Performance assessment of warm mix asphalt (WMA) pavements.

Details

• Creators:
  Sargand, Shad ; Figueroa, J. Ludgwig ; Edwards, William ; Al-Rawashdeh, Abdalla S.
• Corporate Creators:
  Ohio University. Ohio Research Institute for Transportation and the Environment (ORITE)
• Corporate Contributors:
  Ohio. Dept. of Transportation. Office of Research and Development ; United States. Federal Highway Administration
• Subject/TRT Terms:
  • Warm mix paving mixtures
  • Paving materials Pavements, Asphalt--Performance--Ohio
• Publication/ Report Number:
  FHWA/OH-2009/08
• Resource Type:
  Tech Report
• Geographical Coverage:
  Ohio
• Edition:
  Technical report.
• Corporate Publisher:
  Ohio Research Institute for Transportation and the Environment
• Abstract:
  Warm Mix Asphalt (WMA) is a new technology that was introduced in Europe in 1995. WMA offers several advantages over ; conventional asphalt concrete mixtures, including: reduced energy consumption, reduced emissions, improved or more uniform ; binder coating of aggregate which should reduce mix surface aging, and extended construction season in temperate climates. ; Three WMA techniques, Aspha-min, Sasobit, and Evotherm, were used to reduce the viscosity of the asphalt binder at certain ; temperatures and to dry and fully coat the aggregates at a lower production temperature than conventional hot mix asphalt. The ; reduction in mixing and compaction temperatures of asphalt mixtures leads to a reduction in both fuel consumption and emissions. ; This research project had two major components, the outdoor field study on SR541 in Guernsey County and the indoor study in ; the Accelerated Pavement Load Facility (APLF). Each study included the application of four types of asphalt surface layer, ; including standard hot mix asphalt as a control and three warm mixes: Evotherm, Aspha-min, and Sasobit. The outdoor study ; began with testing of the preexisting pavement and subgrade, the results of which indicated that while the pavement and subgrade ; were not uniform, there were no significant problems or variations that would be expected to lead to differences in performance of ; the planned test sections. During construction, the outdoor study included collection of emissions samples at the plant and on the ; construction site as well as thermal readings from the site. Afterwards, the outdoor study included the periodic collection and ; laboratory analysis of core samples and visual inspections of the road. Roughness (IRI) measurements were made shortly after ; construction and after a year of service. ; The indoor study involved the construction of four lanes of perpetual pavement, each topped with one of the test mixes. The ; lanes were further divided into northern and southern halves, with the northern halves having a full 16 in (40 cm) perpetual ; pavement, and with the southern halves with thicknesses decreasing in one in (2.5 cm) increments by reducing the intermediate ; layer. The dense graded aggregate base was increased to compensate for the change in pavement thickness. The southern half of ; each lane was instrumented to measure temperature, subgrade pressure, deflection relative to top of subgrade and to a point 5 ft (1.5 ; m) down, and longitudinal and transverse strains at the base of the fatigue resistance layer (FRL). The APLF had the temperature ; set to 40°F (4.4°C), 70°F (21.1°C), and 104°F (40°C), in that order. At each temperature, rolling wheel loads of 6000 lb (26.7 kN), ; 9000 lb (40 kN), and 12,000 lb (53.4 kN) were applied at lateral shifts of 3 in (76 mm), 1 in (25 mm), -4 in (-102 mm), and -9 in (- ; 229 mm) and the response measured. Then each plane was subjected to 10,000 passes of the rolling wheel load of 9000 lb (40 kN) ; at about 5 mph (8 km/h). Profiles were measured after 100, 300, 1000, 3000, and 10,000 passes with a profilometer to assess ; consolidation of each surface. After the 10,000 passes of the rolling wheel load were completed, a second set of measurements was ; made under rolling wheel loads of 6000 lb (26.7 kN), 9000 lb (40 kN), and 12,000 lb (53.4 kN) at the same lateral shifts as before. ; Additionally, the response of the pavement instrumentation was recorded during drops of a Falling Weight Deflectometer (FWD).
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• Format:
  PDF
• Funding:
  State Job No. 134312
• Download URL:
  https://rosap.ntl.bts.gov/view/dot/16978/dot_16978_DS1.pdf
• File Type:
  [PDF - 5.08 MB]
• Collection(s):
  US Transportation Collection
• Main Document Checksum:
  urn:sha-512:a83228e6c3bd9b7abb23d4cdd6e0afb22dacd9cfc232d4dddf470e068b0701eacbc11f2cc7d77a2862a54928d8af6919cdf40f23a400b916456262cc26809ff7