Details:

Creators:
Trejo, David ; Porter, Frank ; Chen, Jiaming ; Lee, Hyun Woo
Trejo, David ; Porter, Frank ; Chen, Jiaming ; Lee, Hyun Woo Less -
Corporate Creators:
Kiewit Center for Infrastructure and Transportation
Corporate Contributors:
United States. Federal Highway Administration
Subject/TRT Terms:
[+]
Antistrip Additives Asphalt Mixtures Calcium Oxide Cost Effectiveness Hot Mix Paving Mixtures Moisture Content Stripping (Pavements) Tensile Strength
Publication/ Report Number:
FHWA-OR-RD-14-14
Resource Type:
Tech Report
Geographical Coverage:
Oregon
Corporate Publisher:
Oregon. Dept. of Transportation. Research Section
Abstract:
Stripping is a common problem in HMA pavements in Oregon, especially in Eastern Oregon.

Stripping is the degradation of the bond between the aggregate and the asphalt binder due to the

presence of water – this mechanism of degradation can lead to loss of capacity and cracking in the

pavement. A common additive used in the industry to mitigate stripping damage is powdered lime.

However, challenges with air-borne powdered lime have SHAs investigating alternatives to powdered

lime. The purpose of this study was to determine the effectiveness of potential alternatives to

powdered lime additive in preventing stripping.

This research evaluated the moisture susceptibility of five anti-stripping additives with three separate

aggregates. The aggregates exhibited a range of potential stripping from not susceptible to susceptible.

Results indicate that Aggregates 1 and 3 are likely susceptible to stripping, with Aggregate 3 likely

being the most susceptible. Powdered lime increased the TSR and ECS ratios for the susceptible

aggregates. Mixtures with Additive 4 exhibited similar performance to mixes containing powdered

lime. Additive 2 exhibited improved performance compared to the control but TSR and ECS ratios

were lower than the specimens with powdered lime. Results from mixtures with Additive 3 exhibited

limited improvements in TSR and ECS ratios. Additives 4 and 2 should be considered for future use in

HMA when stripping could be an issue.

One practice in ODOT is to inlay HMA pavements 15 years after construction. If the pavement is

exhibiting damage resulting from stripping, the inlay can be specified to be 4 inches (102 mm) deep. If

the pavement is not exhibiting damage from stripping, the inlay can be specified at 2 inches (51 mm)

deep. Using this information, an economic analysis was performed. Other options are available but

these were not included in the analysis. The economic analysis indicates that when a reduction in inlay

thickness is realized, there is significant value in using additives. The sensitivity analyses indicated

that large changes in the input variables do not make the cost of using additive cost ineffective – that

is, there is significant value in using additives even when input variables (rate of return, number of

future inlays, inlay depth, cost of inlay HMA, original construction cost, and additive cost) change

significantly.


Format:
PDF
Funding:
SPR 732
Collection(s):
US Transportation Collection
Main Document Checksum:
[+]
urn:sha256:51cf148d2441db06a3d865d61293b5ac0e8ab44cbb850f18d6e99f9dd8f08de3
Download URL:
https://rosap.ntl.bts.gov/view/dot/27419/dot_27419_DS1.pdf
File Type:

Supporting Files

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