The main goal of the paper is to implement and evaluate the M-EPDG and the software AASHTOware to analyse the performance of new flexible and rigid pavements designed according to the Polish catalogues, which are comparable with analogous catalogues used in other European countries. For this purpose the site-specific inputs for Poland were determined and described in the paper as well as compared to the default input data used in the USA. Performance parameters delivered from M-EPDG were compared to limits of pavement distresses given in the Polish Pavement Condition Diagnostics system and confirmed good or acceptable level of distresses at the end of design period. Analysis indicated that several climatic zones for Poland should be considered for performance analysis both of flexible and rigid structures. The presented analysis can be the first stage on the way towards calibration of the M-EPDG models for Polish conditions and their adjustment to planning of maintenance treatments.
{"title":"Application and evaluation of M-EPDG for performance analysis of Polish typical flexible and rigid pavements","authors":"D. Ryś, P. Jaskuła, M. Jaczewski, M. Pszczoła","doi":"10.7409/RABDIM.019.019","DOIUrl":"https://doi.org/10.7409/RABDIM.019.019","url":null,"abstract":"The main goal of the paper is to implement and evaluate the M-EPDG and the software AASHTOware to analyse the performance of new flexible and rigid pavements designed according to the Polish catalogues, which are comparable with analogous catalogues used in other European countries. For this purpose the site-specific inputs for Poland were determined and described in the paper as well as compared to the default input data used in the USA. Performance parameters delivered from M-EPDG were compared to limits of pavement distresses given in the Polish Pavement Condition Diagnostics system and confirmed good or acceptable level of distresses at the end of design period. Analysis indicated that several climatic zones for Poland should be considered for performance analysis both of flexible and rigid structures. The presented analysis can be the first stage on the way towards calibration of the M-EPDG models for Polish conditions and their adjustment to planning of maintenance treatments.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"32 1","pages":"283-302"},"PeriodicalIF":0.5,"publicationDate":"2019-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90434491","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
M. Jaczewski, B. Dołżycki, J. Alenowicz, P. Jaskuła
Hot mix recycling is a practice which enables reusing materials from old asphalt pavements. Current Polish regulations allow usage of RAP only for binder and base courses, and its amount is limited. Asphalt mixtures with RAP material have to fulfil requirements stated for typical asphalt mixtures. The research presents low-temperature properties of twelve different asphalt concretes with RAP material, determined using three-point bending test. Mixtures differed in: type (for wearing, binder or base courses), content of RAP (from 0% up to 60%), quality of RAP material and application of rejuvenator. For all mixtures, RAP content strongly influences mechanical properties – critical strain and flexural strength. Their values decreased with an increase in the used amount of RAP. The greatest decrease was observed for wearing and binder courses. The changes were much smaller for base course mixtures, even with higher amounts of RAP.
{"title":"Impact of reclaimed asphalt pavement (RAP) on low-temperature properties of asphalt concrete","authors":"M. Jaczewski, B. Dołżycki, J. Alenowicz, P. Jaskuła","doi":"10.7409/RABDIM.019.020","DOIUrl":"https://doi.org/10.7409/RABDIM.019.020","url":null,"abstract":"Hot mix recycling is a practice which enables reusing materials from old asphalt pavements. Current Polish regulations allow usage of RAP only for binder and base courses, and its amount is limited. Asphalt mixtures with RAP material have to fulfil requirements stated for typical asphalt mixtures. The research presents low-temperature properties of twelve different asphalt concretes with RAP material, determined using three-point bending test. Mixtures differed in: type (for wearing, binder or base courses), content of RAP (from 0% up to 60%), quality of RAP material and application of rejuvenator. For all mixtures, RAP content strongly influences mechanical properties – critical strain and flexural strength. Their values decreased with an increase in the used amount of RAP. The greatest decrease was observed for wearing and binder courses. The changes were much smaller for base course mixtures, even with higher amounts of RAP.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"78 1","pages":"303-315"},"PeriodicalIF":0.5,"publicationDate":"2019-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"80184038","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The aim of this research was to determine the impact of road investment projects on the economic activity of the enterprises operating in the surrounding environment, using two road projects located in Poznan and Lublin as an example. The research material was collected applying the technique of pen-and-paper personal interviews (PAPI). Standard measures of descriptive statistics and nonparametric tests were employed in the statistical analysis. Most often only small groups of respondents indicated positive effects of the investment project. The results concerning the time of travel on the upgraded sections of the road, which showed a greater tendency to the positive rating of the investment project are the exception. Moreover, statistically significant differences in the perception of the road depending on the investment project location were observed. The research showed that the impact of the investment project on the economic activity in the surrounding environment was more visible in the case of the S19 road than the DK92 road. The investment project’s impact measured in travel time terms was found to be considerably more extensive than the one evaluated on the basis of the economic activity or the annual turnover.
{"title":"The impact of road investment projects on the economic activity in the light of companies operating in surrounding environment","authors":"M. Świtała, Agnieszka Łukasiewicz","doi":"10.7409/RABDIM.019.016","DOIUrl":"https://doi.org/10.7409/RABDIM.019.016","url":null,"abstract":"The aim of this research was to determine the impact of road investment projects on the economic activity of the enterprises operating in the surrounding environment, using two road projects located in Poznan and Lublin as an example. The research material was collected applying the technique of pen-and-paper personal interviews (PAPI). Standard measures of descriptive statistics and nonparametric tests were employed in the statistical analysis. Most often only small groups of respondents indicated positive effects of the investment project. The results concerning the time of travel on the upgraded sections of the road, which showed a greater tendency to the positive rating of the investment project are the exception. Moreover, statistically significant differences in the perception of the road depending on the investment project location were observed. The research showed that the impact of the investment project on the economic activity in the surrounding environment was more visible in the case of the S19 road than the DK92 road. The investment project’s impact measured in travel time terms was found to be considerably more extensive than the one evaluated on the basis of the economic activity or the annual turnover.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"65 1","pages":"239-254"},"PeriodicalIF":0.5,"publicationDate":"2019-12-31","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83955988","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The paper presents the results of research and analyses of the technical characteristics of asphalt mixtures with bituminous binders modified using SBS copolymers with the addition of bio-fluxing agents. The analysed asphalt mixtures have been subjected to water resistance ITSR tests, stiffness modulus IT-CY, and 4PB-PR tests as well as fatigue life test through 4PB-PR test. Basing on the obtained results of tests it has been stated that asphalt mixtures using elastomeric binder with the addition of bio-fluxing agents are characterized by a much greater fatigue life and water resistance in comparison to asphalt mixtures using industrially manufactured binders. Such material solutions can be effectively used as anti-crack layers preventing the propagation of reflective or fatigue cracking to the top layers of road surfaces or their strengthening. Another significant aspect of the conducted research and analyses is the fact that the addition of bio-fluxing agents allows to lower temperatures not only during production of asphalt mixtures but also during incorporation them into road surfaces, what on the other hand is very profitable.
{"title":"Asphalt mixtures with binders fluidized by addition of vegetable origin oil for applications as flexible anti-crack layers","authors":"A. Plewa","doi":"10.7409/RABDIM.019.012","DOIUrl":"https://doi.org/10.7409/RABDIM.019.012","url":null,"abstract":"The paper presents the results of research and analyses of the technical characteristics of asphalt mixtures with bituminous binders modified using SBS copolymers with the addition of bio-fluxing agents. The analysed asphalt mixtures have been subjected to water resistance ITSR tests, stiffness modulus IT-CY, and 4PB-PR tests as well as fatigue life test through 4PB-PR test. Basing on the obtained results of tests it has been stated that asphalt mixtures using elastomeric binder with the addition of bio-fluxing agents are characterized by a much greater fatigue life and water resistance in comparison to asphalt mixtures using industrially manufactured binders. Such material solutions can be effectively used as anti-crack layers preventing the propagation of reflective or fatigue cracking to the top layers of road surfaces or their strengthening. Another significant aspect of the conducted research and analyses is the fact that the addition of bio-fluxing agents allows to lower temperatures not only during production of asphalt mixtures but also during incorporation them into road surfaces, what on the other hand is very profitable.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"30 1","pages":"181-192"},"PeriodicalIF":0.5,"publicationDate":"2019-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73227974","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
A. Zbiciak, M. Graczyk, K. Józefiak, K. Brzeziński, R. Michalczyk
The analysis of the state of stress prevailing in a concrete overlay slab made on an existing flexible pavement structure is presented. The concrete overlay (whitetopping) was made on the using laid over a package of pavement layers of known stiffness. The effect of loads generated by the temperature gradient and vehicle wheels loads was examined. Several whitetopping variants differing in the structural geometry were analysed. The calculations were carried out using the finite element method. A change in the length of slab can lead to a reduction in pavement building costs. A greater slab length results in a smaller number of transverse joints per kilometre and consequently, in lower labour intensity and fewer dowels used. But the maximum stresses generated by thermal and service loads increase as the length of this structural component is increased. Therefore it may be necessary to increase the thickness of the slab to ensure its proper fatigue life. Using the proposed analytical method one can optimize concrete pavement rehabilitation costs. Because of the complexity of the problem an individual approach to the particular cases must be adopted in order to find an optimal solution.
{"title":"Assessment of the effect of concrete slab geometrical parameters on the distribution of stresses in the road pavement structure","authors":"A. Zbiciak, M. Graczyk, K. Józefiak, K. Brzeziński, R. Michalczyk","doi":"10.7409/RABDIM.019.011","DOIUrl":"https://doi.org/10.7409/RABDIM.019.011","url":null,"abstract":"The analysis of the state of stress prevailing in a concrete overlay slab made on an existing flexible pavement structure is presented. The concrete overlay (whitetopping) was made on the using laid over a package of pavement layers of known stiffness. The effect of loads generated by the temperature gradient and vehicle wheels loads was examined. Several whitetopping variants differing in the structural geometry were analysed. The calculations were carried out using the finite element method. A change in the length of slab can lead to a reduction in pavement building costs. A greater slab length results in a smaller number of transverse joints per kilometre and consequently, in lower labour intensity and fewer dowels used. But the maximum stresses generated by thermal and service loads increase as the length of this structural component is increased. Therefore it may be necessary to increase the thickness of the slab to ensure its proper fatigue life. Using the proposed analytical method one can optimize concrete pavement rehabilitation costs. Because of the complexity of the problem an individual approach to the particular cases must be adopted in order to find an optimal solution.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"38 1","pages":"171-180"},"PeriodicalIF":0.5,"publicationDate":"2019-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73666033","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
N. Hazim, S. Bazlamit, Z. A. Salem, O. Alghazawi, I. Odeh
Critical gap and follow-up times are two important fundamental traffic parameters used in the design and operational analysis of roundabouts and un-signalized intersections. Moreover, they are used to assess capacity and level of service at minor roads. In Jordan, roundabouts are used extensively, and therefore, there is a need to conduct studies on follow-up and critical gap time. The driver behaviour in Jordan can be described as aggressive in terms of their choice of follow-up headway at roundabouts. In this study, the roundabouts were located in mountainous terrain which allowed the collection of critical gap observations for approach slopes ranging from 6% up to 8%. The critical gap and follow-up times were recorded and analyzed. This research also identified other factors affecting critical gap, lag and follow-up times such as geometry of roundabout, slope of the approach, culture and behaviour of drivers. This research also proposes a significant relationship between approach slope at roundabouts and the observed gap. This relationship may be incorporated in the estimation of capacity and level of service determination at roundabouts. The results of this study should assist highway and traffic designers in the design and the performance evaluation of roundabouts.
{"title":"Determinations of critical gap and follow-up time at roundabouts in Jordan","authors":"N. Hazim, S. Bazlamit, Z. A. Salem, O. Alghazawi, I. Odeh","doi":"10.7409/RABDIM.019.015","DOIUrl":"https://doi.org/10.7409/RABDIM.019.015","url":null,"abstract":"Critical gap and follow-up times are two important fundamental traffic parameters used in the design and operational analysis of roundabouts and un-signalized intersections. Moreover, they are used to assess capacity and level of service at minor roads. In Jordan, roundabouts are used extensively, and therefore, there is a need to conduct studies on follow-up and critical gap time. The driver behaviour in Jordan can be described as aggressive in terms of their choice of follow-up headway at roundabouts. In this study, the roundabouts were located in mountainous terrain which allowed the collection of critical gap observations for approach slopes ranging from 6% up to 8%. The critical gap and follow-up times were recorded and analyzed. This research also identified other factors affecting critical gap, lag and follow-up times such as geometry of roundabout, slope of the approach, culture and behaviour of drivers. This research also proposes a significant relationship between approach slope at roundabouts and the observed gap. This relationship may be incorporated in the estimation of capacity and level of service determination at roundabouts. The results of this study should assist highway and traffic designers in the design and the performance evaluation of roundabouts.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"22 1","pages":"227-234"},"PeriodicalIF":0.5,"publicationDate":"2019-10-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"86771344","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
M. Ćwiąkała, J. Korzeniowska, Cezary Kraszewski, L. Rafalski
Motor transport affects the state of the natural environment and results in the accumulation of trace metals in roadside soils. The trace metal concentrations in roadside soils depend mainly on the distance from the road and the traffic intensity. The aim of the investigations was to determine the range of the environmental impact of the (Cracow-Zakopane) transport route and the effect of traffic intensity on the concentrations of trace metals in the soil. Three road sections differing in their traffic intensity were selected for this purpose. The concentrations of Cr, Cu, Ni, Pb and Zn in soil samples taken from a depth of 0-30 cm at a distance of 5, 10, 50 and 100 metres from the road were spectrophotometrically determined. The metal concentrations in the surroundings of the Cracow-Myślenice road carrying heavy traffic were found to be several times higher than the ones in the soils near the Łopuszna-Dursztyn local road with low traffic intensity. The largest differences in trace metal concentrations in the soils were found for nickel (four times higher concentrations along the Cracow-Myślenice road) at all the considered distances and for copper (three times higher) at the distances of 5 and 10 metres. In comparison with the reference areas, in the vicinity of the investigated roads the concentrations of Cr, Cu, Ni, Pb and Zn in the soil were found to be elevated. The fact that the concentrations of the trace metals decrease with increasing distance from the road's edge clearly indicates the traffic-related origin of the contaminants.
{"title":"Testing the concentration of trace metals in soils near roads with varied traffic intensity","authors":"M. Ćwiąkała, J. Korzeniowska, Cezary Kraszewski, L. Rafalski","doi":"10.7409/RABDIM.019.008","DOIUrl":"https://doi.org/10.7409/RABDIM.019.008","url":null,"abstract":"Motor transport affects the state of the natural environment and results in the accumulation of trace metals in roadside soils. The trace metal concentrations in roadside soils depend mainly on the distance from the road and the traffic intensity. The aim of the investigations was to determine the range of the environmental impact of the (Cracow-Zakopane) transport route and the effect of traffic intensity on the concentrations of trace metals in the soil. Three road sections differing in their traffic intensity were selected for this purpose. The concentrations of Cr, Cu, Ni, Pb and Zn in soil samples taken from a depth of 0-30 cm at a distance of 5, 10, 50 and 100 metres from the road were spectrophotometrically determined. The metal concentrations in the surroundings of the Cracow-Myślenice road carrying heavy traffic were found to be several times higher than the ones in the soils near the Łopuszna-Dursztyn local road with low traffic intensity. The largest differences in trace metal concentrations in the soils were found for nickel (four times higher concentrations along the Cracow-Myślenice road) at all the considered distances and for copper (three times higher) at the distances of 5 and 10 metres. In comparison with the reference areas, in the vicinity of the investigated roads the concentrations of Cr, Cu, Ni, Pb and Zn in the soil were found to be elevated. The fact that the concentrations of the trace metals decrease with increasing distance from the road's edge clearly indicates the traffic-related origin of the contaminants.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"38 1","pages":"127-134"},"PeriodicalIF":0.5,"publicationDate":"2019-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73530834","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The paper presents the results of analyses concerning the annual variability of the road traffic noise level calculated in the reference point. Because of the large differences between the average noise values and the maximum ones, scaling factors enabling one to convert annual average values into the highest annual averages have been developed. The time range favourable for conducting sampling measurements ensuring the reliable estimation of annual average and highest annual average of the road traffic noise level has been determined. Moreover, factors for scaling the annual average daily traffic (for all vehicles and heavy vehicles, respectively), with a division into two daily periods, have been developed. The scaling factors make it possible to determine the noise level when no direct measurement of traffic intensity can be carried out. The analyses were made using data from 25 automatic traffic recorders (ATRs), equipped with state-of-the-art SICK and Golden river vehicle counters, located on national interurban expressways (class A and S roads).
{"title":"Analysis of the influence of traffic flow variability on noise level on roads","authors":"M. Splawinska","doi":"10.7409/RABDIM.019.009","DOIUrl":"https://doi.org/10.7409/RABDIM.019.009","url":null,"abstract":"The paper presents the results of analyses concerning the annual variability of the road traffic noise level calculated in the reference point. Because of the large differences between the average noise values and the maximum ones, scaling factors enabling one to convert annual average values into the highest annual averages have been developed. The time range favourable for conducting sampling measurements ensuring the reliable estimation of annual average and highest annual average of the road traffic noise level has been determined. Moreover, factors for scaling the annual average daily traffic (for all vehicles and heavy vehicles, respectively), with a division into two daily periods, have been developed. The scaling factors make it possible to determine the noise level when no direct measurement of traffic intensity can be carried out. The analyses were made using data from 25 automatic traffic recorders (ATRs), equipped with state-of-the-art SICK and Golden river vehicle counters, located on national interurban expressways (class A and S roads).","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"81 1","pages":"135-150"},"PeriodicalIF":0.5,"publicationDate":"2019-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"77024059","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
B. Krawczyk, A. Szydło, P. Mackiewicz, Dariusz Dobrucki
The paper deals with investigations into the possibility of using crushed concrete reclaimed from road pavements to produce new cement bound mixtures for roadbase courses. From the economic and technical points of view crushed concrete waste constitutes an alternative source of aggregates which can replace natural aggregates in cement bound mixtures. First, recycled concrete aggregate was tested with regard to the current requirements which aggregates for cement bound roadbases must meet. Then, the strength and frost resistance tests were carried out on cement bound mixtures based on recycled concrete aggregates and natural aggregates. The possibilities and limitations of the use of recycled concrete aggregate for cement bound roadbase courses were examined. The results of the performed tests proved that recycled concrete aggregate, even though it does not meet the water absorption and frost resistance requirements, can be used to build durable cement bound roadbases.
{"title":"Assessment criteria of the recycled aggregate cement bound bases","authors":"B. Krawczyk, A. Szydło, P. Mackiewicz, Dariusz Dobrucki","doi":"10.7409/RABDIM.019.007","DOIUrl":"https://doi.org/10.7409/RABDIM.019.007","url":null,"abstract":"The paper deals with investigations into the possibility of using crushed concrete reclaimed from road pavements to produce new cement bound mixtures for roadbase courses. From the economic and technical points of view crushed concrete waste constitutes an alternative source of aggregates which can replace natural aggregates in cement bound mixtures. First, recycled concrete aggregate was tested with regard to the current requirements which aggregates for cement bound roadbases must meet. Then, the strength and frost resistance tests were carried out on cement bound mixtures based on recycled concrete aggregates and natural aggregates. The possibilities and limitations of the use of recycled concrete aggregate for cement bound roadbase courses were examined. The results of the performed tests proved that recycled concrete aggregate, even though it does not meet the water absorption and frost resistance requirements, can be used to build durable cement bound roadbases.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"13 1","pages":"109-126"},"PeriodicalIF":0.5,"publicationDate":"2019-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89063803","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Stone Matrix Asphalt (SMA) is primarily used as a surfacing layer material since it is found to perform well under heavy traffic conditions and at the same time is more cost-effective when compared to the conventional dense graded mixes. An attempt has been made in this study to incorporate a stiffer grade crumb rubber modified bitumen (CRMB) for design of SMA. Extensive laboratory studies on mixes prepared with different modified binders and normal binders (with fibers) were conducted. The results obtained indicate that SMA designed using CRMB-70 and CRMB-80 performs well under heavy traffic conditions and at the same time without significant drain-down. Further, CRMB-80 is found to be suitable at high temperatures since it yields a very low accumulated strain and is thus recommended for designing rut resistant durable mixes. In addition, CRMB-80 yields the least rut depth of 4.5 mm even after 20,000 load repetitions.
{"title":"Design and evaluation of stone matrix asphalt using stiffer grade crumb rubber modified bitumen","authors":"G. Kumar, U. Sahoo, K. R. Rao, S. Bose","doi":"10.7409/RABDIM.019.010","DOIUrl":"https://doi.org/10.7409/RABDIM.019.010","url":null,"abstract":"Stone Matrix Asphalt (SMA) is primarily used as a surfacing layer material since it is found to perform well under heavy traffic conditions and at the same time is more cost-effective when compared to the conventional dense graded mixes. An attempt has been made in this study to incorporate a stiffer grade crumb rubber modified bitumen (CRMB) for design of SMA. Extensive laboratory studies on mixes prepared with different modified binders and normal binders (with fibers) were conducted. The results obtained indicate that SMA designed using CRMB-70 and CRMB-80 performs well under heavy traffic conditions and at the same time without significant drain-down. Further, CRMB-80 is found to be suitable at high temperatures since it yields a very low accumulated strain and is thus recommended for designing rut resistant durable mixes. In addition, CRMB-80 yields the least rut depth of 4.5 mm even after 20,000 load repetitions.","PeriodicalId":44000,"journal":{"name":"Roads and Bridges-Drogi i Mosty","volume":"68 1","pages":"151-165"},"PeriodicalIF":0.5,"publicationDate":"2019-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"74136144","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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