Hot Mix Asphalts 101
Transcript of Hot Mix Asphalts 101
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Hot Mix Asphalt 101
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Definition of HMA
In simple terms…:
A mixture of asphalt binder and graded mineral aggregate, mixed at an elevated temperature and compacted to form a relatively dense pavement layer
(≈ 5% binder and ≈ 95% aggregate)
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HMA Uses
• Highways• Airfields• Port Facilities• Parking Lots• Recreational (Bikeways, Tennis Courts,
Tracks)• Hydraulic Structures• Recycled Material
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Components
• Asphalt Binder• Mineral Aggregate• Air• Optional Modifiers/Additives:
– Binder Modifiers/Additives (e.g., polymers, elastomers, fibers, rubber)
– Aggregate Modifiers/Additives (e.g., lime, granulated rubber, anti-strip agents)
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Components (cont.)
Mineralaggregate
Asphalt binder
Air void
Air void
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Components (cont.)
Tota
lVol
ume
Air 2-20%Asphalt binder 3-8%Absorbed asphalt binder <1% Mineral aggregate 85-95%
NOTE: relative size of rectangles indicate approximate proportions of components in the mix.
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Types of HMA Mixtures• Dense-Graded (DGA)
– Size evenly distributed from smallest to largest size (well-graded)
• Open-Graded (or Uniformly-Graded) Friction Course (OGFC)– Primarily coarse aggregate with
few fines
• Stone Mastic (Matrix) Asphalt (SMA)– Mid-size aggregate missing or
reduced
Stone Matrix Asphalt
Open Graded Friction Course
Dense Mix
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Hot Mix Asphalt
Mixture Design Objectives
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Specific Mix Design Objectives
• Stability (permanent deformation resistance)
• Durability– Moisture damage and aging
• Fatigue cracking resistance• Safety (adequate skid resistance)• Resistance to thermal cracking• Permeability• Flexibility
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Mix Design Considerations
Mixture Property
Component and Construction Effects on Mixture Properties Asphalt
Stiffness Aggregate Gradation
Asphalt Content
Degree of Compaction
Hard Soft Dense Open High Low High Stability X X X High
Durability - - X X High Fatigue
Resistance X X X High
Skid Resistance X - X - Fracture Strength X X X High Imperviousness - - X X High
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Basic Mix Design Philosophy
Asphalt binder content– As much asphalt as possible for
• Durability• Fatigue resistance• Flexibility
– Not so much asphalt to affect• Stability• Friction
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Asphalt Content (% AC)
Rut
ting
and
Ble
edin
g Po
tent
ial
Dur
abili
ty a
nd C
rack
ing
Pote
ntia
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Asphalt Content Impact on HMA Performance – Balancing Act
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Consideration of Structural Composition on Mix Design
Top 1/31 Stability2 Skid Resistance3 Durability4 Tensile Strength -Thermal Cracking
Middle 1/3 1 Stability
2 Durability
Bottom 1/3 1 Fatigue Resistance2 Durability
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Superpave Mixture Design
Superior Performing Asphalt Pavements
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1. Materials Selection 2. Design Aggregate Structure
3. Design Binder Content 4. Moisture Sensitivity
TSRTSR
4 Steps of Superpave Mix Design
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Aggregate Properties• Consensus Properties - required
– coarse aggregate angularity (CAA)– fine aggregate angularity (FAA)– flat, elongated particles– clay content
• Source Properties - agency option – toughness– soundness– deleterious materials
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Asphalt Binders
Polymer Modified Binders
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“Ideal” Asphalt Binder
• Low stiffness at construction temperature
• High stiffness at high in-service temperature
• Low stiffness at low in-service temperature
• Excellent long-term durability
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Sources of Asphalt Binder
• Asphalt occurs naturally or is obtained through distillation of petroleum crude oil.
• Examples of natural asphalt include the binder in rock asphalt and Trinidad Lake asphalt.
• More commonly, asphalt is obtained through distillation of crude oil.
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Refinery Atmospheric Distillation
VaporNaphthaKeroseneGas Oil
Residuum
Dec
reas
ing
Mol
ecul
ar W
eigh
tPropane & Butane
Feedstock for gasoline
Aviation/domestic fuel
Feedstock for diesel
Lubrication oils
Feedstock for asphalt binder production
Incr
easi
ng V
alue
($)
Bottom of the Barrel
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Polymer-Modified Binders
• The term “polymer” refers to a large molecule formed by chemically reacting many (“poly”) smaller molecules (monomers) to one another in long chains or clusters.
• Physical properties of a specific polymer are determined by the sequence and chemical structure of the monomers from which it is made.
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Why Polymer-Modified Asphalt?
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discrete polymer particles polymer strands developing
continue polymer strands developing more uniform dispersion almost cross-linked
188oC 2h 200oC 2h
188oC 4h 200oC 4h
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Venezuelan binder modified with 7% EVA, cracked surface, 0.5 x 0.7 mm. Wegan and Brulé, AAPT, 1999.
SMA produced from the modified Venezuelan binder, 0.5 x 0.7 mm. Wegan and Brulé, AAPT, 1999.
SMA produced from the modified Venezuelan binder, 0.5 x 0.7 mm. Wegan and Brulé, AAPT, 1999.
Gap-graded HMA produced from the modified Venezuelan binder, 0.5 x 0.7 mm. Wegan and Brulé, AAPT, 1999.
100 µm
20 µm
Aggregate
Aggregate
Polymer Phase
Polymer Phase
Aggregate
Aggregate
Aggregate
Aggregate
Polymer Phase
Polymer Phase
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Middle East binder modified with 7% EVA, cracked surface, 0.5 x 0.7 mm. Wegan and Brulé, AAPT, 1999.
SMA produced from the modified Middle East binder, 0.5 x 0.7 mm. Wegan and Brulé, AAPT, 1999.
Polymer Phase
Aggregate
Aggregate
Polymer Phase
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Rubbers
Plastics
Thermoplastic(Elastomers)
(Plastomers) Thermosetting
Rubbers and Plastics
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Definitions
• Thermoplastic materials soften and become plastic-like when heated but return to their hardened state upon cooling.
• Thermosetting materials flow under stress when heated but, once cooled, cannot be re-softened by heat.
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Binder Grade is a function of
environment and traffic level
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Effect of Loading Rate on Binder Selection
• Example–for 55 mph highway
PG 64-22–for 30 mph highway
PG 70-22–for intersections
PG 76-22
NJ Standard GradeNJ Standard Grade
Slow Slow -- BumpBumpone gradeone grade
Stopped Stopped -- BumpBumptwo gradestwo grades
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Grading System for Asphalt Binders
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Compaction level is a function of traffic and
depth of layer
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Mix size is determined by thickness of layer
(≥ 4 times Designation Name)
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2) Compaction LevelLowMediumHigh
HMA 12.5 H 64 Surface Course
3) Binder Grade
4) Location within the payment
1) Nominal MaximumAggregate Size (mm)
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2) Compaction LevelLowMediumHigh
HMA 19M64 Base Course
3) Binder Grade
4) Location within the payment
1) Nominal MaximumAggregate Size (mm)
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Superpave Mix Selection4.75 9.5 12.5
19.0 25.0 37.5
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Dense Graded Mixes
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“Ideal” HMA Mixture
• Resistant to permanent deformation
• Resistant to fatigue cracking
• “Impermeable”
• Workable
• Flexible
• Good surface texture
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0
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0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5Sieve size raised to the power of 0.45
Per
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Dense-Graded Mixtures
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Dense-Graded Mixtures
• Design procedure follows AASHTO R35
• Used extensively in the U.S.
• Binder content: typically 4.5 to 6%
• Field compacted air void content: typically 6 to 8%
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Dense-Graded Mixtures: Advantages
• Good interlock of aggregate particles if compacted well
• Relatively low permeability if compacted well
• Strength and stiffness derived from binder and aggregate structure
• In NJ, generally a “stiff” mix• Cheaper than other asphalt mixture types
– Less asphalt binder, RAP
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Dense-Graded Mixtures: Disadvantages
• Selection of optimum binder content:– Need enough binder for good durability and
cracking resistance… BUT– Not too much binder for good permanent
deformation resistance– Optimum asphalt binder content generally results
in relatively thin binder film thickness
• Air void content and permeability are not optimum for moisture damage resistance– Design for 4% AV, generally placed between 6 to
8%
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Open Graded Friction Course
OGFC
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Open-Graded Mixtures
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Open-Graded Mixtures: Advantages
• High permeability
• High asphalt binder contents resulting in thick binder films
• Lower noise generated by tires as compared with dense-graded mixtures
• Porous nature allows for surface water to drain off surface– Reduces splash and spray
• Best applied in areas of faster, continuous traffic with minimal sharp turns
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Open-Graded Mixtures: Disadvantages
• Aggregate interlock is shape dependent (generally poor)
• Lower strength and stiffness
• Higher costs associated with polymer-modified binders, higher asphalt content and fibers
• Typically requires additional de-icing applications to maintain “ice free” in cold regions
• Recommended not to be used in areas of high, shear turning and slow moving traffic– High, shear turning may cause shoving-type failures– Slow moving traffic may clog porous structure
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Wet Weather Accidents - TxDOT
Year 2001 2002 2003 2004 % Change
Total # Accidents 29 51 44 17 -58.9
Dry Weather Accidents 10 23 13 15 -2.2
Wet Weather Accidents
19 28 21 2 -91.2
Fatalities 0 1 5 0 -100
Total Injuries 25 16 21 0 -100
Annual Rainfall (in) 42.9 36.0 21.4 52.0 55.5
Total Rain Days 57 56 37 70 40.0
Before OGFC After
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Reduction in Splash and Spray
Not Overlaid Yet
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Reduced Pavement-Related Noise
Surface Type dB(A)OGFC 97.2
Novachip® 98.89.5 mm SMA 98.0
12.5 mm SMA 100.5Micro-Surfacing 98.8
12.5 mm SP 97.8
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Stone Matrix (Mastic) Asphalt
SMA
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Stone Mastic (Matrix) Asphalt (SMA) or Gap-Graded Mixtures
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SMA Mixtures
• Used as a wearing course (e.g., SMA)• Mix design methods:
– AASHTO R46-08, Designing Stone Matrix Asphalt (SMA)
– Some states have variations of AASHTO R46• Binder content: typically 5 to 7%
– Polymer-modified binder and fibers used to minimize draindown
• Compacted air void content: typically 6 to 8%
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SMA Materials
• Usually use locally available aggregates:– Cubical and tough– Modified (lime, antistrip liquids)
• Usually use locally available binders:– Modified
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SMA Advantages
• Good aggregate interlock
• Low permeability
• Strength and stiffness derived from binder and aggregate structure
• Relatively high binder contents provide good durability
• Best used in areas of heavy traffic where rutting and fatigue cracking are concerns
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SMA Disadvantages
• Asphalt suppliers not accustomed to producing – some “growing pains”
• Additional time and effort in material production– Aggregates!
• Typically use a modified binder (higher cost)– Costs typically prohibit use in “normal”
traffic areas
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Designing with Asphalt Rubber
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Asphalt Rubber Applications
• Asphalt rubber is the process of adding recycled, crumb rubber to hot mix asphalt (called dry process) or the asphalt binder (called wet process) to modify the final mixture
• Difficult to use in dense-graded mixtures due to residual crumb rubber
• Best used in gap-graded type mixtures (SMA and OGFC)
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Why Put Tire Rubber in Asphalt?
Tire rubber is an engineering tool to:– Reduce cracking– Naturally increase asphalt content and asphalt
film thickness (providing an increase in durability)
– High asphalt binder viscosity prevents bleeding, flushing and drain-down
– Asphalt enhancement due to rubber increases both the high and low temperature performance
– Limited research has shown the addition of rubber also reduces pavement-related noise
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AR-OGFC Uses Approximately 1000 Tires Per Lane-Mile
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What Defines Asphalt Rubber?
ASTM D6114• Asphalt rubber is a blend of asphalt cement,
reclaimed tire rubber and certain additives, in which the rubber component is at least 15% by weight of the total blend and has reacted in the hot asphalt cement sufficiently to cause swelling of the rubber particles
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Swelling of Crumb Rubber
Electron-microscope: Immediately after mixing (dry process)
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Swelling of Crumb Rubber (cont.)
Electron-microscope: 2 hours after mixing (dry process)
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Asphalt Rubber
Methods of adding rubber to asphalt– Wet Process – rubber is added to the
liquid asphalt binder before being mixed at the hot mix asphalt plant (i.e., rubber is wet before mixing)
– Dry Process – rubber is added at the same time the asphalt and aggregate are mixed (i.e., rubber is dry before mixing)
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Designing with Asphalt Rubber
• If wet process, previous SMA and OGFC design procedures can be used– Some state agencies utilize the “Arizona”
method
• Only exception is evaluating compatibility and modification of crumb rubber with proposed base asphalt binder
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Asphalt Rubber Binder
• Brookfield viscosity
• Resilience (ASTM D5329)
• Softening point• Penetration• Ductility
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George B. Way, TRB 1999
Fatigue Cracking Resistance of Asphalt Rubber Mixtures vs. Conventional
Mixtures
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George B. Way, The Asphalt Conference, 1998
AR-OGFC vs. Unmodified OGFC
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Tire/Pavement Noise Results
94
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AR-OGFC (I-
195)
AR-OGFC (U
S-9)
MOGFC-1 (I-7
8)
MOGFC-1 (U
S-24)
MOGFC-2 (I-
195)
Novach
ip® (I-19
5)
Novach
ip® (I-78
)
Micro-S
urface
(US-20
2)
Micro-S
urface
(NJ-2
9)
9.5mm SMA (I-
78)
12.5m
m SMA (US-1)
12.5m
m SP (I-78
)
12.5m
m SP (US-22
)
PCC D.G
. (I-28
7)PCC (I-
280)
PCC (NJ-2
9)PCC (I-
280)
PCC T.T. (I-78
E)
PCC T.T. (I-78
W)
CPX
Noi
se P
ress
ure
(dB
(A))
(Bennert et al., 2005)