A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT …docs.trb.org/prp/15-2557.pdf · 1 A...
Transcript of A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT …docs.trb.org/prp/15-2557.pdf · 1 A...
Yang, Qian and Song 1
A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT ON 1
STEEL BRIDGES:FATIGUE TEST AND NUMERICAL ANALYSIS 2
3
Yuming Yang, Ph.D. Candidate 4
Intelligent Transportation System Research Center 5
Southeast University 6
No.35 Jinxianghe Road 7
Nanjing, 210018, P.R. China 8
Tel: (86)025-83792868 9
Fax: (86)025-83792868 10
Email: [email protected] 11
12
13
Zhendong Qian, Ph.D. (Corresponding Author) 14
Professor 15
Intelligent Transportation System Research Center 16
Southeast University 17
No.35 Jinxianghe Road 18
Nanjing, 210018, P.R. China 19
Tel: (86)025-83792868 20
Fax: (86)025-83792868 21
Email: [email protected] 22
23
24
Xin Song 25
Graduate Research Assistant 26
Intelligent Transportation System Research Center 27
Southeast University 28
No.35 Jinxianghe Road 29
Nanjing, 210018, P.R. China 30
Tel: (86)025-83792868 31
Fax: (86)025-83792868 32
Email: [email protected] 33
34
35
36
Total Words (6,423): Abstract (180) + Text (3,243) + Figures/Tables (12×250=3,000) 37
38
Paper submission for the 94th Transportation Research Board Annual Meeting. 39
40
Yang, Qian and Song 2
ABSTRACT 1
Various patching materials and field procedures have been studied in order to repair potholes on 2
highway asphalt pavements. However, only a few publications have focused on patching materials for 3
epoxy asphalt pavement which has been widely used on steel bridge decks. Considering the 4
requirements of steel deck pavements, a patching material was developed using a fast cure 5
thermosetting binder and a fine gradation. Then, to evaluate the fatigue performance of patched 6
structures, a three-point bending fatigue test was conducted on three types of composite beams under 7
four different stress ratios. After that, the Prony series presentation of the generalized Maxwell model 8
was obtained and used to analyze the viscoelastic response of patched structures. The results showed 9
that the fatigue test on composite beams performed well on exposing the vulnerable parts of patched 10
structures. The developed patching material had a smaller dynamic modulus and performed better in 11
fatigue resistance than commonly used epoxy asphalt mixture. Nevertheless, with the tensile stress 12
concentration on it, the vertical patching interface became a potential fracture section and reduced the 13
fatigue life of the patched structure. 14
15
Yang, Qian and Song 3
INTRODUCTION 1
Epoxy asphalt concrete (EAC) has been proved as a better pavement material for steel bridge 2
pavement than other conventional asphalt mixtures. Due to its good performance in durability, high 3
temperature stability and waterproofness, EAC has been widely used on the steel bridges in China 4
recently. However, according to the investigations (1), distresses caused by various factors still appear 5
in the EAC layers of some steel bridge pavements. Among all the distresses, potholes are bowl-shaped 6
holes existing on the surface of EAC layers (2). Because of the poor field construction quality, fatigue 7
failure or falling objects from vehicles, part of the EAC pavement surface break into pieces and then 8
pulled up by travelling wheels thus forms a pothole. In addition, the water inside the potholes would 9
cause more damage under the vehicle load and accelerate the formation of greater potholes. Potholes 10
significantly reduce pavement performance level and service life, and are the most aggravating 11
pavement distresses for traffic safety. 12
Pothole has been a common distress on highway asphalt pavements and various materials and 13
field procedures have been studied and used by researchers and highway agencies. Anderson et al. (3) 14
evaluated more than 40 experimental binders and adopted a mix design procedure for cold-mix, 15
stockpiled patching materials. The field trials results showed that mixtures employing certain 16
high-float medium-set emulsion binders performed demonstrably better than companion control 17
mixtures. The Strategic Highway Research Program (SHRP) (4-5) evaluated the performance of 18
different patching materials and various repair techniques by field experiment and investigations. It 19
was found that bituminous hot mixes have the highest quality but limited applicability in different 20
weather conditions while cold-mixed mixtures have lower quality but are workable under most 21
weather conditions. The study proposed a method to calculate the cost-effectiveness. New Jersey DOT 22
used blade resistance test to evaluate the workability and rolling sieve test to evaluate the cohesion of 23
patching materials(6). The results showed that Blade resistance testing provided very little insight into 24
material properties and the rolling sieve test provided a low variance, highly repeatable result. 25
However, no distress correlated with the rolling sieve values. Fragachan (7) proposed an accelerated 26
testing procedure for evaluating pavement patching materials under the simulation of traffic loading 27
and environmental conditions. The test results showed that the method was successful in 28
differentiating the performance of good and poor quality mixes. Yuan et al. (8) identified a polymeric 29
material, dicyclopentadiene (DCPD) resin to become an ultra-tough material for pothole repair. It was 30
found that DCPD increased the indirect tensile strength of mixes and improved the bonding strength 31
between the mixes with the well-compacted part. Dong et al. (9) investigated and modified special 32
laboratory procedures tests to evaluate the bonding, freeze–thaw resistance and rutting potentials of 33
the patching materials. It was found that testing temperatures, laboratory sample compaction efforts as 34
well as wheel loading in loaded wheel test significantly affected the testing results of pothole patching 35
materials. 36
For pothole repair on steel bridge pavements, only a few studies have been published. Zong 37
(10) pointed out that because of the difficulties in production and construction of epoxy asphalt 38
mixtures, some distresses could occur at an early stage and then become potholes. Huang et al. (11) 39
analyzed the pavement damages of the Jiangyin Bridge and then evaluated the performance of EAC 40
pavement and “gussasphalt mixture+ epoxy asphalt mixture” structure by laboratory tests as well as 41
Yang, Qian and Song 4
field tests. They pointed out that EAC performs as well as a permanent patching material for steel 1
bridges in China. 2
To determine the semi-permanent patching material and field procedure on EAC bridge 3
pavement, the differences to highway pavements in pavement structure, pavement materials and work 4
conditions should be considered. The thickness of EAC pavement on steel bridges usually ranges 5
from 50mm to 60mm which is much thinner than highway pavements, and the aggregate gradation 6
with a 9.5mm nominal maximum size is also smaller than that for highways. Moreover, the work 7
conditions of steel bridges require the EAC pavement patching materials to perform well in 8
workability, rutting resistance, waterproofness, adhesion and durability. On the basis of above 9
considerations, the research team from Southeast University in China has developed an epoxy asphalt 10
pavement patching (EAPP) material for EAC pavement on steel bridge decks. The EAPP has been 11
used in the patching works on Tianxingzhou Bridge and Baishazhou Bridge in China and showed a 12
good workability and high temperature stability (12). However, the fatigue performance of EAPP and 13
the viscoelastic response should be further studied. 14
The objective of this study was to evaluate the fatigue performance of EAPP on patched 15
structure and to analyze the influence of vertical patching interface on viscoelastic response. For this 16
objective, the patching material was prepared using a fast cure thermosetting binder and a fine 17
gradation. Three types of composite beams were fabricated and tested under four stress ratios to 18
evaluate the fatigue performance of the patched structure. In addition, the Prony series presentations 19
of the generalized Maxwell model for the materials were obtained and used to analyze the viscoelastic 20
response of patched structure. 21
MATERIALS AND METHODS 22
Raw materials 23
Based on the study of Qian et al. (12), the EAPP is composed of epoxy asphalt binder, limestone 24
fillers and basalt fine graded aggregates. The epoxy asphalt binder is composed of TAF-EPOXY and 25
70# asphalt. TAF-EPOXY is a mixture of epoxy resin and curing agent. It cures fast thus can reduce 26
the traffic control time after patching. The 70# asphalt is a type of asphalt binder usually used for 27
heavy traffic in China with a penetration value from 60 to 80 (13). The basic information of the epoxy 28
asphalt binder is provided in Table 1. 29
TABLE 1 Technical Index of Epoxy Asphalt Binder 30
Technical Indexes Criteria Test Method
Mass ratio(TAF-EPOXY∶70# asphalt) 1:1
Tensile strength(MPa,23℃) ≥2.0 ASTM D 638
Fracture elongation(%,23℃) ≥100 ASTM D 638
Viscosity 170℃×1hr(MPa・s) ≤2000 ASTM D 4402
Yang, Qian and Song 5
With considerations on workability, water resistance and adhesion performance, the patching 1
material should have low air void, be easy handling, shoveling, and compacting, and needs a strong 2
interface bonding with the original pavement. Therefore a fine aggregate gradation should be selected 3
for the patch material as shown in Table 2. The asphalt content was determined as 9.8% by conducting 4
the Marshall test on specimens with asphalt content from 9.0%-10%. 5
TABLE 2 Aggregates Gradation of EAPP 6
TYPE The percentage of the passing following sieve ( mm ), %
16.0 13.2 9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075
EAPP 100 100 100 100 100 73.47 56.91 41.66 27.75 19.02
The EAC has been widely used on the pavements of steel bridges such as the 2nd Yangtze 7
River Bridge, Runyang Cable Stay and Sutong Bridge. In this study, the asphalt binder of EAC was 8
2910-type local epoxy asphalt with a content of 6.5%. The details about the binder and the mix design 9
of EAC can be found from (14). 10
Fatigue test 11
Specimen Fabrication 12
To simulate the patched pavement structure with EAPP and EAC, composite beams were fabricated 13
for the fatigue test. Firstly, a 50mm thick EAC layer was filled and compacted in a 300mm×300mm 14
mold. After curing, a 25mm deep and 100mm wide groove was cut in the middle of the specimen. The 15
surface of the groove was cleaned and brushed with epoxy asphalt adhesive layer. After that the EAPP 16
was filled into the groove and compacted manually. After curing for 24h at 25℃, the specimen was 17
cut into three types of composite beams sized 300mm×40mm×50mm as shown in Figure 1. Beam I 18
consists of two 25mm thick EAC layers. BeamⅡis made up of an upper EAPP layer and a lower EAC 19
layer. In beam Ⅲ, the EAPP is in the middle of the upper layer while the other parts are EAC. 20
FIGURE 1 Composite beams for fatigue test. 21
Load
Fulcrum Fulcrum
Yang, Qian and Song 6
Test condition 1
The fatigue test was conducted on a three-point bending fatigue test system at the temperature of 15℃ 2
(15), as shown in Figure 2. The test was carried out in load control using a sinusoidal load with a 10 3
Hz frequency and the stress ratios were selected as 0.3, 0.4, 0.5 and 0.6. The load was applied in the 4
middle of the beam and the span of the beam was 250mm. The stiffness modulus was recorded at 5
every load cycle until the beams were completely destroyed. Fatigue failure is defined at 50% 6
reduction with respect to the initial stiffness of the composite beams and the corresponding number of 7
load cycle is defined as fatigue life. 8
9 (a) Asphalt mixture fatigue test system (b) Fatigue test on composite beam 10
FIGURE 2 Fatigue test of composite beam. 11
Numerical analysis 12
Complex modulus and pre-smoothing 13
In this study, the time-domain Prony series representation of a viscoelastic model was used in the 14
numerical analysis of linear viscoelastic (LVE) response. The Prony series was determined from the 15
complex modulus in frequency-domain which was obtained by the frequency sweep test. The test was 16
performed as discussed by Bonaquist and Christensen (16). The sinusoidal load was applied at nine 17
frequencies 0.1Hz, 0.2Hz, 0.5Hz, 1.0Hz, 2.0Hz, 5.0Hz, 10Hz, 20Hz, 25Hz, and four temperatures 18
10℃, 20℃, 40℃, 60℃. 19
Then the complex modulus E* and phase angle ϕ at certain loading frequency and 20
temperature can be determined. The complex modulus is composed of the storage modulus and loss 21
modulus as follows: 22
*E E iE (1) 23
* cosE E (2) 24
* sinE E (3) 25
Where E′ is the storage modulus, E″ is the loss modulus, and i is (-1)1/2. 26
Once obtained from Equation (2), the data curve of E′ can be smoothed using a log-sigmoidal 27
function (17) defined as: 28
Yang, Qian and Song 7
21
43
5 6
( ) ( )
exp[ log( )]
r r
r
aE f a
aa
a a
(4) 1
Where a1, 2 … 6 are the fitting coefficients; ωr represents a reduced frequency at the temperature of 2
interest. 3
Based on the time–temperature superposition principle, the reduced frequency ωr can be 4
determined by the Second-Order Polynomial (18), as shown in Equation (5): 5
2
1 2log log ( ) ( )r r rk T T k T T (5) 6
Where ω is the loading frequency at the test temperature, Hz; k1, k2 are the fitting coefficients; Tr is the 7
reference temperature, and T is the test temperature. 8
The smoothed data curve of E’ can be obtained based on the frequency sweep test result by 9
combing Equation (4) and (5). Figure 3 shows the shifted experimental results and pre-smoothed 10
curves of EAPP and EAC at reference temperature of 15℃. 11
FIGURE 3 Storage modulus of EAPP and EAC at 15℃. 12
Viscoelastic model and Prony series 13
The generalized Maxwell model (GMM) was used in the numerical analysis to simulate the time 14
dependency property. The schematic of GMM is given in Figure 4. 15
FIGURE 4 Schematic of the generalized Maxwell model. 16
0
10000
20000
30000
40000
50000
-10 -8 -6 -4 -2 0 2 4 6
E' (
MP
a)
log(ωr)
EAPP experimental result
EAC-10 experimental result
EAPP smoothed curve
EAC-10 smoothed curve
Yang, Qian and Song 8
The model consists of two basic units, a linear elastic spring and a linear viscous dash-pot. 1
Various combinations of these spring and dashpot units define the type of viscoelastic behavior. In a 2
time-domain, the relaxation modulus E(t) of GMM in the form of Prony series can be expressed as 3
follows: 4
1
( ) exp( / )M
m m
m
E t E E t
(6) 5
Where E∞, Em and ρm are infinite relaxation modulus, Prony coefficients, and relaxation time 6
respectively;M is the number of spring and dashpot units in GMM. 7
In a frequency-domain, the complex modulus E*(ωn) of GMM can be obtained from the 8
constitutive equation (19) given as follows: 9
*
1
( ) , 1,...,1
Mn m m
n
m n m
i EE E n N
i
(7) 10
Where ωn, n=1, 2… N is the reduced frequency 11
Then the storage modulus in frequency-domain can be determined by taking the real parts of 12
the complex modulus: 13
2 2
2 21
( ) , 1,...,1
Mn m m
n
m n m
EE E n N
(8) 14
To determine the Prony series function in Equation (6) and (7), the equivalent E∞, ρm, and Em 15
shown in Equation (8) must be obtained first. Combining Equation (8) and the smoothed curve shown 16
in Figure 4, E∞ can be found by the limit of E′(ωr)|0<ωr <<1. The Prony series coefficients Em 17
were obtained based on selected relaxation times ρm and radian frequencies ωr. Thus, the Prony series 18
presentation of GMM can be determined and imported into the property definition section in the 19
software ABAQUS to simulate the viscoelasticity of EAPP and EAC. 20
Finite element model 21
To simulate the viscoelastic response of the composite beams, viscoelastic FE simulation was 22
conducted in software ABAQUS. Viscoelastic model parameters presented by Prony series were 23
imported into the FE model as given in Table 3. A sinusoidal load ranges from 0.5kN to 3.5kN were 24
applied on the meshed 3D numerical samples, and the load frequencies was also 10Hz. There were 25
also three numerical samples corresponding with three kind composite beams in the fatigue test. 26
27
Yang, Qian and Song 9
TABLE 3 Prony Series Parameters for EAPP and EAC 1
i EAPP EAC
ρi Ei ρi Ei
1 1.00E-05 8889 1.00E-05 2536
2 1.00E-04 5654 1.00E-04 2465
3 1.00E-03 7134 1.00E-03 3884
4 1.00E-02 6120 1.00E-02 4912
5 1.00E-01 5024 1.00E-01 5691
6 1.00E+00 3486 1.00E+00 5549
7 1.00E+01 2165 1.00E+01 4417.
8 1.00E+02 1213 1.00E+02 2818
9 1.00E+03 645 1.00E+03 1486
10 1.00E+04 338 1.00E+04 701
11 1.00E+05 176 1.00E+05 314
12 1.00E+06 111 1.00E+06 166
RESULTS AND DISCUSSION 2
Fatigue test 3
The stiffness modulus of the composite beams was recorded during the fatigue test. As an example, 4
Figure 5 shows the change process of the stiffness modulus of the composite beams under the stress 5
ratio of 0.4. In spite of the tight range fluctuation over each load cycles, all the recorded data show a 6
clear and consistent decreasing trend which indicates the process of fatigue failure. It can be seen that 7
at first, the stiffness modulus of composite beams decreases smoothly with the increase of load cycle. 8
Then, when the load cycle reaches a critical number, the moduli decrease rapidly to zero which means 9
the complete failure of the beams. It can be also found that the stiffness modulus varies considerably 10
between different structures. The initial stiffness modulus of beamⅠis about 2800 MPa which is 4.5 11
times larger than beamⅡand 2 times larger than beam Ⅲ. This is because the fine gradation leads to 12
the low stiffness modulus of EAPP and thus reduce the stiffness modulus of the patched structure. 13
Figure 6 illustrates the fatigue performance of all the three structures under different stress 14
ratios. The fatigue life of the three structures decreases with the increase of the stress ratio. Comparing 15
the test results of the structures, beamⅡshows the best performance in fatigue resistance followed by 16
beamⅠ. The result indicates that the EAPP has a better fatigue resistance than EAC and can meet the 17
requirements of EAC pavement as a patching layer on EAC. However, the fatigue life of beam Ⅲ is 18
considerably smaller than that of structureⅠandⅡunder all the loading conditions in the test. This 19
result shows that even though the EAPP has a good fatigue property, the vertical patching interface 20
has an adverse effect on the fatigue resistance of the patched structure. 21
Figure 7 shows the fatigue failure forms of the three structures. Beam Ⅲ fracture in the 22
middle cross section or in the vertical patching interface, while beamⅠandⅡonly fracture in the 23
middle cross section of the beam. This suggests that the vertical patching interface between EAPP and 24
EAC is also vulnerable under sinusoidal load and it can reduce fatigue resistance as discussed above. 25
The mechanism of this effect will be studied subsequently by numerical analysis. 26
Yang, Qian and Song 10
FIGURE 5 Stiffness modulus of composite beams at stress ratio 0.4. 1
FIGURE 6 Fatigue life of composite beams at different stress ratios. 2
FIGURE 7 Fatigue failure forms of composite beams. 3
4
0
25000
50000
75000
100000
0.3 0.4 0.5 0.6
Fat
igue
life
Stress ratio
BeamⅠ BeamⅡ BeamⅢ
0
500
1000
1500
2000
2500
3000
3500
0.0E+00 1.0E+04 2.0E+04 3.0E+04 4.0E+04 5.0E+04 6.0E+04
Sti
ffnes
s m
od
ulu
s (M
Pa)
Load Cycle
BeamⅠBeamⅡBeamⅢ
Yang, Qian and Song 11
Numerical analysis 1
As observed above, fracture could occur in the vertical patching interface between EAPP and EAC, 2
which implies that the viscoelastic response in the patching interface is different from the 3
homogeneous cross sections. To study the viscoelastic response and influence of vertical patching 4
interfaces, loading on composite beams in the viscoelastic stage was simulated and analyzed. The 5
loading cycle was selected as 500 times because the stress concentration develops relatively slowly 6
after that as observed in the simulation. Though the failure and cracks were unable to be simulated 7
using the GMM in this research, the simulation results can show the development of stress 8
concentration and the mechanic response of patched beams. 9
The transverse section at 1/4 length of beams are called section A and selected to be analyzed 10
and compared in this study. Figure 8 shows the distribution of tensile stress in two directions on beam 11
Ⅲ after 500 load cycles. It can be found that the tensile stress S11 (in the direction of X axis) and 12
S22 (in the direction of Y axis) increase rapidly near the interface, and a high contrast of the stress 13
value can be observed on the interface. The results indicates that the patching interfaces between 14
EAPP and EAC can cause tensile stress concentration in the directions of X axis and Y axis, which 15
could contribute to its failure under cyclic load. 16
Figure 9 compares the max principle stress of a certain point on section A of different 17
composite beams. It can be found that the peak value of max principle stress increase at first few load 18
cycles and then become stable. It is obvious that section A of beam Ⅲ is subjected to much greater 19
sinusoidal tensile stress, and the peak tensile stress is approximately 3 times larger than that on other 20
beams. This means that patched EAC pavement structures are more likely to fracture in the interface 21
than other homogeneous structures. 22
The above analysis results show that the patching interface can change the stress distribution 23
of the pavement structures and cause stress concentration nearby. Accordingly, the patching interfaces 24
are potential failure faces even though the adhesion performs well, and the fracture could happen 25
there after a number of load cycles as shown in figure 7. 26
(a) Tensile stress in the direction of X axis (S11) (b) Tensile stress in the direction of Y axis (S22) 27
FIGURE 8 Distribution of tensile stress in the direction of X axis and Y axis 28
Section A Section A
Yang, Qian and Song 12
FIGURE 9 Max principle stress at patching interface. 1
CONCLUSIONS AND RECOMMENDATIONS 2
This study proposes a pothole patching material for epoxy asphalt pavement on steel bridges. The 3
fatigue property of the patched pavement was evaluated using three-point bending fatigue test on 4
composite beams. The viscoelastic response of the patching interface was also studied using 5
numerical analysis. Based on the results, conclusions can be drawn as follows: 6
The TAF epoxy asphalt binder and fine gradation enable EAPP to perform well in fatigue 7
resistance as a patching layer on EAC. At the same time, EAPP reduces the stiffness modulus of 8
the patched structure due to its fine gradation. 9
The vertical patching interface between EAPP and EAC reduces the fatigue life of the patched 10
structure substantially. The fracture forms also show that the interface is a potential fracture 11
section of the patched structure. 12
The Prony series presentation of generalized Maxwell model was obtained by conducting 13
frequency sweep test and pre-smoothing the storage modulus data. The results show that the 14
storage modulus of EAPP is smaller than EAC under reduced frequency less than 104 Hz. 15
The numerical analysis results indicate that the different viscoelastic properties of EAPP and 16
EAC influence the stress distribution on the composite beam and cause tensile stress 17
concentration near the interface. Thus, the fatigue failure is more likely to occur in the patching 18
interface. 19
Since the patching interface is subjected to greater tensile stress and could be potential fatigue 20
failure section, it is recommended that high quality adhesive materials and reasonable field procedures 21
be selected for the pothole patching on EAC pavement. Moreover, more attention should be paid to 22
patched areas during pavement evaluation in case of second time failure. 23
24
0
0.15
0.3
0.45
0.6
0.75
0.9
0 2 4 6 8 10 12 14 16 18 20
Max
pri
nci
ple
str
ess
(MP
a)
Load cycle
BeamⅠ BeamⅡ BeamⅢ
Yang, Qian and Song 13
ACKNOWLEDGEMENTS 1
The authors are grateful to the sponsorship of contribution by National Natural Science Foundation of 2
China (NSFC, No. 51378122). 3
REFERENCE 4
1. Chen, X. H., Z. D. Qian, X. Y. Liu, and L. Zhang. State of Art of Asphalt Surfacings on 5
Long-spanned Orthotropic Steel Decks in China. Journal of Testing and Evaluation, Vol. 40, No. 6
7, 2012. 7
2. Miller, J.S. and W.Y. Bellinger. Distress Identification Manual for the Long-term Pavement 8
Performance Program. Report No. FHWA-RD-03-031. Federal Highway Administration, Office 9
of Infrastructure Research and Development, Mclean, Virginia, 2003. 10
3. Anderson, D.A., H. R. Thomas, Z. Siddiqui, et al. More Effective Cold, Wet-Weather Patching 11
Materials for Asphalt Pavements. Report No. FHWA-RD-88-001. Federal Highway 12
Administration, U.S. Department of transportation, Washington, D.C., 1988. 13
4. Wilson, T.P. and A.R. Romine. Innovative materials development and testing volume 2: pothole 14
repair. Report No. SHRP-H-353. Strategic Highway Research Program, National Research 15
Council, Washington, D.C., 1993. 16
5. Wilson, T.P. and A.R. Romine. Materials and procedures for repair of potholes in asphalt 17
surfaced pavements – manual of practice. Report No. FHWA-RD-99-168. Federal Highway 18
Administration, Office of Infrastructure Research and Development, Mclean, Virginia, 2000. 19
6. Maher, A., N. Gucunski, W. Yanko, and F. Petsi. Evaluation of Pothole Patching Materials. 20
Report No. FHWA 2001-02. Federal Highway Administration, U.S. Department of 21
Transportation, Washington, D.C., 2001. 22
7. Fragachan, J.M. Accelerated Testing Methodology for Evaluating Pavement Patching Materials. 23
M. S. Dissertation, Worcester Polytechnic Institute, 2008. 24
8. Yuan, W., K. Y. Yuan, L. H. Zou, et al. DCPD Resin Catalyzed with Grubbs Catalysts for 25
Reinforcing Pothole Patching Materials. Proceedings of SPIE - The International Society for 26
Optical Engineering, San Diego, United States, Volume 8374, 2012. 27
9. Dong, Q., B. S. Huang and S. Zhao. Field and laboratory evaluation of winter season pavement 28
pothole patching materials. International Journal of Pavement Engineering, Vol. 15, No. 4, 2014, 29
pp. 279-289. 30
10. Zong, H. Technique Research on Diseases Restoration for Epoxy Asphalt Concrete Paved on 31
Steel Deck Bridge. M.S. Dissertation, Southeast University, 2005. (in Chinese) 32
11. Huang, W., Z. D. Qian, L. Zhang. Experimental Study on Partly Patching Scheme of Steel Bridge 33
Deck Paving. China Civil Engineering Journal, Vol. 39, No. 8, 2006, pp.87-90. (in Chinese) 34
12. Qian, Z. D., X. D. Wang, S. Liu, et al. Research on Maintenance and Rehabilitation for Asphalt 35
Pavement on Steel Deck Bridge. Western Transportation Construction Technical Program, 36
Ministry of Transport of the People’s Republic of China, Beijing, 2012. (in Chinese) 37
13. Research Institute of Highway Ministry of Transport. Technical Specification for Construction of 38
Highway Asphalt Pavements JTG F40-2004. China Communication Press, Beijing, 2004. (in 39
Yang, Qian and Song 14
Chinese) 1
14. Chen, L. L., Z. D. Qian and L. Zhang. Evaluation of epoxy asphalt concrete damping parameters 2
using impact resonance test. Journal of Testing and Evaluation, Vol. 40, No. 5, 2012. 3
15. Research Institute of Highway Ministry of Transport. Standard Test Methods of Bitumen and 4
Bituminous Mixtures for Highway Engineering JTG E20-2011. China Communication Press, 5
Beijing, 2011. (in Chinese) 6
16. Bonaquist, R. F., D. W. Christensen. Simple Performance Tester for Superpave Mix Design: 7
First-Article Development and Evaluation. NCHRP Report 513. National Cooperative Highway 8
Research Program, Transportation Research Board, Washington, D. C., 2003. 9
17. Mun, S., G. C. Chehab and Y. R. Kim. Determination of Time-domain Viscoelastic Functions 10
using Optimized Interconversion Techniques. Road and Pavement Design, Vol. 8, No. 2, 2007, 11
pp. 351-365. 12
18. AASHTO PP 62-09. Standard Practice for Developing Dynamic Modulus Master Curves for Hot 13
Mix Asphalt (HMA). American Association of State Highway and Transportation Officials, 14
Washington, D. C., 2009. 15
19. Park, S. W., R. A. Schapery. Methods of interconversion between linear viscoelastic material 16
functions. Part I - a numerical method based on Prony series. International Journal of Solids and 17
Structures. Vol. 36, No. 11, 1999, pp. 1653-1675. 18