HKIE TRANSACTIONS, 2018 VOL. 25, NO. 1, 67–73 https://doi.org/10.1080/1023697X.2017.1420494 TECHNICAL NOTE Asphalt materials used in treatment of pavement distresses at the BRT bus station Xiaojing Zhang a and Xiaohua Zhang b a School of Civil Engineering, Southwest Jiaotong University, Sichuan Expressway Construction Development Corporation, Highway Engineering Key Laboratory of Sichuan Province, Chengdu, Sichuan, People’s Republic of China; b School of Civil Engineering, Southwest Jiaotong University, Chengdu, Sichuan, People’s Republic of China ABSTRACT Due to the limited influence on traffic, orthotropic steel deck has been more and more widely used. However, the durability of steel deck asphalt pavement is a critical technical issue in the construction of bridges. At the Bus Rapid Transit (BRT) bus station, rutting, swelling and sev- eral other distresses were observed shortly after opening to traffic. In order to deal with these distresses, both an emergency repairing method and a long-term rehabilitation approach are proposed and analysed in this technical note. For the emergency measure, a newly-developed polymer material, which has both high-temperature stability and low-temperature flexibility, was applied and no distresses occurred for a long time when the modified self-compacting elastic concrete was used. For the long-term approach, an advanced modified asphalt binder and an improved cost-effective stone matrix asphalt (SMA) mixture with both high-temperature stability and low-temperature flexibility are developed by conducting a series of orthogonal tests in the lab. The findings of this technical note can be used as a reference to deal with similar distresses. ARTICLE HISTORY Received 17 July 2017 Accepted 11 December 2017 KEYWORDS Pavement; elastic concrete; additive; polymer material; creep 1. Introduction The orthotropic steel deck has been more widely used in viaducts due to its strength, light weight, pre- fabrication and quick erection. However, the durability of steel deck pavement is the main problem limiting its further application [1]. Steel deck pavement is always located in complicated environments, is subjected to heavy impact and repeated load and should develop no cracks, no rutting, no shoving or other distresses. Steel deck pavement should also act compositely as an inte- gral part of the structural deck system with the steel deck plate. Therefore, the materials and structure com- bination used for steel deck pavement must possess excellent properties [2,3]. 2. Background and objective 2.1. Surfacing materials Guss asphalt (GA), matrix asphalt (MA), epoxy asphalt concrete (EAC) and stone matrix asphalt (SMA) are the main surfacing materials for steel deck pavement. They have the properties of deformation compliance, flexibility and good water resistance. GA and MA are the two primary types of asphalt concrete used in steel deck pavement [4]. GA was orig- inated in Germany in 1917, for its fluidity characteris- tic and self-levelling capability at paving temperature, and no compaction is required during construction. Also, it was officially defined in German Asphalt Con- crete Mix Design Specification; however, the Japanese imported the GA technique in 1956 and further devel- oped it and promoted its application [4,5]. MA was first used in steel bridge deck construction in England and was further developed by the Japanese, and MA has its own system of design, production and evaluation pro- cesses. MA is demonstrated as suitable for long-span suspension bridges, for a better flexibility, compliance and water resistance. The two materials are composed of specifically graded aggregate and a high content of asphalt binder to form a coherent, voidless and imper- meable solid or semisolid mass at ambient tempera- tures, but sufficient fluid at construction (high) tem- peratures (mix and construct at a temperature between 200°C and 240°C). The aggregate gradation of MA is much finer than that of GA, which is beneficial to the construction quality. Existing research indicated that the mixing time has significant influence on the worka- bility, rutting and fatigue cracking resistance of GA and MA. Longer mixing time and higher mixing temper- ature will result in better rutting resistance, but lower fatigue cracking resistance. Therefore, mixing time and the higher mixing temperature need to be controlled. EAC was developed by the Shell Petroleum Com- pany in the 1950s as an airport pavement and was first used as a surfacing material on the orthotropic deck of San Mateo–Hayward Bridge in San Francisco in 1967 [5,6]. EAC is considered as a thermosetting material by CONTACT Xiaojing Zhang [email protected] © 2018 The Hong Kong Institution of Engineers
Asphalt materials used in treatment of pavement distresses at the BRT bus station
Apr 28, 2023
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