Evaluation of warm mix asphalt containing recycled asphalt shingles

Buss, Ashley; Cascione, Andrew A.; Williams, R. Christopher

doi:10.1016/j.conbuildmat.2014.02.066

Cited by 14 publications

(2 citation statements)

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“…The need for modernization and adjustment of existing road infrastructure to European Union requirements will result in the need for processing thousands tones of waste received in the process of milling the road top layer, or the waste from other technological operations [1][2][3][4][5][6][7].…”

Section: Introductionmentioning

confidence: 99%

New Material Solutions for Road Surface Construction Made of WMA

Rajczyk

2014

AMR

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The need for modernization and adjustment of existing road infrastructure to European Union requirements will result in the need for processing thousands tones of waste. The amount of waste received from road repairs and road demolitions, as well as technological by-products in Poland may be estimated at the level over 2.5 million tones, which is almost 2% of all waste production. Construction waste recycling is truly justified in this case, together with waste management according to the provisions of national and international law. One of such products is dust generated as a side effect of stone processing in a Casey mine in Ireland. Laboratory tests of the new material compositions with the use of waste from this mine not only realize the general aims of economic and ecological assumptions, but also allow increasing quality of a new product which is an asphalt-concrete composite. In order to check the properties of the use of a filler in a form of Hornfels Ireland powder there was conducted a series of special tests on the asphalt concrete testing the wearing course. Hornfels Ireland powder produced as a waste material of an aggregate processing in Cassey Quarry is a useful material, which may be successfully used as a component in a process of WMA production.

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Section: Introductionmentioning

confidence: 99%

New Material Solutions for Road Surface Construction Made of WMA

Rajczyk

2014

AMR

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“…Lower WMA production temperatures and the water injection used with some WMA technologies have raised concerns on possible rutting and moisture susceptibility of WMA pavements. Various field projects were constructed with the purpose of comparing WMA performance to conventional HMA in terms of mix design practices, engineering properties (fatigue cracking, thermal cracking, rutting, or moisture susceptibility), and constructability (Copeland et al 2010;Choubane et al, 2013;Buss et al, 2014;Rahman et al, 2016;Raghavendra et al, 2016, andWen et al, 2016). Due to the fact that WMA projects in U.S. are in the early stages of their design lives and the existing pavement data collection technologies have limitations in (1) data accuracy and (2) data collection speed which poses interruption of traffic flow, long-term pavement performance monitoring for field WMA mixture is limited thus far.…”

Section: Introductionmentioning

confidence: 99%

Field Monitoring of the Long Term Pavement Performance (LTPP) Warm-Mix Asphalt (WMA) Site in Oklahoma

Yang¹,

Li²,

Zhan³

et al. 2017

dtmse

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As Warm-Mix Asphalt (WMA) moves into mainstream use, the lower WMA production temperature and injection of water in some WMA technologies have raised concerns on how it may affect short-and long-term field performance over the design life. Under the Long Term Pavement Performance (LTPP) Specific Pavement Study 10 (SPS-10) experiment initiative, the Oklahoma Department of Transportation (ODOT) constructed six testing sections with five different WMA methodologies and one HMA control section. This paper presents the application of several art-of-the-state high speed instruments to collect comprehensive array of pavement performance data for long term performance monitoring of this site. The newly developed 3D laser imaging technology is used to collect 1mm 3D surface data for the evaluation of pavement surface distress and transverse profiling for rutting. Longitudinal profiling for roughness and macro-texture for safety are acquired via a high speed inertial profiler, while pavement friction is continuously collected using a Grip Tester. Four data collection events have been performed since the construction of the site. Data collected on the WMA sections and the control HMA section are compared and evaluated for surface performance deterioration. It is demonstrated that the WMA sites using various technologies exhibit better or comparable performance relative to the conventional HMA, in terms of pavement cracking, rutting, and roughness. Aggregate properties and mixture design significantly impact the pavement macro-texture and skid resistance properties.

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