RR EHS it peat) In this issue: Deformation resistant HRA Tyre rubber in asphalt Flexible airfield pavements and all your regular features aEBice eee DEVELOPMENT OF LONG-LIFE DEFORMATION-RESISTANT HOT ROLLED ASPHALT SURFACE COURSE | Widyatmoko', RC Elliott? and W G Lloyd? Introduction In the latter half of the twentieth century, Hot Rolled Asphalt (HRA) was probably the most popular surace course in the UK. This material was known to be impermeable and durable, having good resistance to fatigue cracking, and very good suriace texture (which is provided by the embedded chippings) and Consequently, good resistance to skidding; the stabil- ity and deformation resistance of HRA surface course, however, was known to be variable"? and not as good fas new surface courses, including the popular thin surlacings . Since the early 1980s, attempts have been made to improve the perlormance of HRA, such as by polymer Cr other modification ofthe bitumen, including the use of other additives". The latest report on the A3® field trials of modified HRA (2003) found mixed perform. ance of these materials (initially Isid in 1988), from ‘moderate to suspect”. Alternative ways to improve the stabiliy and deformation resistance of HRA surtace ‘courses are thorofore required if HAA is to be used as a longue detormation-resistant surface course. In this study, epoxy binder was considered to be a suit able candidate to improve the stability and deforma- tion resistance of HRA. Epoxy asphalt has been used in other asphait surface course applications (such as (on bridges or airislds where high stiness may be beneficial), or in highly-stressed areas” and has developed a good track record when laid under tight: Iy-controled conditions (epoxy asphalt requires good weather and very tight quality Control during construc- tion to ensure good performance)" and over a sound foundation, This paper presents the findings from the Phase i Stage I assessment of the OECD/ECMT (Organisation for Economic Cooperation and Development/European Conference of Ministers of Transport) Transport Research Project on Economic Evaluation of Long Lite Pavements. This is part of a collaborative research project involving a number of national institutions and the workin the UK has been cartied out as part of the Highways Agency esearch programme. Spectically, this paper presents a selec- tion of findings from an assessment of an HRA sur- face course, a typically used in the UK, but modified with an epoxy binder, andi suitability for use in fong- life pavernents, addressing particularly the perform- ance issues specifically the stabty, deformation resistance and curing characteristics. Other aspects Of performance and curabily (such as resistance to fatigue and low-temperature cracking, resistance to moisture-induced damage, and workabilty) have also been investigated"; however, the results are not pre- sented in this paper Materials selection tt was decided that for consistency with current UK surfacing practice, standard designs would be adopt- ed for the control and epoxy HRA mixtures, incorpo- rating 40/60 pen grade and epoxy binders respective ly, (hereatter HRA concro! anc HRA epoxy), to the cur- rent Bilish Standard specification. Specificaly, a 30% 0/14 mm HBA (Design Type F to Column 312 of BS 594-1:2003"), with 40/60 pen grade bitumen was selected as the control; particle size distribution Getas are reproduced in table 1 BS sieve size |30% 0/14 HRA Type F, Column (mm) 3/2 of BS 594-1:2003 20 +00 14 85-100 10 60 -90 2.38 60-72 08 45-72 o2t2 18-50 0.083 mM Table 1 - HRA mixture design Limestone aggregates and filer suitable for asphalt production (processed aggregates recovered trom hot bins) were supplied by Aggregate Industries trom Ivonbrook Quarry, 40/60 pen grade bitumen was sup- plied by Shell Bitumen and the epoxy binder compo- nents A and B were supplied by Colas. The optimum binder content for the HRA control was found to be 7.2% (determination was based upon Marshall Mixture Design); this was adopted 2s the target binder content for both HAA control and HRA epoxy mbures. Asphat Professional 18, January 2006Manufacturing epoxy asphalt Particular altention was paid to the mixing and com- paction of the specimens, with careful consideration ‘of the appropriate EN 12697 test methods. A stan- dardised protocol provided by Colas for the mixing of epoxy asphalt (including a ‘holding’ period to allow the reaction to take place) was adopted, specifically: + Epoxy binder comprised 14.5% component A , '85.5% component B; + Aggregate / filer heated to 130°C; + Component A heated to 80-100°C; + Component 8 heated to 120-135°C; + These components were mixed for 135 seconds: Intally aggregate, filer and component B were transferred into a preheated mixer and blended for 18 seconds, then component A was addec into the blend and mixed for 2 minutes until all the aggregates and filer were fully coated with the binder; + Prior to compaction, the loose mixture was held at the mix temperature (180°C) for 30 minutes; + Samples were manufactured using @ Marshall ‘compactor (75 blows each side), In addition, it was Colas’ recommendation that Marshall stability tests were cartied cut on epoxy asphalt samples after two different post-conditioning regimes. This demonstrated the chemical reaction had proceeded satisiactorily, by compliance with the following minimum Marshall stability criteria: i) Marshall stabilty of HRA > 5 kN and flow < 5 mm after conditioning at ambient ternperature (20°) for 24 hours; 1) Marshall stability of HRA > 30 kN and flow <7 mm after conditioning at 120°C for 20 hours. Preliminary mixture design During the preliminary mixture design work, speci- ‘mens were manufactured in triplicate using a Marshall impact compactor”. The specimens were subjected to 75 blows per face, resulting in a thickness of approximately 63.5 mm on 101.6 mm diameter cylin- drcal specimens; the manufactured specimens were then subjected to the following tests: Asphalt Professional 18, January 2006 i) Marshall stability test at 60°C at a loading rate of 50 + 2 mm/minute, in accordance with BS EN 12697-34", Il) Load-spreading ability (stifiness): Indirect Tensile Stiffness Modulus (ITSM) in the Nottingham Asphalt Testor (NAT) at 20°C and a rise time of 124 + 4 milliseconds, in accordance with BS EN 412697-26 Annex G; ii) Environmental resistance (ait): Long term oven ageing to Brtish Board of Agrément (BBA) Highway Authorities Product Approval Scheme (HAPAS) SG3 protocols Appendix A12 and Appendix Ad, ie at B5°C for 120 hours": |v) Environmental resistance (air): Long-term oven ageing to Colas specification, ie at 120°C for 20 hours, ‘Table 2. prosonts the Marshall Stabilty and stiffness. test results for the HRA epoxy at 7.2% binder content ie the optimum binder content for the HRA control Gurng TISM ai] Marshal Siabiy at 60°C Conditions for | 20"c Epaxy HAA at 7.2% Binder | (MPa) Content (any Note Bans @270 [2720 [57 | Testtoralue Bons @ 10S | 15100 | >S0" | Unbroken, reslient behaviour residual sttiness® 10850 MPa. Ohes @ 120° ] 16100 | >90. | Unbroken, reiient behaviour; residual stilness’ 14500 MPa Table 2 ~ Stifiness and Marshall stability test results (HRA epoxy) Notes: ‘Actual load unknown, capacity of load cell (SOkN) exceeded. *Residual stiffness is the stiffness (ITSM) value, meas- red at 20°C, after the specimen had been subjected 10 30 KN load under Marshall compression testingTechnical eller Table 1. shows that the stability values of the HRA epoxy, after 24 hours conditioning at 20°C, exceed the minimum criterion specified by Colas (ie > 5 KN) and that after ageing, the HRA opoxy stiffness. values increased by at least § times, and that the stability ‘exceeded 20 KN (the minimum value recommended by Colas). These data would be taken by Colas to indicate that the chemical setting reaction of the ‘epoxy binder had proceeded satistactoniy. it was also found that after applying 30 KN load under Marshall compression testing, the residual stifness of the HRA ‘epoxy stayed above 10,000 MPa at 20°C, indicating a tough material with high resistance to deformation when fully cured. Curing characteristics ‘The effect of long-term curing at 20°C on stiffness was investigated, and the results are compared against the stifiness of specimens after accelerated curing at the design binder content, as shown in fig 1 ay conn 20% ‘Note: Figures in brackets denote binder contents Figure 1 - Stiiness (at 20°C) vs curing time for HRA control and HRA epoxy Fig 1 shows that the stiiness values of the HRA epoxy increased with time up to 70 days, while those of the HRA control remained relatively unchanged at around 3,500-4,000 MPa, After 70 days curing at 20°. the sf rness increase of the HRA epoxy appeared to have either slowed down or started to decline, and the max: imum stifness was recorded to be around 14,500 MPa, which was slightly lower than that measured after 20 hour curing at 120°C (15,100 MPa) Mechanical testing of roller compacted asphalt samples Following the preliminary verification of the micure designs, asphalt slabs (305 x 805 x 40 mm) of each mixture type were manufactured using a laboratory roller compactor and subsequently, 200-mm diameter and 100mm diameter cores were removed from these slabs for testing, The same specimen prepara- tion protocols as those used during the mixture design stage were adopted. From the preliminary tests carried out during the mixture design stage, it was known that the mechanical properties of the epoxy materials change continuously curing the cur- ing period; therefore the times when these specimens were manufactured, conditioned and tested were closely monitored. Presious work has highlighted the laboratory roller compector as the method of labora- tory compaction best suited to emulate site com- action, A 40-mm thickness was chosen as being representative of the thickness likely to be used in practice. The following test methodology was adopted for the ‘manufactured materials: |) Load-spreading abilty (stifiness): ITSM in the NAT at a range of temperatures, in accordance with BS EN 12697-28 Annex C il) Environmental resistance (air): Long term oven, ageing to BBA HAPAS $G3 protocols' 4, iil) Permanent deformation resistance (resistance to tutting): Repeated Load Axial Test (RLAT) to DD 226: 199615 and Wheel Tracking Test (WTT) to BS 598-110"; 7 iv) Marshall Stability test at 60°C, in accordance with BS EN 12697-34", Load-spreading ability (stifiness) ‘Tho stifness (TSM) of eight 100-mm diameter core samples was assessed in the NAT at 0, 20, 30 and 40°C (es appropriate) and at § + 2 microns target deformation and 124 4 milliseconds rise time™, in order to assess the temperature susceptibilty of the materials, belore and efter the specimens were sub- jected to the artificial ageing procedure’. Fig 2 ‘demonstrates tho susceptibility of stifness to varia tions in test temperature for the different types of material Figure 2 - Susceptibility of sttfness values of HRA sam- ples fo ageing and temperature ‘Asphalt 2rofessional 18, January 2006ere Tn er) lee Fig 2 shows that the HRA epoxy, tested within 5 days ‘of sample manufacturing (ie, ‘unaged’), has a 20°C stifness value comparable to that of the HRA control; however, the stiness values of the unaged HRA ‘epoxy at 0°C and 30°C were higher and lower than those of the HRA control respectively, indicating grealer temperaiure suscepiibilly. Alter ageing, the HRA epoxy demonstrated a massive increase in stit- ness values, resulting in stitiness 2-3 times higher than that of the (aged) HRA control; hence indicating ‘a massive improvement in load-spreacing ability. In comparison with other pavernent materials, the epoxy asphaits were found to have load-spreading ability and temperature susceptibility (oftheir stitness values) ranging between those of cementitous grout- fed macadam and lean concrete. A summary is pre- sonted in table 3. Note: *Stifiness ratio over 20°C temperature range, og stiffness ratio between 0°C and 20°C or between 10°C and 30°C, ~ data unavailable Watered Typical Range al | WaCa Sifioss Valua | ormperature (otra) at 20°C | Suscopebiy Thin Surtcing (ine [7000 -SS00—[EI=ES Mastic Asphal SMA yp) Hot Rasa Rapa AA] 200 Sao —[SF—ET Wearing Course (NC) TaN Pan Dares Bion | 1000-2500 [BT Macadam (OBN100) [Su Pon Heavy Daly [8.700 6700 Macadam (HOM 50, Comeninons Crome Macadam at 28 days FRR pony Kom BF aay S000 TABOO] Saw ETH—|IT to fy eure Toan Conaate 28 F800 FTO |= Says anerale 20 Says | EDO BAOO |= (MPa Strength or lose) Table 3 — Comparison of stiffness and temperature susceptibility of pavement materials Permanent deformation resistance For assessment of deformation resistance, the Repeated Load Axial Test (RLAT) was carried out using the NAT on the two types of mixture under the standard test conditions af a one second square-oad pulse of magnitude 100 kPa, followed by a one sec- ‘ond rast poriod, which has been suggested in the UK as being appropriate for most applications®. For each ‘Asphalt Professional 18, January 2006 of the mixture types, the ALAT was carried cut on three unaged 100mm diameter core samples, to characterise each materiats early age deformation resistance, and three aged samples. For these tests, total of 3,600 load applications were applied (or fewer ifthe specimen collapsed) and the permanent viscoplastic strain, ¢., was recorded. The RLAT was cartied out at 40°C Decause the susceptiiity of bitu- minous material to deformation is greater at this tem- perature, and the effect of material consttuents is, most obvious. ‘The Wheel Tracking Test (WTT) was cartied out on the ‘two types of mixture under the standard test conci- tions of a wheel load of magnitude 520 N, which moves backwards and fowwards in simple harmonic motion at 42 passes por minute (21 cycles per minute)". For each of the mixture types, the WTT was: cartied out on three unaged and three aged 200-mm iameter core sampies. In this test, wheeltracking is continued until 45 minutes have elapsed, ora 15mm rut has developed, and the permanent deformation is, recorded at 5-minute intervals, The WIT was carried out at 60°C, a test temperature adopted in the UK for assessment of perlormance-related design mixtures and premium surface courses for very heavily stressed sites requiting very high rut resistance (BS 594-1 Annex D10). The BS test was carried out in pret erence to the EN procedure (EN12697-2217), because a database of comparative performance ‘exists in the UK using the BS test, ‘The relative deformation resistance of the tested sam- ples is shown in Figs 8 and 4. The results from both the unconfined RLAT and the confined WTT appeared to be relatively consistent, showing that all the tested samples had good deformation resistance and in all cases these samples complied with the UK criteria for wheel tracking for materials for very heavily stressed sites requiring very high rut resistance (BS 594-1 Annex 010), Figure 3 - Deformation resistance testing - RLAT results at 40°C ‘[naa ie Figure 4 - Deformation resistance testing - WIT results at 60°C Generally, for specimens exhibiting relatively larger suain/rut depth or strain rate/rut rate, ageing improved the deformation resistance, as expected. This effect was not always so apparent for the more deformation-resistant materials; this was believed to bbe a function of the low values recorded. in all cases, the deformation resistance was considered to be good. However, some of the epoxy WTT samples tested within five days of manufacturing (ie ‘unaged'’) appeared to have better resistance to deformation than some of the aged specimens. The explanation for this is that the high temperature sample condition- ing prior to testing ((e, at 60°C for at least five hours) is Ikely to have accelerated the ‘curing’ process of these specimens. After ageing, the epoxy samples showed virtually no deformation in the WTT, as represented by the nega tive WIT rut rates (which suggests aggregate re- orientation in the test, rather than deformation); the deformation resistance was considered to be compa- rable to that of cementitious grouted macadam. Marshall stability For comparison with the data generated in the prelim- inary miture design stage, and to confirm that the chemical reaction in the epoxy asphalt had proceed- fd satisfactonly, Marshall stabilty tasting (at a load rate of 50 * 2 mmiminute and a test temperature of 60°C") was carried out on the thin (40 mm) asphalt cores remaved from the laboratory manufactured slabs. Three samples of each of the mixtures were tested before and after ageing, The results, corrected to the standard 63.5-mm thick- ness by using the stability correlation ratio from table 5.1 of the Asphalt Institute Manual MS-218, are sum- marised in fig 8. Figure 6 - Marshall stabiity test results on cored ‘specimens ‘A massive increase in Marshall stabilly was observed ‘on the fully cured (aged) epoxy specimens, with the HRA epoxy showing Marshall stability over fourteen times higher than that in the unaged condition, or ‘soven times highor than that of the HRA control (aged ‘or unaged). This is consistent with the intial findings. ‘obtained during the mixture design stage. However, the correction in stability required to convent from 40, mm to 635 mm specimen thickness is very large. ‘Therefore, it Is considered more appropriate to com- pare the relative performance of the mixtures in the Marchall test, rather than the absolute values, when considering the data in ig 5. : Closing remarks ‘The HRA mixtures evaluated in this study comprised 14.30% 0/14 mm HRA (Design Type F to Column 3/2 of BS 594-1:2009) with 7.2% binder content. The HRA control used @ 40/60 pen grade bitumen. The HRA, epoxy used a blend of 14.5% component A and 185.5% component B epoxy asphalt binder. It was, found that the HRA epcxy was a tough virtually non- deformable material when fully cured. The stifness of the HRA epoxy continuously increased with time until itreached an apparent maximum of 14,500 MPa after 70 days curing at 20°C; while that of the HRA control remained relatively unchanged with time (around 4,200 MPa). Slabs of HRA epoxy and HRA control mixtures were manufactured using the laboratory roller compactor; ‘asphalt cores obtained from these slabs were sub: jected to mechanical testing. The test results showed improved mechanical properties of the epoxy HRA over those of the control asphalts, specifically 1) After laboratory ageing, the epoxy HRA demon- strated a stiffness increase of up to 3 times those of the respective cortrol material, indicating sig- riffcant improvement in load-spreading abil. In ‘comparison with other pavement materials of ‘Asphalt Professional 18, January 2006similar siness value, the epoxy asphalts were found to have load-spreading ability and temper- ature susceptibility ranging between those of ‘comentitous grouted macadam and lean con- crete. li) After ageing, the epoxy samples showed signif- cant improvement in deformation resistance when tested in an unconfined repeated load axial test (RLAT) and in a simulative wheel-tracking test, compared with the control. Specifically, they showed virtually no deformation in a wheel tracking test. ii Marshall stability values increased by a factor of 7 times with the use of epoxy binder, alter labora- tory curing. This paper demonstrates that a significant improve~ iment in the stability, stifness and deformation resist- ance of HRA surface course has been achieved by Using an epoxy binder. Further work, however, is required to address issues related to the compatiblity between this highsifiness epoxy asphalt and relative lyless-stff asphalt substrates. Associated research with these and ather materials continues to be carried out in other countries as part of the wider OECDIECMT project. The current test programme wil include accel erated pavement testing and itis intended that Phase I of the overall project will then test sections of new ‘materials on sections of traficked road. Acknowledgements. ‘The authors grateluly acknowledge the Highways ‘Agency for funding this study and contributions from Colas Ltd, Shel Bitumen and Agoregate Industries for providing advice and supplying the raw materials. References 1 Elliott R C. The use of performance related materials testing fo control rating on Polend’s roads, Proceedings, 2nd Intemational Conference, Durable ‘and Safe Road Pavements, pp 24-31, Kielce, Poland, May 1996, 2 Weston D J and A © Elliott. Surveys ofthe ite ancy ‘performance of hot rolled asphalt suracing, Unpublished Project Report PRIPY7/00, Transport Rosearch Laboratory, 2000. 3. Nicholls J C. Serceatilly of Hot Ralled Asphalt on the ‘438 Burton Bypass after 16 Years, The Asphal Yearbook 2005, 4 Denning J H and J Carswell. improvements in rolled asphalt surfavings by the eddtion of sulphur, TRRL Report LR 963, 1981 ‘Asphalt Professional 18, January 2006 10 5 Denning J H and J Carswell. improvements in rolled asphait surfacings by the adciton of organic polymers. TRL Report LF 93, 1981 6 Jacobs F A. Hot rolled asphalt: fect of bindor properties on resistance to deformation, TRL Report Lat00s, 1981 7 Simpson WC, H J Sommer, RL Griffin and TK Milles. Epoxy asphalt concrete (or aiid pavements, ASCE Journal of the Airport Division, Vol a6, No 1, 1960, pp 55-71 8 Hicks G A, | J Dussek, and C Seim. Asphalt surfaces (on stoa! brige decks, Report for the Department of (Civ Enginesring, Pukyong National University (unpublished), Korea, 1998 9. Zhao B and | Widyatmoko. Design and Testing of long-ife wearing course. Technical Report OECD/ ECMT Transport Research Contro, 15 Jun 2005, 10 Biltish Standards Institution. Hot rolled asphalt for roads and other paved areas-Spectication for ‘corstluont materials end asphalt midures, BBS 594-1: 2003, 11 British Standards Institution. Bituminous mtures Tas! methods for hot mix asphat Part 94: Marshal test, BS EN 12697-94 12 British Standards Institution, Siiuminous mitures Test methods for hot mx asphalt. Part 90: Specimen preparation, impact compacior, prEN 12697-20. 12 British Standards Institution. Sitmincus motures Test methods for hot mx asphat, Part 26+ Stness, BS EN 2697-26. 14 British Board of Agrément Highway Authorities Product Approval Scheme, Document $G3(05/234 Guidelines document for the assessment anc Certicaion of thin surfacing systems for hghaays, ‘uly 2004 415 British Standards Institution. Mothod for determining resistance to permanent deformation of bituminous ‘midures subject to unconfined dynamic loading, BS DD 226 1996. 46 British Standards Institution. Mothods of test for the termination of wheairacking rato and deoth, ‘Sampling and examination of btuminous madres for roads and other paved areas, BSS08-110, 1998, 17 British Standards Institution. Btuminous midures ~ Test methods for hat mic asphal. Pat 22: Whee! tracking, BS EN 1267-22 16 Asphalt Institute. Mx Design Methods for Asphalt ‘Conerete and Other Hot-Mi Types, MS-2, 61 Edition, 1 Iswandaru Widyatmoko BSc MSc PhO MIHT MIAT Principal Engineer, Scott Wilson Pavement Engineering Lid 2 Aichard G Eliott BEd BSc MPhil MIHT MAT MAAPT Technical Director, Scott Wilson Pavement Engineering Lid 9. Wyn G Loyd CEng MICE MINT ‘Senior Pavement Engineer, Highways Agency