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Showing 7 results for Asphalt

M.h. Baziar, Sh. Salemi, T. Heidari,
Volume 4, Issue 3 (9-2006)

Seismic behavior of a rockfill dam with asphalt-concrete core has been studied utilizing numerical models with material parameters determined by laboratory tests. The case study selected for these analyses, is the Meyjaran asphalt core dam, recently constructed in Northern Iran, with 60 m height and 180 m crest length. The numerical analyses have been performed using a nonlinear three dimensional finite difference software and various hazard levels of earthquakes. This study shows that due to the elasto-plastic characteristics of the asphalt concrete, rockfill dams with asphalt concrete core behave satisfactorily during earthquake loading. The induced shear strains in the asphalt core, for the case presented in this research, are less than 1% during an earthquake with amax=0.25g and the asphalt core remains watertight. Due to large shear deformations caused by a more severe earthquake with amax=0.60g, some cracking may occur towards the top of the core (down to 5-6 m), and the core permeability may increase in the top part, but the dam is safe.
H. Behbahani, S.a. Sahaf,
Volume 5, Issue 3 (9-2007)

The available methods for predicting mechanical characteristics of pavement layers are categorized into two general groups, Destructive and Non-destructive. In destructive method, using coring and pavement subgrade and performing necessary experiments on them, the quantities of layers properties will be identified. In Non-destructive method, the attained deflection is measured by applying the loading on pavement surface using equipments such as FWD which charges the impact dynamic load, and the mechanical characteristics of pavement layers are determined using back calculations. The procedure of conducting these calculations is that by knowing the thickness of the pavement layers and assuming the initial amounts for mechanical characteristics of the layer, the attained deflection at the desired points on the pavement surface will be calculated. Then, new figures are assumed for the characteristics of layers in a reattempt and calculations are repeated again. This trial and error is continued until the produced basin deformations from the calculations with true value, differs in an acceptable range. Using this method may have no accurate and single answer, since the various compositions of layers characteristics can produce similar deformations in different points of pavement surface. In this article, using an innovative method, a measurement is taken in constructing and introducing a mathematical model for determining the elastic module of surface layer using deflections attained from FWD loading equipment. The procedure is such that by using dynamic analysis software of finite elements like ABAQUS and ANSYS, the deformation of corresponding points on the surface of the pavement will be attained by FWD loading equipment. This analysis will be performed on a number of pavements with different thicknesses and different layers properties. The susceptibility analysis of different points deformations show, which will be performed as a result of the change of properties and layers thicknesses. Using this artificial data base as well as deflection basin parameters (DBP), a measurement will be taken toward constructing a regression model for determination of asphalt layer model, i.e. Eac =f(DBP) function shall be attained. To achieve the maximum correlation coefficient, an attempt is made to use the parameters of deformations basin which has the most susceptibility in changing asphalt layer module.
A. Khodaii, Sh. Fallah,
Volume 7, Issue 2 (6-2009)

An experimental program was conducted to determine the effects of geosynthetic reinforcement on mitigating reflection cracking in asphalt overlays. The objectives of this study were to asses the effects of geosynthetics inclusion and its placement location on the accumulation of permanent deformation. To simulate an asphalt pavement overlaid on top of a crack in a concrete or asphalt pavement, an asphalt mixture specimen was placed on top of two discontinuous concrete or asphalt concrete blocks with 100 mm height. Four types of specimens were prepared with respect to the location of geogrid: (I) Unreinforced samples, which served as control specimen, (II) Samples with geogrid embedded on the concrete or asphalt concrete block, (III) Samples with geogrid embeded one-thired depth of asphalt concrete from bottom, (IV) Samples with geogrid embedded in the middle of the asphalt beam. Each specimen was then placed on the rubber foundation in order to be tested. Simulated- repeated loading was applied to the asphalt mixture specimens using a hydraulic dynamic loading frame. Each experiment was recorded in its entirety by a video camera to allow the physical observation of reflection crack formation and propagation. This study revealed that geosynthetic reinforced specimens exhibited resistance to reflection cracking. Placing the geogrid at the one- third depth of overlay thickness had the maximum predicted service life. Results indicate a significant reduction in the rate of crack propagation and rutting in reinforced samples compared to unreinforced samples.
M. Ameri, J. Shahi, H. Khani Sanij,
Volume 11, Issue 1 (3-2013)

The use of geotextiles to postpone reflective cracks in asphalt overlay is a popular practice, so researchers are eager to calculate its structural value. This research study has focused on this issue for geotextiles used in the roads of Iran. Twelve sections from the Tehran-Qom road were tested each examined before and after construction of the overlay. The tests were of the Falling Weight Deflectometer type, and at least twelve tests were conducted each time. The data from five sections (four for developing the model and one for evaluating the output) allowed a new mathematical model to be developed. For the seven remaining sections, some foreign and Iranian geotextiles were used as interlayers. The mean structural value for all of the geotextiles was equivalent to that of a 2.92 cm-thick Hot Mix Asphalt overlay, while that for only the Iranian sections was equivalent to 2.28 cm. Economic evaluations, based on construction costs, showed that in 2011 the use of geotextiles was economical in Iran, because fuel and bitumen subsidies had been eliminated and different geotextile brands had been brought to market in the country.
A. Qadir, A. Qadir,
Volume 12, Issue 3 (9-2014)

Rutting in asphalt concrete is a very common form of distress in asphalt concrete pavement which unfortunately has been incurable to date. One of the prime reasons of rutting is attributed to the behaviour of asphalt binder at elevated temperature. This study has investigated the performance of polypropylene fibres modified asphalt concrete mix against rutting. Two types of asphalt concrete samples were prepared namely control samples (those without polypropylene addition) and modified samples (with polypropylene modification). Marshall Mix Design was used for determining the Optimum Asphalt Content for both sample types. Slab asphalt concrete specimens of dimensions 300 mm length and breadth and 50 mm thickness were prepared for both control and modified samples. These samples were then tested in the Wheel Tracking Device for rutting susceptibility test. The samples were tested at four temperatures i.e. 40°C, 50°C, 55°C and 60°C and under the application of 10 000 load passes of 700N of axle load.. The polypropylene fibres were found to increase the Marshall Stability by almost 25%. The fibres were also determined to be effective against rutting at elevated temperatures while the modification was found to increase the Indirect Tensile strength by stiffening the mix at high temperature however at low temperature, the modification failed to perform effectively.
Tao Ma,
Volume 14, Issue 5 (7-2016)

This study focused on the design of heat-resistant asphalt mixture for permafrost regions. Vermiculite powder with low thermal conductivity was used to replace some of the fine aggregates in asphalt mixture to lower the thermal conductivity of asphalt mixture. Asphalt mixtures with different mass ratios (0, 3, 6, 9 and 12%) of vermiculite powder were prepared for performance and thermal property evaluation. Wheel tracking test, low-temperature bending beam test, freeze-thaw splitting test and fatigue test were conducted to evaluate the influences of vermiculite powder on the high-temperature rutting resistance, low-temperature cracking resistance, moisture stability and anti-fatigue performance of asphalt mixture. Mathis TCI analyzer was used to analyze the influences of vermiculite powder on the thermal conductivity of asphalt mixture. Temperature monitor system was used to figure out the influences of vermiculite powder on the inside temperature of asphalt mixture. It is proved that vermiculite powder has no significant influences on the performances of asphalt mixture while it obviously affects the thermal property of asphalt mixture. By addition of 9% to 12% vermiculite powder in asphalt mixture, the performances of asphalt mixture can still well meet the performance requirements for permafrost regions the thermal conductivity can be reduced by 40% to 55% and the inside temperature of asphalt mixture can be lowered by 1 to 2°C. It proves the feasibility by using vermiculite powder to produce heat-resistant asphalt mixture for permafrost regions.

Ali Topal, Julide Oner, Burak Sengoz, Peyman Aghazadeh Dokandari, Derya Kaya,
Volume 15, Issue 4 (6-2017)

In recent years, environmental protection is increasingly becoming a major issue in transportation including asphalt production. Despite the fact that Hot Mix Asphalt (HMA) is widely used around the world some recent studies suggest using Warm Mix Asphalt (WMA) technology that reduces the production and placement temperature of asphalt mixes. Currently, a common way of producing WMA is through the utilization of additives. This paper firstly characterizes the effect of WMA additives (organic, chemical, water containing additives) on base bitumen properties. Following the determination of optimum bitumen content of the mixtures with different WMA additives through Marshall Test, Hamburg Wheel Tracking Device is used to measure the permanent deformation characteristics of WMA mixtures. Based on the findings of this study, the utilization of WMA additives help in the reduction of viscosity values which are in return decreases mixing and compaction temperature leading to the reduction of energy costs as well as emissions. Besides, it can be concluded that all WMA mixtures performed better than HMA mixtures in the matter of rut depth.

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