Publicaties

  • 22 juni 2016

    Labelling wegdekken

    Onderwerp Asfalt
    Auteur(s) Berry Bobbink, Arian de Bondt, Gerard Oude Lansink, Remco Hermsen, Frank Bijleveld
    Gepubliceerd CROW infradagen juni 2016
    Omschrijving Labelling van wegdekken is een categorisering (van A tot G) van eisen en richtlijnen (huidige en toekomstige) voor wegdekken, net zoals bij huizen en banden. Het doel van deze labelling is gemakkelijkere en transparante communicatie tussen opdrachtgever en opdrachtnemer, tussen wegbeheerder en weggebruiker/belastingbetaler/aan- en omwonenden en het bevordert de herkenbaarheid richting maatschappij en politiek. Ook kan het wegdeklabel gebruikt worden in de beheerfase en om het vervangmoment vooraf vast te leggen. De labelling van wegdekken moet leiden tot erkenning van een wegdek (het rij-oppervlak) als een industrieel te ontwerpen, bouwen en onderhouden product. Daarnaast vergemakkelijkt het de samenwerking met bandenfabrikanten en andere relevante industriepartners, met als resultaat snellere innovatiecycli (kortere doorlooptijden van noviteiten) en maakt het de optimalisatie van de interactie band-wegdek pas echt goed mogelijk. De beoogde aanpak om te komen tot wegdeklabels is geënt op de C-wegdekprocedure (geluid) om te komen tot een wegdeklabel per item, oftewel ten minste 5 gemeten representatieve wegvakken gemeten door een onafhankelijke certificerende instantie voor de vrijgave van wegdeklabels. De labels moeten gecategoriseerd worden op basis van gevalideerde meetmethoden (bij voorkeur in het laboratorium). Wegdeklabels zijn een stap voorwaarts ter professionalisering en industrialisering van de wegenbouwsector. In de paper zijn voor een aantal onderwerpen de labels, ter discussie, uitgewerkt: natte stroefheid, geluid en rolweerstand enerzijds (zoals ook bij de labelling van banden) en levensduur, restlevensduur draagkracht, comfort/trillingen, dwarsvlakheid, rafeling, scheurvorming en duurzaamheid anderzijds. Tot slot beschrijft de paper een visie en aanpak om in de toekomst verder te komen met de labelling van wegdekken.

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  • 07 juni 2016

    Reflective cracking included into routine design of new asphaltic pavements

    Onderwerp Asfalt
    Auteur(s) J.G.F. Schrader, A.H. de Bondt
    Gepubliceerd 8th RILEM International Conference Nantes, France
    Omschrijving During the past decades, it has been experienced that reflective cracking is a very complex phenomenon. Not only which one of the possible mechanisms behind the reappearance of cracks in new pavement surfaces (traffic, temperature variations in time or uneven settlements) is dominant, depends on the typical circumstances of a specific project, but also a variety of maintenance solutions often seems to be applicable. Examples are: (combinations of) thick overlays, use of modified asphaltic mixtures, application of stress-relieving systems or the incorporation of reinforcement. At motorway and airfield (maintenance and rehabilitation) projects there usually is time, budget and information. At those large projects it pays tribute to include reflective cracking into the routine design, because a cement treated base or concrete slabs are quite often present. From these specific pavement layers, cracks or joints propagating into and through the asphaltic overlay is the dominant mechanism. Ooms Civiel has developed an analysis method to include the crack driving mechanisms temperature variation and traffic into the routine design of new asphaltic pavements. The temperature influence is analysed by means of ARCDESO®; the traffic loading requires finite elements simulations. This paper explains the design method, which meets the challenge mentioned above. The method has been calibrated with long term field experience (crack mapping data) and is being validated continually.

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  • 01 juni 2016

    The development and use of the Skid Resistance and Smart Ravelling Interface Testing Device

    Onderwerp Asfalt
    Auteur(s) Radjan Khedoe, Arian de Bondt, Mirella Villani, Tom Scarpas
    Gepubliceerd 6th Eurasphalt & Eurobitume Congress
    Omschrijving Since June 2012, tyre manufacturers have been required to provide data in relation to the performance of their tyres through testing. The tyre label covers rolling resistance, wet grip or skid resistance, noise emission. These are important criteria to consider. In the future this kind of labelling system will be applied on roads. In such a case it is not desirable to build costly test sites to evaluate these criteria. There is a need of accurate laboratory testing device to perform such tests. Currently available lab and field friction testing devices do not allow for the evaluation of the interaction between relative speed, pressure and temperature on friction. A Skid Resistance & Smart Ravelling Interface Testing Device (SR-ITD®) has been designed and built for the study of the influence and the interaction of the various phenomena occurring at the rubber pavement interface. The device enables various combinations of slip velocity and pressure to be applied with concurrent measurement of temperature in the interface regions. With this device it is also possible to study the ravelling resistance of a surfacing material (asphalt, concrete or a surface dressing). The device was developed to study and evaluate materials in the laboratory on a smaller scale and much faster than in real practice. The materials to test can be the rubber on the tyres or the surface of the road, asphalt, concrete or other surface materials. This paper will describe the development and use of the machine till current date. An optimal tyre can only be developed with a representative road surface also an optimal road surface can only be developed with a representative tyre. With accurate testing devices the interaction between tyre and road can be solved.

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  • 01 juni 2016

    Development third generation Porous Asphalt

    Onderwerp Asfalt
    Auteur(s) Dhr. Arian de Bondt, Dhr. Kees Plug
    Gepubliceerd 6th Eurasphalt & Eurobitume Congress
    Omschrijving The use of Porous Asphalt (PA) has many advantages over standard dense road surfaces. A disadvantage however is the lower durability of this type of pavement compared to traditional wearing courses. Due to stricter requirements for noise reduction two-layer porous asphalt systems were introduced in 2007 in the Netherlands for motorways. Because of the total layer thickness of 70 mm in combination with a (limited) service life of 8-10 years, the two-layer Porous Asphalt system is not quite economically to apply within a DBFM contract (such as A-Lanes A15), because of the 20 years of maintenance.

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  • 16 augustus 2015

    THE ASPHALT CONSTRUCTION SITE OF THE FUTURE – A DUTCH PERSPECTIVE

    Onderwerp Asfalt
    Auteur(s) F. Bijleveld
    Gepubliceerd Conference on Asphalt Pavements for Southern Africa (CAPSA)
    Omschrijving This paper brings together challenges facing asphalt construction in the Netherlands and the vision for a Construction Site of the Future given ever-changing requirements of the road construction industry. Drawing on the experiences of more than 40 case studies monitored over a period of eight years, this paper highlights a few key issues relating to process improvement and how it can be addressed using current construction informatics. The vision is firstly communicated to professionals using a scenario for the asphalt Construction Site of the Future. The scenario is intended to highlight the potential benefits of integrating new sensor technologies and informatics into the rather complex asphalt construction process. Current practical challenges are then addressed including the development and integration of real-time information systems to support the process in the context of operational, tactical and strategic decision-making. We highlight the developmental implications for the construction industry should the vision for the future be adopted, the potential benefits of implementing new sensor technologies and informatics, the effects on human resources, and the potential impact on knowledge management initiatives. Finally, we position the important roles of public clients and contractors to successfully address challenges of variability in the asphalt construction process.

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  • 01 februari 2015

    Aligning laboratory and field compaction practices for asphalt – the influence of compaction temperature on mechanical properties

    Onderwerp Asfalt
    Auteur(s) F.R. Bijlevelda, S.R. Millera, A.H. de Bondt & A.G. Dorée
    Gepubliceerd Taylor & Francis
    Omschrijving The approach used to identify a compaction temperature in the laboratory, based on binder viscosity, provides a single compaction temperature whereas, on-site, a roller operates within a temperature window. The effect on the density and mechanical properties of rolling during a temperature window remains unclear. Consequently, asphalt concrete binder mixtures were compacted in different temperature windows in the laboratory using a Roller Sector Compactor, and the observed phenomena were then related to field study observations. The results show that while similar densities can be achieved in a broad range of temperature windows, other mechanical properties such as fracture energy may decline up to 30% if compacted outside the optimum temperature window. These results indicate that a compaction temperature window should form part of mix design and quality control. The paper proposes specifying a compaction window based on temperatures and the resulting mechanical properties rather than a single compaction temperature.

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  • 01 september 2014

    Jointless Asphalt pavements at integral Bridges

    Onderwerp Asfalt
    Auteur(s) Dr.ir. A.H. de Bondt
    Gepubliceerd Geo Art September 2014
    Omschrijving The transition between the pavement on a bridge deck and the pavement laying on the natural soil has been a problem for a long time. If the asphalt pavement is simply paved without measures onto the bridge deck, one can expect after a few or even during one severe winter, that wide cracks become visible at the bridge end.

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  • 01 juli 2014

    A brief introduction to polymer modified bitumen (PMB)

    Onderwerp Polymeerbitumen
    Auteur(s) Dr.ir. A.H. de Bondt, Ir. C.P. Plug
    Gepubliceerd Ooms Research & Development - Background information
    Omschrijving Two types of polymer are generally used to modify bitumen for road construction: plastomers and elastomers. EVA (Ethene-Vinyl-Acetate) and PE (Polyethylene) are examples of commonly used plastomers. SBS (Styrene-Butadien-Styrene) is the most used elastomer. Basically, plastomers increase the viscosity and stiffness of the bitumen. Elastomers also improve the elastic behavior of the bitumen.

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  • 18 juni 2014

    NL-LAB: Onderzoek naar de voorspellende waarde van proef 62

    Onderwerp Asfalt
    Auteur(s) Arian de Bondt, Radjan Khedoe, Sandra Erkens, Jan Stigter, Berwich Sluer, Alex van de Wall
    Gepubliceerd CROW infradagen juni 2014
    Omschrijving Sinds 2008 werken we in Nederland met functionele eigenschappen voor asfalt beton. Hierbij wordt niet zo zeer op het “recept” van het asfalt gestuurd, als wel op de eigenschappen ervan die van belang zijn voor het gedrag in de weg. Het idee hierbij is dat, als je de relevante asfalteigenschappen voor goed gedrag in de weg vastlegt in plaats van een omschrijving van hoeveel van wat er in het mengsel moet worden toegepast, dit meer ruimte biedt voor innovatie en optimalisatie. De schakel tussen de gebruikte functionele eigenschappen en het gedrag in de weg is hierbij cruciaal. Sinds 2008 blijken de trends in eigenschappen op een aantal punten af te wijken van de verwachtingen vooraf. Dit roept vragen op: waren de verwachtingen verkeerd? Zit er iets fout in de opzet van het systeem of de relatie tussen functionele eigenschap en gedrag in de weg? Of meten we nu zoveel meer en beter dat we andere dingen zien? In het NL-LAB onderzoek wordt het antwoord op deze vragen gezocht. Er wordt gekeken naar de functionele eigenschappen van AC mengsels die op verschillende manieren geproduceerd zijn: gemengd en verdicht in het lab (I), gemengd bij de molen en verdicht in het lab (II) en gemengd in de molen en verdicht in de weg (III). Dit geeft inzicht in de invloed van de wijze van produceren op de functionele eigenschappen. Daarnaast worden de eigenschappen van het bitumen in de verschillende stappen gevolgd en wordt er op vast tijdstippen na aanleg opnieuw naar het materiaal uit de weg gekeken om het verloop van de eigenschappen in de tijd te volgen. Tenslotte wordt er natuurlijk gekeken naar het gedrag van het materiaal in de weg. In deze bijdrage wordt de opzet van het project besproken en wordt een doorkijkje gegeven naar de eerste resultaten.

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  • 25 juni 2013

    Innovative design Rotterdam

    Onderwerp Asfalt
    Auteur(s) J.G.F. Schrader & A.H. de Bondt
    Gepubliceerd 9th International Conference on the Bearing Capacity of Roads, Railways and Airfields
    Omschrijving The “Euromax Container Terminal Rotterdam” project was started in 2005 on the last available area of the Maasvlakte I in the port of Rotterdam, the Netherlands. At the terminal Automatic Guided Vehicles (AGV’s) transport containers from vessel to stack over the so-called AGV-area. This AGV-area was tendered as a D&C(M) contract. The composition of the pavement consists of a grouted macadam surface layer, applied on two layers (bind and base) of polymer modified asphalt concrete, on top of a Cement Treated Base (CTB). The pavement structure was designed by means of amongst others the linear elastic multilayer program APSDS4 and the Finite Elements Modelling program CAPA-3D. The pavement structure specifications were set regarding rutting, evenness, drainage, skid resistance, bearing capacity, cracking and surface damage (ravelling, potholes, popouts, etc.). Laboratory testing of the sand subbase, CTB, asphalt concrete, tack coat and grouted macadam was performed to determine the optimum material properties for the design. The design life of the pavement is 20 years during which a maximum of 4,000,000 AGV’s will pass the normative location. The lateral wander of the AGV’s is very limited because transponders, which are drilled into the surface layer, guide them automatically. The final state-of-the-art pavement design was both competitive in costs and quality when compared to reinforced concrete or concrete brick pavements. During the design proces focus was on the use of locally available materials as much as possible, because of their economic and environmental benefits. Some interesting product and process innovations were applied. The container terminal is operational for more than 5 years and no significant damage has been reported yet.

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