Жол төсеміне қолданылатын композиттік материал

Composite material used for paving

Asphalt concrete (commonly called asphalt, blacktop, or pavement in North America, and tarmac or bitumen macadam in the United Kingdom and the Republic of Ireland) is a composite material commonly used to surface roads, parking lots, airports, and the core of embankment dams. Asphalt mixtures have been used in pavement construction since the beginning of the twentieth century. It consists of mineral aggregate bound together with bitumen (also known as asphalt), laid in layers, and compacted. The process was refined and enhanced by Belgian American inventor Edward De Smedt. The terms asphalt (or asphaltic) concrete, bituminous asphalt concrete, and bituminous mixture are typically used only in engineering and construction documents, which define concrete as any composite material composed of mineral aggregate adhered with a binder. The abbreviation, AC, is sometimes used for asphalt concrete but can also denote asphalt content or asphalt cement, referring to the liquid asphalt portion of the composite material.

Different types of asphalt concrete have different performance characteristics in roads in terms of surface durability, tire wear, braking efficiency and roadway noise. In principle, the determination of appropriate asphalt performance characteristics must take into account the volume of traffic in each vehicle category, and the performance requirements of the friction course. In general, the viscosity of asphalt allows it to be applied directly to form a convex surface, which provides a convenient way of promoting the drainage of streets and roads. This is an advantage over concrete. Concrete can be screeded to form many shapes and curves, yet this method is not as immediate as in asphalt concrete. As a disadvantage of asphalt, however, concrete is more durable, and the preference for surface is weighed against this depending on the situation. For example, 60% of the U. S. interstate highway system is concrete, which must somehow incorporate a drainage method. Asphalt concrete generates less roadway noise than a Portland cement concrete surface, and is typically less noisy than chip seal surfaces. Because tire noise is generated through the conversion of kinetic energy to sound waves, more noise is produced as the speed of a vehicle increases. The notion that highway design might take into account acoustical engineering considerations, including the selection of the type of surface paving, arose in the early 1970s.

Asphalt deterioration can include crocodile cracking, potholes, upheaval, raveling, bleeding, rutting, shoving, stripping, and grade depressions. In cold climates, frost heaves can crack asphalt even in one winter. Filling the cracks with bitumen is a temporary fix, but only proper compaction and drainage can slow this process. Factors that cause asphalt concrete to deteriorate over time mostly fall into one of three categories: construction quality, environmental considerations, and traffic loads. Often, damage results from combinations of factors in all three categories. Construction quality is critical to pavement performance. This includes the construction of utility trenches and appurtenances that are placed in the pavement after construction. Lack of compaction in the surface of the asphalt, especially on the longitudinal joint, can reduce the life of a pavement by 30 to 40%. Service trenches in pavements after construction have been said to reduce the life of the pavement by 50%, mainly due to the lack of compaction in the trench, and also because of water intrusion through improperly sealed joints. Environmental factors include heat and cold, the presence of water in the subbase or subgrade soil underlying the pavement, and frost heaves. High temperatures soften the asphalt binder, allowing heavy tire loads to deform the pavement into ruts. Paradoxically, high heat and strong sunlight also cause the asphalt to oxidize, becoming stiffer and less resilient, leading to crack formation. Cold temperatures can cause cracks as the asphalt contracts. Cold asphalt is also less resilient and more vulnerable to cracking. Water trapped under the pavement softens the subbase and subgrade, making the road more vulnerable to traffic loads. Water under the road freezes and expands in cold weather, causing and enlarging cracks. In spring thaw, the ground thaws from the top down, so water is trapped between the pavement above and the still frozen soil underneath. This layer of saturated soil provides little support for the road above, leading to the formation of potholes. This is more of a problem for silty or clay soils than sandy or gravelly soils. Some jurisdictions pass frost laws to reduce the allowable weight of trucks during the spring thaw season and protect their roads. The damage a vehicle causes is roughly proportional to the axle load raised to the fourth power, so doubling the weight an axle carries actually causes 16 times as much damage. Wheels cause the road to flex slightly, resulting in fatigue cracking, which often leads to crocodile cracking. Vehicle speed also plays a role. Slowly moving vehicles stress the road over a longer period of time, increasing ruts, cracking, and corrugations in the asphalt pavement. Other causes of damage include heat damage from vehicle fires, or solvent action from chemical spills.

The life of a road can be prolonged through good design, construction and maintenance practices. During design, engineers measure the traffic on a road, paying special attention to the number and types of trucks. They also evaluate the subsoil to see how much load it can withstand. The pavement and subbase thicknesses are designed to withstand the wheel loads. Sometimes, geogrids are used to reinforce the subbase and further strengthen the roads. Drainage, including ditches, storm drains and underdrains are used to remove water from the roadbed, preventing it from weakening the subbase and subsoil. Sealcoating asphalt is a maintenance measure that helps keep water and petroleum products out of the pavement. Maintaining and cleaning ditches and storm drains will extend the life of the road at low cost. Sealing small cracks with bituminous crack sealer prevents water from enlarging cracks through frost weathering, or percolating down to the subbase and softening it. For somewhat more distressed roads, a chip seal or similar surface treatment may be applied. As the number, width and length of cracks increases, more intensive repairs are needed. In order of generally increasing expense, these include thin asphalt overlays, multicourse overlays, grinding off the top course and overlaying, in place recycling, or full depth reconstruction of the roadway. It is far less expensive to keep a road in good condition than it is to repair it once it has deteriorated. This is why some agencies place the priority on preventive maintenance of roads in good condition, rather than reconstructing roads in poor condition. Poor roads are upgraded as resources and budget allow. In terms of lifetime cost and long term pavement conditions, this will result in better system performance. Agencies that concentrate on restoring their bad roads often find that by the time they have repaired them all, the roads that were in good condition have deteriorated. Some agencies use a pavement management system to help prioritize maintenance and repairs.

Asphalt concrete is a recyclable material that can be reclaimed and reused both on site and in asphalt plants. The most common recycled component in asphalt concrete is reclaimed asphalt pavement (RAP). RAP is recycled at a greater rate than any other material in the United States. Many roofing shingles also contain asphalt, and asphalt concrete mixes may contain reclaimed asphalt shingles (RAS). Research has demonstrated that RAP and RAS can replace the need for up to 100% of the virgin aggregate and asphalt binder in a mix, but this percentage is typically lower due to regulatory requirements and performance concerns. In 2019, new asphalt pavement mixtures produced in the United States contained, on average, 21.1% RAP and 0.2% RAS. For further information on RAS processing, performance, and associated health and safety concerns, see Asphalt Shingles. In place recycling methods allow roadways to be rehabilitated by reclaiming the existing pavement, remixing, and repaving on site. In place recycling techniques include rubblizing, hot in place recycling, cold in place recycling, and full depth reclamation. For further information on in place methods, see Road Surface.

During its service life, the asphalt cement binder, which makes up about 5–6% of a typical asphalt concrete mix, naturally hardens and becomes stiffer. One approach to balancing the performance aspects of RAP and RAS is to combine the recycled components with virgin aggregate and virgin asphalt binder. This approach can be effective when the recycled content in the mix is relatively low, In California, legislative mandates require the Department of Transportation to incorporate crumb rubber into asphalt paving materials. Other recycled materials that are actively included in asphalt concrete mixes across the United States include steel slag, blast furnace slag, and cellulose fibers. Rejuvenators may also be produced from recycled materials, including waste engine oil, waste vegetable oil, and waste vegetable grease.