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Transportudvalget 2019-20
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Offentligt

Climate friendly asphalt

Demonstration project

Dato

Sagsbehandler

Mail

Telefon

Dokument

Side

15. august 2019

Matteo Pettinari

[email protected]

+45 7244 7139

18/05744-10

Vejdirektoratet

Guldalderen 12

2640 Hedehusene

Telefon +45 7244 3333

[email protected]

vejdirektoratet.dk

SE 60729018

EAN 5798000893450

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Climate friendly asphalt pavement

–

demonstration project

Authors:

Matteo Pettinari,

[email protected],

Danish Road Directorate

Christian Axelsen,

[email protected],

Danish Road Directorate

Erik Nielsen,

[email protected],

Danish Road Directorate

Michael Ruben Anker Larsen,

[email protected],

Danish Road Directorate

Jørn Raaberg,

[email protected],

Danish Road Directorate

Finn Thøgersen,

[email protected],

Danish Road Directorate

Date:

August 2019

ISBN (web)

To be defined

ISBN:

To be defined

Carsten Niebuhrs Gade 43

1577 Copenhagen

Phone: +45 7244 3333

E-mail: [email protected]

www.vd.dk

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List of Contents

Summary and conclusions ............................................................................................................................. 5

Description of rolling resistance optimised asphalt in tender documents ............................................... 7

KVS tendering process and specifications ........................................................................................... 7

Production quality control .............................................................................................................................. 9

Material characteristics and fulfilment of requirements ........................................................................ 9

Sampling and delivery control data ....................................................................................................... 9

Traditional asphalt data....................................................................................................................... 11

Mechanical properties and characteristics of the asphalt materials ................................................... 15

Durability test performed at Ulster University ............................................................................................ 19

Introduction ......................................................................................................................................... 19

Change in texture depth due to simulated trafficking and percentage of mass loss .......................... 20

Construction quality control......................................................................................................................... 22

Thermal analysis: method description ................................................................................................ 23

Algorithm development ....................................................................................................................... 23

Analysis of the thermal data collected during the construction of the KVS sections .......................... 25

Quality control using functional measurements .................................................................................. 27

Analysis of the functional properties .......................................................................................................... 30

Surface characteristics measured in April 2019 ................................................................................. 34

Noise measurements on KVS pavements .......................................................................................... 36

Evaluation of the KVS noise spectra compared to SRS and standard SMA pavement ..................... 38

Expected KVS Noise mechanism and development .......................................................................... 39

Measuring Rolling Resistance and Fuel consumption .............................................................................. 42

Description of the TUG trailer ............................................................................................................. 42

Temperature Correction Factor .......................................................................................................... 43

Rolling Resistance measurements ..................................................................................................... 43

Fuel consumption measurements ....................................................................................................... 46

Potential for CO2 reduction based on surface characteristics ................................................................ 50

Economic perspectives of paving KVS ....................................................................................................... 53

Socio-economic analysis .................................................................................................................... 53

Economic implementation analyses ................................................................................................... 56

Conclusions ................................................................................................................................................... 58

References ..................................................................................................................................................... 62

Annex A

Annex B

Description of requirements (intended goal) for the asphalt material for the

Requirements in tendering document for motorway M30 (Entreprise 79) ............................ 68

demonstration trials ...................................................................................................................................... 64

Annex C Overview table of bituminous binders ......................................................................................... 75

Annex D Overview table of asphalt materials ............................................................................................. 77

Annex E Metodebeskrivelse for termografisk måling - UDKAST ............................................................. 79

Introduktion ......................................................................................................................................... 79

Begrebsforklaring ................................................................................................................................ 80

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Udstyr .................................................................................................................................................. 81

Kameraspecifikationer ........................................................................................................................ 81

Andet udstyr ........................................................................................................................................ 81

Kalibrering, kontrol .............................................................................................................................. 81

Registrering af data............................................................................................................................. 82

Analyse ............................................................................................................................................... 83

Rapportering af resultater ................................................................................................................... 83

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Summary and conclusions

The Danish Road Directorate (DRD) received a grant from Den Grønne Pulje of 3.1 Mio DKK to take the

recently optimized Climate Friendly Asphalt (KVS) to a demonstration phase. The project objective was to

upscale the construction of pavements with low rolling resistance characteristics in order to demonstrate and

evaluate benefits and challenges related to this new mix type.

The project was structured in different Work Packages (WPs):

WP1 - Identification of sections for energy efficient pavements;

WP2 - Description of rolling resistance optimised asphalt in tender documents;

WP3 - Production quality control;

WP4 - Construction quality control;

WP5 - Pavements functional characteristics;

WP6 - Measuring Rolling Resistance and Fuel consumption.

Four different test sections were paved by four different contractors. KVS specifications were given by the

DRD based on the European product standard EN13108-5:2016 plus additional features. All the produced

mixtures and relative binders were tested to evaluate how different mixture ingredients and productions type

were impacting the expected KVS properties. Paving operations were monitored and recorded using tem-

perature control. This decision was taken because the experience, gained during the optimization of this

material type, has shown that the construction phase has a very strong impact on the functional properties of

the finished layer.

All finished KVS pavements were monitored to verify that the expected requirements and properties were

met. All fundamental functional properties such as texture, friction, roughness and noise were measured by

the DRD. Rolling Resistance and Fuel consumption were also measured to verify the final effectiveness of

the obtained properties.

In general, the project has shown that KVS asphalt has long lasting texture with reduced Rolling Resistance

and fuel consumption properties. Noise reduction of a KVS pavement does not differ significantly from

standard SMA8 but it is expected to last longer over time due to the enhanced durability and stability of the

texture.

Based on the present demonstration project the following results have been found:

Expected CO

reductions, averaged over a pavement life span of 17 years, are approx. 1.5% and

1.1% respectively compared to standard SMA 11 and SMA8 (Table 18);

Durability of the KVS pavements is comparable to standard SMA11 (expected life time is 17 years);

Noise reduction of the KVS is similar to standard SMA8 but it is expected to last longer due to the

long-lasting properties; 2 dB noise reduction goal was met only on M30 (Table 14). On the other test

sites some challenges were faced during paving.

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Quality of the paving operations have a strong influence on the quality of the finished layer. It is rec-

ommended to investigate further the possibility of using thermal analysis during paving.

Most of the contractors have found this pavement type difficult to pave compared to standard pavement

types and some minor adjustments have been commonly identified to facilitate paving operations and reduce

risks. This mix design adjustments are not expected to introduce any significant differences in the perfor-

mance but are expected to reduce risks of low friction and improve noise damping effect.

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Description of rolling resistance

optimised asphalt in tender documents

KVS tendering process and specifications

Four different contractors were involved in the demonstration project on Climate friendly asphalt. The list of

paved test sections and corresponding contractor is summarized in the table below (Table 1):

Table 1 - List of Climate friendly sections paved in 2018

Location

Distrikt Øst-

danmark

Distrikt Øst-

danmark

Distrikt Øst-

danmark

Distrikt Øst-

danmark

Distrikt Syd-

danmark

Distrikt Øst-

danmark

Name

Helsingørmotorvejen

Sydmotorvejen

Østjyske Motorvej

Skovvejen

119

Lanes

Length

[km]

1,5

Side

From

400994

410000

1370545

1390495

900660

200700

410475

410520

1440020

1430400

920252

220373

pavement

type

50SMA

80SMA

TBk

80AB

80SMA

60SMA

Last

paved

1993

2001

2000

1994

2005

Contractor

Munck

NCC

YIT

Colas

Paved

week

42-43

The first three sections were tendered as conventional SMA8 and only in a second phase the contractor

adjusted the mixture recipe to the KVS asphalt specifications. The present process could not guarantee

proper competition between contractors on the specific product.

Based on these drawbacks, a change in the tendering process was approved. DRD has tendered the last

section of Climate Friendly asphalt as

a “demonstration

project”. In this case, it was possible to use the spec-

ifications of the EN13108-5 (2016 version). The official name of the mix type was SMA 8 KVS and the follow-

ing significant requirements

–

apart from the grading - were included in the bidding document:

1) Volumetric requirements

- Voids content [Vmin - Vmax]: 1.5% - 4.5%;

- Voids Filled by Bitumen [VFBmin - VFBmax]: 80

–

92 %;

Voids in the Mineral Aggregates [VMAmin]: ≥ 18 %;

- min 5.0% of limestone filler;

- 1.5% of Hydrated lime as active filler;

- Bitumen 40/100-75;

- Bitumen content 7.1% (based on aggregate density of 2.65 Mg/m ).

2) Mechanical requirements

Indirect Tensile Ratio (water resistance) [ITRSmin]: ≥ 80 %

at 15° C, DS/EN 12697-12;

- Permanent

deformation [WTSAIRmax]: ≤ 0.04

mm/10 cycles at 60°C, 40 mm and

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compaction ≥ 99 %, DS/EN 12697-22:2007;

Permanent deformation [PRDAIRmax]: ≤ 5.0 % at 60°C, 40 mm and compaction ≥ 99 %, DS/EN

12697-22:2007;

- Stiffness Modulus [Smin - Smax]: 1,500

–

5,000 MPa at IT-CY, 10°C and 124 ms; DS/EN 12697-

26:2018 Annex C.

The requirements were defined based on the results of different projects (COOEE, COOEE+, ROSE,

INNOENERGI, DURAPAV) within which DRD has investigated aspects of the durability of low rolling

resistance mixtures.

The drafted tendering document used in the M30 will be revised based on all the collected data from

mixtures characterization and functional measurements.

Mix specifications used during the negotiation process and the tendering document from the M30 are

included respectively in the Appendix A and B.

After the construction of the different test sections, DRD and the contractors had a very open dialogue where

the described specficiations were dicsussed. Both parts have agreed that the present mix design does not

give much room for typical production variability. KVS mix design limits and boundries need to be loosened

in order to reduce the risks related to construction. Minor changes to the new specifcations should be applied

in order to accommodate some of the concerns faced by contractors and experienced in the field. In

particular the following changes have been suggested:

Percentage of passing 2 mm sieve should be 26

–

34 %;

min. bitumen content from 7.1 to 6.8% (based on aggregate density of 2.65 Mg/m3)

min. % of limestone filler from 5.0 to 4.5%;

multiple possibilities about adhesion improving filler:

a) 1.5% of Hydrated lime

b) 2.0% of cement

c) Alternative chemical additive including 1.5 % limestone filler

Maximum Stiffness Modulus [Smax]: from 5000 to 7.000 MPa at IT-CY, 10°C og 124 ms; DS/EN

12697- 26:2018 Annex C;

Permanent deformation [WTSAIRmax]: from

≤ 0,04

mm/10 to

≤

0,06 mm/10 cycles at 60°C, 40 mm

and compaction ≥ 99 %, DS/EN 12697-22:2007.

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Production quality control

Material characteristics and fulfilment of requirements

With respect to production quality control and material characteristics, six different asphalt materials,

identified in Table 2, were investigated. The materials will be linked to more details about company and

project location so in this deliverable the overall reference to the individual materials are their sub-project

number, KLIVE18#xx. Other references will only be given in abbreviated form. The rolling resistance

optimised version of stone mastic asphalt is in Denmark designated with the abbreviation SMA 8 KVS.

The requirements, which the contractors were faced with, depend on the type of ordering. For the first three

demonstration trials, the contractors were asked to fulfil, to the best of their ability, the specifications given in

Annex A. Requirements on SMA 8 KVS for tendering the new surface layer om motorway M30 are given in

Annex B.

The contractors were asked

–

preferably before paving

–

to provide their specification for the mix design

including mixture properties such as stiffness modulus and wheel tracking resuts in order to evaluate to

which extent the proposed requirements for the mix type SMA 8 KVS were successfully abided. Often the

offered characteristics were based on laboratory produced mix since neither time or pre-trials could have

allowed for availability of plant produced mix (normally preferred mix type for evaluation of material

characteristics in Denmark). In some cases characteristics for rut resistance at 60 °C and stiffness at 10 °C

were allowed to be documented after the sections had been paved in order to have access to plant produced

mix. The specifiers presumed with some confidence that these characteristics would

be “in an acceptable

range” if the more traditional composition and volumetric requirements were fulfilled.

Table 2 - Overall designation and main feautures of the asphalt materials

Sub-project

number

KLIVE18#01

KLIVE18#02

KLIVE18#03

KLIVE18#05

KLIVE18#06

Material type

SMA 8 KVS

“SMA 8 KVS”

SMA 8

Location

Road number

M14

Hldv 119

M60

M30

Systofte

Contractor

Munck Asfalt A/S

Colas Denmark A/S

YIT A/S

NCC Industry A/S

Type of ordering

Demonstration trial

Tendering process

Functional contract

with local

community

Tendering process

KLIVE18#07

M30 ramp

NCC Industry A/S

Role in

project

Candidate

material

Candidate

material

Candidate

material

Candidate

material

Pre-trial

Variant of

KLIVE18#05

Reference

material

Sampling and delivery control data

In connection with each test section, extensive sampling (~200 kg asphalt and ~5 kg bitumen) was

performed for a combination of delivery control and advanced material characterisation. In Table 3 and Table

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4, the tests or characteristics are listed with reference to the test standards. This present deliverable

concerns only the initial evaluation of fulfilment of the desired target by the individual asphalt contractors.

Table 3 - List of test standards for asphalt materials and additional information on conditions if necessary

Test or characteristica

Binder content

Aggregate density

Marshall density

Marshall compaction temperature

Maximum density

Void content

Void in Mineral Aggregate

Void filled with binder

VB/VS ratio

Gradation

0.063 mm

–

11.2 mm sieve

Gyratory Compaction

Density after 200 gyrations

Void after 200 gyrations

Compaction Energy Index

ISTM modulus

10 °C - mean (std) Marshall compacted sample

Density of samples

10 °C - mean (std) [gyratory sample @ 200]

20 °C - mean (std) [gyratory sample @ 200]

10 °C - mean (std) [plate compacted, cored]

20 °C - mean (std) [plate compacted, cored]

Wheel Tracking Test at 60 °C

Wheel Tracking slope, WTS

Rut Depth, RD

Proportional Rut Depth, PRD

Standard

DS/EN 12697-1:2006 or

DS/EN 12697-39:2012

DS/EN 1097-6:2013

DS/EN 12697-6:2012

DS/EN 12697-30:2012

DS/EN 12697-5:2010

DS/EN 12697-8:2003

Unit

Mg/m

DS/EN 12697-2:2015

DS/EN 12697-31:2007

Mg/m

DS/EN 12697-26:2012 Annex C

DS/EN 12697-6:2012

DS/EN 12697-26:2012 Annex C

DS/EN 12697-26:2012 Annex F

DS/EN 12697-22 + A1:2007

MPa

Mg/m

MPa

mm/1000 cycles

The last test method in Table 4 is introduced as a check (primarily on recovered binder) in order to ensure

that results for Elastic recovery, Force ductility and rheology are not biased by excessive amount of

remaining filler from the extraction of the bituminous binder from the asphalt material.

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Table 4 - List of test standards for bitumen and recovered bituminous binder and additional information on conditions if

necessary

Test or characteristica

Penetration at 25 °C

Softening Point Ring & Ball

Elastic Recovery at 10 °C

elongation or length at rupture

Force Ductility at 5 °C

elongation or length at rupture

Rheology - DSR (-10 °C - 100 °C ; 0,01 Hz - 30 Hz)

Rheology - MSCRT (50 °C,. 60 °C & 70 °C)

-1

Infrared spectroscopy (KBr, 4000

–

400 cm )

Ash or remaining filler content

Standard

DS/EN 1426:2015

DS/EN 1427:2015

DS/EN 13398:2017

DS/EN 13589:2018

DS/EN 14770:2012

DS/EN 16659:2015

In-house, gravimetric, 430 °C

Unit

0.1 x mm

°C

J/cm

MPa & °

Absorbans

Overview of data availability from the six asphalt materials and their bituminous binders (either original

bitumen or recovered binder) is given in Annexes C and D. In the following parts of this deliverable values

will be extracted from these tables or from data files which the tables mention as available. At present, the

focus primarily will be on the values from the tested materials.

Traditional asphalt data

Table 5 shows the traditional asphalt data (binder content and densities) and the volumetric proportions of

the material which can be calculated from the values. Based on former Danish tradition for open graded

asphalt materials, the ratio between volume percentage of binder over volume percentage of aggregate is

also calculated, as Denmark used to have a minimum value requirement for this ratio in order to avoid lean

and moisture sensitive mixes.

Table 5 - Traditional asphalt data from analysis (binder content, densities and calculated volumetric characteristics).

KLIVE18#01

SMA 8 KVS

KLIVE18#02

SMA 8 KVS

KLIVE18#03

SMA 8 KVS

KLIVE18#05

SMA 8 KVS

KLIVE18#06

SMA 8 KVS

7.2

2.720

2.376

2.429

2.2

18.9

0.205

Characteristic

Unit

Binder content

Aggregate density

Marshall density

Maximum density

Void content

Void in Mineral Aggregate, VMA

Void filled with binder

Binder-Aggregate ratio (v/v)

Mg/m

6.4

2.715

2.400

2.454

2.3

17.2

0.18

6.7

2.726

2.387

2.451

2.7

18.3

0.191

6.3

2.916

2.536

2.610

2.8

18.6

0.193

7.1

2.723

2.348

2.434

3.6

19.9

0.204

6.1

2.702

2.320

2.455

5.5

19.4

0.172

Figure 1 shows the grading curves depicted from the specifications of the different asphalt contractor.

KLIVE18#01

–

KLIVE18#06 are of type SMA 8 KVS, while KLIVE18#07 (with the punctured line) is a

standard SMA 8 which is used as a reference in this project. KLIVE18#06 is shown with the same line colour

KLIVE18#07

SMA 8 ref.

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as KLIVE18#05 but with a dotted line, since KLIVE18#06 was engineered to have the same grading as

KLIVE18#05 but with a paving grade 40/60 bitumen.

Figure 1 - Grading curves from the asphalt contractors' specifications

Figure 2 shows further details of the grading curves with the difference between the analysed grading curve

from the asphalt contractors’ grading curve. This graph sums up two elements of potential

deviations from

the specified value: the first is the standard error by production, sampling and analysis; the second is that

some of the contractors were asked to consider minor adjustments of the grading curve in the part below 2

mm just prior to production and paving. The purpose was

–

based on the experience of the first trial section

–

to minimise further the risk of having poor friction of the pavement. Since some of the changes happened

very late, these were not included in the initial specification which was based on laboratory produced mix.

The plant produced asphalt materials were then considered a reliable

“reference”

because the former

specification was based on laboratory produced mix which in Denmark is seen as a secondary level

reference for material properties.

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Figure 2 - Difference between the analysed grading curve and the specified grading curve

Figure 3 shows the deviations from the target grading curve of the analysed grading curves of the SMA 8

KVS (as given in Annex A) which has been specified for the asphalt material. Tolerance bands, with respect

to single value determination in accordance with DS/EN 13108-21:2016, are included for information. Figure

3 shows that all five SMA 8 KVS grading curves satisfy within the production tolerances the specified mix

type as described in Annex A.

Table 6 contains the simple binder data for each of the five SMA 8 KVS and SMA 8 ref. The table includes

the analysed data for the original bitumen and the recovered binder. Under each material the contractor’s

information from the specification/DoP (Declaration of Performance) is added. The softening point Ring &

Ball in the DoP for KLIVE18#06 is supposed to represent a neat 40/60 bitumen, while the similar value for

the DoP for KLIVE18#07 represents the target value, since this asphalt material contains approx. 14 % of

reclaimed asphalt surface layer. For the elastic recovery the value or range of the elongation or length at

rupture for three determinations are given.

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Figure 3 - Deviations from the desired target grading curve of the SMA 8 KVS (see Annex A) and the analysed grading curve

including the tolerance bands from DS/EN 13108-21:2016 for single values.

Table 6 - Simple binder data for original bitumen and recovered binder together with contractor's specification.

KLIVE18#01

Contractor's

specification

Recovered

binder

Original

bitumen

Original

bitumen

KLIVE18#02

Contractor's

specification

Recovered

binder

Original

bitumen

KLIVE18#03

Contractor's

specification

40 - 100

40/60

= 55

Contractor's

specification

Recovered

binder

75.4

76.3

200

KLIVE18#07

Recovered

binder

58.4

Original

bitumen

52.4

7.3

0-60

Testmethod

Unit

Penetration at 25 °C

Softening Point R&B

Elastic Recovery at 10 °C

elongation or length at

rupture

0.1 x

°C

70.6

86.8

200

61.2

200

40 - 100

> 75

76.6

77.8

200

75.2

78.3

200

40 - 100

80.0

76.0

79.8

200

KLIVE18#05

Contractor's

specification

Recovered

binder

Original

bitumen

Original

bitumen

KLIVE18#06

Contractor's

specification

40/60

= 55

Recovered

binder

54.2

Testmethod

Unit

Penetration at 25 °C

Softening Point R&B

Elastic Recovery at 10 °C

elongation or length at

rupture

0.1 x

°C

69.6

86.1

200

64.6

78.3

200

75.0

52.4

5.0

50-56

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Further assessment of the characteristics of the bituminous binders (among others rheology and ageing) will

be dealt with in a future deliverable.

Mechanical properties and characteristics of the asphalt materials

This paragraph includes three items:



Gyratory compaction;

Stiffness modulus;

Wheel Tracking Test (WTT).

Table 7 shows the results of the gyratory compaction with density and voids after 200 gyrations. From the

compaction curve, Compaction Energy Index (CEI) is calculated, as the area under the curve of percentage

maximum density versus gyrations from the 8 gyration until 92 % of maximum density (Bahia et al.,1998).

This value of CEI has been used in previous projects (Pettinari et al. 2017), but the overall experience with

the interpretation of CEI is limited. From the values in Table 7, it can be seen that the applicability of CEI on

the mortar rich SMA 8 KVS material type might be questionable. Values for SMA 11 has been found in the

order of 200

–

400 while a variant of the SMA 8 KVS was close to zero (or with borderline negative single

values). In general, these CEI values give the perception that KVS mixture has very high self-compacting

property given by the chosen mix design. The high percentage of fines adopted to produce a low texture

depth have an impact on the relative air voids of the mixture. Also, the percentage of binder enhances the

self compactability which turn into a drawback when compaction temperature is higher than the optimal. This

might explain some of the problems obtained during the construction of the section on M60 (KLIVE18#03).

Table 7 - Results of gyratory compaction and calculation of Compaction energy Index (CEI)

KLIVE18#01

SMA 8 KVS

KLIVE18#02

SMA 8 KVS

KLIVE18#03

SMA 8 KVS

KLIVE18#05

SMA 8 KVS

KLIVE18#06

SMA 8 KVS

2.392

1.53

2.6

Gyratory Compaction

Unit

Density after 200 gyrations

Void after 200 gyrations

Compaction Energy Index

Mg/m

2.415

1.56

5.8

2.423

1.58

7.7

2.588

0.83

0.1

2.379

2.28

19.5

2.424

1.27

43.9

Table 8 contains the measured values of stiffness in accordance with DS/EN 12697-26 Annex C. The mean

values of stiffness at 10 °C and 20 °C are given together with the respective standard deviation in

parenthesis. The data are also shown in Figure 4. The ratio between the two moduli in Table 8 can be seen

as a crude measure for the temperature sensitivity of the material. The asphalt specimens are six cylindrical

specimens (approx. 101 mm in diameter and height approx. 40 mm) cored and cut out of three gyratory

specimens with a diameter of 150 mm compacted to 200 gyrations. It is important to remember these

compaction conditions, when the values eventually shall be compared with data from the asphalt contractor

which most likely will measure stiffness on specimen after Marshall compaction (2 x 50 blows).

KLIVE18#07

SMA 8

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Table 8 - Measured ITSM modulus (stiffness) at 10 °C and 20 °C on gyratory compacted specimen (200 gyrations). Mean values

and standard deviation (in parenthesis).

KLIVE18#01

SMA 8 KVS

KLIVE18#02

SMA 8 KVS

KLIVE18#03

SMA 8 KVS

KLIVE18#05

SMA 8 KVS

KLIVE18#06

SMA 8 KVS

Characteristic

Unit

Density of samples

ISTM at 10 °C

ISTM at 20 °C

Ratio (20 °C/10 °C)

Mg/m

MPa

2.420

5,376

(334)

2,469

(238)

0.459

2.438

8,213

(806)

2,569

(137)

0.313

2.587

9,655

(641)

3,507

(207)

0.363

2.413

4,383

(281)

1,835

(120)

0.419

2.43

9,638

(637)

4,055

(507)

0.421

2.427

12,249

(1,269)

5,903

(809)

0.482

Figure 4 - Indirect Tensile Stiffness Modulus at 10 °C and 20 °C

A preliminary conclusion on the ISTM stiffness is that combining the desired grading curve and a 40/100-75

polymer modified bitumen, in accordance with DS/EN 14023, does not automatically assure that the ISTM

stiffness at 10 °C is below or in the order of magnitude of 5,000 MPa. KLIVE18#02 and KLIVE18#03 have

moduli at 10 °C significant higher than 5,000 MPa. Based on these results, DRD has decided to raise the

Smax limit from 5,000 MPa to 7,500 MPa. On the other side, some contractors must consider to apply small

changes to their KVS mix design.

KLIVE18#07

SMA 8

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The procedure for WTT follows DS/EN 12697-22 + A1:2007. The test involves a set of two pairs of compact-

ed AC samples in a conditioned ambient at 60°C and subjecting them to cyclical loading from a rolling-wheel

device. The objective of the test is to measure the depression (in mm) formed on the specimens after a pre-

defined number of cycles, or to record the number of cycles required to achieve a predefined maximum de-

pression level. The results are represented in Figure 5.

Figure 5

–

summary of the results obtained from wheel tracking test at 60°C

All significant properties related to the permanent deformation resistance defined in the tendering documents

are listed in Table 9.

Table 9

–

WTT test results as defined by CE marking

Rut Depth

Navn

KLIVE18#01

KLIVE18#02

KLIVE18#03

KLIVE18#05

KLIVE18#06

KLIVE18#07

2.6

1.2

1.3

2.0

7.0

2.4

Proportional

Rut Depth

PRD

6.4

3.1

3.3

4.9

17.6

6.1

Height

Wheel Track-

ing Slope

WTS

mm/1.000 cy-

cles

0.03

0.023

0.019

0.070

0.495

0.108

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WTT test results show that most of the KVS mixtures met the requirements. The only exception is represent-

ed by KLIVE18#05 due to the WTS exceeding the 0.050 mm/1000 cycles. Risk of rutting problem is anyway

excluded due to many aspects such as: weight x square meter of the paved layer, asphalt sample repre-

sentativity and very demanding KVS requirements. It is expected that WTT requirements will be fulfilled by all

the contractors by applying small adjustments to the KVS mix design. (An additional point is that the preci-

sion of the test method with respect to WTS (Wheel Tracking Slope) has not been established, yet).

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Durability test performed at Ulster Uni-

versity

Introduction

To further assess and verify the mixture performances, DRD has decided to include an additional test to

study the durability of the textures on specimens sampled from the 6 different sections. The idea of testing

specimens cored from the field is due to the need of accounting for the impact on the overall KVS asphalt

production and paving.

The most feasible solution has been identified at the University of Ulster in North Ireland. The laboratory

facility has an accelerated loading device, Road Test Machine (Figure 6), which allows testing samples taken

directly from the field.

Figure 6 - Road Test machine at University of Ulster

The Road Test Machine (RTM) located at Ulster University was used to simulate dry, slow speed, high con-

tact stress interaction between the test tyre and the surface texture of the core. This test is known in the UK

as the Wear Test and is used as part of the certification process for testing High Friction Surfacing Systems

(HFS).

The RTM consists of a 2.1 m diameter horizontal table that rotates at 10 rpm. Ten test specimens can be

fixed to this table. Two vertically mounted 195/70R14 test tyres each apply a load of approximately 5 kN.

Tyre inflation pressure is 30 psi. The temperature of the test room is maintained at 10 +/- 2°C during simulat-

ed trafficking. The change in surface texture related properties was determined. This investigation included

skid resistance, mass loss, texture depth and visual appearance. Only the most relevant results, extracted

from the report delivered by Ulster University, are included in the present notes.

The following pavements have been chosen and tested:

SMA8 KVS (M14

–

KLIVE18#01)

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SMA8 KVS (vej119

–

KLIVE18#02)

SMA8 KVS (M60

–

KLIVE18#03)

SMA11 Reference (M14)

SMA8 Reference (M14)

SMA8 SRS (M40)

Due to time constraints, samples from the M30 (KLIVE18#5) have not been included in the present experi-

ment.

Change in texture depth due to simulated trafficking and percentage of mass loss

The Macrotexture depth (MPD) of each 142 mm diameter core was determined using a modified version of

the volumetric patch technique (EN 13036-1:2010). The 142 mm diameter of each core meant that the

standard 50 ml volume of material could not be used. The standard test method was modified to determine

the mass of sand required to infill the surface texture of each core. The volume of required material could

then be used to calculate a modified Macrotexture Depth.

Figure 7 Plot of modified MPD data.

The change in texture depth, measured on the tested specimens, shows that KVS mixtures have a stable

texture in particular when compared to conventional mixtures. These results highlight that the difference in

rolling resistance properties between KVS and standard mixtures might increase with time due to the

different rate of texture development.

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The mass of each core was recorded after each period of simulated trafficking. This mass loss was used to

calculate a percentage wear value for each core.

Figure 8

–

Wear data calculated as percentage of mass loss

The accelerated test results obtained using the RTM confirmed what measured at VTI using the circular road

test (Pettinari et al. 2018). In general, KVS pavement exhibits the most stable texture with the lowest per-

centage of mass loss when compared to standards SMA and SRS mixtures. To provide a more precise esti-

mation of the expected life, it is important to monitor these sections over the coming years and compare field

data to those measured on the RTM. RTM results are promising with regards to durability and it is possible

to assess that the expected life time of KVS mixture should be at least not lower than what shown by stand-

ard SMA 11.

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Construction quality control

All the KVS test sections have been monitored during the construction. At each construction site, a paver

was equipped with an infrared (IR) thermal camera in order to monitor the temperature of the newly paved

asphalt layer as it left the screed of the paver. This has provided a thermal data set from each test site.

Different technologies have been used and these are listed in Table 10. The reference name of asphalt

mixtures are also included in the next table for any comparison to the the laboratory testing.

Table 10 - Road sections where thermal data was collected.

Name of road

Helsingørmotorvejen

Skovvejen

Østjyske motorvej

Sydmotorvejen

Adm.

Side

14 R

119 L

60 R

30 L

Lane

H+F

From km

41/0000

22/0373

90/0660

To km

41/0520

20/0700

92/0252

Contractor

Munck

Colas

YIT

Supplier of

Mix ref.

IR system

KLIVE18#01 TF Tech-

nology

KLIVE18#02 Vögele

KLIVE18#03 Vögele

KLIVE18#05 Vögele

137/0000 145/0000 NCC

The activities completed within this phase can be categorized as a pilot project because for the first time the

DRD has used thermal data collected from the paver to estimate and evaluate, using a consistent procedure,

quality of the paving operations.

The main objectives of using this technology during paving operation are:

To measure and document thermal readings of the paved HMA as it leaves the screed of the paver;

To develop a control tool to monitor paving operations.

In fact, thermal data of the paving operations become interesting when quality and performance of the fin-

ished asphalt layer must be guaranteed. Thermal segregation, which can be evaluated using thermal read-

ing, can lead to uneven surface properties and premature failure due to a lack of compaction. Thermal imag-

ing technology was found to be an effective tool in identifying temperature segregation during paving [Louay

N. et al. 2019].

The present approach is not only meant to control the contractor but has also the scope to help the contrac-

tor understanding potential problems related to production and paving by:

making a method description that gives contractors certain degrees of freedom, allowing for the best pos-

sible outcome and learning scenarios;

making a method description that involves iterations of feedback rounds with the involved contractors and

the suppliers of the IR systems.;

determining the needed data structure, format and output.

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Thermal analysis: method description

A method description was developed. It must be considered an intermediate version (alpha) because it is

key for a successful method description, to continuously keep gathering experiences from the contractors

and the developers of the used technologies.

The method description was formulated in a way that it should be fulfilled by as many devices as possible.

This is necessary in order to keep a focus on what has to be delivered and not forcing the use of any certain

supplier in order to satisfy the task.

To meet the wish of DRD for getting proper and useable thermal data keeping an open market of suppliers,

certain degrees of freedom must be allowed in the method description and this is given by an iterative pro-

cess between the DRD, the contractors and the developers/suppliers of the technology.

Requirements set in the method description are so far based upon the ‘AAB for varmblandet asfalt’ and the

capability of several different suppliers measuring systems.

The key feature of the method description is to first and foremost give a clear picture of the data that is to be

delivered and respective requirements.

A version of the method description for Thermal Profiling has been drafted and included in the tendering

material for the upcoming project on Haderup Omfartsvej (Annex E).

Algorithm development

To get this process started, a code was developed to identify surface areas that are inhomogeneous in tem-

perature. Two fundamental inputs must be defined and used to process thermal data:

Critical temperature gradient (ΔT): temperature difference between two adjacent areas;

Cessation temperature (C

): temperature where compaction is no longer possible.

Using these two temperature inputs, the data can be processed, and the outcome is represented as example

in the Figure 9. In this specific case, a temperature gradient of 14°C was used and 80°C was defined as

cessation temperature. Both temperatures must be defined in relation to the asphalt mixture properties.

The developed algorithm is accessible by the following link “https://github.com/roadtools/roadtherma”.

The

code firstly trims the raw thermal data:

by identifying and removing any area and foreign objects with a temperature lower than C

; these

parts won’t be computed as paved area and consequently not used to provide any statistical evalua-

tion of the quality of the paving operation;

2) by removing portions of the longitudinal joints that were measured but belonging to existing surfaces

scanned by the thermal device;

3) From the trimmed data, the code identifies and calculates how much area in the percentage exceeds

ΔT

(in relation to any given temperature input) and generates a plot.

4) Additionally, the temperature distribution of the surface area is calculated and plotted, cf. example

from the paving operation at Helsingørmotorvejen in Figure 10.

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Figure 9 - Plot of raw data and plot of trimmed data. Example from operations on M14.

Figure 10 - Plots of percentage of surface area exceeding critical temperature levels in relation to potentially critical threshold

temperature and plot of temperature distribution. Example from operations on M14.

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The developed code should be considered an alpha version and further investigation is requried. Thermal

analysis represents an optimal solution to improve quality control and motivate contractors to focus on

paving operations. The possibility of gaining more experience with this type of technology must be

considered because the benefit related to the use of these data type is significant in particular when even

surface properties and durability are demanded (Williams C. R. et al., 2016). In the next paragraph, all the

data collected during the construction of the KVS sections are represented.

Analysis of the thermal data collected during the construction of the KVS sections

Analysis of the thermal data collected during the paving operations of the KVS sections have been complet-

ed focusing on studying the temperature variability. Furthermore, by using the developed algorithm, it was

possible to estimate a percentage of the paved area which did not satisfy the temperature gradient criteria.

Different temperature gradients were studied.

All data have been trimmed as described in the algorithm to avoid that foreign objects and pavement joints

would affect the statistical analysis. It must be acknowledged that two different technologies were used. It

was not possible to compare the two technologies over a standard surface to quantify potential biases relat-

ed to the two devices. To further investigate the possibility of implementing this technology, it is highly rec-

ommended to compare the two devices over the same surface and compare the outcome of the developed

algorithm.

Considering the collected data, the following relevant information must be listed (Table 11).

Table 11

–

Differences between the construction sites and thermal devices used

Section

M14

119

M60

M30

Job

(day/night)

night

day

paver type

lane width

full width

feeder

(Yes/No)

Yes

Thermal De-

vice

TF technology

Vogele

Table 11

confirms that there are several variables on each construction and it won’t be possible to establish

to what degree the variables have affected the results.

Figure 11 summarizes the analysis of the paving temperatures in a histogram over the distribution between

80°C and 180°C considering 10°C intervals. The results show that the section paved on the M30 during the

day and using the feeder has the most even temperature distribution. 60% of the total area was paved within

140 - 150°C interval and 80% within 130 - 150°C. Based on the mix design properties, having a big percent-

age of the paved area within 150

–

160°C increases the risk of drain down problem. M60 is the section which

has shown this phenomenon in the field. On the other side, if the temperature is low (between 80 - 120°C)

than the mixture cannot be properly compacted, and the surface might result too rough. Temperature analy-

sis shows that this mix type is very difficult to work because of the way it has been designed and demands

very even temperature conditions during paving operations. If the mix gets over-heated, the thickness of the

aggregates coating is reduced increasing the amount of “free binder”

which can flow to the surface giving

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friction problems when voids in the mixture are lower than 1.5% (considering a gyratory sample at 200 gyra-

tions).

Figure 11

–

Temperature distribution of the paved KVS sections

Figure 12 shows the percentage of paved area which exceeded the temperature gradient requirement used

as input. In this specific case, different gradients have been used as filter in the algorithm and interpolated.

These data can be divided into two groups. M30 and M14 have lower percentage of area for most of the

investigated temperature gradients when compared to the other construction sites. These data could be

used to evaluate thermal segregation by looking into the evolution of the surface properties over the coming

years. It is expected that with high gradients, the deterioration rate of the mixture should be high because the

higher is the chance to have segregation in the mixture.

It is recommended to monitor the asphalt properties over the coming years to understand and prove the reli-

ability of the analysis. It would be beneficial also to drill some additional cores on those areas where a high

temperature gradient was measured to verify if there are differences in mixture properties and air voids.

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Figure 12

–

Temperature gradient and relative percentage of area

Quality control using functional measurements

Additional information about the quality of the paving operations can be made studying the functional proper-

ties of the finished layer such as:

MPD;

IRI;

Friction.

In this specific case, friction measurements appear to be relevant. In fact, KVS asphalt mixtures are very rich

in fine aggregates and binder and if these fines are not properly mixed and/or the quality of paving opera-

tions does follow specific criteria (due to paver problems or production temperature) then two issues will be

detected in the field:

Friction at 60 km/h on left or right wheel path after one week will be higher than 0.35;

Ratio between Min and Max friction will be higher than 0.7.

This criterion seems able to establish the quality of the paving even if it is recommended to further investi-

gate which limits should be used. These limits have been defined based on 4 different sections consequently

it is recommended to further investigate this criterion on a bigger sample of new constructions.

The above described method has been applied on the following sections:

M14 (Figure 13);

119 (Figure 14);

M60 (Figure 15).

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Figure 13 - Surface quality using friction data on M14

Figure 14 - Surface quality using friction data on Vej 119

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Figure 15 - Surface quality using friction data on M60

With regards to friction characteristics and development of the KVS pavements, it must be acknowledged

that within the specifications the same pavement type can be produced by different contractors with relevant

difference in fines content and consequently MPD. This aspect influences the friction characteristics and

measurements. Friction on route 119 can be explained by looking into the average low compaction tempera-

ture and a mix design with a lower content of fines and bitumen compared to the other studied cases. Basi-

cally, their mix type is closer to an SMA8 standard and this is the reason why the MPD is 0.65 mm.

In general, standard friction development cannot be applied on KVS mix type because it is normally pro-

duced with a high content of high polymer modified bitumen and fine gradation. The following remarks need

to be accepted if DRD wants to proceed with the implementation of KVS mixture on a network level:

The thicker coating of the mortar makes this mix type more slippery at the beginning compared to

standard SMA8 or SMA11.

The rate of development of friction to a stable level is longer compared to standard SMA8 and

SMA11.

Stability of the friction measurements are affected by the mix properties and it will take longer time

before the friction will be even on the pavement along the longitudinal direction.

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Analysis of the functional properties

The functional properties included in the investigation are listed below:

1 Mean Profile Depth (MPD), parameter used to quantify pavement macrotexture, is calculated by dividing

the measured profile into segments with 0.1 m length. A linear regression of the segment is subtracted

from the corresponding measured profile to remove the slope and provide a zero-mean profile. Every

segment is then divided into two parts of 0.05 m and for each part the peak value of the profile is deter-

mined. The two peaks and the mean value are used to calculate the MPD and equation is described in

the reference standard ISO 13473-1;

International Roughness Index (IRI) is measured using a standardized profilometer. IRI was on both

wheel path using the quarter model car. An average value of the IRI was recorded every 10 m.

The friction properties of the test section were monitored using the VIAFRIK following the CEN/TS

15901-5. A fixed slip ratio of 20 % between the measuring wheel and the speed of travel was used. Fric-

tion coefficient is given as mean friction coefficient at any 100 m stretch. Measurement is done at 60

km/h. However, on lines with lower permissible speeds, measurement can be performed at either 40 or

50 km/h as indicated in the table below. The mean friction coefficient value "F” for each measuring

wheel must comply with the following requirements when measuring at a constant speed (Table 12):

Table 12 - Surface

layer, measurement speed and friction coefficient

Meas. Speed

Road with speed limit < 50 km/h

Road with speed limit 50 km/h

Road with speed limit between 60 - 80 km/h

Road with speed limit > 80 km/h *)

40 km/h

50 km/h

60 km/h

Friction (F)

F >0.50

F >0.45

F >0.40

F >0.50

*) On roads with a permitted traffic speed above 80 km/h, an additional measurement can be performed at

80 km / h. The result of this measurement must not be more than 0.10 lower than at 60 km / h. The two

measurements are made immediately after each other.

Table 13 gives a summary of the values for the individual parameters for each section. Note that MPD for the

M30 is under evaluation, possibly due to the defect on the texture lasers, and that the wearing course on the

M60 and some wearing courses on the M30 do not meet the requirement for friction, comparing the road

rules for the hot mix asphalt.

The friction on the M14 is indicated (F> 0.4) as there is a speed limit of 60 km / h on this section of the mo-

torway. Likewise, it applies to route 119, which is a main road, with a limit of 80 km / h.

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Road

Lane

Section

From km - to km

Av. IRI left

wheelpath

m/km

0.92

0.89

1.00

1.09

0.96

1.02

0.64

0.67

Av. IRI right

wheelpath

m/km

1.39

0.91

0.96

1.46

0.94

0.74

0.70

Av. MPD left

wheelpath

0.53

0.45

0.46

0.47

0.52

0.49

0.84*

0.76*

Av. MPD

right wheel-

path

0.47

0.46

0.48

0.49

0.47

1.24*

1.30*

Friction

60 km/h

Accepted / Not accepted

Accepted (F>0.4)

Accepted (F>0.5)

Partially not accepted

F<0.5

Partially not accepted

F<0.5

Mostly not accepted

F<0.5

Mostly not accepted

F<0.5

Accepted (F>0.4)

M14

M30

Right

Left

Right

Middle

Left

Højre

Middle

Left

Right

Left

km 400994 - km 410475

km 410520 - km 410000

km 1370545 - km

1440020

km 1370545 - km

1440020

km 1430400 - km

1390495

km 1430400 - km

1390495

km 900660 - km 920252

km 220373 - km 200700

M30

Left

Right

0.69

0.81

0.76*

1.11*

M30

Left

0.68

0.74

0.67*

1.10*

M60

Vej

119

Vej

119

Right

Left

Right

Left

Right

Left

0.87

0.69

1.04

1.02

0.87

0.66

0.97

0.94

0.68

0.61

0.76

0.70

0.78

0.81

0.87

0.86

Table 13

–

Summary of the functional measurements collected by DRD after 6 weeks from the paving operations. *data not reliable due to technical problems

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M60 60 kmt højre side venstre bane fra km 900000 til km 930000

KVS fra km 900700 til km 920300

0,8

0,7

0,6

0,5

Friktion

0,4

0,3

0,2

0,1

89,5

90,5

91,5

92,5

93,5

Kilometer

Venstre hjul

Højre hjul

M60 80 kmt højre side venstre bane fra km 900000 til km 930000

KVS fra km 900700 til km 920300

0,8

0,7

0,6

0,5

Friktion

0,4

0,3

0,2

0,1

89,5

90,5

91,5

92,5

93,5

Kilometer

Venstre hjul

Højre hjul

Figure 16

–

Friction on M60, right side and left lane

at 60 (top) and 80 km/h (bottom).

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M60 60 kmt højre side højre bane fra km 900000 til km 930000

KVS fra km 900700 til km 920300

0,8

0,7

0,6

0,5

Friktion

0,4

0,3

0,2

0,1

89,5

90,5

91,5

92,5

93,5

Kilometer

Venstre hjul

Højre hjul

M60 80 kmt højre side højre bane fra km 900000 til km 930000

KVS fra km 900700 til km 920300

0,8

0,7

0,6

0,5

Friktion

0,4

0,3

0,2

0,1

89,5

90,5

91,5

92,5

93,5

Kilometer

Venstre hjul

Højre hjul

Figure 17 - Friction on M60, right side and right lane

at 60 (top) and 80 km/h (bottom).

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Figure 16 and Figure 17 show that the friction requirement (F> = 0.5), was not met for most of the

section. In this particular case, a warning sign (slippery road) was placed in proximity of the section.

The date of the above measurements was December 10, 2018. Friction measurements were repeated

during spring confirming what was observed in December. It has been established that the surface of

the KVS section on M60 will be water blasted to increase texture depth and rise friction properties.

Additional measurements of the MPD and IRI were completed in April 2019 and the results are de-

scribed in the next paragraph.

Surface characteristics measured in April 2019

The texture of the road surface was measured using the M+P FLaSH|M texture measurement system.

Every millimetre of travelled distance the height is registered. Laser specifications are listed below:

Type: LMI Gocator 1340, laser class 3B;

Sample distance: 1 mm;

Measurement range: 210 mm;

Resolution: < 1 μm.

The laser data have been used to measure both IRI, MPD and Skewness. Data from the M14 could

not be included due to practical reasons (traffic conditions, traffic light nearby, etc.).

Figure 18 includes IRI values measured on M30, M60, 119 and includes both KVS and SMA11 mix-

tures.

Figure 18

–

IRI measured in April 2019 by M+P

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Data confirm that IRI is not material related, but it is a property linked to the pavement structure and

construction type. Average IRI values on KVS pavements are between 0.6 and 0.75 m/km.

Figure 19 shows the MPD values measured on M30, M60, 119 and includes KVS and SMA11. Aver-

age MPD value measured on KVS pavement type was approximately 0.5 mm. Average MPD value

does not include in this case data obtained on 119 and M60. In the first case, pavement type and tex-

ture were very similar to a standard SMA8. MPD on M60 is much lower than what experienced in the

other sections and trials, due to both mix design limitations and challenges faced during construction.

Figure 19

–

MPDs measured on KVS pavement and

Skewness of the profile (Rsk) is a dimensionless measure of the asymmetry of a statistical distribution

about its mean. Skewness is a measure of interest because, when it is applied to pavement-texture

profiles, it allows distinguishing between positive- and negative-oriented textures.

Rsk

is calculated as

follows (1):

[ ∫

]

where

Z(x)

is the ordinate value representing the texture-profile height (mm),

Rms

is the root mean

square value of

Z(x),

and

is the evaluation length (mm).

Figure 20 summarizes the Skewness values measured on the studied test section. In general, all KVS

mixtures have lower Rsk than those measured on SMA11.

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Figure 20

–

Skewness data measured on M30, M60 and 119.

Noise measurements on KVS pavements

Only one contractor had some experience because involved as partner in the projects COOEE and

ROSE (Pettinari et al. 2016a, 2018)

Apart from the section paved on the M30, all the other sections were paved by contractors which did

not have any experience with this mix type. It must be acknowledged that some contractors faced

some challenges which resulted into some variability of the finished layer. It is expected that this vari-

ability which influences the noise emissions of this pavement type, should reduce as function of:

- time;

- experience of the contractor with this pavement type and

- longer sections.

The CPX method was used to perform noise measurements on the Danish test sections with climate

friendly, standard SMA 11 and noise reducing pavements (SRS) having similar life time and traffic

conditions [ISO/CD 11819-2:2017:]. The Standard Reference Tyre (SRTT) was used for all the meas-

urements. The results are corrected to an ambient air temperature of 20 °C (correction factor 0.1 dB/

°C) according to the CPX standard. The measurements have been performed by using the DRD CPX

trailer “deciBellA”. When possible, measurements

were performed at 80 km/h. In the following, a refer-

ence speed of 80 km/h was selected for the presentation of the results, as it is then possible to com-

pare the results from all test sections at this reference speed. Noise measurements are summarized in

the table below (Table 14). Noise reductions and emissions on week 34 were interpolated when real

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measurements were not available. Noise reduction is referred to average noise emission of standard

SMA11 after 7.5 years. Based on the noise data, it is possible to highlight that KVS pavements have

lower noise emissions than SMA11 and comparable to standard SMA8. Furthermore, based on the

enhanced texture stability, KVS pavement has a lower increasing rate of noise emission over time

than standard SMA11 and SRS (Figure 21).

Table 14 CPX noise level at 80 km/h for the KVS when the surfaces were six months old

Road id - year - Pavement

type

119 - 2018 - KVS

M30 - 2018 - KVS

M30 - 2017 - KVS

M30 - 2017 - SMA11

M40 - 2018 - SRS

interpolated

weeks

Noise reduction

[dB]

1.0

1.6

1.5

1.3

2.3

2.2

2.0

1.6

1.3

1.0

3.1

1.7

1.3

Noise emission

[dB]

99.6

98.9

99.1

99.3

98.3

98.4

98.5

98.9

99.2

99.6

97.5

98.9

99.3

Figure 21

–

Noise development from week 6 to week 34, KVS (M30-2017), SMA11 (M30-2017), SRS (M40-2017)

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Evaluation of the KVS noise spectra compared to SRS and standard SMA pavement

Figure 22 shows all the noise spectra measured using the CPX trailer on KVS pavement type. As ref-

erence the noise spectrum from a noise reducing thin surface layer SMA 8 SRS (Danish abbreviation

SRS

–

StøjReducerende Slidlag), eight years old, paved at Highway 145 is shown.

Figure 22 - Noise spectra from KVS pavements measured with CPX trailer in 2018

All the sections were monitored with all the standard vehicles to measure texture depth (MPD), rough-

ness (IRI), friction, rolling resistance (RR) and noise. Noise was measured by the DRD while the data

were processed and analysed by a consulting company [Delta report]. The noise spectra of the KVS

pavements show that this pavement type differs significantly from both standard and SRS stone mas-

tic asphalt mixes with 8 mm as nominal maximum aggregate size (NMAS).

A result, consistent with what obtained in 2018, was also measured in 2016, when NCC paved the first

KVS pavement in Kalvehave (Figure 23) during ROSE project [Bendtsen et al, 2018].

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Figure 23 Noise spectra from KVS pavements measured with CPX trailer in 2016 on KVS paved in Kalvehave.

Noise spectra of KVS pavements have a very similar shape which can be described as follow:

At low frequency range, lower noise impact than standard SMA8 or SRS (7 years old);

At medium frequency range, standard SMA8 and KVS have similar behaviour. On the KVS

paved in 2018, that peak level seems a bit higher compared to what was measured on

Kalvehave and this aspect must be further investigated. Several elements affect the noise

emissions and measurements, and these have not been investigated separately so it is diffi-

cult to establish what has caused this difference.

At high frequency range, the noise of the KVS pavement seems similar to a standard SMA8.

It must be mentioned that noise measurements performed in 2018 have not been performed at the

optimal pavement or temperature conditions on the M30. The M30 was paved late October 2018 and

the surface properties were not optimal because this pavement type needs longer time than standard

and SRS types to stabilize. 6 weeks is a valid interval of time with standard and SRS mixes. KVS mix

does not belong to that class because it has high content of high polymer modified bituminous mortar

and it might take longer time (traffic) before the surface texture stabilizes. Furthermore, several signifi-

cant variables, such as temperature of the pavement and moisture, might have influenced the CPX

data. These observations address towards the need of further investigations.

In general, the noise spectra of a KVS pavement type seems very different from standard SMA or

SRS. This is expected to have an impact also in the development of the noise emissions over time.

Further description of the expected development of noise emissions related to KVS are provided in the

following section.

Expected KVS Noise mechanism and development

The KVS pavement type is similar to a standard SMA 8 when considering aggregates gradation. The

filler components have been selected with the goal of producing a stiff mortar to increase wearing

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resistance and better support of the aggregate skeleton. Air Voids content (AV), defined by the speci-

fications, does not differ from standard mix type. KVS has high content of highly polymer modified

binder which exhibits higher adhesion characteristics compared to standard binders. These fundamen-

tal mix properties have been designed to improve mix durability but have an impact on initial noise

emission and noise development.

In the figure below (Figure 24), the noise spectra of a KVS pavement has been described trying to

define mixture characteristics and their relative impact on noise.

Figure 24 - Description of the expected noise mechanism produced by KVS compared to conventional mixes

The gradation of the KVS mix does not differ much from a standard SMA 8 mixture and so the voids

content. This will reflect in the skeleton structure of the layer, as drafted in Figure 24. The main differ-

ence is related to the mastic and thickness of the binder coating around the aggregates. A thick coat-

ing should affect, in particular at the beginning, the voids in the texture while the higher wearing re-

sistance of the KVS influences the change of the texture and relative voids over time. This might result

into a slightly higher noise during the early stage of the pavement life span but a completely different

development over time. The previous hypothesis that noise of the KVS pavement will develop as a

standard SMA 8, SMA 11 or SMA 8 SRS might not be correct. This new observation must be docu-

mented and verified by following the development of the noise spectra of the SMA 8 KVS in the future.

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Since KVS has a demonstrated long lifespan, also measured in the functional property of noise, the

noise measurements as shown in Figure 21 are employed in to model the further noise development

for KVS over the lifespan and compare to SMA8, SMA11 and SRS. This modelled noise development

for KVS is visualized in Figure 25, including the comparison with SMA8, SMA11 (included as the

standardized reference for noise comparisons) and SRS. The SMA8 and SRS are included with aver-

age figures of measurements conducted for each respective pavement type on the current paved

stretches with these pavement types

The results, as shown in Figure 25, suggest an increasing noise reduction for KVS during the lifespan

relative the other pavement types, particularly in relation to SRS and SMA11.

Figure 25

–

Graph depicting the noise development over time for KVS relative to an SMA8, an SMA11 and the SRS

How the noise emission for KVS on the paved KVS-stretches will develop over time will be monitored

closely and frequently in the coming years to document the functional characteristics in this regard and

to compare these results to other pavement types.

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Measuring Rolling Resistance and Fuel

consumption

Description of the TUG trailer

The TUG trailer (Figure 26), developed by the Technical University of Gdansk (TUG), was used to

measure the rolling resistance of the test sections. The TUG trailer was participating in the MIRIAM

project where trailers for measuring rolling resistance were evaluated. The TUG trailer came out with a

good repeatability and it is now the most used trailer in Europe for measuring rolling resistance. The

trailer is equipped in such a way that influences from factors as road inclination and longitudinal accel-

eration are eliminated.

Three tires were adopted and compared for the measurement of the RR coefficients (Figure 26, Table

12). The SRTT ("Standard Reference Test Tire") is specified in ASTM F2393 as a reference tire for

various purposes. The AAV4, light truck tire, is a tire tested and found to classify pavements (for noise)

in roughly the same way as a selection of regular heavy truck tires do. The smallest dimension for this

series of tires, SRTT, fits on large passenger cars. The MCEN tire was used by TUG from the time

when they started to make RR measurements and has been kept for the purpose of providing a link to

old measurements (Sandberg et al, 2011).

Figure 26 - The tire/road rolling resistance measurement TUG trailer and tires used.

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Table 15 - Tires characteristics

SRTT

AAV4

225/60R16

195R14C

Tread:

Construction

1polyester+2steel

1nylon+2steel+2polyester

Sidewalls: 1polyester

Sidewalls: 2polyester

Max load [kG]

730

950/900

Max inflation

240

450

[kPa]

Hardness [Sh]

Tire

Size

MCEN

225/60R16

Tread: 1polyester + 2steel +

1polyamid Sidewall:

1polyester

750

350

63/70

It is relevant to recognize that the tires used in 2012 and 2013 have been also used on other test sec-

tions and these may present different levels of wear. The DRD bought their own tires which were used

in 2014 and the following years.

Temperature Correction Factor

Temperature correction was applied following the ISO 28580 (ISO

28580:2009)

(2):

{

}

(2)

Where C

r,25

is the Rolling Resistance coefficient at the Reference temperature;

r,T

is the Rolling Resistance at the measurement temperature;

K is constant related to the used tire. (K

SRTT

= 0.015, K

AAV4

= 0.010, K

MCEN

= 0.015)

All RR coefficients represented below were corrected using the mentioned approach.

Furthermore, if the same load is applied on the measurement wheel then type and aging of the tire,

used for rolling resistance measurements, might be relevant variables to control.

Rolling Resistance measurements

Rolling Resistance measurements were completed during week 30.

The research team from Technical University of Gdansk was able to measure different sections paved

with low rolling resistance pavements. RR measurements campaign included:

M14 on KVS;

M30 on SMA11 and KVS;

119 on KVS;

M60 on KVS;

Vej 619 on KVS paved in 2012;

Vej 619 on KVS paved in 2015.

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The results from the test section paved in 2012 are not presented because the measurements did not

show RR difference between the Low Rolling Resistance and standard SMA8. This pavement was the

first test section paved during the COOEE project and was not produced applying the mix design op-

timization developed during ROSE project.

The figures (Figure 27, Figure 28, Figure 29) below represent the RR measurements (with SRTT)

performed in 2018 and 2019. Rolling resistance reductions shown in the charts are referred to a

standard pavement type paved in close proximity to the test section.

Figure 27 - RR reduction compared to SMA8 standard

–

50 and 80 km/h

Figure 28 - RR reduction compared to SMA11 standard

–

80 and 110 km/h

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Figure 29 - RR reduction compared to SMA8 standard

–

50km/h

Based on the RR data visualized in the figures, the following aspects can be highlighted:

RR reduction reduces with increase in speed. KVS is more effective at low speed. At 110

km/h, the difference between KVS mixture and SMA11 is about 5% while at 80 km/h goes up

to 6.6%;

The highest contribution, in terms of RR reduction was measured at 50 km/h. This analysis

was done on two test sections and the RR reduction was on average 9.2% (compared to a

SMA 8). RR data measured on SMA11 at 50 km/h are not available.

To further understand the results, RR measurements have been averaged after being corrected to a

reference temperature of 25°C. The temperature correction factor needs to be further validated but if

applied over a set of data collected at similar temperature and over many measurements, the correct-

ed RR value can be considered reliable.

Table 16 does summarize the RR measurements performed in 2018 and 2019. For each mix type, a

RR value was calculated averaging the different measurements available at the same speed.

Table 16 - RR data from July 2018 and April 2019 corrected to a reference temperature and reductions.

Mix type

SMA 11

SMA8 KVS

SMA8 st

Rolling Resistance at 25°C []

RR reduction at 25°C [%]

80 km/h

0.00926

0.00856

0.00867

110 km/h

0.01046

0.00977

80 km/h

Ref

7.6

6.4

110 km/h

Ref

6.5

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Fuel consumption measurements

The DRD has contracted a Dutch company “M+P” to measure fuel consumption (FC)

on the KVS and

standard sections. The equipment is presented in Figure 30.

Figure 30 - M+P fc measurement equipment

For the measurements, a 2016 Mercedes Vito 119 Bluetech (registration VT-341-Z) was used. It was

fitted with Continental ContiVanContact 200 tires which were set at 3.3 bar at 10°C air temperature.

The fuel consumption is measured from the on-board computer in

L/hr.

This is determined from the

quantity of fuel that is actually injected in each combustion cycle and multiplied by the number of com-

bustions per revolution and the rpm.

Because the expected variations on the fuel consumption due to differences in road texture are typi-

cally small, it is critical to reduce influencing factors that are not being investigated in this project.

The following check list was used to reduce the unwanted influences:

if possible, select measurement days with low wind speeds (< 5 m/s) and limit the amount of

other traffic;

weather conditions: dry, low wind speed, air temperature around 20°C;

run-in of approximately 30 minutes. The tire pressure is monitored, and measurements were

done only when the tire pressure was stable;

the weight of the vehicle should be kept as constant as possible by keeping the tank full and

driving with the same number of operators;

keep measurement speed constant at 84 km/h;

drive with cruise control in highest gear;

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external energy consumer should be kept constant;

keep distance of at least 50 meters from traffic (front and back).

Because the FC measurement method is influenced by many different variables and that impact of

pavement texture on FC is very difficult to isolate when data are collected over a singular section, the

FC investigation was formulated with the main objective to define an empirical model to estimate FC

based on MPD which could be used as support to the MIRAVEC model (Carlson et al. 2013). For this

purpose, FC measurements have been ordered over different types of pavements including most of

the KVS sections paved in 2018. M14 was not included in the FC measurement campaign due to both

amount of traffic normally present in that section and speed limit of 60 km/h.

A total of 200 km of FC data were collected. All processed data used in this investigation were meas-

ured by the same vehicle and averaged over 20 meters section length. Texture data and longitudinal

profile data point, used in the regression analysis, are an average value of the relative measure on

both wheel paths over 20 meters section.

FC data were corrected by wind, pitch angle and differences in driving speed. Correction models were

derived from measurements done in the Netherlands. During the measurements in Denmark, it was

noted that the measured wind speed on some sections was significantly higher than that used to cali-

brate the wind correction model. Strong wind was faced mainly on the M30. This introduced some

uncertainty in the corrected FC data and for this reason regression analysis on FC data was complet-

ed including both wind vectors (crosswind^2, headwind) and MPD.

Texture laser data collected on the wheel paths have been used to measure several texture and pro-

file characteristics including IRI and Mega-texture. Distribution of the measured texture and profile

characteristics are shown Figure 31.

IRI data ranges between 0.3 m/km and 4.2 m/km but 80% of the IRI data are lower than 0.9 m/km.

MPD data were found to range from 0.1 mm to 1.4 mm. 90% of the MPDs are between 0.3 and 1.2

mm. IRI was not included in the regression model for two reasons:

IRI is not a mixture property;

IRI data set was too narrow and when included in the statistical analysis of the FC data, IRI

was found not to be as significant as the MPD.

The result of the regression analysis shows that fuel consumption increases with the increase in tex-

ture depth (Figure 32). Reliability of the regression model is low (Multiple R = 0.4, R =0.17) but this is

probably related to the fact that FC is affected by many different variables and those related to the

surface characteristics have a relatively small impact when compared to others such as wind and

slope of the road. Furthermore, FC measurement has as well some variability which might affect the

robustness of the extracted model.

In general, it is relevant to highlight that the FC reductions calculated using the model in equation (3)

does not differ significantly from those developed in the MIRAVEC project.

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Figure 31

–

Distribution of MPD, IRI and 400 mm wavelength samples on the pavements where FC measurements was

completed

Figure 32

–

FC regression model as function of MPD

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The model represented in equation 3 was used to estimate hypothetical reduction of CO

which could

be produced by the implementation of a Climate friendly pavement on DRD road network. This model

cannot be considered reliable if applied on pavements having different roughness characteristics from

those used to calibrate the model. The model has been calibrated on pavements having negative tex-

ture, so it is not known if the validity can be extended also to other pavement types. The model can be

considered reliable for MPD values between 0.3 mm and 1.3 mm.

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Potential for CO

reduction based on

surface characteristics

The potential reduction by substituting the SMA wearing courses normally chosen for the Danish State

Road Network with a KVS wearing course has been evaluated, based on the surface characteristics

and relative development. Results obtained with the accelerated testing showed that the main ad-

vantage of the KVS is the longevity of the texture compared to the SMA wearing courses. The rolling

resistance values measured by the TUG trailer could only be used to evaluate the initial fuel savings,

but the development of rolling resistance during the wearing course life is yet unknown. To quantify

the development of future fuel (and CO

) savings, the model described in equation 3 of the present

report was used and fed with data for MPD development of actual SMA wearing courses. Initial MPD

and relative development for KVS was extracted from the results obtained at Ulster university using

the Road Test Machine.

Figure 33 - Measured MPD developments and assumptions for developments used in the calculations.

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The starting point in Figure 33 are MPD-values measured on the State Road Network for the two

wearing course references SMA8 and SMA11, both showing an increasing trend with increased wear-

ing course age. During the accelerated test, the pavements samples were subjected to 60.000 load

applications. Relative shift factors, to covert number of wheels passes to life time, were calculated by

comparing the changes in MPD of a standard pavement with those obtained at the RTM. The analysis

has given a shift factor of 2.817E-4 years/wheel passes and consequently it was found that the testing

could have been considered representative of a period of 17 years. The trend lines for the actual

pavements and the accelerated testing are then reasonably parallel. The results from the accelerated

testing of the KVS samples are also illustrated in the Figure 33. Finally, from these measured data,

simplified model assumptions for the MPD development of SMA11, SMA8 and KVS are evaluated.

Table 17 - MPD values used in as basis for the calculation of potential CO

reduction.

SMA11

Initial MPD value

MPD after 17 years

0.75

1.20

SMA8

0.60

1.15

KVS

0.50

0.70

Especially for KVS, where the accelerated testing gave rather varying results for the three different

KVS sections, a solid estimation of MPD development is difficult, but the values have been chosen to

reflect that the MPD development rate of KVS is lower than for the SMA references, which was the

main result of the accelerated tests performed at both VTI and Ulster University.

With regards to fuel consumption (FC), the adopted model assumes 2.9% fuel consumption reduction

when MPD is reduced from 1.25 mm to 0.5 mm.

The following methods and assumptions provide the basis for FC calculations and results:

The potential reduction by using KVS is calculated relative to the wearing course that would other-

wise be chosen. Currently this reference is SMA8 for the main roads and SMA11 for motorway sec-

tions where noise emission is not critical. However, since SMA8 is today used on a large proportion

of the motorways (and especially those with high traffic volumes), SMA8 is considered the refer-

ence wearing course for 70% of the motorways and SMA11 for the remaining 30%.

Fuel savings relative to the SMA references are time dependent and increasing with wearing

course age.

All wearing courses are substituted during a 15-year period, with 1/15 each year. The wearing

courses paved in e.g. year 10, only contributes with savings for the following years, and the sav-

ings calculated represent the saving potential for the first years relative to the SMAs.

A 17-year calculation period has been chosen since this is a conservative estimation of KVS wear-

ing course life.

The traffic volume for 2018 for main roads and motorways is used as starting point for the calcula-

tions and an annual traffic increase of 1,5% is applied.

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The CO

reduction potential is calculated based on a CO

emission of 180 g/km. This is an estima-

tion for a weighted average value for cars and trucks representing the calculation period 2020

–

2037. In 2018 the corresponding value was 206 g/km, but this value will gradually decrease as a

result of more strict emission requirements for new vehicles and an increasing proportion of electric

vehicles.

With this model and an assumed linear MPD-increase, the following potential fuel and CO

reductions

can be calculated (Table 18):

Fuel re-

duction

KVS ref.

SMA11

(%)

1.01

1.07

1.13

1.19

1.24

1.30

1.36

1.42

1.48

1.53

1.59

1.65

1.70

1.76

1.82

1.87

1.93

1.99

Year

Fuel re-

duction

KVS ref.

SMA8 (%)

0.41

0.49

0.57

0.66

0.74

0.82

0.90

0.99

1.07

1.15

1.23

1.31

1.39

1.47

1.55

1.63

1.71

1.79

Percentage

wearing

courses

substituted

100

reduction

potential main

roads (ton

)

362

809

1,346

1,976

2,702

3,528

4,458

5,496

6,646

7,912

9,298

10,808

12,448

14,222

16,133

17,736

19,380

21,065

44,171

156,325

reduction

potential mo-

torways (ton

)

1,335

2,885

4,657

6,661

8,905

11,398

14,149

17,168

20,465

24,049

27,931

32,121

36,631

41,472

46,654

50,520

54,484

58,547

138,268

460,032

Total CO

reduc-

tion potential

State Road Net-

work (ton CO

)

1,697

3,694

6,004

8,637

11,607

14,926

18,607

22,664

27,111

31,961

37,229

42,930

49,079

55,693

62,787

68,256

73,864

79,612

182,438

616,357

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

2033

2034

2035

2036

2037

2021-

2030

2020-

2037

Table 18 - Potential fuel and CO

reduction for a gradual full implementation of KVS on the State Road Network.

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Economic perspectives of paving KVS

Socio-economic analysis

Four KVS stretches were paved in 2018 as part of the large-scale implementation project where the

Danish government, through the

PSO-aftalens grønne klimapulje,

funded the added price of the KVS.

These stretches enabled comprehensive measuring campaigns to increase knowledge on the materi-

al- and functional properties and effects of KVS, as a pavement type, from large-scale implementation

to allow for a final documentation of these.

KVS was paved on

Helsingørmotorvejen

(M14),

Østjyske motorvej

(M60),

Sydmotorvejen

(M30) and

Skovvejen

(route 119), all specified below (Table 19).

Table 19 - Specification of where KVS was paved in 2018

Location

Name

Length

[km]

Side

From

pavement

type

50SMA

80SMA

TBk

80AB

80SMA

60SMA

Last paved

Distrikt Østdan-

mark

Distrikt Østdan-

mark

Distrikt Østdan-

mark

Distrikt Østdan-

mark

Distrikt Syddan-

mark

Distrikt Østdan-

mark

Helsingørmotorvejen

Sydmotorvejen

Østjyske Motorvej

Skovvejen

119

400994

410000

1370545

1390495

900660

200700

410475

410520

1440020

1430400

920252

220373

1993

2001

2000

1994

2005

From the paving contracts, the price of KVS from each paved stretch was placed into an impartial

analysis to obtain a future realistic price for KVS. Seeing that the paving of KVS in 2018 was a first

KVS-contract for all but one of the involved contractors, it was strongly expected that a significant por-

tion of the added price of KVS could be subscribed to the risk of working with KVS as a new pavement

type. Through the impartial analysis, it was assessed that a realistic future price of KVS is 10 % higher

than was is currently used as the standard pavement. For the further socioeconomic analyses, 10 % in

added price for KVS is therefore employed as a fixed price.

Alongside having a specified added price of KVS as input for the socioeconomic analyses, results

from measurements conducted on the four KVS-stretches on MPD, IRI, alongside updated values of

noise annoyance and AADT as input allows for socioeconomic analyses on how the added price gen-

erates socioeconomic resource back to the society.

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As a key objective for conducting socioeconomic analyses of KVS-implementation, the results can be

used to analyze where on the Danish state road network the implementation of KVS can be focused

most effectively. The four sections are included in the subsequent analyzes with the specific areas and

specific driving directions on which KVS is paved.

The socio-economic analyzes result in four main outcomes;

net present value, internal interest rate,

net profit per public invested krone,

as well as

shadow price.

The net present value

reflects the total value of all costs and effects, discounted to 2019 with a dis-

count rate (4%). A positive net present value means that the measure is profitable.

Internal rate is the discount rate,

which gives a net present value of zero. An internal rate of more than

4% means that the measure is profitable.

Net profit per public invested krone

compares the profit with the impact on the Treasury. Here too, a

positive value entails that the measure is profitable. The note of lower fuel tax revenues, due to the

lower rolling resistance, is included as a loss to the public coffers.

The CO

shadow price

is an expression of the specific socioeconomic cost of KVS to reduce a single

tonne of CO

equivalent. A negative shadow price (which results in a positive net present value)

means that there will be socioeconomic surplus by implementing the measure, even without a CO

reduction. Thus, the CO

saving will by itself not entail a socioeconomic cost. The magnitude of a neg-

ative value in shadow price may be difficult to interpret.

To conduct the socioeconomic analyses, the company

Incentive

has developed a tool specifically tai-

lored to analyse the benefits of paving KVS as opposed to other types of pavements, in socioeconom-

ic terms. The tool is based on the TERESA (Transportministeriets

Regnearksmodel for Sam-

fundsøkonomisk Analyse)

model. TERESA is specifically designed for socioeconomic analyses within

the field of transportation (Incentive, 2013).

Incentive has as key merit in this context and project to have been the key developer of TERESA

which hereby secures the integrity of the tool developed for socioeconomic analyses on KVS-

implementation. This developed tool was made in accordance with ruling principles of socioeconomic

analyses marked by the Danish Ministry of Finance. By employing this TERESA-based tool, the socio-

economic results in this project is in line with already existing, proven and accepted approaches from

other Danish ministries which enables direct basis for comparing effects and perspectives across sec-

tors and initiatives of CO

-reduction.

As written above, KVS is assessed to have an added price of 10 %, compared to other pavements

currently opted for. This added price forms the basis of the socioeconomic analyses where the added

price is compared to monetized beneficial effects. All socioeconomic analyses are conducted by com-

paring how paving KVS will affect the society as opposed to a pavement type currently otherwise

used.

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The socioeconomic analyses are calculated over 16 years, corresponding to a conservative assump-

tion that the lifetime of the KVS is equal to the lifespan of another pavement type otherwise used. If

the expected additional lifespan of KVS is achieved, for example 1-3 years, it will result in better soci-

oeconomic results.

Input parameters for the socioeconomic analyses are as follows:

Pavement costs, both KVS and a pavement type currently used (10 % added price for KVS)

Lifespan, both for KVS and a pavement type currently used

Noise annoyance number, including development throughout lifespan (modelled)

Urban proximity specification which will enable inclusion on effects of particle pollution

Fuel consumption for KVS and pavement types currently used (SMA8 & SMA11), as specified in

“Potential for CO

reduction”

AADT, including assumed development throughout lifespan, equal assumption as used in the CO

reduction potential later described in this report.

As shown in Table 20, KVS is analysed as profitable on all paved stretches. On two of these sections,

the extra cost has been earned back to the society in less than a year, so it is a very good socio-

economic investment. In general, it is saved driving costs for road users which provides the greatest

contribution to the positive effects. In addition, noise reduction generates a particularly high gain on

the M14, as the traffic load (AADT) is the highest of the four stretches and the road stretch is heavily

situated in urban areas. The most significant negative effect is generally lost fuel taxes to the state,

where additional investment weighs less heavily.

Table 20

- Summary of socio-economic results of the four sections with KVS and a specification of the

average CO

reduction per year per section over the lifetime

Present day values in mill. Kroner

Operation (marked price)

–

added

costs.

Driving costs

Noise

Air pollution

Climate/CO

Tax charges (incl. corrections)

Labour supply

Net present value

Internal rate is the discount rate

Net profit per public invested krone

-reduction (avg. tonne annually)

Helsingørmotorvejen

(M14)

-1,0

28,3

12,1

2,2

2,3

-10,6

0,7

33,9

>100%

2,91

525

Sydmotor-

vejen (M30)

-1,0

10,2

0,7

0,8

-3,8

0,2

7,7

80%

1,58

189

Østjyske

Motorvej (M60)

-0,2

4,4

0,0

0,3

0,4

-1,7

0,1

3,4

>100%

1,86

Skovvejen

(Route 119)

-0,2

1,5

0,0

0,1

-0,6

0,0

1,0

63%

1,39

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-shadow price (kroner per tonne)

-4.022

-2.432

-2.466

-2.186

The operation must be read as both costs for construction and operation of KVS and is translated at

market prices in TERESA. In short, here the public spending (and revenue) is compared with private

consumption, incl. VAT and taxes. Driving costs, in this regard, consist of fuel consumption.

As shown in Table 20, KVS is profitable on all lines. On all the paved KVS-stretches, the socioeco-

nomic investment is proven successful.

As mentioned, it is saved driving costs for road users, which makes the greatest contribution to the

positive effects. In addition, the noise-reduction effect on M14 provides a particularly high socioeco-

nomic gain. Again, the most significant negative effect is generally the lost fuel taxes to the state,

where additional investment is less significant.

Economic implementation analyses

Theoretical socio-economic calculations have also been carried out for roads similar to route 119, but

with lower traffic as most effects follow the traffic volume. It is not possible to give a general indication

of the noise effect in this context, so this is omitted. These theoretical analyzes have been carried out

to identify the level at which KVS can be applied profitably. Seeing the profitability is heavily influenced

on AADT, the theoretical are based with this as criteria. The results are shown in Table 21.

Table 21

Overview

of the profitability of paving KVS, based on criteria with varied traffic volume (ÅDT)

Present day values in mill. Kroner

Operation (marked price)

–

added costs.

Driving costs

Noise

Air pollution

Climate/CO

Tax charges (incl. corrections)

Labour supply

Net present value

Internal rate is the discount rate

Net profit per public invested krone

-reduction (avg. tonne annually)

-shadow price (kroner per tonne)

> 6,000 in AADT

-0,2

0,6

Not incl.

0,0

0,1

-0,2

0,0

0,3

23%

0,74

-1.468

2,200 in AADT

-0,2

0,2

Not incl.

0,0

-0,1

0,0

4,2%

0,01

240

As evident in Table 22, KVS is profitable on state roads with traffic loads on road with an ADT of ap-

proximately 2,000 or more. Approximately 95% of the state roads have an AADT of 2,000 and above.

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Thus, it is assessed that KVS is socioeconomically viable on the vast majority of the state road net-

work.

A transition to opting for KVS as the sole future pavement type will result in an annual additional cost

of around DKK 26.4 mill. seen for the period 2020-2029, based on an added price of 10% for KVS.

The defined annual need varies according to the resource need specific for the respective year for the

natural re-paving cycle on the state road network. At present, an annual variation of the additional cost

to KVS is seen between DKK 9.6 - 43.0 mill. kroner during this period (2020-2029) and is specified in

Table 22 below.

Table 22

- Overview of the Road Directorate's needs assessment for pavement replacement, distributed on

an annual basis over the period 2020-2029, and an estimate of what KVS will comprise of additional costs

in choosing this pavement.

Year

Ressource needs

Added cost for KVS

(mio. kr.)

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

Total

137

204

300

430

246

370

393

273

192

2.641

13,7

20,4

30,0

43,0

24,6

37,0

39,3

27,3

19,2

9,6

264,1

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Conclusions

Four different contractors were involved in the demonstration project on Climate friendly asphalt. The

list of paved test sections and the relative contractors is summarized in Table 1.

Only the section paved by NCC was defined based on a standard tendering process. An additional

Climate friendly pavement was negotiated with NCC on Nordjyske Motorway, but due to some issues

faced during the trial production, the Danish Road Directorate has decided to pave a standard SMA11

in accordance to what was originally defined within the terms of the contract (before the planning of

Climate friendly asphalt).

All the contractors were capable to fulfil standard KVS specifications. Still, a relevant variability in mix

characteristics and finished surface properties were delivered.

Considering the gradation envelope, Munck has produced the mix with the highest percentage of

passing to the 2 mm sieve. This resulted into a very low MPD and a friction level close to the accepta-

ble limit.

Colas, instead has adopted a different strategy during production and kept that percentage closer to

the lower limit of the envelope. The result was a higher texture depth, which also meant that the fric-

tion demands were fulfilled within a shorter period.

With regards to friction: Standard friction development cannot be applied on KVS mix types. This is

because it is produced with a high content of high polymer modified bitumen and fine gradation. The

following remarks need to be accepted if DRD wants to proceed with the implementation of KVS mix-

ture on a network level:

The thicker coating of the mortar makes this mix type more slippery at the beginning com-

pared to standard SMA8 or SMA11.

The rate of which friction develops to a stable level is longer comparable to standard SMA8

and SMA11.

Stability of the friction measurements are affected by the above-mentioned mix properties.

This means that it will take longer time before the friction can be measured evenly on the

pavement in the longitudinal direction.

KVS mixture paved by Colas on the Hldv 119 is an exception simply because the produced

mix has a lower content of fines and bitumen, which gave higher MPD. Basically, their mix

type is closer to an SMA8 standard and this is the reason why the MPD is approx. 0.7 mm.

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DRD has decided to include an additional test to study the durability of the textures

on specimens

sampled from the 6 different sections.

SMA11 Reference (M14)

SMA8 Reference (M14)

SMA8 SRS (M40)

SMA8 KVS (M14)

SMA8 KVS (Hldv 119)

SMA8 KVS (M60)

The test was performed at Ulster University and the results have shown that KVS mixtures have a

durable and stable texture. Optimized selection of aggregates, high content of polymer modified binder

combined with the use of selected fillers provides a longer durability of the KVS mixture compared to a

standard SMA8. The expected durability of the KVS should be approximately similar to a standard

SMA11 (average 17 years). The KVS mix has a very high cracking and permanent deformation re-

sistance. DRD could consider applying these mix design adjustments on standard SMA8 - increasing

the durability up to 2 - 3 years.

Within the KVS project, DRD has been working on the development of a method to estimate the quali-

ty of the paving operations which could be used to identify pavement areas where it is expected to

have poor degree of compaction and consequently premature failures. All the paved sections were

monitored during construction and IR data were collected.

To improve a guarantee of high quality of paving operations, also friction measurements appear to be

relevant when friction on left and right wheel path are compared.

Functional properties have been summarised in Table 13. The difference in MPD between the differ-

ent contractors are related to difference in production and adopted mix design. In fact, the mix specifi-

cations allow a contractor to define a gradation within a relatively open envelope. The difference be-

tween minimum and maximum limits for each sieve are defined based on European Standards. In this

specific case, MUNCK and YIT have produced a finer mixture and the percentage of passing of the 2

and 4 mm sieves is close to the upper side of the envelope. Colas has produced a coarser gradation

which follows the lower side of the envelope.

Noise measurements show that KVS mix have noise absorption like a standard SMA8. Based on the

analysis of the noise spectra, it is not possible to predict how KVS noise emissions will develop over

time. Due to the enhanced texture stability and durability, noise emissions of KVS pavements are ex-

pected to have a lower growing rate than standard mix and SRS mixtures.

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KVS pavement type has low RR properties compared to standard SMA8 and SMA11. On average,

KVS has showed 7% RR reduction during the measurement campaign completed in April 2019.

Using FC measurements, it was possible to extrapolate a linear model that correlates texture depth

and Fuel consumption. Using the developed model, expected FC reductions compared to standard

pavements over life time were calculated (Table 23):

Table 23

–

calculated CO

reductions given by KVS pavement

reduction [%]

KVS vs SMA11

KVS vs SMA8

* expected life time of KVS pavements

Pavement age (years)

1.00%

0.40%

17*

2.00%

1.80%

reductions given by KVS, when compared to standard pavements having the same age, are ex-

pected to increase over time due to the long-lasting performance and texture stability.

If KVS pavement is implemented in Denmark starting from 2020, the amounts of expected CO

reduc-

tion are shown in Table 24.

Table 24 Potential fuel and CO

reductions given by KVS implementation

Year

reduction poten-

tial main roads (ton

)

44,171

156,325

reduction poten-

tial motorways (ton

)

138,268

460,032

Total CO

reduction potential

State Road Network (ton

)

182,438

616,357

2021-

2030

2020-

2037

The additional price of the KVS mixture has also been investigated. Also, Deloitte has investigated

what the price development would be if the usage of the mix were to be applied on a bigger scale. The

report of Deloitte is attached as an appendix in Danish.

DRD has organized workshops with the different contractors to understand their experiences with the

KVS mixture and to receive direct information about challenges and possible improvements.

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Further economic perspectives have been analysed to place the added price of KVS into both socio-

economical analyses and into how the added price can contribute to a specific CO

-reduction related

to which stretch(es) KVS is paved.

In the context of socioeconomic analyses, KVS proved to be beneficial, seen from a socioeconomic

viewpoint, regardless of which of the four stretches was analysed. Generally, the higher the daily traf-

fic load, the more beneficial the socioeconomic results. Both in terms of return of investment for the

added price of KVS and KVS’ economic ability as a mean to reduce CO

(given through the results of

shadow price), KVS is proved beneficial to fund, also as an initiative to reduce CO

Three scenarios are given to illustrate different approaches of identifying specific economic optimums

to determine the rate and degree of paving KVS. Through these scenarios, the price (in DKK) to re-

duce CO

(tons) ranged from 319 to 9,490. These numbers clearly illustrate that KVS can be paved

more economically beneficial at stretches with high figures of daily traffic loads. However, the highest

degree of CO

-reduction is naturally linked to a higher degree as KVS paved, meaning the more KVS

is used as the pavement of choice, regardless of traffic load, the higher the CO

-reduction.

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References

Bahia H. U., Friemel T. P., Peterson P. A., Russell J. S., Poehnelt B, (1998).

“Optimization of

con-

structibility and resistance to traffic: a new design approach for HMA using the Superpave com-

pactor”. Asphalt Paving Technology,

Journal of the Association of Asphalt Paving Technolo-

gists,

Vol. 67, 189-232.

Pettinari M., Nielsen E., and B. Schmidt

(2017), “Alternative

Laboratory Characterization of Low Roll-

ing Resistance Asphalt Mixtures”, Airfield and Highway Pavements 2017 : Pavement Innovation

and Sustainability,

https://doi.org/10.1061/9780784480946.014,

Published online: August 24,

2017.

BS EN 13036-1:2010. Road and airfield surface characteristics

—

Test methods Part 1: Measurement

of pavement surface macrotexture depth using a volumetric patch technique

Louay N. M., Minkyum K., and P. Pranjal,

(2019), “

Effects of Temperature Segregation on the Vol-

umetric and Mechanistic Properties of

http://www.ltrc.lsu.edu/pdf/2019/FR_604.pdf

Asphalt

Mixtures”,

Final

Report

604,

Williams C. R., Duncan, Jr. G., and White T. D. “Sources, Measurement, and Effects of Segregated

Hot Mix Asphalt.”

Indiana Department of Transportation. Joint Highway Research Project.

FHWA/IN/JHRP-96/16, U,S, Department of Transportation, 1996, 316p.

EN 12697-31 (2007). Bituminous mixtures - test methods for hot mix asphalt - specimen preparation

by gyratory compactor.

EN 12697-26 (2012). Bituminous mixtures - test methods for hot mix asphalt - stiffness.

EN 12697-24 (2012). Bituminous mixtures - test methods for hot mix asphalt - resistance to fatigue.

EN 12697-41 (2014). Bituminous mixtures - test methods for hot mix asphalt

–

resistance to de-icing

fluids.

Pettinari M., Jensen B. B., Schmidt B. (2016a). ”Low

rolling resistance pavements in Denmark.”

Pro-

ceedings

the

Eurasphalt

Eurobitume

Congress

2016,

Prague,

dx.doi.org/10.14311/EE.2016.071.

Pettinari M., Schmidt B. (2016b). “Study of the influence of the

longitudinal profile on rolling resistance

properties of a test section in Denmark.”

TRB 95 Annual Meeting,

Paper #16-2649.

Pettinari M., Andersen L., Al-Qadi I.L. and H. Ozer, (2018), Impact of Surface Characteristics on Flexi-

ble-Pavement Rolling Resistance Utilizing the Circular Road Tester, http://amonline.trb.org/.

ISO 28580:2009, Passenger car, truck and bus tyres

–

Methods of measuring rolling resistance

–

Sin-

gle point test and correlation of measurement results

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Sandberg Ulf S. I., Rolling Resistance

–

Basic Information and State of the Art on Measurement meth-

ods, Mod-els for rolling resistance In Road Infrastructure Asset Management systems, MIRIAM

report, 2011.

Carlson, A, Hammarström,

U and Eriksson, O: “Models and methods for the estimation of fuel con-

sumption due to infrastructure parameters”.

MIRAVEC Deliverable D2.1, April 2013.

Hans Bendtsen et al. (2018), Noise Analysis of Road Surfaces Optimized for Rolling Resistance, ISBN

(web) 978-87-93674-08-0, ROSE-rapport - Støjanalyse A01.docx

ISO/CD 11819-2:2017: Acoustics

–

Measurement of the influence of road surfaces on traffic noise

–

Part 2: The close-proximity method

Incentive, TERESA 3.0 (2013) Dokumentation, Transportministeriet, Incentive

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Annex A Description of requirements

(intended goal) for the asphalt material

for the demonstration trials

The mix design for the rolling resistance optimised surface layer which has been developed and tried

during previous projects (COOEE, COOEE+, INNO-ENERGI I & II) has been converted into a frame

work for the specification for a variant of stone mastic asphalt in order to allow various contractors to

further develop their candidate of climate friendly surface layer. The requirements were intended to

follow as close as possible the requirements in accordance with the European product standard for

stone mastic asphalt, DS/EN 13108-5:2016 and fulfilling the Construction Product Legislation for CE-

marking. It was for these implementation trials necessary to have additional specifications because the

European product standard lacked possibilities to define certain important features. The most

important ones were the requirements for the bituminous mortar consisting of a polymer modified

bitumen (40/100-75 in accordance with DS/EN 14023:2010) in combination with specific mix

requirements (5.9 % added limestone filler and 1.5 % of hydrated lime with respect to the total

aggregate part of the mix).

The document of the requirements (in Danish) can be found on the following pages as it was

presented to the contractors for the three demonstration trials KLIVE18#01., KLIVE18#02 and

KLIVE18#03.

One of the contractors was allowed to replace the 1.5 % of hydrated lime with 1.5 % additional

limestone filler + addition of 0.3 % of adhesion improving agent (TAS) after demonstrating that this

change would not have an impact on the moisture sensitivity of the material and fulfilling the functional

requirement.

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Annex B Requirements in tendering

document for motorway M30

(Entreprise 79)

Below the requirements for climate friendly surface layer in the tendering document for motorway M30

is inserted. There is a correction

in Danish text in paragraph 2.2.0: Twice , change “asfaltmix” to read

“stenmaterialet”.

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Annex C Overview table of bituminous

binders

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Bitumen

Testmethod

Penetration at 25 °C

Softening Point Ring & Ball

Elastic Recovery at 10 °C

elongation or length at rupture

Force Ductility at 5 °C

elongation or length at rupture

Rheology - DSR (-10 °C - 100 °C ; 0,01 Hz - 30 Hz)

Rheology - MSCRT (50 °C,. 60 °C & 70 °C)

Infrared spectroscopy

Ash or remaining filler content

Standard

DS/EN 1426:2015

DS/EN 1427:2015

DS/EN 13398:2017

DS/EN 13589:2018

DS/EN 14770:2012

DS/EN 16659:2015

In-house, gravimetric, 430 °C

Data/datafil available

Data/datafile not available

Data not expected

Unit

0,1 x mm

°C

J/cm

MPa & °

Absorbans

Original bitumen

70,6

86,8

200

3,28

400

KLIVE18#01

Asphalt

Recovered

binder

61,2

200

5,11

400

Contractor's data

Specification

40-100

> 75

Bitumen

Original bitumen

76,6

77,8

200

6,89

rupture at 335

KLIVE18#02

Asphalt

Recovered

binder

75,2

78,3

200

Contractor's data

Specification

40 - 100

80,0

Bitumen

Original bitumen

76,0

79,8

200

7,18

rupture 295-390

KLIVE18#03

Asphalt

Recovered

binder

75,4

76,3

200

Contractor's data

40 - 100

1,02

0,67

0,60

0,58

0,72

Bitumen

Testmethod

Penetration at 25 °C

Softening Point Ring & Ball

Elastic Recovery at 10 °C

elongation or length at rupture

Force Ductility at 5 °C

elongation or length at rupture

Rheology - DSR (-10 °C - 100 °C ; 0,01 Hz - 30 Hz)

Rheology - MSCRT (50 °C,. 60 °C & 70 °C)

Infrared spectroscopy

Ash or remaining filler content

Standard

DS/EN 1426:2015

DS/EN 1427:2015

DS/EN 13398:2017

DS/EN 13589:2018

DS/EN 14770:2012

DS/EN 16659:2015

In-house, gravimetric, 430 °C

Unit

0,1 x mm

°C

J/cm

MPa & °

Absorbans

Original bitumen

69,6

86,1

200

KLIVE18#05

Asphalt

Recovered

binder

64,6

78,3

200

Contractor's data

Bitumen

Original bitumen

52,4

5,0

50 - 56

75,0

KLIVE18#06

Asphalt

Recovered

binder

54,2

Contractor's data

Bitumen

Original bitumen

52,4

7,3

0 - 60

KLIVE18#07

Asphalt

Recovered

binder

58,4

Contractor's data

0,67

0,63

0,74

0,85

0,58

0,68

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Annex D Overview table of asphalt

materials

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Analysis

Test or characteristica

Binder content

Aggregate density

Marshall density

Marshall compaction temperature

Standard

DS/EN 12697-1:2006 or DS/EN 12697-39:2012

DS/EN 1097-6:2013

DS/EN 12697-6:2012

DS/EN 12697-30:2012

DS/EN 12697-5:2010

DS/EN 12697-8:2003

Unit

Mg/m

°C

KLIVE18#01

Contractor data /

specification

6,9

2,73

2,383

155

2,447

2,0

18,1

89,1

0,20

100

10,0

Analysis

6,7

2,726

2,387

2,451

2,7

18,3

0,191

100

12,4

2,423

1,58

7,7

KLIVE18#02

Contractor data /

specification

6,9

2,720

2,390

150

2,6

0,202

100

9,2

Analysis

6,3

2,916

2,536

2,610

2,8

18,6

0,193

100

11,6

2,588

0,83

0,1

KLIVE18#03

Contractor data /

specification

6,5

2,940

2,550

149 - 155

2,7

18,9

0,200

100

9,4

Analysis

7,1

2,723

2,348

2,434

3,6

19,9

0,204

100

9,7

2,379

2,28

19,5

KLIVE18#05

Contractor data /

specification

7,1

2,730

2,380

155

2,4

19,0

0,204

100

10,00

Analysis

7,2

2,720

2,376

2,429

2,2

18,9

0,205

100

9,8

2,392

1,53

2,6

KLIVE18#06

Contractor data /

specification

7,1

2,730

2,360

Analysis

6,1

2,702

2,320

2,455

5,5

19,4

0,172

100

10,5

2,424

1,27

43,9

KLIVE18#07

Contractor data /

specification

6,9

2,760

2,410

6,4

2,715

2,400

2,454

2,3

17,2

0,18

100

10,2

2,415

1,56

5,8

Maximum density

Void content

Void in Mineral Aggregate

Void filled with binder

VB/VS ratio

Gradation

DS/EN 12697-2:2015

11,2 mm sieve

8 mm sieve

5,6 mm sieve

4 mm sieve

2 mm sieve

1 mm sieve

0,5 mm sieve

0,25 mm sieve

0,125 mm sieve

0,063 mm sieve

Gyratory Compaction

DS/EN 12697-31:2007

Density after 200 gyrations

Void after 200 gyrations

Compaction Energy Index

ISTM modulus

10 °C - mean (std) Marshall compacted sample

DS/EN 12697-26:2012 Annex

DS/EN 12697-6:2012

Density of samples

10 °C - mean (std) [gyratory sample @ 200] DS/EN 12697-26:2012 Annex

20 °C - mean (std) [gyratory sample @ 200] DS/EN 12697-26:2012 Annex

10 °C - mean (std) [plate compacted, cored] DS/EN 12697-26:2012 Annex

20 °C - mean (std) [plate compacted, cored] DS/EN 12697-26:2012 Annex

Wheel Tracking Test at 60 °C

DS/EN 12697-22 + A1:2007

Wheel Tracking slope, WTS

Rut Depth, RD

Proportional Rut Depth, PRD

Mg/m

3,3

19,7

0,205

100

8,5

2,4

18,7

0,201

100

8,5

Mg/m

MPa

Mg/m

MPa

mm/1000 cycles

2,420

5.376 (334)

2.469 (238)

4.900

2.438

8.213 (806)

2.569 (137)

5.020

2,587

9.655 (641)

3.507 (207)

5.827

2,413

4.383 (281)

1.835 (120)

2,43

9.638 (637)

4.055 (507)

2,427

12.249 (1.269)

5.903 (809)

0,03

2,6

6,4

0,031

1,9

0,05

0,024

1,48

3,6

NCC

PEAB

VTI

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Annex E Metodebeskrivelse for termo-

grafisk måling - UDKAST

Introduktion

Denne metode beskriver, hvordan temperaturen måles på overfladen af vejfladen direkte bag

asfaltudlæggerens afretter ved hjælp af termografi. Termografi indebærer kvantificering af infrarød

overfladestråling. Den infrarøde stråling tilhører det elektromagnetiske spektrum med bølgelængder

inden

for 0,76

–

100 µm. Ved at sammenligne energi pr. bølgelængde kan temperaturen bestemmes. Meto-

den kan anvendes til alle varmblandede belægninger.

Metoden er beregnet til at bestemme temperaturvariationen ved udlægningen af belægningsmasser.

Når koldere overflader end beregnet registreres kan der laves en opgørelse af risikoen for kvalitetsbri-

ster for belægningsoverfladen.

Asfaltudlægger skal monteres med udstyr til infrarød temperaturmåling af asfaltmassen umiddelbart

direkte bag afretteren. Målinger skal forekomme i realtid og kontinuert under udlægningen, for alle

varmblandede asfaltsektioner der falder ind under den givne entreprise. Heraf skal entreprenøren

levere data der inkluderer temperaturmateriale med tilhørende GPS-koordinater, mv.

Formålet er at evaluere fordelene ved at monitorere og dokumentere temperaturfeltet af asfalten der

lægges ud. Herved skal kvalitetssikringen af asfaltarbejder med varmblandet asfalt tilføjes et led, der

har potentiale til at medfør en forøget kvalitet af de belægninger der lægges ud.

For entreprenøren kan monitoreringen i realtid på sigt give entreprenøren mulighed for at optimere på

de metoder de har der påvirker asfaltens temperatur ved udlægningen. Dette kan være under selve

udlægningen, eller ved en daglig gennemgang og analyse af de termiske data der indsamles ved as-

faltarbejder. Resultatet heraf vil være asfaltlag der er bedre komprimeret end ellers.

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Begrebsforklaring

Belægningspassets bredde

Ordet refererer til bredden på asfaltoverfladen

som udlæggeren efterlader bag sig ved en enkelt

udlægning. I daglig tale anvendes ordet også

bare for overfladen efterladt bag udlæggeren dog

uden at længden er klart defineret. Passets kan-

ter er de samme som belægningsoverfladen kan-

ter efter passet.

Vinklen mellem belægningsoverfladens normal og

kameraets centerlinje ved måling.

Banebredde fra den ene kant til den anden af

belægningen bag udlæggeren.

Den måleværdi,

, som registreres indenfor

maksimalt 2 sekunder. Måleværdien er en mid-

delværdi af temperaturen fra flere måloverflader.

Den overflade som momentant aflæses og giver

en målværdi.

Centerpunktet af en måloverflade

Termisk segregation er temperaturforskelle i

varmblandet asfalt ved udlægning, der kan forår-

sage præmature skader, grundet øget modstand

mod komprimering og arealer med forøget hul-

rumsprocent.

Temperaturforskel i asfaltmikset der kan forårsa-

ge termisk segregation. Temperaturdifferentialet

må ikke spænde over mere end ±14 °C ift. den

omkringliggende asfaltmasse.

Belægningsoverflade som inkluderer enkelte mål-

te niveauer der er lavere end de definerede vær-

dier for maksimale temperaturdifferentialer eller

ophørstemperatur. Dette set ift. gennemsnittet af

omkringliggende målinger der ligger indenfor

cm².

Overflader der udføres koldere end den optimale

temperatur er også risikomålinger.

Den summerede overflade af sammenhængende

risikomålinger, for den analyserede belægnings-

sektion. Er det summerede risikoareal mere end

10 cm²

overgår det til beregning af risikoandel.

Det summerede risikoareal, af arealer der over-

skrider

10 cm²,

for evalueringsområdet i relation

til den totale belægningsoverflade, udtrykt i %.

Indfaldsvinkel

Målebredde

Enkeltværdi

Måloverflade

Referencepunkt

Termisk segregation

Kritisk temperaturdifferentiale (KTD)

Risikomåling

Risikoareal

Risikoandel

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Udstyr

Kameraspecifikationer

Krav til nøjagtighed og opløsning:

Sensoropløsning

x pixels horisontalt (X-akse)

x pixels vertikalt (Y-akse)

+/- 2,0 °C

90° horisontalt

0 til 280 °C

0,1 °C

+/- 1,0 °C

45° til 90°

Nøjagtighed af målinger:

Minimumsvinkel for målevinkel:

Temperaturspektrum:

Temperatur opløsning:

Reproducerbarhed af temperaturmålinger:

Indfaldsvinkel:

Termokameraet skal monteres på udlæggeren. Det skal aflæse og gemme belægningstemperaturer

successivt mens udlæggeren bevæger sig fremad.

Kameraudstyret skal monteres bag på udlæggeren på en sådan måde at det er muligt at aflæse de

termiske profileringsmålinger indenfor

3 m?

bag afretteren på udlæggeren og i den fulde bredde af

udlægningen fra den pågældende maskine.

Det samme punkt på X-aksen, måles til en ny værdi på Y-aksen indenfor 2 sekunder.

Dette skal der redegøres for i dataleverancen om hvorvidt er overholdt.

Andet udstyr

Datalagringsmedie

Data skal enten gemmes på termokameraet eller i et andet datalagringsmedie således at det er muligt

at præsentere data efterfølgende. En datalagringsenhed skal være robust, forstået på den måde at

den skal være af en udformning og monteres på en måde hvorved det dataene er sikret!

GPS-udstyr

Positioneringen skal forekomme ved en GNSS RTK måling

Beslag til montering af udstyr

Der skal installeres fornødne beslag til at det af udstyret der skal fastmonteres kan installeres korrekt.

Dette vil i alle tilfælde betyde at IR kameraet skal fastmonteres, men hvad der derudover skal fastmon-

teres afhænger af udstyrets sammensætning og må af entreprenøren og leverandøren vurderes for

hver udstyrspakke.

Kalibrering, kontrol

Kalibrering leveres normalt af forhandleren af udstyret. En grov kontrol udføres ved en jævnførelse

med et indstiks-termometer med en præcision på ± 1 °C. Indstikkets dybde skal være mellem 10-20

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

mm. Kontrollen skal foretages med det samme efter termokameraet har registreret dets måleværdi.

Det er en grov kontrol fordi temperaturen kan falde med op til ca. 20 °C per minut efter asfaltmassen

forlader strygejernet.

Det mindste antal af disse målinger er et punkt fra første læs og et fra det sidste på den strækning der

bliver udlagt, dog mindst to gange dagligt. Koordinaterne for disse målinger skal registreres.

Registrering af data

Positionering

Måledata skal registreres samtidigt med de aktuelle længdemålinger, således at der kan laves grafi-

ske print efterfølgende.

Planreferencesystem skal være ETRS89/UTM32.

Højdereferencesystem skal være DVR90.

Positioneringen skal forekomme ved en GNSS RTK måling og med en nøjagtighed på 5 cm i planet

og 5 cm i højde.

GNSS positionen skal kontrolleres mindst to gange dagligt.

Antal målinger pr sekund

Det samme punkt på X-aksen, måles til en ny værdi på Y-aksen indenfor 2 sekunder.

Dette skal der redegøres for i dataleverancen om hvorvidt er overholdt.

Ansvarlige for dataindsamling samt dataejer

Typer af data

Skal der senere være krav om at data skal sendes ved en cloudløsning?

For enhver given række temperaturmålinger tilknyttet et koordinat værdi på Y-aksen (længdemålin-

gerne), skal der være data for hhv.:

Dato

[DD:MM:ÅÅÅÅ]

Tid

[TT:MM:SS]

Længdegrad

(decimalgrader, med min. 6 betydende cifre)

Breddegrad

(decimalgrader, med min. 6 betydende cifre)

Højde

Distance

[m]

Kørselsretning for udlægger

(vinkelgrad, med uret fra nord)

Hastighed for udlægger

[m/s]

Luftfugtighed

[%]

Lufttryk

[hPa]

Lufttemperatur

[°C]

Vindhastighed

[°C]

Bredde på venstre udvidelse af strygejernet [mm]

Bredde på højre udvidelse af strygejernet [mm]

Andre data påkrævet

Udlæggers stop undervejs og varighed af stop

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Andre mulige data (ikke påkrævede)

Temperatur i sneglen

Analyse

Frasortering af fremmedobjekter

Ved evaluering skal datagrundlaget justeres for fremmede objekter. Fremmede objekter er typisk per-

sonale der passerer måleområdet hvorved den infrarøde stråling reduceres. Data fra fremmede objek-

ter som er mindre end 90 °C skal fjernes manuelt eller automatisk. Det skal dog tydeliggøres at disse

data ikke er relevante. Måleværdier under 90 °C ved varmblandet asfalt fjernes, det vil indirekte sige

andre objekter som maskinelt udstyr og personale som er kommet inden for måleområdet.

Evalueringsområdet begrænses til 30 cm fra belægningspassets kanter.

Rapportering af resultater

Afleveringer

Resultaterne af målingerne skal præsenteres i form af et profil med individuelle værdier, hvor y-aksen

refererer de aktuelle længdemålinger. Hver linje af data på x-aksen skal have datapunkter tilknyttet

beskrevet i punktet ’Typer af data’ under sektionen

Registrering af data.

Formater af disse afleveringer skal være som txt- csv- og/eller xlsx-fil.

Yderligere skal disse filer indeholde en data-header med følgende informationer:

Information i data-header for resultattabel

Beskrivelse

Entreprenør

Entreprenørens kontaktperson

Måle-operatør

Målefirmaets kontaktperson

Periode

Tid

Vejrdata

Belægningstype

Lag

Belægningstykkelse - planlagt

Belægningstykkelse

–

Gennemsnitlige realiserede

Lokation

Vejnummer

Kilometrering(er)

Fra km

Total længde af sektionen

Planlagt lagtykkelse

Fabrikant

–

IR system

Model

–

IR system

Fabrikant

–

Udlægger

Model

–

Udlægger

Laterale mellemrum mellem temperaturmålinger [mm]

Længdegående mellemrum mellem temperaturmålinger [mm]

Afstanden mellem infrarøde scanner og asfalten

Målefrekvens

Eksempel

Til km

TRU, Alm.del - 2019-20 - Bilag 63: Orientering om Vejdirektoratets rapport om klimavenlig asfalt, fra transportministeren

Længde, strygejern basis

Længde, strygejern venstre del

Længde, strygejern højre del

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