Sigurdur Erlingsson Abubeker Ahmed The Svappavaara road test sections Field coring and laboratory tests VTI notat 30A-2015 | The Svappavaara road test sections. Field coring and laboratory tests www.vti.se/en/publications VTI notat 30A-2015 Published 2015
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Sigurdur ErlingssonAbubeker Ahmed
The Svappavaara road test sections
Field coring and laboratory tests
VTI notat 30A-2015 | The Svappavaara road test sections. Field coring and laboratory tests
www.vti.se/en/publications
VTI notat 30A-2015Published 2015
VTI notat 30A-2015
The Svappavaara road test sections
Field coring and laboratory tests
Sigurdur Erlingsson
Abubeker Ahmed
Diarienummer: 2012/0248-29
Omslagsbilder: Sigurdur Erlingsson, VTI
Tryck: LiU-Tryck, Linköping 2015
VTI notat 30A-2015
Preface
This VTI note describes and gives results from the laboratory testing of specimens taken from four
new instrumented test road sections that have been built on E45 close to the Svappavaara municipality
in Norrbotten County in Northern Sweden. The structures are situated on road E45 close to the
intersection to road E10. The structures are instrumented with road performance and climate sensors.
The structures will be monitored over the years to come.
As a part of the monitoring programme drilled asphalt specimens were taken from the road structure
and tested at VTI’s material testing laboratory in Linköping. Furthermore, samples from the unbound
base course have been taken and tested.
The aim of this report is to briefly describe the laboratory testing process as well as the testing results.
The Swedish Transport Administration (STA) has financed the project. The contact person has been
Johan Ullberg.
Linköping, November 2015
Sigurdur Erlingsson and Abubeker Ahmed
VTI notat 30A-2015
Quality review
Internal peer review was performed by Björn Kalman. Sigurdur Erlingsson and Abubeker Ahmed has
made alterations to the final manuscript of the report. The research director Björn Kalman examined
and approved the report for publication on 24 November 2015. The conclusions and recommendations
expressed are the author’s/authors’ and do not necessarily reflect VTI’s opinion as an authority.
Kvalitetsgranskning
Intern peer review har genomförts av Björn Kalman. Sigurdur Erlingsson och Abubeker Ahmed har
genomfört justeringar av slutligt rapportmanus. Forskningschef Björn Kalman har därefter granskat
och godkänt publikationen för publicering 24 november 2015. De slutsatser och rekommendationer
som uttrycks är författarens/författarnas egna och speglar inte nödvändigtvis myndigheten VTI:s
4.2.1. Indirect tensile stiffness modulus test ...................................................................................18 4.2.2. Frequency sweep stiffness modulus test ...............................................................................22 4.2.3. Frequency sweep shear modulus test ....................................................................................24
4.3. Fatigue test .................................................................................................................................27 4.4. Unbound granular base course ...................................................................................................28
Appendix A ...........................................................................................................................................35
VTI notat 30A-2015
VTI notat 30A-2015 7
Summary
The Svappavaara road test sections. Field coring and laboratory tests
by Sigurdur Erlingsson (VTI) and Abubeker Ahmed (VTI)
This report describes laboratory testing of specimens taken from four new instrumented test road
sections that have been built on E45 close to the Svappavaara municipality in Norrbotten County in
Northern Sweden. The structures are located about 100 km north of the Arctic Circle in a climate that
is characterized by long cold winters and short mild summers.
The four test sections were built in a conventional manner. Each structure is about 200–250-metre-
long with a central 100-metre-long part defined as the actual test section. All structures are in total
60 centimetres in thickness resting on top of a 70-centimetre-thick old existing road. The bitumen
bound part of all the four structures consists of four layers; a thin surface course layer, two binder
layers and a road base layer. All structures have the same wearing course, TSK 16 with a standard
160/220 penetration grade bitumen. The main difference between the structures lies in the binder as
well as the two road base layers. In structure 01 polymer modified binder were used in the binder layer
as well as in both road base layers whilst in structure 02 only the binder layer was polymer modified.
Structure 03 consists on the other hand of a binder layer and road base layers mixed with conventional
penetration grade bitumen materials. Structure 04 has a binder layer with conventional penetration
grade bitumen but the road base layers consists of a 2 × 90-millimetre-thick layers of large aggregates
mixed with a cold emulsion.
As a part of the monitoring programme drilled asphalt specimens were taken in 2013 from the road
structure and tested at VTI's material testing laboratory in Linköping. Furthermore, samples were
taken from the unbound base course and tested. This report presents the test results for asphalt bound
layers as well as for the unbound base course. For the bound layers the testing procedure included
volumetric properties, stiffness modulus and fatigue tests for the different types of conventional and
polymer modified asphalt mixtures. The tests were conducted in accordance with the Swedish or the
equivalent European standards. For the unbound base course fundamental properties were estimated as
well as stiffness and permanent deformation properties for different moisture contents.
The project is sponsored by the Swedish Transport Administration.
8 VTI notat 30A-2015
VTI notat 30A-2015 9
Sammanfattning
Test sträckor på E45 vid Svappavaara – provkärnor och laboratorietestning
av Sigurdur Erlingsson (VTI) och Abubeker Ahmed (VTI)
Denna rapport beskriver laboratorieprovningar av provkroppar tagna från fyra instrumenterade
vägsträckor på E45 nära samhället Svappavaara i Norrbottens kommun. Sträckorna ligger omkring
100 kilometer norr om polcirkeln i ett klimat som kännetecknas av långa kalla vintrar och korta milda
somrar.
De fyra teststräckorna är byggda på konventionellt sätt. Varje delsträcka är omkring 200–250 meter
lång med en central del på 100 meter som utgör den egentliga teststräckan. Alla konstruktionerna har
en överbyggnadstjocklek på 60 centimeter och ligger ovanpå en gammal vägkonstruktion som
uppskattas till 70 centimeter i tjocklek. Den bitumenbundna delen består av fyra lager, ett ytlager,
bindlager samt två bundna bärlager. Ytlagret är identiskt på alla sträckorna TSK 16 med 160/220
standard bitumen. Huvudskillnaden i strukturerna ligger i sammansättningen av bindlagret samt de två
bundna bärlagren. I struktur 01 används polymerer i bindlagret samt de två bundna bärlagren men i
struktur 02 är endast bindlagret polymermodifierade. Struktur 03 och 04 är sedan helt utan polymerer.
Struktur 04 har sedan ett 2 × 90 millimeter bundet bärlager som består av storstensskelett makadam
blandad med kall emulsion (Viacomac från NCC).
Som en del i uppföljningsprogrammet togs på hösten 2013 borrade kärnor från alla sträckorna som
sedan testades i VTI:s laboratorium i Linköping. Dessutom togs det prov från det obundna bärlagret
som också testades. Denna rapport presenterar resultaten av laboratorietesterna. För de bundna lagren
bestämdes sammansättning, styvhet samt utmattningsmotstånd. Alla tester utfördes enligt svensk eller
ekvivalent europeisk norm. För det obundna bärlagret bestämdes några fundamentala egenskaper samt
styvhet och permanenta deformationsegenskaper vid olika fuktkvoter.
Projektet är finansierat av Trafikverket.
10 VTI notat 30A-2015
VTI notat 30A-2015 11
1. Introduction
Four new Long Term Pavement Performance (LTPP) pavement test structures were built in
Norrbotten County in Northern Sweden in 2012. The structures are situated on the road E45 close to
the intersection to road E10 near the village Svappavaara. This is about 100 km north of the Arctic
Circle in a climate that is characterized by long cold winters with short mild summers where the
duration of the thawing period exceeds two months. The structures are instrumented with road
performance and climate sensors. The structures will be monitored over the years to come.
The Norrbotten County is a sparsely populated area where the pavement structures usually consist of
thin pavements and the traffic volume is low. In terms of traffic volume, the AADT for the sections
was 1325 in the year 2010 with 14% classified as heavy vehicles. In 2012 a local iron ore operator
received a special permission to transport ore along 160 km of the road network using vehicles that are
25 m long with a 90 tonnes gross weight, instead of the permissible 60 tonnes. The vehicles consist of
a single wheel steering axle and three tridem axles. The axle’s weights are 1 × 9 + 3 × 27 = 90 tonnes.
Thus, the individual axle loads fulfil the current legislation but as the vehicles are longer with more
axles and their total weight exceeds the current legislation.
Due to this new ore transport it was deemed necessary to strengthen the local road network. As a part
of evaluating pavement performances for very heavy vehicles four test structures were selected and
built with the main objectives to increase the knowledge about pavement response and performance
under heavy loading in cold climate with seasonal variation.
The four test sections were built in a conventional manner. All structures were in total 60 cm in
thickness resting on top of an old existing road. The bitumen bound part of all the four structures
consist of four layers; a thin surface course layer, a binder layer and two road base layers. All
structures have the same wearing course TSK 16, a thin layer asphalt course with 16 mm maximum
chipping size, with 160/220 penetration grade bitumen. The main difference between the structures
lies in the structures binder and road base layers. Structure 01 has a polymer modified binder course
and road base layers whilst structure 02 has the same polymer modified binder course as structure 01
over a more conventional road base layers. Structure 03 consists of conventional bound materials, with
70/100 penetration grade bitumen for the binder course as well as for the two road base layers.
Structure 04 has a conventional binder course but the two road base layers consists of a large
aggregate skeleton layers mixed with a cold mix emulsion with 160/220 penetration grade bitumen.
As a part of the monitoring programme drilled asphalt specimens were taken from the road structure
and tested at VTI´s material testing laboratory in Linköping. Furthermore, samples were taken from
the unbound base course and tested.
The aim of this report is to briefly describe the laboratory testing process as well as the testing results.
12 VTI notat 30A-2015
2. The test sections
The four test sections are located on E45 close to the intersection with E10 in the vicinity of the
Svappavaara village (see Figure 1). The test structures were built in the summer of 2012. The wearing
course was placed in the beginning of July 2013.
Each test section is around 200–250 m long, with a central 100 m long part defined as the actual test
section. In the remaining parts between the sections some overlapping of layers can occur.
Figure 1. Overview of the four test sections.
The test sections were built in a conventional manner on top of an existing road that had been rebuilt
in 1975. The old pavement structure was a thin flexible structure with 5 cm AC on top of 15 cm of
unbound gravelly base course over a subbase consisting of 65 cm of natural gravel. The top 15 cm of
the old pavement were milled and widened in accordance with the new geometric design, leaving a
sandy gravel layer on top of the native soil. The remains of the old road structure can therefore be
expected to consist of approximately 70 cm of sandy gravel resting on top of the native silty sand
subgrade.
The cross sections of the four test structures are shown in Figure 2. A more detailed description of the
layer composition is further provided in Table 1. The layer thicknesses of structures 01–03 are
identical but structure 04 has a thicker road base course, consisting of a cold asphalt concrete mix, and
a reduced subbase thickness in order to have the same total thickness as the other structures.
The bitumen bound part of all the four structures consists of four layers; a thin surface course layer, a
binder layer and two road base layers. All structures have the same wearing course TSK 16 with
160/220 penetration grade standard bitumen. Structure 01 has a polymer modified binder course as
well as the two road base layers whilst structure 02 has the same polymer modified binder course as
structure 01 but a more conventional road base layers. Structure 03 consists of conventional bound
materials, with a 70/100 penetration grade bitumen for the binder course as well as for the two road
base layers. Structure 04 has a conventional binder course but the two road base layers consists of a
large aggregate skeleton layers mixed with cold emulsion with 160/220 penetration grade bitumen.
1 2
3 4
VTI notat 30A-2015 13
Figure 2. Cross sections of the test sections. Structures 01 to 03 have same layer thicknesses.
Structure 01, 02 and 03
0.0
2.0
8.0
20.0
30.0
60.0
Depth [cm]
Unbound Base Course
Crushed rock 0/31.5
Asphalt Road base
2 × 60 mm layers
Binder Course
Surface Course
Structure 04
0.0
2.0
8.0
26.0
36.0
130.0
Depth [cm]
Unbound Base Course
Crushed rock 0/31.5
Asphalt Road base
2 × 90 mm layers
Binder Course Surface Course
Subbase Crushed rock 0/90 Subbase
Crushed rock 0/90
Subbase Sandy gravel
(old existed road)
Subbase Sandy gravel
(old existed road)
Subgrade
Gravelly till / sandy silt Subgrade Gravelly till / sandy silt
130.0
60.0
14 VTI notat 30A-2015
Table 1. Properties of the layers for the four different test structures.
Structure
01 02 03 04
Wearing course
20 mm
asphalt surfacing TSK16 160/220
20 mm
asphalt surfacing TSK16 160/220
20 mm
asphalt surfacing TSK16 160/220
20 mm
asphalt surfacing TSK16 160/220
Binder course 60 mm
ABb22 with Nypol 64-34
60 mm
ABb22 with Nypol 64-34
60 mm
ABb22 70/100
60 mm
ABb22 70/100
Road base
60 mm
AG22 40/100-75
+
60 mm
AG22 90/150-75
2 x 60 mm
AG22 160/220
2 x 60 mm
AG22 70/100
2 x 90 mm
Large aggregate AC (Viacomac 32) 160/220
Unbound base course
100 mm
Crushed rock 0/31.5
100 mm
Crushed rock 0/31.5
100 mm
Crushed rock 0/31.5
100 mm
Crushed rock 0/31.5
Subbase
300 mm
Crushed rock 0/90
+
300 mm
Crushed rock 0/90
+
300 mm
Crushed rock 0/90
+
240 mm
Crushed rock 0/90
+
≈ 700 mm
Sandy gravel
(old existed road)
≈ 700 mm
Sandy gravel
(old existed road)
≈ 700 mm
Sandy gravel
(old existed road)
≈ 700 mm
Sandy gravel
(old existed road)
Subgrade Gravelly till / sandy silt
Gravelly till / sandy silt
Gravelly till / sandy silt
Gravelly till / sandy silt
A more detailed description of the composition of the bound layers can be found in Erlingsson and
Carlsson (2014).
VTI notat 30A-2015 15
3. Coring
Figure 3 gives an overview of the test road structures.
Figure 3. The test road structures after opening the road for traffic.
The coring took place on September 23, 2013. A specific scheme as given in Figure 4 was used for the
coring.
Figure 4. Overview of the coring scheme that was applied at all test sections. The coring area were
situated between the wheel paths.
100 m
Coring areas
5 m
To Svappavaara
5 m 10 m 10 m 10 m 10 m 10 m 10 m 10 m 10 m 10 m
N
S
Pole with a data logger box
Instrumentation
To Vittangi
16 m
16 VTI notat 30A-2015
An overview of the number of cores is given in Table 2.
Table 2. Overview of the number of cylindrical cores drilled from the test roads.
Cylindrical cores
Section = 100 mm = 150 mm = 300 mm
1 4 10
2 3 10
3 15 10
4 1 10 4
Besides the cylindrical cores, a disturbed sample was taken from the unbound base course.
Based on the cores, thickness of each layer was estimated. The average results are given in Table 3
and thickness of each drilled core is given in Appendix A.
Table 3. Average thickness [mm] of each layer based on the drilled cores.
Section 1 2 3 4
Wearing course 16.5 16.3 18.2 17.2
Binder course 65.8 58.7 60.9 62.3
Road base upper 63.6 56.2 63.0 93.5
Road base lower 66.6 65.6 67.2 110.6
Total 212.4 196.8 209.2 283.5
VTI notat 30A-2015 17
4. Laboratory test results
Laboratory tests were conducted on samples cored from the test structures described in the preceding
sections. The laboratory tests carried out cover the volumetric properties, stiffness, fatigue and shear
modulus tests of the bound layers. The stability of the large aggregate cold mix used as road base in
structure 4 was poor and therefore it was not possible to carry out any testing on them. They have
therefore been excluded from this report. Repeated load triaxial tests (RLT) were performed on the
unbound aggregate base. The results are summarized in the subsequent sections.
4.1. Volumetric properties tests
The volumetric properties of the different types of mixes used in the test sections were determined
according to the European standards (SS-EN12697-5, SS-EN12697-6 and SS-EN12697-8). Table 4
presents the compact densities and the air voids of the asphalt layers of the different test structures.
Figures 5 and 6 show the compact densities and air voids with their corresponding standard deviations.
The binder contents of the mixes were determined using the solvent extraction method and
subsequently the grain size distributions of the mixes were obtained in accordance with the European
standards SS-EN 12697-1 and SS-EN 12697-2, respectively. The grain size distribution curves of the
different mixes are shown in Figure 7.
Table 4. Volumetric properties of the layers for the four different test structures.
Table A1. Thickness of layers based on drilled cores.
Thickness [mm]
Section Drilling area Sub-test Test no. Surface course Binder layer Road base - Upper Road base - Lower Total
1 2 a 1-2a 16 68 62 66 211
1 2 b 1-2b 17 66 66 62 211
1 3 a 1-3a 16 63 65 70 214
1 3 b 1-3b 17 65 65 65 212
1 4 a 1-4a 15 70 63 70 218
1 4 b 1-4b 17 68 62 70 217
1 5 a 1-5a 19 60 64 65 208
1 5 b 1-5b 15 66 62 65 208
2 1 a 2-1a 16 58 51 64 188
2 1 b 2-1b 14 58 53 71 196
2 2 a 2-2a 15 55 53 60 183
2 2 b 2-2b 16 58 50 65 189
2 3 a 2-3a 18 60 58 67 203
2 3 b 2-3b 15 60 60 68 203
2 4 a 2-4a 17 60 60 65 202
2 4 b 2-4b 16 59 57 63 195
2 5 a 2-5a 17 60 60 65 202
2 5 b 2-5b 19 60 60 68 207
3 1 a 3-1a 17 60 62 70 209
3 1 b 3-1b 18 63 63 70 214
3 2 a 3-2a 18 61 60 64 202
3 2 b 3-2b 19 57 63 63 201
3 3 a 3-3a 20 60 65 67 212
3 3 b 3-3b 20 55 70 65 210
3 4 a 3-4a 17 60 60 67 204
3 4 b 3-4b 18 62 60 67 207
3 5 a 3-5a 18 65 64 70 217
3 5 b 3-5b 17 66 63 70 216
4 1 a 4-1a 16 63 81 105 264
4 1 b 4-1b 16 59 90 107 272
4 2 a 4-2a 18 55 105 110 288
4 2 b 4-2b 17 60 95 130 302
4 3 a 4-3a 17 65 104 100 286
4 3 b 4-3b 17 65 85 120 287
4 4 a 4-4a 18 60 95 104 277
4 4 b 4-4b 18 64 90 110 282
4 5 a 4-5a 18 65 95 110 288
4 5 b 4-5b 17 67 95 110 289
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