A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT …docs.trb.org/prp/15-2557.pdf · 1 A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT ON ... TAF-EPOXY is a mixture of

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





Tel: (86)025-83792868 20

Fax: (86)025-83792868 21


23

24

Xin Song 25

Graduate Research Assistant 26





Tel: (86)025-83792868 31

Fax: (86)025-83792868 32


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

mailto:[email protected]




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


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


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


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


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


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


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


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


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


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


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


ACKNOWLEDGEMENTS 1

The authors are grateful to the sponsorship of contribution by National Natural Science Foundation of 2

China (NSFC, No. 51378122). 3

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Documents

A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT …docs.trb.org/prp/15-2557.pdf · 1 A POTHOLE PATCHING MATERIAL FOR EPOXY ASPHALT PAVEMENT ON ... TAF-EPOXY is a mixture of