EP2202359A1 - Semi-flexible multi-layer paving - Google Patents

Semi-flexible multi-layer paving Download PDF

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Publication number
EP2202359A1
EP2202359A1 EP09179027A EP09179027A EP2202359A1 EP 2202359 A1 EP2202359 A1 EP 2202359A1 EP 09179027 A EP09179027 A EP 09179027A EP 09179027 A EP09179027 A EP 09179027A EP 2202359 A1 EP2202359 A1 EP 2202359A1
Authority
EP
European Patent Office
Prior art keywords
layer
paving
cement
recycled
mixture
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09179027A
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German (de)
English (en)
French (fr)
Inventor
Giovanni Da Rios
Maurizio Crispino
Emanuele Toraldo
Edoardo Mariani
Susanna Lambrugo
Luigi Emilio Sordi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Cic Italiana Costruzioni SpA Cia
Original Assignee
Cic Italiana Costruzioni SpA Cia
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Filing date
Publication date
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Publication of EP2202359A1 publication Critical patent/EP2202359A1/en
Withdrawn legal-status Critical Current

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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/18—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders
    • E01C7/26—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders mixed with other materials, e.g. cement, rubber, leather, fibre
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/32—Coherent pavings made in situ made of road-metal and binders of courses of different kind made in situ

Definitions

  • the present invention refers to a multi-layer paving (pavement) of the semi-flexible type with a high bearing capacity for use in particular in the airport sector, in which the superficial layer is formed by a an open-graded bituminous mix the voids of which are filled with highly-fluid cement mortar.
  • the present invention relates to a pavement as defined above further comprising two underlying layers, a foundation layer and a base layer, of different thicknesses, formed of cement-bound recycled crushed stone material, said paving having a stiffness that increases from the deepest layers to the superficial layer.
  • Airport pavings are generally made with concrete slabs (rigid pavements) or bituminous mix (semi-rigid pavements). In both types of paving a rigid foundation is provided.
  • the surface layer composed of concrete slabs possibly cooperating by means of steel connecting rods and in some cases provided with wire mesh for strain distribution, is placed on a base layer consisting of cement-bound virgin quarried stone material, which in turn is placed on the compacted ground (subgrade).
  • This type of pavements has a high bearing capacity but presents various disadvantages: long times for construction and for opening to traffic at the end of the works, complex maintenance, almost complete impossibility of installing services without resorting to demolition of the slabs.
  • Semi-rigid pavings are characterized by overlaying of layers of bituminous conglomerate resting on a rigid foundation of cement-bound granular material.
  • three bitumen-bound layers having volumetric and mechanical characteristics that increase towards the surface of the paving are normally used.
  • the use of bitumen binders presents great advantages both in application, due to the simplicity and speed of laying, and in maintenance, deriving from the ease of removal and restoration of small portions of paving, as well as the ease of installing services during the useful life of the work.
  • Object of the present invention is to eliminate the drawbacks of the prior art by providing an airport paving (pavement) having bearing capacity, stiffness and durability absolutely comparable to those of the rigid and semi-rigid airport pavings of the prior art.
  • a further object of the present invention is that of providing an airport paving that can be produced using alternative ecological materials capable of giving the same performance as quarried materials without requiring excessive movement.
  • the paving of the present invention comprises three different overlapped layers one on top of the other in which a first cementitious foundation layer and an intermediate cementitious base layer are composed of recycled stony material bound with cement, in different quantities, whilst the superficial (surface) layer is formed by a bituminous mix made of crushed stone aggregates whose voids are filled with highly-fluid cement mortar.
  • the paving of the present invention is semi-flexible and has a high load-bearing capacity. In addition the stiffness of this paving increases from the deepest layers to the surface layer.
  • the paving of the present invention is therefore ideal for the construction of carriageways with high load stresses, particularly for airports.
  • the multi-layer paving comprises:
  • the amount of bituminous mix varies from 70% to 80% by volume and the amount of cement mortar varies from 20% to 30% by volume.
  • the components that form the layer 3 are characterized as described below.
  • the open-graded bituminous mix of the layer 3, also named open grade asphalt concrete, essentially comprises virgin crushed stony aggregates having discontinuous grain size and bitumen, the bitumen content being between 3% and 5% by weight with respect to the aggregates, preferably 3-4%.
  • the bitumen of the layer 3 can be of the standard type or bitumen modified with polymers.
  • the latter type of bitumen allows the open-graded paving, not yet filled, to reach suitable levels of strength, in order to obtain a layer capable of not deteriorating under transient loads.
  • This characteristic of the open-graded bituminous mix is particularly interesting for road and airport applications for which it is necessary to temporarily remove the works and open to traffic between the stages of laying the open-graded bituminous mix and injecting the cement mortar.
  • bitumen examples include Modified bitumen type 50/70 80/100 50/70-65 50/70-60 Penetration at 25°C[dmm] 50-70 80-100 50-70 50-70 [EN 1426/2002] Softening temperature [EN 1427/2002] [°C] 46-56 40-44 > 65 > 60 Fraas breaking point [°C] [EN 12593] ⁇ -10 ⁇ -8 ⁇ -15 ⁇ -12 Elastic recovery at 25°C [%] [EN 13398] > 80 > 80 > 75 > 50
  • the crushed stony aggregates of the bituminous mix of the layer 3 derive from crushing of virgin stone material, such as, for example, calcareous rocks, freed of any impurities, and are suitably selected for size.
  • the stone aggregates preferably show the following characteristics: Standard Value Los Angeles Coefficient AASHTO T96 ⁇ 25% Angularity ASTM D5821 100/100 Flattening coefficient BS 812 ⁇ 20% Apparent bulk density AASHTO T85 > 2.6 g/cm 3
  • the variety in grain size of the stone aggregates of the bituminous mix of the layer 3 allows the formation, in the laid bituminous mix, of a network of communicating voids between the aggregates able to receive the mortar in the injection stage.
  • the bituminous mix of the layer 3 has a void content between 20% and 30%, more preferably around 30%.
  • the mix has the following characteristics: Standard Value Bulk density [g/cm 3 ] ASTM D2726-88 1.8 ö 2.0 Void content [%] CNR BU 39/73 20 ö 30
  • the above mentioned characteristics of the bituminous mix were checked by preparing cylindrical specimens by the Marshall compacting method (CNR BU 30/73), applying 75 blows per side.
  • the highly-fluid cement mortar also known commercially by the name Darimix ®, is composed of a mixture of selected cements, able to ensure the necessary requisites of fluidity and workability for the time needed for laying as well as the consistency of the physico-chemical characteristics, and highly-fluidifying, expanding, accelerating, additives, de-areation, set retardant, antisegregation, and antiagglomeration additives, with specific amounts of water so as to give the mixture such a fluidity as to fill the voids without difficulty.
  • the amount of water to be added is generally less than 40% by weight with respect to the cement mixture containing additives, preferably between 30-35%.
  • the cement mortar preferably has a fluidity measured in a cone with an 8 mm nozzle (UNI EN 445) between 20 e 50 sec, preferably 25 sec ⁇ 3 sec.
  • the cement mortar thus obtained has a high mechanical strength and substantial containment of shrinkage which is also compensated for by the presence of expanding additives.
  • the mortar thus obtained shows the following characteristics: Standard Value Compressive strength at 24h UNI EN 445 ⁇ 20 [MPa] Compressive strength at 7 days UNI EN 445 ⁇ 55 [MPa] Compressive strength at 28 days UNI EN 445 ⁇ 70 [MPa]
  • the layer 3 generally has an elastic modulus approximately equal to that of the underlying base layer 2. Furthermore, the thickness of the layer 3 is less than the thicknesses of the layer 2 and the layer 1 since its function is essentially to distribute loads to the underlying layers.
  • the thicknesses of said layer 3 are preferably between 4 and 8 cm, or can even be greater, for example up to 12 cm.
  • Said layer 3 also has the task of compensating for high local loads, even shearing stress, due to direct interaction with aircraft/vehicles in transit or standing.
  • the complete interaction between the surface layer 3 laid with bitumen-cement technology and the base layer 2 is ensured by means of the use of an overstabilized slow breaking cationic bitumen emulsion as the tack coat, in which the residual bitumen, the binder by means of which transmission of stresses takes place, is modified with SBS (styrene-butadiene-styrene) polymers able to offer a high chemical and adhesive affinity with hydraulic (cement) and bituminous binders.
  • SBS styrene-butadiene-styrene
  • the response to stresses of the layer 3 is not of the discrete type, but of a continuous type with a consequent greater evenness in the distribution of stresses, reaching high levels of bearing capacity. Furthermore this continuous distribution of stresses means that the quality requirement for the inert materials used in the underlying layers is lower.
  • the base layer 2 is an intermediate layer consisting of a mixture of cement, in high quantities of between 4% and 7% with respect to the total weight of the mixture, and water in an amount between 6% and 10% by weight with respect to the weight of the mixture, with recycled cementitious stony aggregates deriving from granulated recycled concrete.
  • the recycled aggregates used are have a grain size of 0/40 mm deriving from crushing of debris from demolition of cement concrete structures and subsequent grain size selection.
  • the cement/aggregates mixture of the layer 2 is prepared in a concrete mixing plant, applied and laid by means of a mobile vibratory finishing machine and a compacting roller, after which a de-stressing procedure is performed during the stage of setting of the cement.
  • This de-stressing procedure is carried out with metal roller compactor in static mode, 24 hours after the end of the works.
  • the de-stressing operation allows the formation of micro-cracks able to absorb excessive stresses deriving from the typical effects of shrinkage of cement when the latter is used in predominant quantities.
  • the layer 2 presents as a sufficiently rigid material (elastic modulus approximately equal to that of the layer 1), due to the high amount of cement (between 4% and 7%) such as to provide the structural performance, but is not fragile thanks to the de-stressing procedure.
  • the elastic modulus of the mixture of cement and aggregates (cement-bound material) of which the layer 2 is formed is between 6000 MPa and 9000 MPa, measured according to UNI EN 13286-43:2006 on samples reconstructed in the laboratory, after curing in a moist cabinet for a period of 7 days.
  • the thickness of the layer 2 varies according to the final application of the paving and is in any case generally between 20 and 30 cm.
  • the foundation layer 1 comprises a mixture of cement, in amounts between 3% and 5% by weight with respect to the total weight of the mixture, water in amounts between 7% and 10% with respect to the total weight of the mixture, and stony aggregates deriving exclusively from granulated recycled cement concrete.
  • Said layer 1 is formed by mixing cement and water with recycled aggregates preferably with a grain size of 0/70 mm, deriving from crushing of concrete slabs at the end of their life cycle.
  • Laying of the layer 1 takes place by an in situ stabilization method.
  • This method known to a person skilled in the art, takes place by setting of the recycled aggregates, adding the necessary water and cement contents, mixing in a suitable mobile/on-site cement mixer, levelling with grader and subsequent compaction.
  • the thickness of the foundation layer 1 varies according to the final application of the paving and in any case is generally between 30 and 50 cm.
  • the foundation layer 1 has an elastic modulus between 3000 and 5000 MPa, measured according to UNI EN 13286-43:2006 on samples reconstructed in the laboratory, after curing in a moist cabinet for a period of 7 days.
  • the stiffnesses of the layers 1, 2, 3 are generally such that the elastic modulus of the surface layer 3 is substantially equal to the elastic modulus of the intermediate layer 2 and such that the stiffness of the paving increases from the layer 1 to the layer 3 and the stiffness of the foundation layer 1 is equal to 50% of that of the base layer 2.
  • the thicknesses of the layers 1, 2, 3 which make up the paving of the present invention are proportioned so as to have a distribution of stresses across the thickness of the paving according to the end use of the paving and the type of structural performance required of said paving.
  • the paving has the following thicknesses: - layer 1 40 cm - layer 2 30 cm - layer 3 6 cm
  • the layer 1 is such as to have a stiffness equal to about 50% with respect to that of the layer 2. Furthermore the total thickness of the layers 1 and 2 containing recycled materials represents essentially at least 90% of the total thickness of the paving.
  • An advantage of the paving of the invention is represented by the high content of recycled materials: as stated, in fact, if the total thickness of the present paving is 100, they represent at least 90% of the total thickness. This leads to a greater ease in finding the materials, a decrease in procurement costs for the contractors, and no exploitation of precious natural resources deriving from borrow pits.
  • the paving thus provided is able to achieve high performances typical of airport paving.
  • a further advantage of the paving of the present invention is represented by the considerable load-bearing capacity of the paving structure, which is substantially able to receive the same loads as rigid and semi-rigid paving of the prior art.
  • the advantages typical of a continuous surface deriving from the usual working of layers of bituminous conglomerate are combined with the strength of concrete paving.
  • the surface layer shows a modest sensitivity to temperature and load changes if compared with typical bituminous conglomerate pavings; this is due to the continuous matrix made of the stone aggregates contained in the bituminous mixture and the cement contained into the mortar.
  • the paving according to the present invention can be formed according to various methods known to the art.
  • An example of the process is that comprising:
  • the paving of the present invention finds its use in the airport sector thanks to its ease of construction, absence of surface joins, high strength and load-bearing capacity.
  • said paving can also be applied in other sectors, both for ex novo construction of pavings that are particularly challenging from a static and dynamic point of view, and for routine and supplementary maintenance operations but also for reinforcement of roadways in a high state of disrepair, and in the construction of all those infrastructures whose end use involves high load stresses, including static stresses.
  • industries e.g. warehouses and depots, supply centres, sales areas, goods terminals, industrial floors, goods storage yards, including those for pallets and containers
  • ports and dry ports e.g. goods handling and storage areas, warehouses and depots
  • roads subject to heavy traffic or chemical spillage e.g.
  • bus lanes public transport stopping and terminus areas, urban roads with heavy traffic, heavy vehicle climbing lanes, road intersections, lay-bys, tunnels, motorway toll gates, services and petrol stations, refuse collection and storage yards), airports/heliports (e.g. runways and take-off/landing runway ends, taxiways, interchanges, aprons, De-icing bays, refuelling pads, and renovation of existing slabs).
  • airports/heliports e.g. runways and take-off/landing runway ends, taxiways, interchanges, aprons, De-icing bays, refuelling pads, and renovation of existing slabs).

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Floor Finish (AREA)
  • Laminated Bodies (AREA)
  • Road Paving Structures (AREA)
EP09179027A 2008-12-29 2009-12-14 Semi-flexible multi-layer paving Withdrawn EP2202359A1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
ITMI2008A002335A IT1392494B1 (it) 2008-12-29 2008-12-29 Pavimentazione multistrato semiflessibile

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Publication Number Publication Date
EP2202359A1 true EP2202359A1 (en) 2010-06-30

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EP (1) EP2202359A1 (it)
IT (1) IT1392494B1 (it)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105821734A (zh) * 2016-03-28 2016-08-03 长沙理工大学 一种排水型改性沥青粗集料间断半开级配沥青稳定碎石
CN106223152A (zh) * 2016-08-29 2016-12-14 山东省交通科学研究院 一种易于施工的细粒式高性能再生沥青混凝土
CN106351101A (zh) * 2016-08-29 2017-01-25 山东省交通科学研究院 一种基于细粒式高性能沥青混凝土的重载交通道路路面铺装结构
ITUB20152750A1 (it) * 2015-07-31 2017-01-31 Cvr S R L Procedimento per la produzione di una miscela per la realizzazione di pavimentazioni stradali e simili e miscela cosi' ottenuta
CN106868968A (zh) * 2017-03-30 2017-06-20 中核恒通（昆明）基础设施开发有限公司 一种非柔性基层沥青路面整体厚板结构施工方法
CN106868974A (zh) * 2017-03-09 2017-06-20 中国海洋石油总公司 一种全深式乳化沥青冷再生铺装结构
CN109322225A (zh) * 2018-10-24 2019-02-12 山东省交通科学研究院 一种多层再生功能层排水抗裂型沥青路面维修结构
CN110184878A (zh) * 2019-06-17 2019-08-30 中交第三公路工程局有限公司 抗辙裂沥青混凝土路面结构
CN113215886A (zh) * 2021-04-22 2021-08-06 民航机场建设工程有限公司 一种新式机场装配式道面柔性过渡层体系及方法
CN114575212A (zh) * 2022-03-01 2022-06-03 中铁北京工程局集团有限公司 高承载力路面结构及摊铺施工方法
CN114717901A (zh) * 2022-02-23 2022-07-08 河北工业大学 以钢丝网增强沥青混凝土为基层的全厚式沥青路面结构

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112982061B (zh) * 2021-02-24 2023-04-25 广东金长成桥梁隧道科技有限公司 一种多层分离结构的柔性基层及其构建方法

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FR2383145A1 (fr) * 1977-03-07 1978-10-06 Perlmooser Zementwerke Ag Couche de liaison, en particulier agent d'adherence, et son procede de preparation
DE4317451A1 (de) * 1993-05-26 1994-12-01 Wettern Geb Gmbh Von Der Beton für Fahrbahndecken und Verfahren zur Herstellung derselben
WO2008128120A2 (en) * 2007-04-12 2008-10-23 Granite Construction Incorporated Method of making and use of a heavy duty pavement structure

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GB2293376B (en) * 1994-09-23 1998-08-26 Trafalgar House Technology Ltd Concrete compositions

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2238806A2 (en) * 1973-07-27 1975-02-21 Noblet Henri Carbon black-contg concrete road-surfacing compsn - with improved skid-resistance and compressive strength
FR2383145A1 (fr) * 1977-03-07 1978-10-06 Perlmooser Zementwerke Ag Couche de liaison, en particulier agent d'adherence, et son procede de preparation
DE4317451A1 (de) * 1993-05-26 1994-12-01 Wettern Geb Gmbh Von Der Beton für Fahrbahndecken und Verfahren zur Herstellung derselben
WO2008128120A2 (en) * 2007-04-12 2008-10-23 Granite Construction Incorporated Method of making and use of a heavy duty pavement structure

Cited By (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITUB20152750A1 (it) * 2015-07-31 2017-01-31 Cvr S R L Procedimento per la produzione di una miscela per la realizzazione di pavimentazioni stradali e simili e miscela cosi' ottenuta
WO2017021854A1 (en) * 2015-07-31 2017-02-09 Cvr S.R.L. Admixture for the construction of infrastructural and structural products and related production process
CN105821734A (zh) * 2016-03-28 2016-08-03 长沙理工大学 一种排水型改性沥青粗集料间断半开级配沥青稳定碎石
CN106223152A (zh) * 2016-08-29 2016-12-14 山东省交通科学研究院 一种易于施工的细粒式高性能再生沥青混凝土
CN106351101A (zh) * 2016-08-29 2017-01-25 山东省交通科学研究院 一种基于细粒式高性能沥青混凝土的重载交通道路路面铺装结构
CN106223152B (zh) * 2016-08-29 2018-07-10 山东省交通科学研究院 一种易于施工的细粒式高性能再生沥青混凝土
CN106868974A (zh) * 2017-03-09 2017-06-20 中国海洋石油总公司 一种全深式乳化沥青冷再生铺装结构
CN106868968B (zh) * 2017-03-30 2019-07-23 中核腾辉(昆明)基础设施开发有限公司 一种非柔性基层沥青路面整体厚板结构施工方法
CN106868968A (zh) * 2017-03-30 2017-06-20 中核恒通（昆明）基础设施开发有限公司 一种非柔性基层沥青路面整体厚板结构施工方法
CN109322225A (zh) * 2018-10-24 2019-02-12 山东省交通科学研究院 一种多层再生功能层排水抗裂型沥青路面维修结构
CN110184878A (zh) * 2019-06-17 2019-08-30 中交第三公路工程局有限公司 抗辙裂沥青混凝土路面结构
CN113215886A (zh) * 2021-04-22 2021-08-06 民航机场建设工程有限公司 一种新式机场装配式道面柔性过渡层体系及方法
CN113215886B (zh) * 2021-04-22 2022-08-12 民航机场建设工程有限公司 一种新式机场装配式道面柔性过渡层方法
CN114717901A (zh) * 2022-02-23 2022-07-08 河北工业大学 以钢丝网增强沥青混凝土为基层的全厚式沥青路面结构
CN114717901B (zh) * 2022-02-23 2023-08-18 河北工业大学 以钢丝网增强沥青混凝土为基层的全厚式沥青路面结构
CN114575212A (zh) * 2022-03-01 2022-06-03 中铁北京工程局集团有限公司 高承载力路面结构及摊铺施工方法

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