Ground Tire Rubber and Trans-Polyoctenamer as Asphalt ... · Ground Tire Rubber and...
Transcript of Ground Tire Rubber and Trans-Polyoctenamer as Asphalt ... · Ground Tire Rubber and...
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Ground Tire Rubber and Trans-Polyoctenamer as Asphalt Binder Additives
Robert [email protected]
University of DenverPresentation to the Western Research Institute 2004 Symposium on Additives
in Roadway AsphaltsCheyenne, Wyoming
June 23-25, 2004
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Outline
I. Further Studies of Asphalt Rubber/Rubber Aggregate for paving of paths and trails (non-motorized use); Vestenamer® effects.
II. Asphalt-Rubber Binder viscosity: Field Measurement Standardization.
III. Progress with Asphalt-Rubber Chip Seal instalments in Colorado – performance after one year and 2004 sites.
IV. Tire-Roadway Noise Generation and the “Quiet Pavements Pilot Programs” (QP3).
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Penn State “NECEPT” Report (Jan. 24, 2003) “Evaluation of Vestenamer Reactive Modifier in Crumb Rubber Asphalt” –for Degussa Corp.
Conclusions:1. Vestenamer® definitely reacts with the ground tire
rubber, and has a significant effect on the appearance and workability of the modified binder.
2. Two increases in binder PG grade were observed for some blends; both GTR and GTR + Vestenamerprovide higher rutting resistance compared to the control binder (PG58-28, Koch Pavement solutions).
3. Five percent GTR provides one grade bump in the performance grade (PG) of the binder.
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Macrostructure of ARRA
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Size distribution of the crumb rubber particles
-20
0
20
40
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0 1 2 3 4 5
Sieve Size (mm)
Passing Percent
(%)
Rubber Modifier Rubber Aggregates
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Dry Process for manufacturing ARRA
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Dimensions of Tested Samples (compaction pressure: 140 kPa)
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Blending effect on tension testing. (5% vestenamer modified ARRA 50-50, Testing temperature: 210C, compaction pressure: 140 kPa, Strain rate: 0.091 /min)
0
50
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150
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300
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0 0.1 0.2 0.3 0.4
Strain
Stre
ss (k
Pa)
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Smoother surface of vestenamermodified ARRA
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Vestenamer Effect on Mechanical behavior of ARRA (Testing temperature: 21 °C; Compaction pressure: 140 kPa)
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0 0.1 0.2 0.3 0.4 0.5 0.6
Strain
Stre
ss (k
Pa)
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0 0.2 0.4 0.6 0.8 1 1.2 1.4
Strain (*-1)
Stre
ss (-
kPa)
0% Vestenamer/#4 5% Vestenamer/#4
Vestenamer ratio effect on the compression behavior of ARRA,
Strain rate: -0.091 /min
Vestenamer ratio effect on the tension behavior of ARRA,
Strain rate: 0.091 /min
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Low temperature behavior of ARRA (Compaction pressure: 140 kPa)
-14000
-12000
-10000
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0
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0 0.1 0.2 0.3 0.4
Strain (*-1)
Stre
ss (k
Pa)
Low temperature effect on tension behavior of 5%wt vestenamer modified ARRA,
Strain rate: 0.091 /min
Low temperature effect on compression behavior of 5% wt vestenamer modified ARRA,
Strain rate: -0.091 /min
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T=190°C (374°F)
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Summer 2004 AR Projects
Demonstrate an “ARRA” Trail for C-DOT and for state parks;Demonstrate 6 or 7 new Asphalt-Rubber Chip-Seal projects at sites with varying climates (one project may involve Vestenamer®) totaling ca. 700,000 yd2;Initiate sound level measurements for chip seals;Initiate skid resistance measurements on wet and dry AR chip-seal surfaces.
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http://www.blacklidgeemulsions.com/rubber.htm
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What is Noise, How is it Controlled, and How Does it Affect Our Lives
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Doubling Traffic adds 3dBA
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Effect of Distance On Noise Levels for Site 3D
Comparison of the Leq Data Relative to 50 ft away, 5 ft highAZ 202 Preproject PCCP
R2 = 0.894
R2 = 0.9711
R2 = 0.981
60
65
70
75
80
85
90
79 80 81 82 83 84 85 86 87
Sound Pressure Level at 50x5 ft, dBA
Sou
nd L
evel
at V
aryi
ng D
ist,
dBA
50x12 100x5
250x5
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How Is It Controlled
At the SourceVehicle & Tire Emissions
Through Distance3 dBA Reduction for Each Doubling of Distance25ft=70dBA, 50ft=67dBA, 100 ft=64
Through ObstructionsBerms, Walls, And Combination of both
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The Technical Journey?
Development of Improved OGFC for Use in Snow Country (1970s-80s)Improved OGFC Used to Resist Reflective Cracking (1980s-90s)Improved OGFC Used as PCCP Overlay (1980s-2000s)Benefit For Smoothness (1990s)Benefit for Noise (1990s-2000s)
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ADOT Uses ARFC to Provide Quiet Pavements
The ARFC is Minus 9.5mm & 9-9.5% Binder12.5 mm Thick When Used on Flexible Pavement25 mm Thick When Used on PCCPADOT Uses Pavement Type (ARFC) as a Noise Mitigation Strategy (4 dBA)
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Controlled At the Source
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Arizona Quiet Pavement Research Effort
FHWA/ADOT Quiet Pavement Pilot Program (QP3) or Composite Program—Ten Year, Multi Million Dollar EffortFlexible Pavement ProgramRigid Pavement ProgramStudy of Environmental Effects
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Development of the Arizona Quiet Pavement Pilot Program
ADOT Receives a 4 dBA Credit for ARFCTen Year, Multi Million Dollar Research Program Underway
CompositeFlexibleRigid
Program Intended to Evaluate the Efficacy of Quiet Pavement Solutions
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Quiet Pavement Pilot Program
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Environmental Factors5 Minute L50 Values - AZ 101 Preproject PCCP
70
72
74
76
78
80
82
84
86
11:0011:1011:2011:3011:4011:5012:0012:1012:2012:3012:4012:5010:0010:1010:2010:3010:4010:5011:0011:1011:2011:3011:4011:50
Time of Day
Soun
d Pr
essu
re L
evel
, dB
A
50 ft x 5 ft
50 ft x 12 ft
100 ft x 5 ft
Aug 7th Aug 8th
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Ways of Measuring Sound
Wayside (Far Field)Close Proximity (Near Field)Noise Intensity (Near Field)
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ADOT ISO CPX Trailer
1995 Spg 2000 Spg 2001 Spg 2002 Spg 2003 2004
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Noise Intensity
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Network Level Evaluation of ARFC Surfaces
AR_ACFC Noise Levels Versus Pavement Age
y = 0.5453x + 93.279R2 = 0.5805
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102
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Pavem ent Age
CP
X No
ise
Leve
ls d
BA
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Evaluation of PCCP TiningMethods
Longitudinal Uniform Transverse
Random Transverse
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SR 101 Before and After Results
Hz300 400 500 1 k 2 k 3 k 4 k L
dB(A)
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60
80
100
120
C:( (A) Hz; 105.05 dB(A) / 2.00E-05 Pa; 3.577E+00 Pa) Averaged Sp
Hz300 400 500 1 k 2 k 3 k 4 k Lin(A)
dB(A)
40
60
80
100
120
C:( (A) Hz; 105.52 dB(A) / 2.00E-05 Pa; 3.776E+00 Pa) Averaged Spectrum Ch1 MicF
Hz300 400 500 1 k 2 k 3 k 4 k Lin(A)
dB(A)
20
40
60
80
100
120
C:( (A) Hz; 92.51 dB(A) / 2.00E-05 Pa; 844.4E-03 Pa) Averaged Spectrum Ch1 MicF
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Tining Experiment Roadside Measurement Results at 50 ft
R2 = 0.3435
R2 = 0.4014
R2 = 0.5732
60
65
70
75
80
85
90
30 40 50 60 70 80
vehicle speed (mph)
Lmax
(dB
A)
RS1 random transverse, autos RS2 uniform longitudinal, autos RS3 uniform transverseRS1 random transverse, medium truck RS2 uniform longitudinal, medium truck RS3 uniform transverseRS1 random transverse, heavy trucks RS2 uniform longitudinal, heavy trucks RS3 uniform transverseLinear (RS1 random transverse, autos) Linear (RS2 uniform longitudinal, autos) Linear (RS3 uniform tra
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Before and After Results of Site 3A
Sound Levels at 50 ft - AZ 101 Pre & Post ProjectUncorrected for Traffic Volume/Speed/Mix
70
72
74
76
78
80
82
84
8611
:00
11:0
511
:10
11:1
511
:20
11:2
511
:30
11:3
511
:40
11:4
511
:50
11:5
512
:00
12:0
512
:10
12:1
512
:20
12:2
512
:30
12:3
512
:40
12:4
512
:50
12:5
514
:10
14:1
514
:25
14:3
014
:35
14:4
014
:45
14:5
014
:55
15:0
015
:05
Time of Day
Soun
d Pr
essu
re L
evel
, dB
A
50 ft x 5 ft
50 ft x 12 ft
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More Before and After Comparison for Site 3A Location
Arizona 101 Wayside Data at 50 ft - Pre & Post Project OGFCUncorrected for Traffic Volume/Speed/Mix
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45
50
55
60
65
70
75
80
10 100 1000 10000
1/3 Octave Band Center Frequency, Hz
Soun
d Pr
essu
re L
evel
, dB
PCC Avg (82.2 dBA)
OGRFC Avg (74.3 dBA)
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In Summary
Surface Type Does Matter-Noise Should be Controlled at the SourceNoise Should be Managed Just Like Friction, Roughness, Rutting, and Cracking
People Do Care How They Live-It’s a Quality of Life Issue!!!
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Acknowledgments
Arizona DOT; Larry ScofieldRubber Pavements Association; Doug Carlson, executive director (www.rubberpavements.org)Colorado Scrap Tire Fund (Colo. Commission on Higher Education)