Evaluation of the performance of highly modified asphalt binder using accelerated pavement testing

Kwon, Ohhoon; Choubane, Bouzid; Green, J.; Sholar, Gregory A.

doi:10.1080/10298436.2020.1714617

Cited by 10 publications

(5 citation statements)

References 7 publications

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“…Recording the strain measurement within the pavement over time makes it possible to examine the mechanical response under dynamic loads and ultimately verify the claims for the structural performance of various pavement materials. Strain gauges have been successfully applied as a monitoring set-up in the past, with few definitive studies from the National Center for Asphalt Technology (NCAT), Florida Department of Transportation, and others (17)(18)(19)(20)(21)(22)(23)(24)(25)(26)(27).…”

Section: Instrumentation and Remote Monitoring Systemmentioning

confidence: 99%

First-Year Field Performance of Epoxy-Modified Asphalt

Jing

Apostolidis

Liu

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Pavement materials containing epoxy-asphalt are mainly used to enhance the fatigue cracking resistance of surfacing layers on bridges. These materials have also been proposed for roadways, but limited field data are available. In this research, a fully instrumented epoxy-modified asphalt surfacing layer was applied to measure strain responses in service conditions. Results over the first-year monitoring period indicated that the epoxy-modified asphalt behaves fundamentally similarly to a reference one with an asphalt mix of the same aggregate gradation. The epoxy-modified asphalt demonstrated the lowest transverse compressive strains at decreased temperatures, reflecting the potentially high material resistance against thermal cracking. After the summer period, the modified material showed lower tensile strains than the reference mix compared with the previous time period. Such an attribute could indicate the ongoing curing-induced stiffening of epoxy-modified asphalt at high temperatures during summer. The longitudinal and transverse strain measurements had inverse tendencies at all temperatures. Finally, the mechanical response of the studied materials after the summer has been examined using a classical fatigue cracking model and following a life cycle assessment methodology, and preliminary findings support the use of epoxy-asphalt for sustainable pavements.

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Section: Instrumentation and Remote Monitoring Systemmentioning

confidence: 99%

First-Year Field Performance of Epoxy-Modified Asphalt

Jing

Apostolidis

Liu

et al. 2022

Transportation Research Record: Journal of the Transportation R

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“…2018 HVS Experiment: Asphalt Mixtures with High-Styrene-Butadiene-Styrene Modified Asphalt Binder. An FDOT APT experiment to evaluate of the performance of high styrene-butadiene-styrene (SBS) modified asphalt binder was completed in 2018 and later published in an FDOT report (7). In this experiment, three 12-ft wide by 150-ft long APT test sections were constructed using three dense-graded Superpave asphalt mixtures (SP) consisting of the same aggregate components, nominal maximum aggregate size (NMAS) of 12.5 mm, and gradation.…”

Section: Accelerated Pavement Testingmentioning

confidence: 99%

“…While it is expected from 3D FE to calculate similar tensile strains at the surface of the asphalt pavement as compared to actual surface strains in the test sections, it is important to note that 3D FE (based on the MEPDG top-down cracking model) failed to accurately predict the top-down cracking in the wheelpath in the APT test sections. Kwon et al ( 7 ) indicated that none of the test sections showed signs of cracking after 400,000 passes at 11.5 kips, while 3D FE (based on the MEPDG top-down cracking model) indicated a significant amount of top-down cracking regardless of the mixture type and base layer modulus. These results highlight the shortcomings of the MEPDG top-down cracking model in accurately predicting these cracks in the field.…”

Section: Heavy Vehicle Simulator Cracking Performance Evaluationmentioning

confidence: 99%

Accelerated Pavement Testing Validation of a Pavement Response Model Using Three-Dimensional Finite Element Analysis Software: Two Case Studies

Kaseer

Greene

Choubane

2022

Transportation Research Record: Journal of the Transportation R

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Accelerated pavement testing (APT) provides valuable information concerning the short- and long-term performance and life expectancy of pavement structures in a very short period as compared to full-scale field tests. Pavement modeling can produce early, reliable, and beneficial guidance that can be used to design and implement future APT experiments or extend the experimental results to similar materials and structures. Combining actual APT experimental data with well-calibrated models can provide complete and thorough investigations while saving agencies time and resources. The main objective of this study is to evaluate the effectiveness and accuracy of the 3D-Move Analysis Software (three-dimensional finite element software [3D FE]) in calculating pavement responses through a comparison with measured pavement responses and distresses from previous APT experiments using the Florida Department of Transportation heavy vehicle simulator (HVS). 3D-Move uses a continuum-based finite-layer approach to calculate pavement responses under various loading conditions. Results indicated that pavement responses, specifically longitudinal horizontal (tensile) strains at the bottom of the asphalt layer and transverse horizontal (tensile) strains at the surface of the asphalt layer, calculated by 3D FE are relatively similar to those measured in APT experiments. The calculated impact of the asphalt mixture properties, loading level, loading temperature, and the distance (offset) from the tire edge on pavement responses was consistent with those measured in HVS testing. Therefore, 3D FE analysis can be effectively used to compare the relative cracking performance of asphalt mixtures and aid in designing practical APT experiments and extending the results to similar asphalt mixtures and pavement structures.

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“…For instance, in Japan, it is recommended to use HiMA with an 8% SBS dose to address durability and functionality issues in PA pavements. This practice has been found to effectively prolong the service life of PA pavements. , Similarly, other countries like the United States, The Netherlands, China, , and Germany have successively recommended the use of HiMA in PA pavements.…”

Section: Introductionmentioning

confidence: 99%

“…This practice has been found to effectively prolong the service life of PA pavements. 8,9 Similarly, other countries like the United States, 10 The Netherlands, 11 China, 5,12 and Germany 1 have successively recommended the use of HiMA in PA pavements.…”

Section: Introductionmentioning

confidence: 99%

Molecular-Atomic Scale Insight on Asphalt–Aggregate Interface Interaction and Seawater Erosion with Different Aging-Resistant Materials Using Molecular Dynamics Simulations

Hu,

Zhou,

Sun

et al. 2024

Energy Fuels

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The durability of asphalt pavement in coastal regions has been a widely discussed topic due to the coupling effect of complex climate environment and seawater erosion. Aging-resistant materials (ARMs) significantly enhance the environment resistance of high-viscosity modified asphalt (HiMA), but their impact on the asphalt–aggregate interface interaction and seawater erosion-induced failure remains unclear. In this study, molecular dynamics simulation was employed to investigate the molecular-atomic scale interactions at the HiMA–aggregate interface and the evolution mechanism of seawater erosion with different ARMs. An analysis of the interface adhesion mechanism in different aging-resistant HiMAs was conducted based on molecular polarity, component distribution, and nanostructure evolution. The seawater erosion mechanism at the interface and the impact of ARMs were further investigated. The research indicates that ARMs interact extensively with asphalt components and polymers, altering the molecular spatial arrangement and nanostructure characteristics of HiMA at the aggregate interface. ARMs promote the free volume and diffusion ability of asphalt molecules and accelerate their aggregation at the aggregate interface. With the addition of ARMs, highly polar asphaltene and resin molecules intensify their movement toward the aggregate interface, exhibiting directional adsorption with aggregates. Simultaneously, weakly polar polymer and light components detach from the aggregate interface, vacating the active adsorption sites of aggregates. Consequently, ARMs enhance the interaction at the HiMA–aggregate interface. Seawater erosion induces water movement pathways at the aggregate interface, leading to the intrusion of ionic solutions into asphalt molecules and the occupation of aggregate active sites, thereby diminishing the direct interaction between polar asphalt components and aggregate. The addition of ARMs reduces the deterioration of asphalt nanostructure at the interface and the ion dissolution of asphalt polar components under seawater erosion, thus improving the interaction at the HiMA–aggregate interface. Light shielding material exhibits the most effective enhancement of the asphalt–aggregate interface stability under seawater erosion.

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Evaluation of the performance of highly modified asphalt binder using accelerated pavement testing

Cited by 10 publications

References 7 publications

First-Year Field Performance of Epoxy-Modified Asphalt

First-Year Field Performance of Epoxy-Modified Asphalt

Accelerated Pavement Testing Validation of a Pavement Response Model Using Three-Dimensional Finite Element Analysis Software: Two Case Studies

Molecular-Atomic Scale Insight on Asphalt–Aggregate Interface Interaction and Seawater Erosion with Different Aging-Resistant Materials Using Molecular Dynamics Simulations

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