Fig 6 - uploaded by Marcin Gajewski
Content may be subject to copyright.
The rut depth as a function on cycle number in case of SMA11 mixture with 35/50, 50/70, 30B and 80B binders-tests in the temperature 60 °C carried out in large device
Source publication
The main goal of this paper is to propose the performance parameter for binder which is good for quality prediction of asphalt mixture in frame of resistance to permanent deformation (rutting). Additionally, correlation between, proposed by authors, repeatable shear creep-recovery test carried out on binder and bituminous mixture rutting test is un...
Contexts in source publication
Context 1
... fraction 0/2 mm, basalt fraction 2/5, 5/8, 8/11 mm, Wetfix adhesive additive and the stabilizing additive ARBOCEL. All mixtures SMA11 are prepared with the same mineral composition, with the same content of the binder, but with different binder type (35/50, 50/70, 30B, 80B). As an example the test results obtained with a large device are shown in Fig. 6, and more detailed results are presented in ( Gajewski et al. 2009). Based on the graphs provided in Fig. 6 the mixture ranking in terms of their resistance to rutting in large device is as follows: 30B, 35/50 and 50/70 (from best to worst). In the case of the mixture with a binder 80B its position in the ranking varies with the number ...
Context 2
... All mixtures SMA11 are prepared with the same mineral composition, with the same content of the binder, but with different binder type (35/50, 50/70, 30B, 80B). As an example the test results obtained with a large device are shown in Fig. 6, and more detailed results are presented in ( Gajewski et al. 2009). Based on the graphs provided in Fig. 6 the mixture ranking in terms of their resistance to rutting in large device is as follows: 30B, 35/50 and 50/70 (from best to worst). In the case of the mixture with a binder 80B its position in the ranking varies with the number of cycles. After exceeding 20 000 cycles rut depth of a mixture with binder 80B is the ...
Similar publications
The main goal of this study is registration or estimation of the peak flux density of 11 pulsars (PSRs) which can be detected at the Decameter wave range by post detect technique. In the frame of this work we are carrying out observation company for investigation of these pulsars. We succeeded in recording of the strong single pulses for 5 PSRs wit...
Citations
... The examination of this effect is best determined with regard to the viscoelastic properties [6] and the key performance characteristics of the mixtures, i.e. the ones relating to its behaviour and failure mechanisms in the pavement. The use of polymer-modified binders positively affects the resistance to permanent deformation [7][8][9][10]. Mixtures with PMBs are also characterized by significantly better fatigue life, which is accordingly confirmed by virtually all the research studies carried out, regardless of the method and testing conditions [11,12]. ...
Polymer-modified binders (PMB) have been known and used for many years to increase asphalt pavement durability. The most commonly used polymer is the SBS elastomer (styrene–butadienestyrene). Its content in the classic polymer-modified binder ranges from 2 to 4% m/m (by weight). In such a case, it fills up to 40% of the binder’s volume to form a polymer network. In highly-modified asphalt binder (HiMA), the amount of polymer is twice as large and reaches a level of 7–8% m/m, which means that the polymer phase in binder volume dominates the asphalt phase. The extensive continuous polymer network additionally causes significant changes in the properties of the binder. Highly-modified binders have been available on the Polish market for several years. This article assesses the impact of the use of highly-modified binder on the properties of asphalt concrete for the binder course. As reference, a test programme also included three other bituminous binders used in Poland. The assessment took into account the basic and functional properties of mixtures over a wide temperature range, as well as failure mechanisms most relevant for the binder course. Testing included resistance to water, complex modulus, resistance to permanent deformations, resistance to low temperature cracking and tensile strength. Other important characteristics such as fatigue resistance have been tested for mixes for the base course, which is outside the scope of this article. Test results were subject to analysis, which indicated that the use of HiMA for the asphalt concrete mixture significantly alters the viscoelastic properties and has a positive effect on strength and functional properties of the mixture. Analyses were carried out to show distinct relationships between viscoelastic characteristics and other properties.
... Nevertheless, this method has been widely accepted and has been quite widely used for assessment of asphalt binders by now [38][39][40]. In 2015, based on the MSCR test, Gajewski et al. proposed in their study [41] a test in which the durations of the stress loading and recovery cycles were significantly prolonged and added a period of long relaxation after 10 such cycles. Additionally, they changed the method for interpretation of the test, by not averaging the results from each cycle, but as a result for further processing they used only the highest value of deformation observed in the test and deformation after a phase of long-term strain recovery. ...
... Additionally, they changed the method for interpretation of the test, by not averaging the results from each cycle, but as a result for further processing they used only the highest value of deformation observed in the test and deformation after a phase of long-term strain recovery. All these assumptions allowed for reduction of test temperature, which, on the basis of the analysis presented in study [41], was assumed as equal to the design temperature of road pavements in Poland, i.e. 10°C (currently the design temperature in Poland has been raised to 13°C [42], but it is a still a fairly low temperature range compared to the MSCR test). For the purposes of this article, this study will be named as MSCLR (Multiple Stress Creep Long Recovery Test) to highlight that it refers to a well-known and widespread MSCR study. ...
... The paper [41] proposes a test which may be an alternative to the MSCR test. The MSCLR test is carried out at reference (pave-ment design) temperature. ...
The main goal of introducing the MSCR test was to estimate the rheological properties of pen grade and modified binders using the same measure. The conditions for this test were chosen at random (the length of creep and recovery period, the stress levels, as well as the test temperature). In most applications, the test temperature value was equal to 64 or even 70°Celsius. It is clear that for such high temperature values for softer binders the test interpretation is not always possible or burdened with a significant statistical error. Some time ago authors of this paper proposed a certain very similar test, but with different test parameters and with different interpretation of the test results. The test may be called a multiple shear creep long recovery (MSCLR) test and the main differences are the test temperature assumed as 10°Celsius and duration of creep and recovery period. In the first part of test, 10 cycles of creep-recovery periods are applied in the stress shearing mode on an asphalt binder sample. This part of the test ends with a long-term recovery period. The test is interpreted through the permanent deformation ratio determined on the basis of the maximum shearing strain observed during the test and the strain value after the long recovery period. In the paper the MSCR and MSCLR tests are conducted on highly-modified binders currently produced in Polish market. The obtained results are statistically analyzed, compared with each other and correlation functions between the results from MSCR and MSCLR tests are determined. Selected results are then presented in relation to results of modified and pen binders produced 8 years before (or some archival binders used for analysis in the paper [1]). Based on the analysis of the results, it is possible to observe some advantages of MSCLR test over MSCR test. One of them is a higher test sensitivity in distinguishing resistance to permanent deformations of individual binders and another one is the simplicity of interpretation of the test data.
... Pavement might show distress when exposed to low and elevated temperatures. At low temperatures, fatigue cracks occur and lead to weakness in bitumen layers, while at elevated temperatures, permanent deformation (rutting) occurs and create channels on the roads because of vehicles [4,5]. Therefore, to mitigate those distress, the modification of bitumen binder and mixture is essential to enhance the performance and reduce pavement distress [6,7]. ...
Modification of bitumen binders with polymers and nanomaterials has successes in mitigating various major causes of pavement failures. The aluminum oxide nanoparticles (AI2O3) and Acrylate-Styrene-Acrylonhrtilrei polymer (ASA) were poured on the base bitumen binder 60/70 penetration grade with percentages of 3, 5 and 7% by the weight of bitumen binder. The outcome shows that the inclusion of polymer modified binders (ASMBs) and nanoparticles modified binders (ALMBs) matter has a great deal of impact on the rheological behavior of the bitumen binder at intense temperatures. However, the complex shear modulus (G*) improves the mix of the two modifiers. The increment at 75 °C was 63.70% for five percent ASBMs polymer, while for ALMBs, 71.12% for five percent. Although, the modified bitumen binders show high resistivity to rutting in intense temperatures, upon increment to 80% and 59% for five percent concentration of ASMBs as well as ALMBs chronologically. The refinement of bitumen binders gives an increase in the property of the binder which is the creep recovery for approximately about 69.23% and 62.53%. The use of ASMBs and ALMBs as discovered in this study shows that both modifiers above can mitigate the issues of the bitumen binder at intense temperatures, and five percent is regarded as the maximum constituent of the two modifiers.
... Taking into account both the construction, as well as maintenance costs [6], it is reasonable to search for solutions to optimise, for example, the composition of materials used for pavement structure. The analysis of the test results presented in [1,11,12] shows that one of the key factors increasing pavement rutting is the composition of the asphalt mixture, especially the applied asphalt binder. Therefore, there are studies striving to achieve the best rheological properties for the applied bitumens processed in the crude oil distillation. ...
Abstract: This paper discusses the issue of improving the functional properties of bitumen road pavements by modifying their bitumen binders with SBS copolymer. The main purpose of the paper is to assess the resistance to permanent deformations and the susceptibility to temperature change of polymer-modified road asphalts, which are most commonly used in the upper layers of road and airport pavements. The bitumens subject to the study originate from various crude oil deposits (Russian and Venezualan). They were modified in laboratory conditions with a concentrated additive with the known content of the SBS copolymer of 9%. The result was a bitumen binder containing the known percentage of the SBS copolymer of 1.5%, 3.0%, 4.5% and 6%. The rheological properties of the tested bitumens were determined by use of a dynamic shear rheometer (DSR), and with the application of the sinusoidal variable load, in the broad test temperature spectrum (from 40°C to 100°C). The analysis of the values of the dynamic shear modulus |G*| of all the studied bitumens shows that the increase in the content of SBS copolymer in the tested binder increases the value of |G*|, which may result in higher resistance to permanent deformations of road pavements caused by repeated traffic loads, especially in the case of pavements operated at high temperatures. The resistance of asphalt mineral mixtures to the formation of ruts is one of the basic parameters related to road pavement life, affecting both the safety and driving comfort of users.
... The properties of the bituminous binder significantly change in the function of temperature and time of loading. The asphalt binder as a thermoplastic material is, depending on the temperature conditions, in various rheological conditions (Gajewski, Sybilski, & Bańkowski, 2015). At a very low temperature, the binder may be in an unfavourable, brittle elastic state and becomes susceptible to cracking due to thermal contraction. ...
The paper presents the proposition of special assessment of low temperature requirements for bitumens in the region of Central and Eastern Europe where there is a moderate transitional area from sea to the continental type of climate. The results of the research program conducted on the road neat bitumens, Styrene-Butadiene-Styrene polymer and polymer-rubber modified bitumen, and multigrade bitumen types were presented and discussed. Based on the Superior Performing Asphalt Pavements Performance Grade procedure for low temperatures, climatic zones in Poland were developed and compared to analogous zones for other countries from the Central and Eastern Europe region as Estonia and Belarus. The results of functional Performance Grade tests and European standard test of bituminous binders were analysed. It was concluded that some of the bitumens were not meet the performance requirements in the range of low temperatures by Superior Performing Asphalt Pavements Superpave specification and the low-temperature properties of those bitumens should be improved.
... The results, as shown in Figure 6, indicate that at a 232 certain stress level the sensitivity to stress increases and differences in mastic response were 233 marked. Several reports have shown that a high Jnr value indicates poor resistance to 234 permanent deformation (19)(20)(21). that the difference between rut depth of cellulose fibre reinforced asphalt mixture and control 262 mixture reached its highest value at 20,000 passes. This shows the difference in rutting 263 resistance grows with the number of passes (see Figure 7). ...
ABSTRACT
This paper examines the influence of various percentages of cellulose fibre on permanent deformation resistance of asphalt binders and dense asphalt mixtures incorporating these binders. The permanent deformation resistance of the mastics and mixtures has been evaluated using the multiple stress creep recovery (MSCR) test, immersed Hamburg wheel tracking test and repeated load axial test (RLAT). The results show that cellulose fibre has a significant influence on the performance; the irrecoverable strain and peak strain in the MSCR both decrease; the stiffness increases; the recovery percentage increases, and; the accumulated strain decreases. The MSCR, together with RLAT and immersed Hamburg wheel tracking test indicate an improvement in permanent deformation resistance of cellulose fibre modified mastics and mixtures compared to the unmodified case. The absorption/adsorption property of cellulose fibre and reinforcement mechanism could be the main reason for this improvement.
Keywords: Cellulose, Fibre reinforced asphalt mastic, Irrecoverable creep compliance, Recovery, Accumulated strain, Rut depth, Absorption/adsorption.
... W pracy badanie MSCR [14,24,25] jest traktowane jako analiza cech lepko-sprê¿ysto-plastycznych, a nie tylko lepko-sprê¿ystych. Badanie to wprowadzono do oceny w³aoeciwooeci lepiszczy asfaltowych, gdy¿ jego wynik jest dobrze skorelowany z wynikami badania koleinowania przeprowadzanymi na mieszankach mineralno-asfaltowych wykonanych z zastosowaniem ocenianego lepiszcza [26,27]. Przeprowadzono je zgodnie z instrukcj¹ ASTM: D7405-10 powtarzaj¹c je 10-krotnie w celu jego obróbki statystycznej [27]. ...
... Badanie to wprowadzono do oceny w³aoeciwooeci lepiszczy asfaltowych, gdy¿ jego wynik jest dobrze skorelowany z wynikami badania koleinowania przeprowadzanymi na mieszankach mineralno-asfaltowych wykonanych z zastosowaniem ocenianego lepiszcza [26,27]. Przeprowadzono je zgodnie z instrukcj¹ ASTM: D7405-10 powtarzaj¹c je 10-krotnie w celu jego obróbki statystycznej [27]. Na Rys. 4 i 5 przedstawiono wyniki analizy statystycznej danych uzyskanych w teoecie MSCR, okreoelaj¹cych od-kszta³cenie odwracalne (parametr R100) w warunkach cyklicznego obci¹¿enia w trybie naprê¿eniowym przy wartooeci naprê¿enia oecinania równej 100 Pa odpowiednio ...
... In this research the MSCR test [14,24,25] is treated as an analysis of visco-elastic-plastic properties rather than visco-elastic properties only. The test was introduced in the evaluation of the properties of bituminous binders because the results it yielded showed good correlation with the results of wheel tracking tests performed on the bituminous mixtures for which these binder were used [26,27]. It was carried out according to the ASTM: D7405-10 with 10 repetitions to enable statistical processing of results [27]. ...
The paper presents comprehensive results of the performance and non-standard rheological tests of chosen paving-grade bitumens modified by adding natural asphalt. It has been demonstrated that standard performance tests give the same classification rating to bitumens that have considerably different rheological properties. In such situations it is indispensable to test visco-elastic properties (complex shear modulus test) and visco-elastic-plastic properties (using tests with repeated stress pulse, such as MSCR). Additionally, a test used for indirect determination of so-called distinct phase transitions was carried out as part of this research. Although phase transitions are not distinct in the case of bitumen binders, the temperature corresponding to the maximum value of the imaginary part of the complex stiffness modulus can be treated as an important parameter from the point of view of thermodynamics and rheology. The benefits of modification of binders by addition of natural asphalts are clearly evident in the standard binder/aggregate bond strength test. Conversely, the respective non-standard tests failed to demonstrate the advantages of paving-grade bitumens modified with natural asphalt until MSCR and phase transition tests were carried out to this effect.
... The presented study investigates the characteristics of resistance to rutting asphalt concrete mixtures (eight mixtures of AC 11 form different procedures determined by a triaxial cycling compression test). Thus, it is possible to claim that an expensive procedure for the rutting test can assist with a simple test carried out in the dynamic shear rheometer following a procedure for the initial mixture design (Gajewski et al. 2015). ...
The asphalt pavement made of high quality materials and having the optimal composition best resists destructive effects of environmental factors and vehicles. The optimal content of the mineral materials of the asphalt mixture and a bituminous binder is selected employing calculation and experimental methods. The properties of the designed asphalt mixture must meet the requirements of technical specifications thus reducing its cost. The paper presents algorithms for simulating the composition of the asphalt mixture applying mathematical programming techniques. The algorithms allow designing the asphalt mixture with minimal bitumen content, a low cost of the mineral part and the densest gradation assessing technological requirements for producing the mixture. Optimal bitumen content is calculated considering bitumen capacities specified for different types of rock and determined employing the most recent standard sieves screening for narrow fractions. For verifying the new proposed algorithms, a numerical experiment on the materials most commonly used in asphalt mixing plants was done. The analysis of findings indicates that the application of the algorithms assist in comparing real results.
First published online: 03 Apr 2017
... The fact was shown in a number of publications (Loizos et al. 2007;Scarpas, Shourkry 2002). Separate layers of the road have significantly different rheological properties which, to different extent, decide how the structure "works" as a whole, (Gajewska et al. 2012;Gajewski et al. 2015). In road designing the solutions of boundary problems of continuum mechanics are used more often. ...
In this paper, a simple method is proposed to estimate capacity of multilayered road structure including the degradation of the elastic and plastic properties of the constituent materials. In the study boundary value problem modeling interaction of wheels with road surface layer in the frame of large deformation theory for elastic-plastic materials was formulated. Plastic properties of the material were described by the flow rule un-associated with yield condition. The Coulomb-Mohr yield condition was assumed and the potential for plasticity is its smooth approximation. In addition, in constitutive modeling the dependence of the Young's modulus and cohesion of the material from the number of cycles is taken into account. This paper presents qualitative findings in relation to mechanical behavior of the road structure, i.e., for example, the development of plastic zones with increasing load for un-degraded and degraded materials. In addition, a parametric study of the influence of the degradation ratio of the elasticity and plasticity properties for road structure failure mechanism (limit load value) was made.
... Bituminio rišiklio reologinės savybės nustatomos įvairiais metodais (Paliukaite 2014;Paliukaitė et al. 2015;Gajewski et al. 2015), tačiau dažniausiai taikomas ciklinis osciliacijos bandymas (Yusoff et al. 2013) atliekamas su DSR prie įvairių temperatūrų ir apkrovų dažnių. Deformacijos ir įtempimai osciliacinio bandymo metu nustatomi pagal bandinio geometriją, sūkio momentą ir kampinę deformaciją. ...
