability-Highway Noise-Thermal Gradient / Urban Climate Interaction-Friction / Safety and Ride Quality / Comfort-Tire Wear Emissions / Air Quality-Cost and Energy Consideration Summary and Conclusions

  • ObjectiveEvaluation of AR-ACFC benefits as a pavement preservation strategy in terms of laboratory material characterization tests and field performance evaluation including: highway noise reduction, mitigation of daily thermal variances in PCC pavements, improved skid resistance, reduced roughness, and reduction of emission rates of tire wear.

  • ASTM D8Standard Definitions of Terms Relating to Materials for Roads and PavementsAsphalt Rubber a blend of asphalt cement, reclaimed tire rubber and certain additives in which the rubber component is at least 15% by weight of the total blend and has reacted in the hot asphalt cement sufficiently to cause swelling of the rubber particles.

  • Existing or new HMA Base MixAR Bitumen 6.8- 8%Air Voids 7 - 10%AR Bitumen Content 8.8 - 10%Air Voids 18 - 20%Typical HMA Cross Section

  • Base Asphalts for AR Use

    Type 1: Hot ClimatePG 64-16 (Pen 60/70)Type 2: Moderate Climate PG 58-22 (Pen 80/100) Type 3: Cold ClimatePG 52-28 (Pen 200/300)

  • Is AR a Good Pavement Preservation Strategy?Performance / DurabilityHighway NoiseThermal Gradient / Urban Climate InteractionFriction / SafetyRide Quality / ComfortTire Wear Emissions / Air QualityCost and Energy Consideration

  • Binder TestsTriaxial Shear StrengthDynamic Modulus E*Permanent Deformation FN / FTFatigueIDT Creep and Strength1- Performance / Durability

  • Viscosity-Temperature Relationships

  • Dynamic Complex Modulus E* AASHTO TP 62-03

  • 2- Tire / Pavement Noise (dB) for Arizona I-10 Test SectionsField Noise Validation Studies

  • I-10 TEST SECTIONSAR-ACFC SMA P-ACFC PEM 1 ACFC Field Noise Validation Studies

  • 3- Field Investigation of PCC Thermal BehaviorTemperature Gradients induce damaging Curling Stresses

  • Courtesy AZ511.comThermal Gradient Test Site

  • Thermal Gradients EffectObserved benefits of porosity and lower thermal mass of the ARFC layer.

    Thermal Blanket Effect of ARFC reduces PCC Curling Stresses (8-25%)

  • Urban Heat Island

  • 4- Friction / Safety

  • 5- Ride Quality / Roughness

    Chart1

    92.7144.52

    109.5551.04

    109.7450.18

    104.3159.17

    112.5648.94

    91.340.28

    79.5745.1

    89.7837.4

    118.5355.52

    132.8360.85

    78.728.4

    97.0836.62

    92.9132.69

    94.437.86

    98.1948.76

    96.8943.57

    98.4150.71

    116.4244.79

    101.855.6

    76.3749.52

    67.4238.29

    90.236.66

    105.0236.28

    70.5924.14

    101.734.33

    85.9333.66

    88.3251.42

    PCCP

    A R

    Distance every 100ft

    IRI(IN/MI)

    Profilometer Test-Deck Park Tunnel I010 East HOV Comparison PCCP to AR

    data

    FILE NAME : X0101444.P1FILE NAME : R0101444.P1

    INDEX TYPE : MAYSINDEX TYPE : MAYS

    INDEX WHEEL PATH : BOTHINDEX WHEEL PATH : BOTH

    INDEX INTERVAL : 100.0INDEX INTERVAL : 100.0

    AVG INTERVAL TYPE : FIXEDAVG INTERVAL TYPE : FIXED

    INDEX CAL SPEED : 50 mphINDEX CAL SPEED : 50 mph

    DMI UNITS : FEETDMI UNITS : FEET

    DMI DIRECTION : ASCENDINGDMI DIRECTION : ASCENDING

    DATE/TIME: 12/AUG/04 21:55:21DATE/TIME: 27/AUG/04 07:43:08

    ROAD DESCRIPTION : I-10 EB MP 144.94 - 145.45 (TUNNEL)ROAD DESCRIPTION : I-10 EB MP 144.94 - 144.45

    LANE MEASURED : 1LANE MEASURED : 1

    DMIINDEXDMIINDEX

    ------------------

    1478START6543START

    157892.7110096.3418518519664344.5210043.5666666667

    1678109.5520096.3418518519674351.0420043.5666666667

    1778109.7430096.3418518519684350.1830043.5666666667

    1878104.3140096.3418518519694359.1740043.5666666667

    1978112.5650096.3418518519704348.9450043.5666666667

    207891.360096.3418518519714340.2860043.5666666667

    217879.5770096.3418518519724345.170043.5666666667

    227889.7880096.3418518519734337.480043.5666666667

    2378118.5390096.3418518519744355.5290043.5666666667

    2478132.83100096.3418518519754360.85100043.5666666667

    257878.7110096.3418518519764328.4110043.5666666667

    267897.08120096.3418518519774336.62120043.5666666667

    277892.91130096.3418518519784332.69130043.5666666667

    287894.4140096.3418518519794337.86140043.5666666667

    297898.19150096.3418518519804348.76150043.5666666667

    307896.89160096.3418518519814343.57160043.5666666667

    317898.41170096.3418518519824350.71170043.5666666667

    3278116.42180096.3418518519834344.79180043.5666666667

    3378101.8190096.3418518519844355.6190043.5666666667

    347876.37200096.3418518519854349.52200043.5666666667

    357867.42210096.3418518519864338.29210043.5666666667

    367890.2220096.3418518519874336.66220043.5666666667

    3778105.02230096.3418518519884336.28230043.5666666667

    387870.59240096.3418518519894324.14240043.5666666667

    3978101.7250096.3418518519904334.33250043.5666666667

    407885.93260096.3418518519914333.66260043.5666666667

    4177.588.32270096.34185185199242.551.42270043.5666666667

    average96.3418518519average43.5666666667

    chart

    chart

    92.7144.52

    109.5551.04

    109.7450.18

    104.3159.17

    112.5648.94

    91.340.28

    79.5745.1

    89.7837.4

    118.5355.52

    132.8360.85

    78.728.4

    97.0836.62

    92.9132.69

    94.437.86

    98.1948.76

    96.8943.57

    98.4150.71

    116.4244.79

    101.855.6

    76.3749.52

    67.4238.29

    90.236.66

    105.0236.28

    70.5924.14

    101.734.33

    85.9333.66

    88.3251.42

    PCCP

    A R

    Distance every 100ft

    IRI(IN/MI)

    Profilometer Test-Deck Park Tunnel I010 East HOV Comparison PCCP to AR

    Sheet3

  • 6- Air QualityRare opportunity to sample tire wear emissions at the tunnel before and after the AR-ACFC overlay.

    Deck Park Tunnel, I-10 Phoenix, AZ

  • Based on Tire Wear TracersTire Wear Emission RatesEmission rates calculated per kilometer driven(mg/km).May 2004 and June 2005

  • Thickness Design Criteria7- Energy ConsiderationPositive Impact on CO2 Emissions

    ProcesskJ/kgTire Shedding-1744Shred Transportation-1744Granulation-3586CRM Transportation-1744Steel Recovery1900Asphalt Saved209,325 to 465,168Aggregate Saved107,860Gain / Loss310,267 to 566,109

  • Cost BenefitsLonger Service LifeReduced cracking and maintenance.Reduced thickness.

  • ConclusionsAR-ACFC is a System Preservation Design Strategy:Performance / Durability Safety Ride Quality Quality of Life Issues Highway NoiseAir QualityUrban Heat IslandEnergy Savings and Cost Effective

  • Arizona - USAThank You

    **********-Relationship of Phase Angle and Dynamic Modulus.-Difference between the trends of conventional and asphalt rubber: change in phase angle values with increase in temperatures and decrease in dynamic modulus. -The trend for conventional dense graded is an increasing phase angle until a certain higher temperature after which aggregate effect comes into play. Later on, a drop on phase angle that is attributed to elastic component (aggregate effect) even at higher temperatures.-For asphalt rubber mixtures, the trend of phase angle is simply an increasing one even at higher temperatures as viscous component still dominates which is attributed to binder, air voids and rubber components. Main focus on viscoelastic nature of asphalt rubber materials at higher temperatures.**-Relationship of Phase Angle and Dynamic Modulus.-Difference between the trends of conventional and asphalt rubber: change in phase angle values with increase in temperatures and decrease in dynamic modulus. -The trend for conventional dense graded is an increasing phase angle until a certain higher temperature after which aggregate effect comes into play. Later on, a drop on phase angle that is attributed to elastic component (aggregate effect) even at higher temperatures.-For asphalt rubber mixtures, the trend of phase angle is simply an increasing one even at higher temperatures as viscous component still dominates which is attributed to binder, air voids and rubber components. Main focus on viscoelastic nature of asphalt rubber materials at higher temperatures.************

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