Influence of the Skid Resistance of Ultrathin Wearing ...downloads.hindawi.com/journals/amse/2020/7162520.pdf · 108 report stated that aggregate property, gradation type, asphalt

Research ArticleInfluence of the Skid Resistance of UltrathinWearing Course with Various Types of Asphalt Binders

Hongfu Liu 12 Teng Guo2 Chenxi Yang2 Yunyong Huang2 and Xuelian Li2

1Key Laboratory of Special Environment Road Engineering of Hunan Province Changsha University of Science and TechnologyChangsha 410114 China2School of Traffic and Transportation Engineering Changsha University of Science and Technology Changsha 410114 China

Correspondence should be addressed to Hongfu Liu lhf0625csusteducn

Received 11 August 2020 Revised 5 September 2020 Accepted 31 October 2020 Published 16 November 2020

Academic Editor Ivan Giorgio

Copyright copy 2020 Hongfu Liu et al is is an open access article distributed under the Creative Commons Attribution Licensewhich permits unrestricted use distribution and reproduction in any medium provided the original work is properly cited

Ultrathin wearing course (UTWC) has been widely applied in both asphalt pavements preventive maintenance and functionaloverlayis studyrsquos objective is to evaluate the influence of different modified asphalt binders with warmmix additives on the skidresistance of UTWC and to reveal the attenuation law of skid resistance of UTWC ree types of modified asphalt binders(Styrene-Butadiene-Styrene- (SBS-) modified asphalt Acrylester Rubber- (AR-) modified asphalt and SinoTPS-modified asphalt)and sasobit warm mix asphalt additive were selected to prepare asphalt mixtures e Model Mobile Load Simulator 3 (MMLS3)was used to simulate repeated vehicle loading and abrasion e British Pendulum Number (BPN) and Mean Texture Depth(MTD) were chosen to evaluate the skid resistance of the UTWC e Analysis of Range (ANOR) and Analysis of Variance(ANOVA) were used to verify the significance of asphalt binder on the antiskid performance of the UTWC ANOR and ANOVAshow that the influence of different modified asphalt binders on the skid resistance of the UTWC is significant e SinoTPSmodified asphalt mixture can maintain high texture roughness before and after abrasion providing excellent and durable skidresistancee influence of the addition of a warmmixing additive on the skid resistance of UTWC is not significant and changesin microtexture mainly reflect its impact on antiskid performance e decay curve of three modified asphalt binders of the skidresistance of the UTWC can be well fitted into an exponential function e conclusion will play an essential role in selecting theasphalt binder in a UTWC to improve the antiskid performance

1 Introduction

Road safety issues are still a major social issue worldwideand road safety accidents significantly threaten peoplersquos livesevery year worldwide [1]e better the skid resistance of theroad is the fewer road safety accidents that will occurParticularly on highways the skid resistance of pavementhas become one of the critical factors affecting traffic ac-cidents [2ndash4]

e road engineering workers always favor the researchon the skid resistance of pavement It is better to pay at-tention to skid resistance monitoring and improving itsmeasurement accuracy to ensure road safety [5] e mix-ture of different coarse aggregate can improve antiwearperformance [6] Torbruegge and Wies [7] explored the

correlation between the road surface texture and the wetsliding resistance by introducing the parameter set of self-affine surfaces Kane et al [8] found that a new aggregatehardness parameter can well show that the aggregate canretain the friction performance Road safety is closely relatedto the antiskid performance of the pavement e antiskidperformance of the pavement must be improved from theroot cause and the reasons must be analyzed to improveroad safety

e application of asphalt concrete wearing course canincrease the traffic safety of asphalt pavement [9] Ultrathinwearing course (UTWC) is regarded as a preventivemaintenance measure of Asphalt Pavement [10] Expertsand scholars pay attention to the skid resistance e Na-tional Cooperative Highway Research Program (NCHRP)

HindawiAdvances in Materials Science and EngineeringVolume 2020 Article ID 7162520 12 pageshttpsdoiorg10115520207162520

108 report stated that aggregate property gradation typeasphalt content and construction technology all affect themacrotexture of the pavement [11] For example the shapeand wear resistance of aggregate have a significant impact onthe skid resistance of the pavement [12] Lin and Tongjing[13] showed that the influence of Fine Aggregate Angularity(FAA) value has a significant influence on the macrotextureof stone mastic asphalt (SMA) pavement Wasilewska [14]found that the mixture with granite and basalt showed ahigher friction coefficient by comparing the skid resistanceof the SMA (11mm) wearing course with different aggre-gates Wang et al [15] considered that the decrease of skidresistance property with time is caused by microstructurechange e volume parameters of the asphalt mixture alsoaffect the skid resistance and it needs to integrate multipleindicators to evaluate the skid resistance [16] Hu et al [17]show that the macrotexture of pavement is related to thefriction coefficient and affects the skid resistance A largenumber of studies by road researchers have shown that thefactors affecting the road surfacersquos antiskid performancemainly come from aggregates

In addition temperature climate humidity and otherenvironmental factors also affect the pavementrsquos skid re-sistance [18 19] El-Desouky [20] considered the fact thatthe change of temperature would affect the measurement ofskid resistance Muntildeoz [21] showed that the skid resistanceof the Ultrathin Bonded Wearing Course decreased with theincrease of temperaturee change of season also affects theskid resistance of the pavement and the potential influenceof various factors on the skid resistance is implied in thealternation of seasons [22] e roughness of pavementreflects the skid resistance and the change of averageroughness is the result of the joint action of load andtemperature [23] e skid resistance of roads related to thedry and wet state of the road surface the wet road has asignificant impact on road traffic accidents [24] e impactof the road service environment on antiskid performance isalso significant

As mentioned above the research on the skid resistanceof UTWC mainly focuses on the aggregate characteristicsand environmental factors as temperature Asphalt as thebinder of wearing course mixture its performance char-acteristics and adhesion with aggregate significantly affectthe volume parameters of themixture [25 26] Hadiwardoyoet al [27] believed that the skid resistance value is alsoinfluenced by asphalt characteristics such as asphalt pen-etration index softening point and ductility Kane et al [28]also proposed that the aging of asphalt binders should beconsidered during the prediction of the antiskid perfor-mance of the road surface erefore asphalt is also a sig-nificant potential factor affecting pavement skid resistance

is studyrsquos objective is to explore the influence ofdifferent modified asphalt binders with warm mix additiveson the skid resistance of UTWC and to reveal the attenu-ation law of skid resistance of UTWC e Model MobileLoad Simulator 3 (MMLS3) was used to simulate repeatedvehicle loading and abrasion e Analysis of Range(ANOR) and Analysis of Variance (ANOVA) were used toverify the influence of asphalt binder on the antiskid

performance of ultrathin wearing course An exponentialmodel was used for the analysis of the fitting equationcoefficients

2 Technical Performance of Raw Materials

21 Asphalt Binder ematerials used in this paper includethree modified asphalt binders e modifiers used wereStyrene-Butadiene-Styrene (SBS) Acrylester Rubber (AR)and SinoTPS Sasobit warmmix asphalt additive was used toprepare warm mix asphalt mixtures

e neat asphalt binder used for UTWC is AH-70 pe-troleum asphalt SBS-modified asphalt is the most com-monly used in asphalt mixture [29 30] SinoTPS-modifiedasphalt as a high-viscosity modified asphalt is commonlyused for comparison [31] AR-modified asphalt is alsoconcerned because of its economy and environmentalprotection [32 33]

SBS is one of the polymers used as a modifier e SBS-modified asphalt is made with 12 SBS and 88 AH-70 neatbinder It is prepared in the lab via a high shear mixer at4000ndash5000 rmin and 180degC for 1 hour then at a constanttemperature of 170degC for 2 hours e SinoTPS is an asphaltbinder modifier that can significantly improve the viscosity ofasphalt binders e modifier was designed and produced by acorporation in Shenzhen Chinae SinoTPS-modified asphaltincluded 16 SinoTPS and 84 AH-70 neat binder and it isprepared in the lab via a high shear mixer at 8000 rmin and170sim180degC for 15 hours AR-modified asphalt is composed of20 rubber powder and 80AH-70 neat asphalt at 1000 rminand 180degC for 1 hour

In the process of paving and compaction the tem-perature of the UTWC asphalt mixture drops rapidlywhich will cause the UTWC to be difficult to compact andwill reduce the road performance Warm mix cools moreslowly than the hot mix since there is a smaller differencebetween the mix temperature and the surrounding aire lower temperature means that the warmmix will havea reduced viscosity during construction It will not resistthe flow as much as hot mix which means that bettercompaction is achievable at a lower compaction tem-perature e application of warm mix asphalt pavementshas a positive effect for saving CO2 emissions and pro-longing the construction season [34]

Sasobit a warm mix asphalt additive produced in SouthAfrica was used in the test e use of the warm mix asphaltadditive (sasobit) is simple in operation and can be stablydispersed in asphalt only by simple heating and asphalt mixingIt is not easily separated has excellent workability and is easy touse Sasobit has solid particles with the appearance of white orlight yellow as shown in Figure 1 e primary technical in-dicators are shown in Table 1 For the warm mix asphalt ad-ditive product the supplierrsquos recommended dosage is 15sim3of the quality of rubber asphalt binder Sasobit was added intoSBS-modified asphalt SinoTPS high-viscosity modified asphaltand AR-modified asphalt by a wet process

According to the Standard Test Method of Asphaltand Asphalts Mixtures for Highway Engineering (JTGE20-2011) the test results of neat asphalt (AH-70) and

2 Advances in Materials Science and Engineering

modified asphalt (SBS AR and SinoTPS) are shown inTable 2 and Tables 3ndash5 Technical properties of AH-70neat asphalt and SBS modified asphalt met the require-ments of Technical Specifications for Construction ofHighway Asphalt Pavement (JTG E20-2004) in ChinaTechnical properties of the SinoTPS-modified asphalt andAR-modified asphalt met the requirements of TechnicalSpecifications for Maintenance of Highway AsphaltPavement (JTG 5142-2019) in China

22 Aggregate Two types of aggregates were used in thisstudy e coarse aggregate and fine aggregates are diabaseand limestone respectively Coarse and fine aggregate sizingis classified as follows particles smaller than 236mm arefine and above 236mm are coarse e nominal maximumsize of the aggregate of SMA is 8mm (SMA-8) e ag-gregates test according to the Specifications and TestMethods of Aggregate for Highway Engineering (JTG E42-2005) the test results of diabase coarse aggregates are shownin Table 6 and the test results of fine limestone aggregatesare shown in Table 7

23 Asphalt Mixtures e SMA-8 with six different asphaltbinders (three contains warm mix additive) were prepared inthis paper e asphalt mixture with SBS-modified asphaltnamed as SBS-SMA-8 (WSBS-SMA-8 was named with theaddition of warm mix additive) the mixture with AR-modifiedasphalt was named as AR-SMA-8 (WAR-SMA-8 was namedwith the addition of warm mix additive) and the mixture withSinoTPS-modified asphalt was named as TPS-SMA-8(WTPS-SMA-8 was named with added warm mix additive)e test result of different asphalt mixtures is shown in Table 8

e gradation of SMA-8 is shown in Figure 2 Air voidsand compaction temperature curve of warm asphalt mixture

is shown in Figure 3 It is determined that the compactiontemperature of warm SBS-modified asphalt mixture is 140degC(the hot mixing is 160degC) warm mixing SinoTPS high-viscosity modified asphalt mixture is 155degC (the hot mixingis 170degC) and warm mixing AR-modified asphalt mixture is160degC (the hot mixing is 170degC) Asphalt mixture test slabproduction process contains mixture transfer and heatdissipation process e compaction temperature of theasphalt mixture test slab is about 10degCsim15degC lower than thecorrespondingmixing temperatureemixing temperatureof the mixture with warm mixing SBS-modified asphalt is150degCsim155degC (the hot mix is 170degCsim175degC) the mixingtemperature of the mixture with warm mixing SinoTPShigh-viscosity modified asphalt is 165degCsim170degC (the hot mixis 180degCsim185degC) and the mixing temperature of warmmixing AR-modified asphalt is 170degCsim175degC (the hot mix is180degCsim185degC) [35] e size of the test slab is300times180times100mm Each test slab consists of three layers a20mm top layer with SMA-8 a 40mm middle layer withAC-13 and 40mm bottom layer with AC-20 Figure 4 showsthe structure of the test slabs

3 Test and Analysis Methods

31 Test Methods Figure 5 shows the test and work processdesign e investigation of skid resistance was based on ascaled APT (Figure 6) and the MMLS3 is a piece ofequipment employed in the test e wheel load for theMMLS3 was set to 25 kN e tire pressure was 075MPa6000 repetitions per hour e test temperature was 25degCe skid resistance depends on the pavement surface texture(microtextural and macrotexture) [27 36 37] e value ofBPN provides a good approximation of the pavementmicrotexture size [38] Sand PatchMethod is one of themosteffective techniques in macrotexture measurement [39] Inthis paper BPN and MTD are used to evaluate the skidresistance of UTWC Before 100000 loading cycles BPNand MTD values were recorded at every 20000 cycles After100000 loading cycles the data of BPN (MTD) was recordedat every 50000 (100000) cycles After one million cycles thecyclic loading was terminated e BPN tests were con-ducted and the MTD values were measured via the SandPatch test both test methods were according to Field TestMethods of Highway Subgrade and Pavement (JTG 3450-2019) in China

32 Analysis Methods e skid resistance of asphalt pave-ment is related to the characteristics of aggregate gradingtype forming mode the contact state of tire and pavementand other factors Different asphalt binders with warm mixadditive on the antiskid performance and decay law ofUTWC have been studied It includes two factors asphalttype and mix process which meet the conditions of Analysisof Range (ANOR) and Analysis of Variance (ANOVA)

ANOR judges themain influencing factors by calculatingthe range of test results of various factors Rj is the range offactor (j) as calculated by the following equation

Figure 1 Sasobit powder

Table 1 Test results of sasobit

Test item Unit Test resultsDrop melting point degC 105Flashpoint degC 290Density (25degC) gcm3 094Viscosity (135degC) Pa middot s 12Penetration (65degC) 01mm 5

Advances in Materials Science and Engineering 3

Rj max K1j K2j Kij1113966 1113967 minus min K1j K2j Kij1113966 1113967

(1)

where Kij is the mean value of factor (j) at one certain level[40 41]

e influence of this factorrsquos level change on the testindex is significant while the Rj is large

ANOVA decomposes the total variation (ie variance)of test indexes into the mutual variation of different factorsto determine the importance of each factor in the totalvariation (just to judge the significance of the influence from

various factors) In the ANOVAmethod the sum of squaresdue to factor (SSf ) is calculated by the following equations

SSf 1113936 K2

f

Nminus

Ki( 11138572

n (2)

where Kf is the sums of test results of the factor Ki is thevalue at each level of the factor N is repeating the numberof one factor and n is the number of tests e variancevalue of factor (Vf ) and the variance value of error (Ve)are calculated by the following equation

Table 2 Technical properties of AH-70 binder

Test project Technical requirement Test result Test methodsPenetration (25degC 100 g 5 s) (01mm) 60ndash80 69 T 0604Softening point (RampB) (degC) ge46 48 T 0606Ductility (15degC 5 cmmin) (cm) ge40 100 T 0605Flashpoint (degC) ge260 314 T 0611Solubility () ge995 998 T 0607Density (15degC) (kgm3) Measured record 103 T 0603After thin-film oven test (TFOT) 163degC 5 hMass loss () plusmn08 017 T 0609Penetration ratio () ge61 654 T 0604Retained ductility (5degC) (cm) ge15 17 T 0605

Table 3 Technical properties of SBS-modified asphalt

Test project Technical requirementTest result

Test methodsHot mix Warm mix

Penetration (25degC 100 g 5 s) (01mm) 60ndash80 64 647 T 0604Softening point (RampB) (degC) ge60 78 864 T 0606Ductility (5degC 5 cmmin) (cm) ge30 432 417 T 0605Kinematic viscosity (135degC) le3 096 108 T 0625Flashpoint (degC) ge230 319 318 T 0611Elastic recovery () ge60 78 769 T 0662Toughness (N middotm) ge25 275 27 T 0624Storage stability (degC) le25 17 15 T 0661After thin-film oven test (TFOT) 163degC 5 hMass loss () plusmn10 020 018 T 0609Penetration ratio () ge65 681 693 T 0604Retained ductility (5degC) (cm) ge20 26 7 T 0605

Table 4 Technical properties of SinoTPS-modified asphalt



Penetration (25degC 100 g 5 s) (01mm) 40ndash60 489 423 T 0604Softening point (RampB) (degC) ge75 889 964 T 0606Ductility (5degC 5 cmmin) (cm) ge30 437 424 T 0605Kinematic viscosity (135degC) le3 118 129 T 0625Dynamic viscosity (60degC) (Pamiddots) ge20000 153718 160217 T 0620Solubility () ge99 994 9947 T 0607Storage stability (degC) le25 19 17 T 0661Elastic recovery () ge85 986 978 T 0662After thin-film oven test (TFOT) 163degC 5 hMass loss () plusmn05 018 016 T 0609Penetration ratio () ge75 81 765 T 0604Retained ductility (5degC) (cm) ge20 29 30 T 0605


Vf SSf

n minus 1

Ve SSe

DOFe

(3)

where SSe is the sum of squares due to error (n-1) is thedegree of freedom (DOF) of one factor and DOFe is thenumber of errorsrsquo degree of freedom Construct the fol-lowing equations to calculate statistics Ff

Ff Vf

Ve (4)

For a given level of significance α Fa can be obtainedfrom the F distribution table if Ff gtFα the effect of thisfactor is significant [40ndash42]

An exponential model is used to fit the skid resistancedeterioration of the UTWC using different asphalt bindersSome literatures pointed out that the skid resistance of

asphalt pavements can be predicted by mathematical models[4 43ndash45] e exponential model is

Y A + B middot EXP(minusk middot x) (5)

where Y is the value of BPN or MTD of the UTWC underany number of loading cycles A is the terminal value of BPNor MTD B is the loss value of BPN or MTD A+B is theinitial value of BPN or MTD k is the loss rate of BPN orMTD and x is the number of loading cycles

4 Results and Discussion

41 BPN Test Results e BPN test result of UTWC withmodified asphalt under different loading repetitions isshown in Figure 7 It can be observed that the BPN valuedecreases with the increase of loading repetitions while theattenuation rate also decreases According to TechnicalSpecifications for Maintenance of Highway Asphalt Pave-ment (JTG 5142-2019) if the BPN value is greater than 45the pavement is considered to have satisfactory skidresistance

e initial value terminal value and loss value of BPNare shown in Figure 8e initial value and terminal value ofTPS-SMA are both at a high level compared with AR-SMAe terminal value of TPS-SMA and SBS-SMA are veryclose and they are 28 and 26 higher than those of AR-SMA respectively e AR-SMA has the highest initial valuebut the lowest terminal valuee initial value of AR-SMA is13 higher than TPS-SMA and 22 higher than SBS-SMAe order of the rate of BPN loss is SBS-SMA (350)ltTPS-SMA (353)ltAR-SMA (380) Both TPS-SMA and SBS-SMA have better durability of skid resistance than AR-SMAe addition of the warm mix additive reduces the initial

Table 5 Technical properties of AR-modified asphalt



Penetration (25degC 100 g 5 s) (01mm) 30ndash60 426 373 T 0604Softening point (RampB) (degC) ge60 69 845 T 0606Ductility (5degC 5 cmmin) (cm) ge20 26 23 T 0605Rotational viscosity (180degC) (Pa middot s) 2ndash4 20 283 T 0625Storage stability (degC) le5 23 21 T 0661Elastic recovery () ge60 78 793 T 0662After thin-film oven test (TFOT) 163degC 5 hMass loss () plusmn05 023 02 T 0609Penetration ratio () ge65 695 713 T 0604Retained ductility (5degC) (cm) ge5 9 6 T 0605

Table 6 Test results of diabase coarse aggregate


Test method80ndash95mm 475ndash80mm 236ndash475mm

Crushing value () le26 129 mdash T 0316Polishing value ge42 493 mdash T 0321Los Angeles abrasion value () le28 141 mdash T 0317Apparent relative density (gcm3) ge26 2949 2959 2942 T 0321Gross volume relative density (gcm3) Measure 2904 2900 2874 T 0308Water absorption rate () le2 052 069 080 T 0308

Table 7 Test results of fine limestone aggregate

Aggregate size Testrequirement

Technicalresult

Testmethod

Apparent relativedensity ge250 2756 T 0328

Firmness coefficient() ge12 67 T 0340

Methylene blue value(gkg) le25 6 T 0349

Angularity (flowtime) (s) ge30 62 T 0345


value (09) and terminal value (25) and it increases theaverage loss rate (22) However warmmix asphalt reducesfuel consumption and cools more slowly than hot mix

42 MTD Test Results e MTD test result is shown inFigure 9 e attenuation process of MTD is roughly similar toBPN and the loss rate in the early stage of the test is much fasterthan in the later stage of the test Combined with Figure 10 theMTD values of SBS-SMA and TPS-SMA are both higher thanAR-SMA e initial value of SBS-SMA is the highest then theTPS-SMA and the lowest is AR-SMA Compared with AR-SMA the initial value of SBS-SMA and TPS-SMA is increasedby 176 and 114 respectively the terminal value of SBS-SMA and TPS-SMA remains at a higher level than the AR-SMAe loss rate of AR-SMA is 342 the TPS-SMA (367)is 25 higher thanAR-SMA and the SBS-SMA (405) is 63higher than AR-SMA e initial value and terminal value ofMTDdecreased by 22 25 respectively with the addition ofwarm mix additive but it does not influence the loss rateAccording to the Technical Specifications for Maintenance ofHighwayAsphalt Pavement (JTG 5142-2019) if theMTDof theUTWC is over 06mm the pavement is considered satisfactoryskid resistance

As shown in Figure 10 the initial value and terminalvalue of BPN of TPS-SMA are both at a high level comparedwith SBS-SMA and AR-SMA e results show that the skidresistance performance of TPS-SMA is the most stable andprominent As far as the indicators of the three modifiedasphalts are concerned TPS modified asphalt has a higherviscosity and elastic recovery value than that of SBS-modified asphalt and AR-modified asphalt e test resultsof BPN andMTD show a gradual decrease in the attenuationrate At the beginning of the test the main body that bearsthe wheel wear is the asphalt film thickness on the aggregatesurface en its skid resistance is mainly controlled by theaggregate characteristics after the surface asphalt has wornout [46] A warm mix additive will affect the initial skidresistance and the terminal value in a minimal range andonly influence the loss rate of BPN is can be explained bythe fact that the addition of warm mix additive will weakenthe adhesion of asphaltndashaggregate interface [47]

43 Analysis of Range Analysis of the range method is usedto compare the influence degree of different factors on skidresistance Multiple indexes evaluate the skid resistance ofUTWC and skid resistance attenuation is a long andcomplicated process In this paper multiple indexes were

Table 8 Test results of different asphalt mixtures

Type of mixture Porosity()

VMA()

Marshall stability(kN)

Freeze-thaw splitting tensilestrength ratio ()

Dynamic stability(timesmm)

Mass loss()

Technicalrequirement 3sim45 ge17 ge7 ge80 ge3000 le15

SBS-SMA-8 376 1816 883 8956 7163 667WSBS-SMA-8 392 1822 874 8764 8223 662TPS-SMA-8 397 1986 905 9188 7062 572WTPS-SMA-8 388 1832 912 8836 7852 565AR-SMA-8 385 2013 845 8741 8085 754WAR-SMA-8 384 1984 882 8309 8517 749

007

5

015 0

3

06

118

236

475 9

513

2 16

0

10

20

30

40

50

60

70

80

90

100

Pass

ing

()

Sieve size (mm)

Target gradationUpper gradation

Lower gradationMidgradation

Figure 2 Aggregate gradation curve of SMA-8

170 160 150 140 130 120

36

40

44

48

52

WSBS-SMA-8WTPS-SMA-8WAR-SMA-8

Linear fit of WSBS-SMA-8Linear fit of WTPS-SMA-8Linear fit of WAR-SMA-8

Air

void

()

Compaction temperature (degC)

Figure 3 Air voids with the compaction temperature curve


used in ANOR e results are shown in Table 9 For allevaluation indexes (BPN andMTD) the influence of asphalttype is higher than that of the mixing process (ie rangeonegt range two) the mixing process has little effect on theMTD data

44 Analysis of Variance For a given a 005 if the cal-culation result Fge Fa the factor has a significant impact onthe test results otherwise it has no significant impact on thetest results As seen from Table 10 the influence of asphalttype and mixing process on the initial and terminal BPN

values is significant However the interaction effect is notapparent Asphalt binder type has a significant effect on theloss value of BPN As for the initial value terminal value andloss value of MTD only asphalt binder type has significantinfluence It can be explained that the addition of warm mixadditive (sasobit) mainly reduces the viscosity of asphaltbinder but does not alter the volumetric properties ofmixtures [48ndash50]

In summary the influence of asphalt binder type onvarious indexes is significant e mixing process (hot mixand warm mix) on the initial and terminal value of BPN issignificant

SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20

Figure 4 Structure of test slabs

Materialspreparation

Aggregate(170degC) drying 4h SMA-8

Test slab(hot mix

warm mix)AC-13

AC-20

Acceleration pavement test (APT)

British pendulum number test and sand patch test

AsphaltSBSTPSAR

asphalt (180degC)

Sasobitwarm mix (165degC)

Temperature25degC

Effect on skidresistance of

asphalt

Test andanalysis Wheel load

25KNTire pressure

075MPa

Differentasphalt types

Analysis ofrange

Analysis ofvariance Fitting analysis

Differentmixing processes

6000 cyclesper hour

Figure 5 Flowchart of the test and work design


45 Exponential Model Analysis e BPN and MTD testresults and exponential regression by formula 5 are shown inFigures 11 and 12 respectively e antiskid performance(BPN and MTD) of UTWC decreases with repeated vehicleloading and abrasion and the rate of decline gradually slowsdown

Mathematical analysis shows that the value of A is aprediction value for the terminal e value of B stands forthe loss value of prediction and A+B is the initial value ofprediction about the skid resistance e predicted initialvalue in the model is close to the test result shown inFigure 11 However there is a gap between the prediction of

Place the slabse slab surface aer test

150mm

400mm

50mm

Figure 6 e Model Mobile Load Simulator (MMLS3) and the test slabs

0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN

Loading repetitions10000 repetitions

WSBS-SMAWTPS-SMAWAR-SMA

SBS-SMATPS-SMAAR-SMA

Figure 7 BPN test results


Initial value Terminal value Loss value0

20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN



Figure 8 BPN initial values terminal values and loss values of different mixtures

06

07

08

09

10

11

12

MTD

0 20 40 60 80 100Loading repetitions10000 repetitions



Figure 9 MTD test results

00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD

Initial value Terminal value Loss value



Figure 10 MTD initial values terminal values and loss values of different mixtures


terminal value and the test result e loss of BPN is a long-term process and it can still decay with the increase inloading repetitions e prediction of the initial value andthe terminal value in the fitting model is close to the testresult shown in Figure 12

5 Conclusions

is paper mainly studies the influence of different asphaltbinders with warm mix additive on the skid resistance ofUTWC Based on the accelerating pavement test that usedMMLS3 the following conclusions can be drawn

(1) ANOR and ANOVA show that the influence ofdifferent modified asphalt binders on the skid re-sistance of the UTWC is significante results showthat the TPS-SMA can maintain high textureroughness before and after abrasion providing ex-cellent and durable skid resistance

(2) Compared with hot mix UTWC there is someminorvariation to the initial value and the terminal valuewith the addition of warm mixing additive Changesin microtexture mainly reflect their impact on an-tiskid performance

Table 9 Calculation results of ANOR

Factor BPN MTDInitial Terminal Loss Initial Terminal Loss

Modified asphalt typeSBS 765 4975 2675 1135 0675 046

SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125

Mixing process Hot mixing 7763 5033 273 107 067 04Warm mixing 7693 4897 2797 105 065 039

Range two 07 136 067 002 002 001

Table 10 Calculation results of ANOVA

VariationF (BPN) F (MTD)

FaInitial Terminal Loss Initial Terminal LossAsphalt type 20002 19224 26375 85404 4934 83584 389Mixing process 9925 22118 2593 4691 1355 0713 475Interaction effect 0443 0566 0123 0383 0054 1248 389

06

07

08

09

10

11

12M

TD

Fitting coefficient A B k R2

WSBS-SMA 0673 0418 004 099WTPS-SMA 0667 0391 0033 0993WAR-SMA 0611 0295 0029 0968SBS-SMA 0698 0421 0043 0986TPS-SMA 0698 0372 0045 099AR-SMA 0652 0297 0053 0977

Y = A + B ∙ EXP (minusk ∙ x)

Fitting curve of WSBS-SMAFitting curve of WTPS-SMAFitting curve of WAR-SMAFitting curve of SBS-SMAFitting curve of TPS-SMAFitting curve of AR-SMA

WSBS-SMAWTPS-SMAWAR-SMASBS-SMATPS-SMAAR-SMA


Figure 12 Fit function and test results of MTD

45

50

55

60

65

70

75

80

85



BPN





Figure 11 Fit function and test results of BPN


(3) e antiskid performance (BPN and MTD) ofUTWC decreases with repeated vehicle loading andabrasion and the rate of decline of BPN and MTDgradually slows down e decay curve of threemodified asphalt binders of the skid resistance of theUTWC can be well fitted into an exponentialfunction

By analyzing the influence of different modified asphaltwith warm mix additive on skid resistance this study playsan essential role in selecting asphalt binder in a UTWC toimprove the antiskid performance Future studies can bedone to focus on the influence of wet environment anddifferent surface temperatures of the sample on the antislipperformance of UTWC

Data Availability

e data used to support the findings of this study areavailable from the corresponding author upon request

Conflicts of Interest

e authors declare that there are no conflicts of interestregarding the publication of this paper

Acknowledgments

is research was funded by the National Key RampD Programof China (2018YFB1600100) National Natural ScienceFoundation of China (51608058) China ScholarshipCouncil (CSC 201908430034) Education Department ofHunan Province (18B144) Open Fund of Key Laboratory ofSpecial Environment Road Engineering of Hunan Province(Changsha University of Science amp Technology) (kfj190501)Postgraduate Research and Innovation Project in ChangshaUniversity of Science and Technology (CX2019SS04) andKey Research and Development Program of Hunan Prov-ince (2019SK2171)

References

[1] A Ziakopoulos and G Yannis ldquoA review of spatial ap-proaches in road safetyrdquo Accident Analysis amp Preventionvol 135 Article ID 105323 2020

[2] J N Meegoda and S Gao ldquoEvaluation of pavement skidresistance using high speed texture measurementrdquo Journal ofTraffic and Transportation Engineering vol 2 no 6pp 382ndash390 2015

[3] R B Kogbara E A Masad E Kassem A Scarpas andK Anupam ldquoA state-of-the-art review of parameters influ-encing measurement and modeling of skid resistance of as-phalt pavementsrdquo Construction and Building Materialsvol 114 pp 602ndash617 2016

[4] Y Miao J Li X Zheng and L Wang ldquoField investigation ofskid resistance degradation of asphalt pavement during earlyservicerdquo International Journal of Pavement Research andTechnology vol 9 no 4 pp 313ndash320 2016

[5] P Kotek and Z Florkova ldquoComparison of the skid resistanceat different asphalt pavement surfaces over timerdquo ProcediaEngineering vol 91 pp 459ndash463 2014

[6] Y Senga A Dony J Colin S Hamlat and Y BerthaudldquoStudy of the skid resistance of blends of coarse aggregateswith different polish resistancesrdquo Construction and BuildingMaterials vol 48 pp 901ndash907 2013

[7] S Torbruegge and B Wies ldquoCharacterization of pavementtexture by means of height difference correlation and relationto wet skid resistancerdquo Journal of Traffic and TransportationEngineering (English Edition) vol 2 no 2 pp 59ndash67 2015

[8] M Kane I Artamendi and T Scarpas ldquoLong-term skidresistance of asphalt surfacings correlation betweenWehnerndashSchulze friction values and the mineralogicalcomposition of the aggregatesrdquo Wear vol 303 no 1-2pp 235ndash243 2013

[9] A Korochkin ldquoImpact of rigid pavements with the asphalt-concrete wearing course on road performance and trafficsafetyrdquo Transportation Research Procedia vol 36 pp 315ndash319 2018

[10] M Hu L Li and F Peng ldquoLaboratory investigation of OGFC-5 porous asphalt ultra-thin wearing courserdquo Construction andBuilding Materials vol 219 pp 101ndash110 2019

[11] L You Z You and K Yan ldquoEffect of anisotropic charac-teristics on the mechanical behavior of asphalt concreteoverlayrdquo Frontiers of Structural and Civil Engineering vol 13no 1 pp 110ndash122 2019

[12] J Hall et al ldquoGuide for pavement frictionrdquo Final Report forNCHRP Project vol 1 p 43 2009

[13] C Lin andW Tongjing ldquoEffect of fine aggregate angularity onskid-resistance of asphalt pavement using accelerated pave-ment testingrdquo Construction and Building Materials vol 168pp 41ndash46 2018

[14] M Wasilewska ldquoEvaluation of skid resistance of wearingcourse made of stone mastic asphalt mixture in laboratoryconditionsrdquo in IOP Conference Series Materials Science andEngineeringIOP Publishing Bristol UK 2017

[15] D Wang P Liu H Wang A Ueckermann and M OeserldquoModeling and testing of road surface aggregate wearingbehaviourrdquo Construction and Building Materials vol 131pp 129ndash137 2017

[16] X Zhou et al ldquoe influence of volume index of asphaltmixture on the skid resistance of asphalt pavementrdquo Journalof Traffic and Transportation Engineering vol 17 no 06pp 1ndash9 2017

[17] L Hu D Yun Z Liu S Du Z Zhang and Y Bao ldquoEffect ofthree-dimensional macrotexture characteristics on dynamicfrictional coefficient of asphalt pavement surfacerdquo Con-struction and Building Materials vol 126 pp 720ndash729 2016

[18] C Plati M Pomoni and K Georgouli ldquoQuantification of skidresistance seasonal variation in asphalt pavementsrdquo Journal ofTraffic and Transportation Engineering vol 7 no 2 2019

[19] M Yu Z You G Wu L Kong C Liu and J Gao ldquoMea-surement and modeling of skid resistance of asphalt pave-ment a reviewrdquo Construction and Building Materialsvol 260 p 119878 2020

[20] A El-Desouky ldquoInvestigating the effect of temperature var-iations on the measured airfield pavement skid resistancerdquoConstruction and Building Materials vol 161 pp 649ndash6532018

[21] J F Muntildeoz C Balachandran Y Yao et al ldquoForensic in-vestigation of the cause(s) of slippery ultra-thin bondedwearing course of an asphalt pavement influence of bindercontentrdquo International Journal of Pavement Engineeringvol 19 no 7 pp 593ndash600 2016

[22] W van Bijsterveld and M A del Val ldquoTowards quantificationof seasonal variations in skid resistance measurementsrdquo Road


Materials and Pavement Design vol 17 no 2 pp 477ndash4862015

[23] M Ech S Yotte S Morel D Breysse and B PouteauldquoQualification of wearing course material surface evolutionafter durability testrdquo Construction and Building Materialsvol 35 pp 313ndash320 2012

[24] T F Fwa ldquoSkid resistance determination for pavementmanagement and wet-weather road safetyrdquo InternationalJournal of Transportation Science and Technology vol 6 no 3pp 217ndash227 2017

[25] L You K Yan T Shi J Man and N Liu ldquoAnalytical solutionfor the effect of anisotropic layersinterlayers on an elasticmulti-layered medium subjected to moving loadrdquo Interna-tional Journal of Solids and Structures vol 172-173 pp 10ndash202019

[26] H Liu X Yang L Jiang S Lv T Huang and Y YangldquoFatigue-creep damage interaction model of asphalt mixtureunder the semi-sine cycle loadingrdquo Construction and BuildingMaterials vol 251 Article ID 119070 2020

[27] S P Hadiwardoyo E S Sinaga andH Fikri ldquoe influence ofButon asphalt additive on skid resistance based on penetra-tion index and temperaturerdquo Construction and BuildingMaterials vol 42 pp 5ndash10 2013

[28] M Kane D Zhao M-T Do E Chailleux and F De-LalarrardldquoExploring the ageing effect of binder on skid resistance evolutionof asphalt pavementrdquo Road Materials and Pavement Designvol 11 no sup1 pp 543ndash557 2010

[29] B V Kok M Yılmaz and M Akpolat ldquoEvaluation of theconventional and rheological properties of SBS + Sasobitmodified binderrdquo Construction and Building Materialsvol 63 pp 174ndash179 2014

[30] J Liu K Yan W Liu and X Zhao ldquoPartially replacingStyrene-butadiene-styrene (SBS) with other asphalt bindermodifier feasibility studyrdquo Construction and Building Ma-terials vol 249 2020

[31] Y Luo K Zhang P Li J Yang and X Xie ldquoPerformanceevaluation of stone mastic asphalt mixture with different highviscosity modified asphalt based on laboratory testsrdquo Con-struction and Building Materials vol 225 pp 214ndash222 2019

[32] J Gong Y Liu Q Wang et al ldquoPerformance evaluation ofwarm mix asphalt additive modified epoxy asphalt rubbersrdquoConstruction and Building Materials vol 204 pp 288ndash2952019

[33] L G Picado-Santos S D Capitatildeo and J M C NevesldquoCrumb rubber asphalt mixtures a literature reviewrdquo Con-struction and Building Materials vol 247 2020

[34] C Raab I Camargo and M N Partl ldquoAgeing and perfor-mance of warmmix asphalt pavementsrdquo Journal of Traffic andTransportation Engineering (English Edition) vol 4 no 4pp 388ndash394 2017

[35] G Cheraghian A Cannone Falchetto Z You et al ldquoWarmmix asphalt technology an up to date reviewrdquo Journal ofCleaner Production vol 268 p 122128 2020

[36] D Woodward P Millar C Lantieri C Sangiorgi andV Vignali ldquoe wear of stone mastic asphalt due to slowspeed high stress simulated laboratory traffickingrdquo Con-struction and Building Materials vol 110 pp 270ndash277 2016

[37] P Georgiou and A Loizos ldquoA laboratory compaction ap-proach to characterize asphalt pavement surface frictionperformancerdquo Wear vol 311 no 1-2 pp 114ndash122 2014

[38] O K Panagouli and A G Kokkalis ldquoSkid resistance andfractal structure of pavement surfacerdquo Chaos Solitons ampFractals vol 9 no 3 pp 493ndash505 1998

[39] N Zuniga-Garcia and J A Prozzi ldquoHigh-definition fieldtexture measurements for predicting pavement frictionrdquoTransportation Research Record Journal of the TransportationResearch Board vol 2673 no 1 pp 246ndash260 2019

[40] Y Luo Z Zhang and K Zhang ldquoSensitivity analysis of factorsinfluencing shear stress of asphalt pavement under hightemperaturerdquo Journal of Wuhan University (EngineeringEdition) vol 51 no 10 pp 895ndash900 2018

[41] P Chen and B Xu ldquoReliability analysis of slope stability basedon factor sensitivityrdquo China Journal of Highway and Trans-port vol 25 no 04 pp 42ndash48 2012

[42] A H Bademlioglu A S Canbolat N Yamankaradeniz andO Kaynakli ldquoInvestigation of parameters affecting organicrankine cycle efficiency by using Taguchi and ANOVAmethodsrdquo Appliedermal Engineering vol 145 pp 221ndash2282018

[43] F G Pratico R Vaiana and T Iuele ldquoMacrotexture modelingand experimental validation for pavement surface treat-mentsrdquo Construction and Building Materials vol 95pp 658ndash666 2015

[44] X Huang and B Zheng ldquoResearch status and prospect ofasphalt pavement anti-skid performancerdquo China Journal ofHighway and Transport vol 32 no 4 pp 32ndash49 2019

[45] E Kassem A Awed E A Masad and D N Little ldquoDe-velopment of predictive model for skid loss of asphaltpavementsrdquo Transportation Research Record Journal of theTransportation Research Board vol 2372 no 1 pp 83ndash962013

[46] M-T Do Z Tang M Kane and F de Larrard ldquoPavementpolishing-development of a dedicated laboratory test and itscorrelation with road resultsrdquo Wear vol 263 no 1-6pp 36ndash42 2007

[47] J Ji et al ldquoEffect of water and warm mixture on the adhesionof asphalt aggregate interfacerdquo China Journal of Highway andTransport vol 28 no 07 pp 25ndash30 2015

[48] R Pereira A Almeida-Costa C Duarte and A BentaldquoWarm mix asphalt chemical additivesrsquo effects on bitumenproperties and limestone aggregates mixture compactibilityrdquoInternational Journal of Pavement Research and Technologyvol 11 no 3 pp 285ndash299 2018

[49] D Ge K Yan L You and Z Wang ldquoModification mech-anism of asphalt modified with Sasobit and Polyphosphoricacid (PPA)rdquo Construction and Building Materials vol 143pp 419ndash428 2017

[50] A Jamshidi M O Hamzah and Z You ldquoPerformance ofwarm mix asphalt containing sasobit state-of-the-artrdquoConstruction and Building Materials vol 38 pp 530ndash5532013


108 report stated that aggregate property gradation typeasphalt content and construction technology all affect themacrotexture of the pavement [11] For example the shapeand wear resistance of aggregate have a significant impact onthe skid resistance of the pavement [12] Lin and Tongjing[13] showed that the influence of Fine Aggregate Angularity(FAA) value has a significant influence on the macrotextureof stone mastic asphalt (SMA) pavement Wasilewska [14]found that the mixture with granite and basalt showed ahigher friction coefficient by comparing the skid resistanceof the SMA (11mm) wearing course with different aggre-gates Wang et al [15] considered that the decrease of skidresistance property with time is caused by microstructurechange e volume parameters of the asphalt mixture alsoaffect the skid resistance and it needs to integrate multipleindicators to evaluate the skid resistance [16] Hu et al [17]show that the macrotexture of pavement is related to thefriction coefficient and affects the skid resistance A largenumber of studies by road researchers have shown that thefactors affecting the road surfacersquos antiskid performancemainly come from aggregates

In addition temperature climate humidity and otherenvironmental factors also affect the pavementrsquos skid re-sistance [18 19] El-Desouky [20] considered the fact thatthe change of temperature would affect the measurement ofskid resistance Muntildeoz [21] showed that the skid resistanceof the Ultrathin Bonded Wearing Course decreased with theincrease of temperaturee change of season also affects theskid resistance of the pavement and the potential influenceof various factors on the skid resistance is implied in thealternation of seasons [22] e roughness of pavementreflects the skid resistance and the change of averageroughness is the result of the joint action of load andtemperature [23] e skid resistance of roads related to thedry and wet state of the road surface the wet road has asignificant impact on road traffic accidents [24] e impactof the road service environment on antiskid performance isalso significant

As mentioned above the research on the skid resistanceof UTWC mainly focuses on the aggregate characteristicsand environmental factors as temperature Asphalt as thebinder of wearing course mixture its performance char-acteristics and adhesion with aggregate significantly affectthe volume parameters of themixture [25 26] Hadiwardoyoet al [27] believed that the skid resistance value is alsoinfluenced by asphalt characteristics such as asphalt pen-etration index softening point and ductility Kane et al [28]also proposed that the aging of asphalt binders should beconsidered during the prediction of the antiskid perfor-mance of the road surface erefore asphalt is also a sig-nificant potential factor affecting pavement skid resistance

is studyrsquos objective is to explore the influence ofdifferent modified asphalt binders with warm mix additiveson the skid resistance of UTWC and to reveal the attenu-ation law of skid resistance of UTWC e Model MobileLoad Simulator 3 (MMLS3) was used to simulate repeatedvehicle loading and abrasion e Analysis of Range(ANOR) and Analysis of Variance (ANOVA) were used toverify the influence of asphalt binder on the antiskid

performance of ultrathin wearing course An exponentialmodel was used for the analysis of the fitting equationcoefficients

2 Technical Performance of Raw Materials

21 Asphalt Binder ematerials used in this paper includethree modified asphalt binders e modifiers used wereStyrene-Butadiene-Styrene (SBS) Acrylester Rubber (AR)and SinoTPS Sasobit warmmix asphalt additive was used toprepare warm mix asphalt mixtures

e neat asphalt binder used for UTWC is AH-70 pe-troleum asphalt SBS-modified asphalt is the most com-monly used in asphalt mixture [29 30] SinoTPS-modifiedasphalt as a high-viscosity modified asphalt is commonlyused for comparison [31] AR-modified asphalt is alsoconcerned because of its economy and environmentalprotection [32 33]

SBS is one of the polymers used as a modifier e SBS-modified asphalt is made with 12 SBS and 88 AH-70 neatbinder It is prepared in the lab via a high shear mixer at4000ndash5000 rmin and 180degC for 1 hour then at a constanttemperature of 170degC for 2 hours e SinoTPS is an asphaltbinder modifier that can significantly improve the viscosity ofasphalt binders e modifier was designed and produced by acorporation in Shenzhen Chinae SinoTPS-modified asphaltincluded 16 SinoTPS and 84 AH-70 neat binder and it isprepared in the lab via a high shear mixer at 8000 rmin and170sim180degC for 15 hours AR-modified asphalt is composed of20 rubber powder and 80AH-70 neat asphalt at 1000 rminand 180degC for 1 hour

In the process of paving and compaction the tem-perature of the UTWC asphalt mixture drops rapidlywhich will cause the UTWC to be difficult to compact andwill reduce the road performance Warm mix cools moreslowly than the hot mix since there is a smaller differencebetween the mix temperature and the surrounding aire lower temperature means that the warmmix will havea reduced viscosity during construction It will not resistthe flow as much as hot mix which means that bettercompaction is achievable at a lower compaction tem-perature e application of warm mix asphalt pavementshas a positive effect for saving CO2 emissions and pro-longing the construction season [34]

Sasobit a warm mix asphalt additive produced in SouthAfrica was used in the test e use of the warm mix asphaltadditive (sasobit) is simple in operation and can be stablydispersed in asphalt only by simple heating and asphalt mixingIt is not easily separated has excellent workability and is easy touse Sasobit has solid particles with the appearance of white orlight yellow as shown in Figure 1 e primary technical in-dicators are shown in Table 1 For the warm mix asphalt ad-ditive product the supplierrsquos recommended dosage is 15sim3of the quality of rubber asphalt binder Sasobit was added intoSBS-modified asphalt SinoTPS high-viscosity modified asphaltand AR-modified asphalt by a wet process

According to the Standard Test Method of Asphaltand Asphalts Mixtures for Highway Engineering (JTGE20-2011) the test results of neat asphalt (AH-70) and
















(1)





SSf 1113936 K2

f

Nminus

Ki( 11138572

n (2)













Vf SSf

n minus 1

Ve SSe

DOFe

(3)


Ff Vf

Ve (4)



















Technicalresult

Testmethod












VMA()




Mass loss()



007

5

015 0

3

06

118

236

475 9

513

2 16

0

10

20

30

40

50

60

70

80

90

100

Pass

ing

()

Sieve size (mm)




170 160 150 140 130 120

36

40

44

48

52



Air

void

()








SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20




Test slab(hot mix

warm mix)AC-13

AC-20



AsphaltSBSTPSAR

asphalt (180degC)


Temperature25degC


asphalt


25KNTire pressure

075MPa


Analysis ofrange



6000 cyclesper hour






150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References




































































(1)





SSf 1113936 K2

f

Nminus

Ki( 11138572

n (2)













Vf SSf

n minus 1

Ve SSe

DOFe

(3)


Ff Vf

Ve (4)



















Technicalresult

Testmethod












VMA()




Mass loss()



007

5

015 0

3

06

118

236

475 9

513

2 16

0

10

20

30

40

50

60

70

80

90

100

Pass

ing

()

Sieve size (mm)




170 160 150 140 130 120

36

40

44

48

52



Air

void

()








SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20




Test slab(hot mix

warm mix)AC-13

AC-20



AsphaltSBSTPSAR

asphalt (180degC)


Temperature25degC


asphalt


25KNTire pressure

075MPa


Analysis ofrange



6000 cyclesper hour






150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References























































(1)





SSf 1113936 K2

f

Nminus

Ki( 11138572

n (2)













Vf SSf

n minus 1

Ve SSe

DOFe

(3)


Ff Vf

Ve (4)



















Technicalresult

Testmethod












VMA()




Mass loss()



007

5

015 0

3

06

118

236

475 9

513

2 16

0

10

20

30

40

50

60

70

80

90

100

Pass

ing

()

Sieve size (mm)




170 160 150 140 130 120

36

40

44

48

52



Air

void

()








SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20




Test slab(hot mix

warm mix)AC-13

AC-20



AsphaltSBSTPSAR

asphalt (180degC)


Temperature25degC


asphalt


25KNTire pressure

075MPa


Analysis ofrange



6000 cyclesper hour






150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References






















































Vf SSf

n minus 1

Ve SSe

DOFe

(3)


Ff Vf

Ve (4)



















Technicalresult

Testmethod












VMA()




Mass loss()



007

5

015 0

3

06

118

236

475 9

513

2 16

0

10

20

30

40

50

60

70

80

90

100

Pass

ing

()

Sieve size (mm)




170 160 150 140 130 120

36

40

44

48

52



Air

void

()








SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20




Test slab(hot mix

warm mix)AC-13

AC-20



AsphaltSBSTPSAR

asphalt (180degC)


Temperature25degC


asphalt


25KNTire pressure

075MPa


Analysis ofrange



6000 cyclesper hour






150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References




























































VMA()




Mass loss()



007

5

015 0

3

06

118

236

475 9

513

2 16

0

10

20

30

40

50

60

70

80

90

100

Pass

ing

()

Sieve size (mm)




170 160 150 140 130 120

36

40

44

48

52



Air

void

()








SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20




Test slab(hot mix

warm mix)AC-13

AC-20



AsphaltSBSTPSAR

asphalt (180degC)


Temperature25degC


asphalt


25KNTire pressure

075MPa


Analysis ofrange



6000 cyclesper hour






150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References


























































SMA-8 with SBS

AC-13

AC-20

40m

m40

mm

20m

m

AC-13

40m

m40

mm

20m

m SMA-8 with TPS

AC-20

40m

m40

mm

20m

m

AC-13

SMA-8 with AR

AC-20




Test slab(hot mix

warm mix)AC-13

AC-20



AsphaltSBSTPSAR

asphalt (180degC)


Temperature25degC


asphalt


25KNTire pressure

075MPa


Analysis ofrange



6000 cyclesper hour






150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References

























































150mm

400mm

50mm


0 20 40 60 80 10045

50

55

60

65

70

75

80

BPN







20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References























































20

40

60

80 767 775 787763 767 778

503 50 494 492 497476

264 275 293271 27302

BPN




06

07

08

09

10

11

12

MTD





00

05

10

068069

064067067

062

047

039034

04504

033

115108

098

112107

095

MTD







5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References























































5 Conclusions







SinoTPS 771 507 264 1075 068 0395AR 7825 485 2975 0965 063 0335

Range one 175 22 335 017 005 0125


Range two 07 136 067 002 002 001




06

07

08

09

10

11

12M

TD








45

50

55

60

65

70

75

80

85



BPN









Data Availability




Acknowledgments


References
























































Data Availability




Acknowledgments


References




















































































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