IOP Conference Series: Materials Science and Engineering

PAPER • OPEN ACCESS Related content

- Effects of reclaimed asphalt pavement on
Basic Performance of Fibre Reinforced Asphalt indirect tensile strength test of foamed
asphalt mix tested in dry condition
Concrete with Reclaimed Asphalt Pavement Herda Yati Katman, Mohd Rasdan
Ibrahim, Mohd Yazip Matori et al.

Produced In Low Temperatures with Foamed - Effects of reclaimed asphalt pavement on

indirect tensile strength test of conditioned
Bitumen foamed asphalt mix
Herda Yati Katman, Mohd Rasdan
Ibrahim, Mohd Yazip Matori et al.
To cite this article: Anna Chomicz-Kowalska et al 2017 IOP Conf. Ser.: Mater. Sci. Eng. 245 032092 - Reinforcement of asphalt concrete
pavement by segments of exhausted fiber
used for sorption of oil spill
V N Lukashevich and I N Efanov

View the article online for updates and enhancements.

This content was downloaded from IP address 185.158.121.202 on 05/11/2017 at 13:25

WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

Basic Performance of Fibre Reinforced Asphalt Concrete with

Reclaimed Asphalt Pavement Produced in Low Temperatures
with Foamed Bitumen

Anna Chomicz-Kowalska 1, Mateusz M. Iwański 2, Justyna Mrugała1

1
Department of Transportation Engineering, Faculty of Civil Engineering and
Architecture, Kielce University of Technology, Al. Tysiąclecia Państwa Polskiego 7,
25-314 Kielce, Poland
2
Department of Building Engineering Technologies and Organization, Faculty of
Civil Engineering and Architecture, Kielce University of Technology, Al. Tysiąclecia
Państwa Polskiego 7, 25-314 Kielce, Poland

[email protected]

Abstract. During the reconstruction of road pavements, the reclaimed asphalt pavement
(RAP), which is obtained through milling of the worn out existing asphalt, is commonly used
for producing new base courses in cold recycling processes. Two of these techniques are most
popular: one using mineral-cement-emulsion mixes and one utilizing mineral cement mixes
with foamed bitumen. Additionally, some amounts of RAP can be incorporated into traditional
hot mix asphalt. The demand for energy efficient and environmentally friendly solutions
however, results in a need for development of new techniques that would result in cheaper and
more reliable solutions with smaller carbon footprint. The reduction of processing temperatures
with simultaneous incorporation of reclaimed material is the most efficient way of obtaining
these objectives, but it often results in the overall decrease of bituminous mix quality. The
paper presents the possibility of using RAP for producing asphalt concrete in warm mix asphalt
(WMA) production process by the use of foamed bitumen modified with Fischer-Tropsch
synthetic wax and polymer-basalt fibers. Additionally, a series of reference mixtures were
produced to investigate the effects of the additives and of the warm process. The carried out
analyses and tests shown that the experimental warm mix asphalt produced with RAP and
foamed bitumen returned satisfactory performance. The introduction of synthetic F-T wax in
the warm foam bitumen mixes resulted in a significantly improved compaction levels and
moisture and frost resistance and the addition of polymer-basalt fibers has further improved the
permanent deformation resistance of the mixes. All of the designed and tested mixes have
fulfilled the requirements for binding course asphalt concrete with medium traffic loads.

1. Introduction
Today’s construction industry pays as much attention to developing and implementing new
technologies as to the reuse and recycling of waste materials. Recycling can help to protect the natural
environment, reduce the exploitation of natural resources and avoid the degradation of virgin materials
used in road pavement construction [1, 2, 3]. Modern road building is implementing innovative and
cost effective solutions based on environmentally friendly state-of-the-art technologies (e.g., warm and
cold mix production) that provide healthy workplace for its workers and cleaner air for all of us [2-8].

Content from this work may be used under the terms of the Creative Commons Attribution 3.0 licence. Any further distribution
of this work must maintain attribution to the author(s) and the title of the work, journal citation and DOI.
Published under licence by IOP Publishing Ltd 1
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

The idea of reducing energy use and limiting emissions in road construction industry has been a
subject of interest for many years now by many researchers [9-11]. The reuse of the waste materials
(RAP, waste granulate, rubber waste) is undoubtedly advantageous, however this practice less
common in Poland compared with other European countries. The precursors of material waste reuse
include the Netherlands, Germany, France, Belgium and Denmark. The Netherlands was also one of
the first countries in Europe to start waste reuse projects as early as in the 70s due to economic crisis.
The earliest cases of using reclaimed asphalt pavement material (RAP) for producing new paving
mixes trace back to 1913 [12], but the technology did not become standard practice. In 1970 the
members of the Organization of Arab Petroleum Exporting Countries (OAPEC) proclaimed an oil
embargo with effects on global economy leading to search for new technologies, including recycling
and reduction of the binder use. Cost and environmental benefits are the driving forces in the recycling
technologies. These include limiting the use of non-renewable sources of aggregate and asphalt and
reducing the cost of asphalt mix production, as aggregates and asphalt are the most expensive
components of the mix. In Poland, RAP is currently used in the production of mineral cement mixes
with emulsified and foamed asphalt, intended for road base courses [3, 13, 14].

Two main trends predominate in the road material recycling technology. The new mix should have
the same properties as the one it was made of or the new mix should have better parameters. This issue
has been undertaken to understand the principles of this technology. Compared with other European
countries, in Poland the use of RAP is very modest.

2. Materials
The following materials were used to design binding course asphalt concrete AC 22 mixes for roads
under medium traffic loads (0.5 – 7.3 x 106 ESAL100kN):

- aggregate – obtained from local quarries,

- reclaimed asphalt granulate – derived from the milling local road pavements,
- modifier – Fischer-Tropsch (F-T) wax,
- foamed bitumen,
- polymer-basalt fibers.

2.1. Aggregate
As for the aggregates, a purely limestone mineral mix was used with aggregate dimensions of 0/2 mm,
2/8 mm, 8/16 mm, 16/22 mm and a filler as it can be seen in detail in Table 1.

Table 1. Sieve analysis of the mineral mix

Name of Sieve analysis
material <0.063 0.063 0.125 0.25 0.5 1.0 2.0 4.0 5.6 8.0 11.2 16.0 22.4
limestone filler 100% 91% 91% 7.7% 1.3%
limestone 0/2 0.9% 2.3% 4.6% 9.8% 21.6% 39.6% 20.9% 0.3%
limestone 2/8 0.2% 0.6% 15.4% 25.2% 44.8% 13.8%
limestone 8/16 0.1% 0.2% 2.8% 37.1% 51.6% 8.2%
limestone 16/22 0.1% 0.2% 3.8% 76.0% 19.8%

2.2. Reclaimed asphalt pavement

To allow the design of the recycled mix, the composition of the asphalt granulate used was
determined. Asphalt content of 6.0% was found by the extraction method and the results of
granulometric analysis are summarized in Table 2.

2
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

Table 2. Sieve analysis of the RAP

Sieve analysis
Name of
material

<0.063 0.063 0.125 0.25 0.5 1.0 2.0 4.0 5.6 8.0 11.2 16.0 22.4
RAP 11.1% 2.8% 5.0% 7.0% 7.5% 13.2% 18.7% 12.1% 8.5% 7.6% 6.0% 0.5%

2.3. Fischer Tropsch wax

The Fischer-Tropsch (F-T) synthetic wax is an asphalt modifier with a melting temperature of about
95°C, which dissolves easily in asphalt. Compared with natural paraffin wax, F-T wax has longer
hydrocarbon chains. The wax lowers the viscosity of asphalt at processing and after crystallization it
develops a crystalline grid thus improving the resistance of the mix to permanent deformation [15].

The synthetic wax was used to produce the asphalt concrete mix at lower temperatures. It was
added in the amount of 2.5% by mass relative to the asphalt. The results of the F-T modified foamed
bitumen are compiled in Fig. 1.

2.4. Foamed bitumen

A variety of road bitumen types are used to produce asphalt mixtures. Their basic function is to
permanently coat and bind aggregate grains in the mixture. The aggregate with the bitumen should
form a monolithic composite with adequate mechanical properties stable throughout the life cycle of
the pavement. This depends on the chemical composition and rheological characteristics of the
bitumen [16-17].
The mix was produced with foamed bitumen based on road paving bitumen. The parameters of the
bitumen 35/50 and 2.5% F-T wax modified bitumen are summarized in Table 3.

Table. 3. Basic parameters of bitumen

Property Unit Test method 35/50 35/50+
2.5% F-T wax
Penetration at 25C 0.1mm PN-EN 1426 44 32
Softening point C PN-EN 1427 53.9 74.7
Breaking point C PN-EN 12593 -9 -7

After defining basic properties of the bitumen, two characteristic parameters [18] of the foamed
bitumen were determined (figure 1): expansion ratio (ER) and half-life time (HL).

a) b)

Figure 1. Foaming characteristics of binders:

a) bitumen 35/50 (ER = 10.17, HL = 8.75s, FWC =3.0%),
b) bitumen 35/50 + 3.0 % F-T wax (ER = 17.12, HL = 16.25s, FWC = 3.0%)

3
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

The test results of the foamed bitumen indicate that at optimum foaming water content (FWC)
designated in accordance to [19], the F-T wax modified bitumen has higher expansion ratio and half-
life time, which is beneficial.

2.5. Polymer-basalt fibers

Mineral fibers derived mainly from basalt stone, are produced in various lengths and diameters. The
fibers show high tensile strength and hardness, resistance to corrosion in acidic and alkaline
environment. Basalt fibres adhere to bitumen very well, thus improving the resistance of bituminous
mixes to the action of water and frost. Like cellulose fibers, they absorb bitumen and are used as
stabilizers in asphalt. Their reinforcing capacity is fibre-size dependent.

An addition of 0.5% polymer-basalt fibres was used in both mixes. The properties of the fibers are
compiled in Table 4 and the fibers are shown in Figure 2.

Table 4. Properties of polymer-basalt fibers [20]

Property
Nominal density 2650 kg/m3
Humidity do 1%
Elementary fibers diameter 16 µ
Fiber bundle diameter 0.7-1.0 mm
Fiber length 24 mm
Tensile strength 1680 N/mm2
Elastic modulus 9.0 kN/mm2
Elongation do 3.3%
Melting temperature 1100°C to 1460°C
Operating temperature -260°C to +750°C Figure 2. Polymer-basalt fibres (24 mm length)

3. Asphalt concrete mix design

The AC 22 mineral mix for the binding course under the KR4 traffic category was produced in
compliance with the grading limits set out in Polish Technical Guideline – 2 : Bituminous pavements
for National Highways (TG-2) [21]. Table 5 and Figure 3 summarize the composition of the five
following bituminous mixes that were produced for the study:

 Mix A – reference hot mix asphalt concrete with 35/50 bitumen;

 Mix B – reference hot mix asphalt concrete with polymer basalt fiber addition of 0.5% with
35/50 bitumen;
 Mix C – warm mix asphalt concrete with foamed 35/50 bitumen;
 Mix D – warm mix asphalt concrete with foamed 35/50 bitumen modified with 2.5% F-T
synthetic wax;
 Mix E – warm mix asphalt concrete with foamed 35/50 bitumen modified with 2.5% F-T
synthetic wax, with addition of polymer-basalt fibers in the amount of 0.5%.

4
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

Table 5. Composition of 100

the asphalt concrete 90

Sieve passing [% m/m]

80 values below
% by mass in: grading curve
70
Components mineral 60
AC mix values above
mix 50
16/22 15.0 14.46 grading curve
40
8/16 20.0 19.28 30 grading curve
2/8 20.0 19.28 20 AC 22 W
0/2 26.0 25.06
10
RAP 15.0 14.46
0
Lime filler 4.0 3.86

0,063
0,125

16,0
22,4
31,5
2,0

8,0
3.6 +
Bitumen 35/50 -
0.9*
SUM 100 100 Sieve # [mm]
* Bitumen content in RAP Figure 3. Grain distribution in mineral mix used in AC 22

4. Analysis of test results

Laboratory tests performed to evaluate the described bituminous mixtures included determining their
physical and mechanical characteristics:

- air void content (Vm) acc. to EN 12697-8 (Fig. 4a),

- resistance to the action of water (ITSR) acc. to EN 12697-12 (Fig. 4b),
- resistance to permanent deformation (WTSAIR (Fig. 4c), PRDAIR, (Fig. 4d)) acc. to EN 12697-22.

In addition to the data shown in Figure 4a-d the Table 6 presents the descriptive statistics for assesing
the results. More in-depth statistical analysis is provided in Table 7, where the results of one-way
analysis of variance (ANOVA) for the type of mix are shown.

Table. 6. Descriptive statistics of the obtained results

Mix parameter Type of Descriptive Statistics
the mix Valid N Mean Minimum Maximum Std.Dev. Coef.Var.
Vm (%) Mix A 6 4.21667 3.9 4.4 0.194079 4.602665
Mix B 6 4.73333 4.6 4.9 0.136626 2.886465
Mix C 6 6.33333 6.2 6.5 0.103280 1.630730
Mix D 6 4.88333 4.7 5.0 0.116905 2.393949
Mix E 6 4.70000 4.6 4.8 0.089443 1.903037
WTSAIR (mm/103 cycles) Mix A 4 0.27800 0.276 0.279 0.001414 0.508710
Mix B 4 0.50500 0.490 0.518 0.011944 2.365211
Mix C 4 0.53775 0.536 0.542 0.002872 0.534129
Mix D 4 0.20950 0.208 0.211 0.001732 0.826755
Mix E 4 0.11375 0.109 0.120 0.005188 4.560991
PRDAIR (%) Mix A 4 10.14500 10.120 10.160 0.017321 0.170730
Mix B 4 15.07500 14.970 15.140 0.078528 0.520916
Mix C 4 14.61750 14.580 14.670 0.037749 0.258246
Mix D 4 7.05750 7.020 7.080 0.026300 0.372647
Mix E 4 5.63000 5.600 5.700 0.047610 0.845640

5
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

a) b)

c) d)

Figure 4. The performance of the tested AC mixes: air void content Vm (a), water resistance ITSR (b),
WTSAIR (c) and PRDAIR (d)

Table 7. ANOVA table for the type of the mix factor

Variable Univariate Tests of Significance
Effect Sigma-restricted parameterization
Effective hypothesis decomposition
SS Degr. of MS F p
Freedom
Vm (%) Intercept 742.0213 1 742.0213 41843.31 < 0.001
Type of the mix 15.3753 4 3.8438 216.76 < 0.001
Error 0.4433 25 0.0177
ITSR (%) Intercept 227540.0 1 227540.0 2668570 < 0.001
Type of the mix 1593.7 4 398.4 4673 < 0.001
Error 2.1 25 0.1
WTSAIR (mm/103 Intercept 2.162189 1 2.162189 59130.05 < 0.001
cycles) Type of the mix 0.551065 4 0.137766 3767.53 < 0.001
Error 0.000548 15 0.000037
Intercept 2207.101 1 2207.101 1017097 < 0.001
PRDAIR (%) Type of the mix 294.312 4 73.578 33907 < 0.001
Error 0.033 15 0.002

6
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

Analysis of the results shown in Fig. 4a indicates that all the AC mixes meet the requirements laid
down in the TG-2 [21] in terms of air void content, which requires 4.0% to 7.0% for these mixes. The
highest amount of air void content was obtained in Mix C produced with foamed bitumen, whereas the
highest compaction was possible in reference HMA Mix A. The remaining mixes containing the
polymer-basalt fibers as well as the F-T wax modifier obtained intermediate levels of air void content
of 4.5% to 5.0%. Based on the result it can be stated that the addition of F-T wax had a beneficial
effect on the compaction of the mixes.
Based on the analysis of the ITSR indices of the analyzed mixes it can be stated, that four out of
five AC mixes under test met the requirements set out in TG-2 [21] for binding courses for roads
under medium traffic category, as the ITSR values were greater 80. It has to be noted that the highest
value of the parameter was recorded for the WMA mix with polymer-basalt fibers (Mix E). The lowest
ITSR=74.6% was obtained by the Mix C, which was produced using ordinary foamed bitumen in
WMA technology, and which also had the highest air void contents.
Analysis of these results indicates that all mixtures investigated satisfied the requirements with
regard to Vm and ITSR. It is worth noting that one freezing cycle is used to determine ITSR in Poland,
similarly as in Finland. At the same time other CEN (European Committee for Standardisation)
member countries, even with similar climate to that in Poland (Slovakia, Germany) do not incorporate
the freezing cycle in calculations if this [22]. It has been stated many times that adverse climates
require increased number of freeze-thaw cycles in bitumen mix testing to properly evaluate the effects
of moisture and frost on the road surface durability [23, 24].
Analysis of the resistance to permanent deformation shown in Fig. 4c and 4d allows stating that in
HMA mix the introduction of polymer-basalt fibers resulted in a substantial increase of the WTSAIR
and PRDAIR characteristics, thus the mix failed to meet the requirements set out in the TG-2 [21].
Similar increase in WTSAIR was also recorded for the WMA mix with foamed bitumen. In the WMA
technology with foamed bitumen and with and without the fibres, the AC mix obtained positive
results.
The analysis of the significance was carried out for the influence of the type of mix on the results in
all of the measured characteristics in mixes differing in production technique, presence of polimer-
basalt fibers and synthetic F-T wax. The analysis showed that all of the described differences in the
results were statistically significant with p-values substantially lower than the adopted significance
level (α=0.05).

5. Conclusion
The review of the literature and the analysis of the test results for the AC 22W mix allow formulating
the following conclusions:

 It is possible to design a bituminous mix with asphalt granulate, which meets the requirements for
mixes intended for binding courses.
 Both HMA and WMA technologies can be utilised to produce the bituminous mix with asphalt
aggregate.
 Compared with the HMA technology, the WMA technology satisfies the requirements in terms of
energy saving and environmental effects.
 The WMA mix with an addition of granulate, synthetic wax and fibres had the best service-related
properties in terms of resistance to rutting.
 Four AC mixes produced in the HMA and WMA technology with asphalt granulate obtained the
required characteristics.

References
[1] M. Zaumanis, R. B. Mallick R.B., R. Frank, “100% Recycled Hot Mix Asphalt: A Review and
Analysis. Resources,” Conservation & Recycling, vol. 92, 2015, pp. 230-245. DOI:
10.1016/j.resconrec.2014.07.007.

7
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

[2] E. Remisova, M. Decky, M. Mikolas, M. Hajek, L. Kovalcik, M. Mecar, “Design of Road

Pavement Using Recycled Aggregate,” World Multidisciplinary Earth Sciences symposium
(WMESS 2016), vol.44, Article Number: 022016, DOI: 10.1088/1755-1315/44/2/022016
[3] B. Dołżycki, M. Jaczewski, C. Szydłowski, “The Influence of Binding Agents on Stiffness of
Mineral-cement-emulsion Mixtures,” Procedia Engineering, Modern Building Materials,
Structures and Techniques, vol. 172, 2017, pp. 239–246,
http://dx.doi.org/10.1016/j.proeng.2017.02.103.
[4] P. Buczyński, M. Iwański, “Fatigue life comparison of recycled cold mixes with foamed bitumen
and with bitumen emulsion,” Procedia Engineering, Modern Building Materials, Structures
and Techniques, vol. 172, 2017, pp. 135-142, DOI: 10.1016/j.proeng.2017.02.035.
[5] M. Iwański, A. Chomicz-Kowalska, K. Maciejewski, “Application of synthetic wax for
improvement of foamed bitumen parameters,” Construction and Building Materials, vol. 83,
2015, pp. 62–69, DOI: 10.1016/j.conbuildmat.2015.02.060.
[6] H Silva, J. Oliveri, J. Peralta, S. Zoorob, “Optimization of warm mix asphalt using different blends
of binders and synthetic paraffin wax contents,” Construction and Building Materials, 2010,
24(9), pp. 1621-1631. DOI:10.1016/j.conbuildmat.2010.02.030.
[7] A. Vaitkus, D. Cygas, A. Laurinavicius, Z. Perveneckas, “Warm mix asphalt research, analysis and
evaluation,” The Baltic Journal of Road and Bridge Engineering, 4 (2), 2009, pp. 80-86.
[8] A. Woszuk, W. Franus, “Properties of the Warm Mix Asphalt involving clinoptilolite and Na-P1
zeolite additives,” Construction and Building Materials, vol. 114, 2016, pp. 556–563. DOI:
10.1016/j.conbuildmat.2016.03.188.
[9] A. Vaitkus, D. Cygas, A. Laurinavicius, V. Vorobjovas, Z. Perveneckas, “Influence of warm mix
asphalt technology on asphalt physical and mechanical properties,” Construction and
Building Materials, vol. 112, 2016, pp. 800–806. DOI:10.1016/j.conbuildmat.2016.02.212.
[10] J. Król, K. Kowalski, P. Radziszewski, “Rheological behavior of n-alkane modified bitumen in
aspect of Warm Mix Asphalt technology,” Construction and Building Materials, vol. 93,
2015, pp. 703-710, DOI.org/10.1016/j.conbuildmat.2015.06.033.
[11] M. Trojanova, M. Decky, E. Remisowa, “The implication of climatic changes to asphalt
pavement design,” Procedia Engineering, vol. 111, 2015p. 770-776, doi:
10.1016/j.proeng.2015.07.144
[12] P. M. Kandhal, R. B. Mallick, “Pavement recycling Guidelines for State and Local
Governments - Participant's Reference Book. Federal Highway Administration, Washington,
DC. 1997.
[13] A. Chomicz-Kowalska, “Zastosowanie recyklingu na zimno z asfaltem spienionym w regionie
świętokrzyskim – Część 1” [“Application of recycling with foamed bitumen in
Świętokrzyski region. Part 1”], Drogownictwo [Road engineering], vol. 6, 2015, pp. 172-
176.
[14] A. Chomicz-Kowalska, “Zastosowanie recyklingu na zimno z asfaltem spienionym w regionie
świętokrzyskim – Część 2” [“Application of recycling with foamed bitumen in
Świętokrzyski region. Part 2”], Drogownictwo [Road engineering], vol. 2, 2016, pp. 46-54.
[15] G. Polacco, S. Filippi, M. Paci, “Structural and rheological characterization of wax modified
bitumens,” Fuel, vol. 95, pp. 407–416 (2012), DOI:
http://dx.doi.org/10.1016/j.fuel.2011.10.006.
[16] J. Komacka, E. Remisova, G. Liu, G. Leegwater, E. Nielsen, “Influence of reclaimed asphalt
with polymer modified bitumen on properties of different asphalts for a wearing course,”
Proc. ICTI 3, 2014, pp. 179-185.
[17] P. Radziszewski, K. Kowalski, J. Król, M. Sarnowski, J. Piłat, “Quality assessment of
bituminous binders based on the viscoelastic properties: polish experience,” Journal of Civil
Engineering and Management, vol. 1(20), 2014, pp. 111-120,
DOI:10.3846/13923730.2013.843586.
[18] K. J. Jenkins, D. C. Collings H. L. Thesey, “Interim Technical Guideline Design and Use of

8
WMCAUS IOP Publishing
IOP Conf. Series: Materials Science and Engineering 245 (2017) 032092 doi:10.1088/1757-899X/245/3/032092
1234567890

Foamed Bitumen Treated Materials. Edited by Les Sampson of Asphalt Academy. ISBN 0-
7988-7743-6. Asphalt Academy, Pretoria, South Africa, 2003.
[19] K. M. Muthen, “Foamed asphalt mixes. Mix design procedure,” Contract Report CR 98/077,
Pretoria, South Africa: SABITA Ltd & CSIR Transportek; 2009.
[20] www.fiberbet.eu
[21] WT-2 2010. Nawierzchnie asfaltowe na drogach krajowych. Mieszanki mineralno-asfaltowe
[Asphalt pavements on government road. Bituminous mixtures]. Wymagania Techniczne
[Technical Guide]. GDDKiA, Warszawa.
[22] D. Sybilski et al., Sprawozdanie końcowe z pracy: Weryfikacja i uaktualnienie metody
badawczej wodoodporności z cyklem zamrażania mieszanek mineralno-asfaltowych, Temat
TN-255, Etap III – Zadanie 7, 8 [Final progress report: Verification and updating of water
resistance test method with a freeze-thaw cycle of bituminous mixtures], IBDiM, Warszawa,
2013.
[23] P. Jaskula, J. Judycki, Verification of the criteria for evaluation of water and frost resistance of
asphalt concrete,” Road Mater. Pavement Des., vol. 9(1), 2008, pp. 135-162.
[24] P. Jaskuła, J. Judycki, “Durability of asphalt concrete subjected to deteriorating effects of water
and frost,” Journal of Performance of Constructed Facilities, vol. 30(1), 2016,
DOI.org/10.1061/ (ASCE)CF.1943-5509.0000645.