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. 2023 Jan 20;16(3):983.
doi: 10.3390/ma16030983.

Bitumen-Based Poroelastic Pavements: Successful Improvements and Remaining Issues

Piotr Jaskula  1 , Jerzy A Ejsmont  2 , Wladyslaw Gardziejczyk  3 , Piotr Mioduszewski  2 , Marcin Stienss  1 , Marek Motylewicz  3 , Cezary Szydlowski  1 , Pawel Gierasimiuk  3 , Dawid Rys  1 , Marta Wasilewska  3
Affiliations

Bitumen-Based Poroelastic Pavements: Successful Improvements and Remaining Issues

Piotr Jaskula et al. Materials (Basel). .

Abstract

This article presents the development process of designing and testing poroelastic pavement based on highly polymer-modified bitumen. Poroelastic wearing course was composed of mineral and rubber aggregate mixed with highly polymer-modified bitumen, in contrast to previous trials, during which polyurethane resins were mainly used as binder, which led to several serious technological problems concerning difficult production, insufficient bonding to the base layer, and unsatisfactory durability. The laboratory testing phase was aimed at finding the proper composition of the poroelastic mixture that would ensure required internal shear strength and proper bonding of the poroelastic layer with the base layer. After selecting several promising poroelastic mixture compositions, field test sections were constructed and tested in terms of noise reduction, rolling resistance and interlayer bonding. Despite the very good acoustic properties of the constructed poroelastic wearing course, it was not possible to solve the problem of its insufficient durability. Still, the second major issue of poroelastic pavements that concerns premature debonding of the poroelastic layer from the base layer was completely solved. Experience gained during the implementation of the described research will be the basis for further attempts to develop a successive poroelastic mixture in the future.

Keywords: highly polymer-modified bitumen; pavement fire-fighting properties; poroelastic asphalt mixture; rolling resistance; tyre/road noise; water permeability.

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Conflict of interest statement

The authors declare no conflict of interest.

Figures

Figure 1
Figure 1
Scheme of the development of the SEPOR poroelastic mix; * detailed description of laboratory phases is provided in Section 3.2.
Figure 2
Figure 2
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, and (d) crumb rubber 4/7.
Figure 3
Figure 3
The additives used in the tests: (a) 19-mm-long aramid fibres; (b) 38-mm-long aramid fibres; (c) 50-mm-long polymer fibres, and (d) crumb rubber and polyoctynamer polymer modification applied to bitumen.
Figure 4
Figure 4
Summary of laboratory test result of internal shear strength versus air voids and rubber content.
Figure 5
Figure 5
Combinations of bonding techniques used in the project; (1) hot bitumen instead of emulsion.
Figure 6
Figure 6
Interlayer bonding test result—shear stress.
Figure 7
Figure 7
General layout of the Kartoszyno long test section.
Figure 8
Figure 8
First short test section at the asphalt plant (MTM1) constructed during technological trials described in Section 3.6—September 2018.
Figure 9
Figure 9
First long test section (D)—Dąbrówka, June 2019.
Figure 10
Figure 10
Second long test section (G)—Galaktyczna St., Gdańsk, September 2019.
Figure 11
Figure 11
Second short test section located at the asphalt plant (MTM2)—June 2020.
Figure 12
Figure 12
Third, final long test section (K)—Spokojna St., Kartoszyno, September 2020.
Figure 13
Figure 13
Summary of air voids content results for samples from test sections.
Figure 14
Figure 14
Summary of internal shear strength results for samples from test sections.
Figure 15
Figure 15
Summary of interlayer bonding shear stress results for samples from test sections.
Figure 16
Figure 16
Results of macrotexture measurements on long test section in Kartoszyno.
Figure 17
Figure 17
Comparison of the average values of DFT20 (a) and BPN (b) recorded in two measurement sessions.
Figure 18
Figure 18
Evaluation of drainability of poroelastic pavements on test sections in four measurement sessions.
Figure 19
Figure 19
Changes in sound absorption coefficient during pavement service on test sections.
Figure 20
Figure 20
Comparison of sound absorption coefficient in the range of eight frequencies in four measurement periods on PSMA5/SMA11 and PSMA5/PA11 pavements.
Figure 21
Figure 21
CPX test trailer Tiresonic Mk4 and the two ISO reference test tyres used: P1 and H1.
Figure 22
Figure 22
Scheme of the maximum sound level tests according to the CPB and SPB methods.
Figure 23
Figure 23
Frequency spectra of poroelastic wearing course placed at the Dąbrówka long test section.
Figure 24
Figure 24
Frequency spectra of poroelastic wearing course placed at the Galaktyczna long test section.
Figure 25
Figure 25
Noise reduction of poroelastic mixtures on the Kartoszyno long test section.
Figure 26
Figure 26
Frequency spectra of poroelastic wearing courses on the Kartoszyno long test section.
Figure 27
Figure 27
Comparison of pavement noise in four measurement periods.
Figure 28
Figure 28
Comparison of sound spectra from a statistical passenger vehicle depending on the period of road use (PSMA5 and PSMA8).
Figure 29
Figure 29
Comparison of the maximum sound levels according to the SPB method obtained in two measurement sessions.
Figure 30
Figure 30
Differences between the maximum sound levels according to the SPB method obtained for the SMA11 pavement and the given poroelastic pavement.
Figure 31
Figure 31
SEPOR plates mounted on the drum.
Figure 32
Figure 32
Coefficients of rolling resistance measured at 30 km/h on the roadwheel device at 25 °C.
Figure 33
Figure 33
Coefficients of rolling resistance measured on the road at 80 km/h at different ambient temperatures.
Figure 34
Figure 34
Fire development 15 s after ignition.
Figure 35
Figure 35
Fire development 120 s after ignition.
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References

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