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Research and Application of Porous Asphalt Pavement

Author: SunShiYong
Tutor: ChengYongChun;ZuoHai
School: Jilin University
Course: Traffic and Transportation Engineering
Keywords: Porous Asphalt Pavement OGFC void percentage permeability coefficient lignocellulose
CLC: U416.217
Type: Master's thesis
Year: 2008
Downloads: 200
Quote: 6
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Abstract


In company with the extension of construction of road net of Jilin province towards east mountainous terrain, the amount of mountain highway is mounting by degrees. The line shape of mountain highway is enslaved to terrain and geology. Roads are usually curvilineal and the longitudinal slope of pavement is comparatively large. In this way, it brings detrimental effect to security and coziness of driving. It is dangerous that rainwater is inclinable to form water film on the surface of pavement due to the drain runoff at the monsoon in mountainous terrains. At the same time, seeper of pavement may bring splash and spray. All of the above consequences will influence the security of driving and make the traffic accident rate markedly increased. At the present time, two measures of disposing roadway drainage,which are dispersed drainage on the surface and concentrated drainage along edge of pavement, are widely used in Jilin province. It can be indicated form researches both here and abroad that, compared to method of dispersed drainage on the surface, structural sheet interior drainage could accelerate the progress of infiltration of rainwater to the surface structural sheets of pavement at the 0 degree of runoff length, and could eliminate amassment and film formation of the rainwater of surface of pavement, so that to enhance the security of driving.Porous Asphalt Pavement is entitled as Open Graded Friction Course(OGFC) in the United States, and Porous Pavement in the Britain. Pavement of this type is pavement of biggish void percentage with void percentage ranged from 15% to 25% in general. It is able to vent rainwater inpouring to the pavement out of the scope of pavement through communicating interstices of the interior structure, thereby eliminate the seeper on the surface. This type of pavement can prevent rainwater from forming into water film by its matte vein on the surface, improve skidresistance performance, reduce spray and splash due to automobiles, abate dazzle and noise, enhance driving security, debase traffic accident rate, therefore it is of great moment to carry out experimental study of porous asphalt pavement in the mountainous terrains. In order to meet the requirement of drainability for this testing road, we will take the study at two aspects which is the relationgship of pan-interstice between drainability and active porosity between drainability. It is considered by the present researches that, the requisition of high performance of porous pavement material has lead to the high manufacturing cost, which factitious confined the application of the Porous Asphalt Pavement. Aiming at this issue, we will design the porous asphalt mixture usingt the existing locally material and modified asphalt produced at home in order to reduce manufacturing cost by analyzing the applicability of common raw material in porous pavement. The other drawback to the application of Porous Asphalt Pavement is interstice blockage. While it will bring financial wastage and driving potential safety hazard by recurrenting well cleanout maintaining. With regard to highways located in rainy mountainous terrains where mountains are well covered by vegetation, is it able to keep the interspaces of the Porous Asphalt Pavement for a long time merely by pull of vacuum and atmospheric precipitation brought by high speed travelling? On condition that the intention of this research is within reach, this new technique will be available to all the mountain highways in pluvial regions.The drainability of Porous Asphalt Pavement is related to its void percentage. The permeability coefficient increases with the aggrandizement of void percentage. While when the void percentage aggrandizes to a certain degree, the permeability coefficient will become a constant that no longer changes. Sufficient ventage is not enough. Porous asphalt mixture have to gain intensity by embeding and squeezing among granules.Is the mixture able to provide sufficient intensity to endure repetitious loading in the condition of open grain? This text starts with the selection of raw material( coarse aggregate,fine aggregate,bonding adhesive, admixture), to crystallize the requisition of material quality is more exactitude than the traditional close-graded asphalt mixture.OGFC - 16 is adopted as the asphalt mixture. The mix design of indoors experiment is in accordance with OGFC - 16 as well. Design method is as follows: at first, ascertain the mineral aggregate gradation with void percentage as object interspace by void percentage regression curves about the three mineral aggregate gradations, grossly, suffer and fine; afterwards, obtain the best dosage of asphaltos by flow test and flew apart test of the determinate mixture;finally, detect and demonstrate performance for road of porous asphalt mixture by marshall test, water permeabillity test, fly about test, water stability inclining test trial, rut test, freeze-thaw splitting test and so on, and found it can meet the operating requirement.We have taken the design method brought forward in this text into the construction of a section of testing-road. At the present time there are a lot of engineering roadblocks in the progress of Porous Asphalt Pavement construction in Jilin province. Up to now no technology can be used for reference with regard to the region speciality of eastern mountain highway. After generalizing the availability construction craft of porous pavement both here and abroad, we fished out a set of job practice of porous asphalt pavement which is suitable within range of Jilin province. During every component element of pavement construction, it is necessary to close check the temperature. Mixing temperature should be ranged from 170~180℃. Temperature of discharge should be ranged from 160~170℃. Insulation work should be taken during transportation process. Spreading temperature is ranged from 150~170℃. First pressing temperature is ranged from 145~160℃. Repressing temperature is ranged from 135~150℃. Besides, proper proposal has been given out in the choice of road roller. Advice has also been given after the unblocking of traffic.

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CLC: > Transportation > Road transport > Road works > Roadbed, pavement engineering > Pavement Engineering > Road : use of the material points > Asphalt Pavement
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