FiberReinforcedAsphaltPavements

54thANNUALIDAHOASPHALTCONFERENCE

October23,2014
Moscow,Idaho

KamilE.Kaloush,Ph.D.,P.E.

Agenda
ASU’sexperienceintestingandevaluationofFRAC

• FiberReinforcedAsphaltConcrete(FRAC)
• Fieldprojectsconstructed
• Processandproduction
• Laboratorytests
• OnͲGoingResearch
WhydoweusemodifiersinHMA?
• Mitigatebothtrafficandclimate
inducedpavementdistresses
– RuttingResistance
• Stifferasphaltbinders
– ReduceCracking
• Eliminateordelaycracking
• Inhibitcrackpropagation
– ReduceSurfaceWear:Raveling

TypesofModifiers
• Polymers
Plastomers
Crumb/tirerubber
Elastomers
• Fillers
GilsoniteMineralfillers
• Fibers
1960’sAsbestos
polyester&polypropylene,glass,carbon,cellulose
Aramid(Kevlar)
over31+recycledwastefibers

4
 WhyFibersinHMA?
• Additionaltensilestrengthandfractureenergy
• Reinforcing/loadtransferelement&minimizecrack
propagationandseverity
• Favorsslightincreaseinoptimumbitumencontent
• ReducedrainͲdownofbitumeninHMA
• Favorablecost
• Literature:
– Increaseddynamicmodulus
– Bettermoisturesusceptibility&freezethawresistance
– Ruttingresistance
– Reduce,delayoreliminateofcracking

FHWA
ALF
Tests
 FibersinHMAMixtures
Huaxin
Chenetal
(2009)

TireFibers

CelluloseFibers

(FORTA®)
CoconutFibers (Passos, 2005).

(Chowdhary etal.)

TireFibersͲ EarlyResearchinArizona
Theeffectofpolypropylenefibersonasphaltperformance– Tapkin,
ScienceDirect 2007

https://carpetrecovery.org/wp-content/uploads/2014/04/NyconG.pdf
Rheologicalpropertiesoffiberreinforced
asphaltbinders– YeandWu,Indian
JournalofEngineering&Materials
Sciences,2008

ScanningElectronMicroscope
(SEM):
Ͳ Cellulose:flocculentmaterial
withporousandribbontype
surface(strongabsorptionof
binder)
Ͳ Polyesterandmineralfibers:
roundandsmoothsurface,
muchlowerabsorption.

FORTA® AR® Fiber

BlendofcollatedPolypropyleneandAramid
fibers

FORTA®Fibers
fibrillated
 PhysicalCharacteristics

Materials Polypropylene Aramid

Specific Gravity 0.91 1.45

Tensile Strength (MPa) 483 3000

Length (mm) 19 19

Acid/Alkali Resistance inert inert

Decomposition
157 >450
Temperature (°C)

ASUEarlyProjects
• BoeingMixture–
PilotStudy
• CityofTempe–
EvergreenDrive
Binder Mix Design Data
Mix Type
Binder Type Design AC (%) Target Va (%) Gmm
FORTA Boeing PHX D-1/2 PG 70-10 5.10 7 2.4605
Binder Mix Design Data
Mix Type
Binder Type Design AC (%) Target Va (%) Gmm
PHX C-3/4 Control PG 70-10 5.00 7 2.428
PHX C-3/4 1 lb/Ton PG 70-10 5.00 7 2.458
PHX C-3/4 2 lb/Ton PG 70-10 5.00 7 2.471
EvergreenDrive

Boeing
 LaboratoryTests
• BinderTests
• TriaxialShearStrength
• DynamicModulus
• PermanentDeformation
– RepeatedLoad
– StaticCreep
• BeamandAxialFatigue
• IndirectTensileStrength andCreep
• FractureandCrackPropagation

PolypropyleneModifiedBinder

Mix time and temperature:

„ Time: 30 min
„ Temperature: 329 and 365 㼻F
(165-185 㼻C)
 BinderTests
¾Conventional Tests
¾ Penetration AASHTO T49-93
¾ Softening Point AASHTO T53-92
¾ Rotational Viscosity AASHTO TP48

¾Superpave /
SHRP Tests
¾ Dynamic Shear
Rheometer (DSR):
AASHTO PP1
¾ Bending Beam Rheometer
(BBR): AASHTO TP1-98

Viscosity– Temperature

Pen
59, 77oF
Log (Log viscosity, cP)

1.0

0.8

0.6

Soft. Point
0.4
139oF
0.2 Brookfield Viscosity
200-350oF
0.0
2.70 2.75 2.80 2.85 2.90 2.95
(deg F) (41) (103) (171) (248) (335) (432)
o
Log (Temp, Rankine)
BINDERTESTRESULTS

LaboratoryMixing
Procedure
Field Laboratory Mixes

Field Laboratory Mixes

 VisualObservation

DYNAMICCOMPLEXMODULUS(E*)
Ͳ~E*~ =DynamicComplexModulus=Vo /Ho

Ͳ Vo =peakdynamicstressamplitude(kPa/psi)

Ͳ Ho =peakrecoverablestrain(mm/mmorin/in)

Ͳ )=phaselagorangle(degrees)=VISCOELASTICPROPERTY
Stress-Strain

Ho sin(Zt – I)

VoHo

Time
IZ

Vo sin(Zt)
 7,000,000

6,000,000
40 F 100 F 130 F E*TEST
RESULTS
5,132,366
5,000,000
E*, psi
4,027,411
4,000,000

3,000,000

2,000,000
Evergreen
1,500,000
818,000
1,000,000
294,000 466,000
0
Control 1 lb/Ton
1,200,000
100 F 130 F
1,097,269
1,000,000

E*, psi 800,000 747,179

600,000
479,964
Boeing 400,000

242,350
200,000
148,180 133,365

0
Salt River 3/4" PG70-10 Salt River 3/4" PG64-22 Fiber-Reinforced

RepeatedLoadPermanent
DeformationTests

Secondary
Tertiary

FN Defines N/Time When

Primary Shear Deformation Begins
RepeatedLoadPermanentDeformationTest
(FlowNumber)ͲFiberReinforcedAsphalt
Boeing 2.4

2.0
WesTrack Section 19
Accumulated Strain (%)

1.6

1.2
Fiber-Reinforced Asphalt

0.8

0.4

0.0
0 20000 40000 60000 80000 100000
(a) Cycles, N

FlowNumberͲEvergreenDr.
 FatigueTestResults
1000

Nf = 6.16E-15.H-5.15
Fiber-Reinforced Mix
R2 = 0.89
Strain Level ( )

100
Conventional 3/4" Mix
PG 70-10 Conventional 3/4" Mix
PG 64-22

Nf = 1.54E-16.H-5.42 Nf = 2.13E-13H-4.67
R2 = 0.95 R2 = 0.87

10
1000 10000 100000 1000000 10000000
Number of Cycles (N)

FatigueTestResults
FlexuralStrengthandPostPeakEnergy

Force vs Deflection-FEC20
300

250

200
Force, Lbs

150

100

50

0
0.000 0.050 0.100 0.150 0.200 0.250 0.300
Deflection, in

ComparativePlot– CyclicLoad
250
Control
1 lb/Ton
200 2 lb/Ton
Peak =176 lb
Peak = 170 lb

150
Force (lb)

Peak = 111 lb

100

50

0
0.000 0.050 0.100 0.150 0.200 0.250 0.300
Deflection (in)
 IndirectTensionTests
• Diskshapespecimen(150x38mm)with
verticalandhorizontalLVDTsonbothsides
• Thetensilecreep
– Threetemp:0,Ͳ10,andͲ20oC
– Staticloadalongthediametralaxisofa
specimen
– Deformationsusedtocalculatetensilecreep
complianceasafunctionoftime
• Thetensilestrength
– Determinedimmediatelyafterthetensile
creeptest
– Constantrateofverticaldeformationto Indirect Tensile Tests Loading Frame and
failure Specimen with LVDTs

TensileStrengthͲ Evergreen
700
FEControl FE1lb-Ton FE2lb-Ton
650
610
600 571
TENSILE STRENGTH (ps

598
550
579
500
468

450
410 408 467

400
371
350

300
0 10 20 30 40 50 60
o
TEMPERATURE ( F)
 TotalFractureEnergy
TOTAL FRACTURE ENERGY OF FORTA EVERGREEN MIXES
700
FEControl FE1lb-Ton FE2lb-Ton

TOTAL FRACTURE ENERGY (lbs-ps 600

550.6
500

400
430.4
284.5
300
279.3
200 198.0 294.3
206.7
100 163.2
113.0
0
0 10 20 30 40 50 60
o
TEMPERATURE ( F)
Fractur e Energy
Are a under cur ve

LO AD (lbs)
VERTICAL DEFORMATION

ComparisonofIndirectTensile
Strengthat5Temperatures
IDT Comparison
4.5
4
Indirect Tensile Strength, N/mm2

3.5
3
2.5
2
1.5
1
0.5
0
-10 0 10 21.2 37.8
Temperature, °C

Control 1 lb/ton 2 lb/ton

 FRACTUREANDCRACKGROWTHMODELͲ
C*LINEINTEGRAL
• C* Line Integral–analog of the J
integral where strains and
displacement replaced by their rates
(time dependent materials)

• Defined as the difference of 2

identically loaded bodies having
incrementally differing crack lengths

1 dU *
C*
B dC

dU*=Change in energy rate for a load

P and a crack extension dC
B=thickness

C*MULTIPLESPECIMENSMETHOD
a1 >a2>a3 ' 1 <' 2 <' 3
U* (Energy Rate)

C* Line Integral

a
a (crack length)

a1
C* Line Integral
P (Load)
P (Load)

P a2 '3
a3 '2
'1

'(displacement rate) ۲(Crack Growth rate)

T (time) '(displacement rate) a (Crack Length)

Step 4 Step 5
Step 1 Step 2 Step 3

• Specimens „ Load vs displacement „ Crack growth „ Area under the „ Crack growth rate is
subjected to rate for fixed crack rate are plotted curve ( Step 3) is plotted as a function
different constant length versus crack plotted against of C*
displacement „ Area under the curve= length crack length „ The higher the slope
rates rate of work done U*
per unit of crack plane „ Slope of curve is the more resistant the
• Load and crack thickness C* material
length measured
as a function of
time
 C*LINEINTEGRALͲLiteratureResults

Abdulshafi and Kaloush

(1988)

C*FractureTest
(Jeff Stempihar, PhD 2013)
Developtestgeometry,protocol,temperatureand
loadingratedependency,FEanalysisandpredictive
models
 C*LINEINTEGRAL

ACTUALTESTPERFORMED
20 minutes
C*FractureTest

PostTestFailure
What is the field telling us?
Boeing – Mesa, AZ
z infield placed in 2008
z 2010, broken pipe caused a sink
2.5’ W x 8’ L x 2.5” D
z Only (1) 10” crack found

10/26/2014

Field Maintenance
Asphalt saw-cut & removed in 2 pieces 3’W x 8’L x 2”Thick
z One center anchor on 560lbs slab
z Removed in one piece!

10/26/2014
 EvergreenDrive
December2013

FibersExtraction

xylene, toluene and trichloroethylene

CentrifugeProcedure

FibersRecovery
 MicroscopicObservationsof
RecoveredFibers

SummaryofLaboratoryTests(FibersBenefits)
– TheviscosityͲtemperaturesusceptibilityrelationship
showedpositiveanddesirablemodificationprocess.
– HigherDynamicModulusE*valuescomparedtothe
conventionalmixtures.
– Gradualaccumulationinpermanentstrainandhigher
tertiaryflowvalues=>desirablepropertiestoresistrutting.
– Higherfatiguelifeandfractureenergy
– Highercrackpropagationresistanceasrepresentedbythe
C*FractureTest.
– FiberextractionProcess
• Goodestimateofactualfibercontent
• QualityControl/QualityAssurance
USE of Data in the MEPDG
(PavementME)
ExtrapolatedLayerCoefficientofFiberͲReinforced
AsphaltConcreteMixture
FiberͲReinforcedMixture
у0.53

TypicalDenseͲGradedMixture
у0.44

630,000

600,000
Laboratory Evaluation
Jackson Hole Airport
•Temperature changes from: -40oF to 41o F (winter) & up to 104oF in the summer
•Elevation requires higher approach speeds
•Short runway length
•Accommodates planes such as the 757 and A320
•Snow plowing caused raveling in existing pavement

SHR Sieve JAC SHR

JAC Sieve FAA P-402
Mix Property Mixture Size Mixture Mixture
Mixture Size (US) Control Points
(Control) (SI) % Passing % Passing

Gradation Open Open 1" 25.4 - - -

Binder PG 64-34 PG 64-34 3/4" 19 100 100 100
Asphalt Content 5.70% 5.60% 1/2" 12.7 82 85 70-90

Laboratory Target Air 13,15%* 15,17%* 3/8" 9.5 57 52 40-65

Voids
Gmm 2.416 2.540 No. 4 4.76 22 19 15-25
Hydrated Lime (%) 0.75% - No. 8 2.38 12 13 8-15

1 lb/ton
Fiber Reinforcement None No. 30 0.6 6 7 5-9
(0.5 kg/MT)

Mixing/Compaction 325/300 325/300

No. 200 0.074 2 2.5 1-5
Temp, 㼻F (㼻C) (163/149) (163/149)

*Air voids for cylinder and beam samples, respectively (Corelok Method)

Raveling Test
•Cantabro Test
•LA abrasion machine without steel balls
•Mashall specimen size
•Test temperature = 25㼻C

•Recommendalowertesttemperaturefor
softbinders

Location Replicate Wi Wf %Loss Average CV

1 986.8 959.6 2.8%

JacksonHole 2 970.1 940.2 3.1%

2.6% 16.9%
Airport
3 967.6 945.1 2.3%

4 1031.5 1009.7 2.1%

1 987.8 953.4 3.5%

2 998.9 971.9 2.7%

Control 3.7% 33.3%
3 963.5 910.9 5.5%

4 999.3 968.4 3.1%

 CO2 EQUIVALENTEMMISSIONCOMPARISON
The transport distance was assumed to be 25 km (15.5 miles), the density of
asphalt concrete was taken as 2275 kg/m3 (142 lb/ft3) and a runway width of 45.7 m
(150 feet). The use of FRAC as the FAA P-401 surface course can result in a 33%
decrease in total kg of annual CO2 equivalent per km of runway. This is based on the
assumption that the dynamic modulus increases by 50% to 300,000 psi (1,723) for
FRAC and is also limited by the current FAA design procedures.

Service life Total kg Annual CO2 Eq. /

% Change
(Y) km runway (lb/mi runway)
10 128279 (455,703) 100.0%
15 85519 (303,801) 33.3%
20* 64139 (227,850) 0.0%
25 51312 (182,283) -20.0%
30 42760 (151,902) -33.3%
* Standard FAA design life

CostComparison
Jackson Hole Airport Sheridan County Airport
Item Total
Unit $/unit Total Cost Unit $/unit Cost
P-402 Porous Friction Course,
tons 8530 48.5 $413,705 5800 58.6 $339,880
PG 64-34 Modified Binder, tons 640 1000 $640,000 520 890 $462,800
$1,053,70
Total Cost of HMA Mixture 5 $802,680
Cost per Ton of HMA Mixture $124 $138

Jackson Hole Airport Sheridan County Airport

Item Total
Unit $/unit Total Cost Unit $/unit Cost
P-402 Porous Friction Course,
tons 8530 50 $426,500 5800 60.4 $350,320
PG 64-34 Modified Binder, tons 640 1000 $640,000 520 890 $462,800
Fiber Reinforcement Additive,
lbs 8530 7 $59,710 5800 8.35 $48,430
$1,126,21
Total Cost of FRAC Mixture 0 $861,550
Cost Per Ton of FRAC Mixture $132 $149
 CostComparison
$300,000
Jackson Hole

$250,000 Jackson Hole with Fibers

EquivalentUniformAnnualCost

Sheridan Co
$200,000
Sheridan Co with Fibers

$150,000

$100,000

$50,000

$0
4 6 8 10 12 14 16
ServiceLife(Years)

ProjectinColumbia
AutopistasdelCafé Dire
cció

DownhillCurves(Location:Pereira) n
del
tráfi
co
• Downhillcurvewithhightraffic
volume
• Ravelingproblemsoccurwithin2
monthandyearlyrepairswhere
required(2009,2010&2011);
• InJanuary2013,FORTAͲFIwas
usedwithadenseHMA(“MDCͲ
2”)andaconventional60Ͳ70
binder;
– Workdoneon2curves:milled
5cmandrepavedwith5cm;
– 16monthlater,bothcurvesare
inexcellentcondition;
– Nocracks,noraveling
 Busstop
(Medellín)
• Busstoponadownhill
alongsideParqueVilla
Hermosa;
• Severeruttingwithin2
years;(May2013)
• Workdone:millingof
15cmandpavinga
7.5cmbaseMSCͲ1anda
7.5cmsurfacecourseof
MDCͲ2withFORTAͲFI;
• 1Yearlaterroadhasno
rutting

DevimedPeaje
DeviMed highway (Medellin to Bogota): already paved more than 50km
x 9m wide by 6 cm average.

Toll booth, Peaje Guarne is one of the most congested roads out of
Medellin. Problems: reflective cracking

Paved with FORTA-FI, 7 cm thick by PAVIMENTAR

OtheronͲgoingresearch
ThankYou!

kaloush@asu.edu

kaloush@asu.edu