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. 2020 Mar 15;13(6):1339.
doi: 10.3390/ma13061339.

Initial Field Validation of Poroelastic Pavement Made with Crumb Rubber, Mineral Aggregate and Highly Polymer-Modified Bitumen

Piotr Jaskula  1 , Jerzy Ejsmont  2 , Marcin Stienss  1 , Grzegorz Ronowski  2 , Cezary Szydlowski  1 , Beata Swieczko-Zurek  2 , Dawid Rys  1
Affiliations

Initial Field Validation of Poroelastic Pavement Made with Crumb Rubber, Mineral Aggregate and Highly Polymer-Modified Bitumen

Piotr Jaskula et al. Materials (Basel). .

Abstract

Tire/road noise in most driving conditions dominates other sources of traffic noise. One of the most efficient ways of reducing tire/road noise is to use the so-called "low noise pavement". According to numerous studies, at present, poroelastic road pavement that is composed of rubber and mineral aggregate and polyurethane or bituminous binder gives the best noise reduction up to 12 dB. Unfortunately, there are many problems with making durable poroelastic pavements. This article presents the first results of a project that is executed in Poland and aims at the development of a durable, low noise poroelastic pavement based on polymer-modified asphalt binder called Safe, Eco-friendly POroelastic Road Surface (SEPOR). Two test sections were built in 2019 to test the production technology and performance of the SEPOR pavement. It is observed that some of the problems with previous poroelastic materials were mainly eliminated (especially delamination from the base layer and raveling) but noise reduction is a little less than expected (up to 9 dB). Rolling resistance for car tires is acceptable and fire properties (damping of spill fuel fires, toxic gas emission) are very good.

Keywords: fire; highly modified bitumen; poroelastic pavement; road; rolling resistance; rubber; tire; tire/road noise.

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Conflict of interest statement

The authors declare no conflicts of interest.

Figures

Figure 1
Figure 1
Mineral and crumb rubber materials used in the tests: (a) gneiss coarse aggregate 2/5; (b) crumb rubber 0.5/2; (c) crumb rubber 1/4.
Figure 2
Figure 2
Diagram of poroelastic Safe, Eco-friendly POroelastic Road Surface (SEPOR) mixtures mix design process.
Figure 3
Figure 3
SEPOR-PSMA5 W4 grading curve.
Figure 4
Figure 4
SEPOR-PSMA5 W4 laboratory test results.
Figure 5
Figure 5
CT scan of the ordinary SMA 5 mixture (a) and poroelastic SEPOR-PSMA5 W4 (b).
Figure 6
Figure 6
Layout of the Dąbrówka test section. Red numbers designate each section described in text above.
Figure 7
Figure 7
Unbound aggregate base course ready for laying the binder course made of AC 16W.
Figure 8
Figure 8
Compaction of the binder course AC 16W.
Figure 9
Figure 9
Milled surface of the binder course.
Figure 10
Figure 10
Applying glass geogrid on the surface of the binder course.
Figure 11
Figure 11
Paving of the poroelastic mixture.
Figure 12
Figure 12
Finished texture of the poroelastic wearing course.
Figure 13
Figure 13
Parking lot area leveled out with the unbound aggregate base course.
Figure 14
Figure 14
Binder course AC 16W before installation of different types of wearing courses.
Figure 15
Figure 15
Compacting of PA 11 mixture.
Figure 16
Figure 16
Slabs of Poroelastic Road Surfaces (PERS) polyurethane poroelastic mixture after installation.
Figure 17
Figure 17
New binder course after surface milling.
Figure 18
Figure 18
Laying of the poroelastic mixture.
Figure 19
Figure 19
Galaktyczna test section after completion.
Figure 20
Figure 20
Close-up view of the poroelastic wearing course.
Figure 21
Figure 21
Longitudinal marks caused by paver screed joints on the Dąbrówka trial section.
Figure 22
Figure 22
Transvers mark caused by paver stop on the Galaktyczna street trial section.
Figure 23
Figure 23
SEPOR-PSMA5 W4 laboratory test results: laboratory and field air voids content comparison.
Figure 24
Figure 24
SEPOR-PSMA5 W4 laboratory test results: laboratory and field inlayer shear strength comparison.
Figure 25
Figure 25
Test trailer R2 Mk.2 during measurements of rolling resistance on the Dąbrówka test section.
Figure 26
Figure 26
Coefficient of Rolling Resistance (CRR) as measured on the roadwheel facility at 20 °C.
Figure 27
Figure 27
Coefficient of Rolling Resistance (CRR) for SEPOR-D-PSMA5 W4 as measured on the roadwheel facility at −15 °C.
Figure 28
Figure 28
Coefficient of Rolling Resistance (CRR) for SEPOR-D-PSMA5 W4 and reference pavement SMA8 measured at the Dąbrówka section.
Figure 29
Figure 29
Coefficient of Rolling Resistance for SEPOR-G-PSMA5 W4 and reference pavement SMA11 measured at the Galaktyczna section for tire SRTT at temperature 20 °C.
Figure 30
Figure 30
Coefficient of Rolling Resistance for SEPOR-G-PSMA5 W4 and reference pavement SMA11 measured at the Galaktyczna section for tire Avon AV4 at temperature 20 °C.
Figure 31
Figure 31
Coefficient of Rolling Resistance for SEPOR-G-PSMA5 W4 and reference pavement SMA11 measured at the Galaktyczna section for tire SRTT at temperature 10 °C but normalized to 25 °C.
Figure 32
Figure 32
Coefficient of Rolling Resistance for SEPOR-G-PSMA5 W4 and reference pavement SMA11 measured at the Galaktyczna section for tire Avon AV4; values not normalized to 25 °C.
Figure 33
Figure 33
Test trailer Tiresonic Mk.4.
Figure 34
Figure 34
Roadwheel facility at GUT.
Figure 35
Figure 35
Results of laboratory tire/road noise measurements for tire SRTT.
Figure 36
Figure 36
Results of laboratory tire/road noise measurements for tire AV4.
Figure 37
Figure 37
Fuel spills under test cars.
Figure 38
Figure 38
Development of fire 1 s after ignition.
Figure 39
Figure 39
Development of fire 10 s after ignition.
Figure 40
Figure 40
Development of fire 30 s after ignition.
See this image and copyright information in PMC

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