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International Journal of Pavement Research and Technology 10 (2017) 545–552
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Investigation on surface characteristics of epoxy asphalt concrete

pavement
Ke Zhong a, Xu Yang b,⇑, Xiaohao Wei c
a
Research Institute of Highway Ministry Transport, Beijing 100088, China
b
School of Engineering, Monash University, Sunway Campus, Bandar Sunway, Selangor 47500, Malaysia
c
School of Transportation, Southeast University, Nanjing 210096, China

Received 5 October 2016; received in revised form 20 July 2017; accepted 26 July 2017
Available online 12 August 2017

Abstract

The mechanical performance of epoxy asphalt concrete has been well reported in existing studies. This study investigated the surface
characteristics of asphalt concrete, including the permeability, friction coefficient, moisture damage resistance and surface texture. The
permeability test, dynamic friction test, Cantabro test, Hamburg test and laser texture scanning test were carried out for such investiga-
tions. Test results show that the permeability of the epoxy asphalt concrete was very low, which is desirable for protecting the steel deck.
The friction coefficient can satisfy the requirement for steel deck bridge according to the Pendulum Number. However, it was found that
the skid resistance could be a concern when the vehicle speed is higher than a certain level according to the dynamic friction test. The
results suggested to control the traffic speed when epoxy asphalt concrete is applied as steel bridge pavement. In terms of the raveling and
stripping, it was found that the epoxy asphalt mixture has an excellent anti-stripping performance based on the Cantabro test and Ham-
burg wheel tracking test results. The yield point was not reached after 20,000 loading cycles at 60 °C in the immersed Hamburg wheel
tracking test. The mean profile depth of the epoxy asphalt concrete is 0.305 mm, much lower than conventional asphalt concrete indi-
cating a very fine surface texture.
Ó 2017 Chinese Society of Pavement Engineering. Production and hosting by Elsevier B.V. This is an open access article under the CC BY-NC-ND
license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

Keywords: Surface characteristics; Epoxy asphalt; Skid resistance; Permeability; Anti-stripping; Surface texture

1. Introduction both cable-stayed and suspension bridges. The cable-

Epoxy asphalt concrete is considered as a steel deck
pavement material with excellent strength properties, high
temperature stability and good fatigue resistance [1,2].
The application of epoxy asphalt concrete in steel bridge
was firstly reported in the United States in 1960s [3]. It
was firstly introduced to China in the Second Nanjing
Yangtze Bridge in early 2000s [4]. Afterward, it has been
widely used in several long-span steel bridges, including
⇑ Corresponding author.
E-mail address: xu.yang@monash.edu (X. Yang).
Peer review under responsibility of Chinese Society of Pavement
Engineering.
stayed bridges include the Second Nanjing Yangtze Bridge,
the Third Nanjing Yangtze Bridge, the Sutong Yangtze
Bridge, the Shanghai Yangtze Bridge, etc. The suspension
bridges include the Runyang Yangtze Bridge, the Jiangyin
Yangtze Bridge, the Wuhan Yangluo Yangtze Highway
Bridge, etc. In addition, epoxy asphalt has also been used
in combined highway and railway bridges, such as the
Wuhan Tianxingzhou Yangtze Bridge.
The road performances of epoxy asphalt concrete have
been studied with a number of laboratory tests both in
China and other countries for a long time. In terms of
the strength performance, the research group of Southeast
University in China developed a large-tonnage Marshall

http://dx.doi.org/10.1016/j.ijprt.2017.07.009
1996-6814/Ó 2017 Chinese Society of Pavement Engineering. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
546 K. Zhong et al. / International Journal of Pavement Research and Technology 10 (2017) 545–552
stability instrument and found that the Marshall stability
of epoxy asphalt concrete can be higher than 50 kN after
curing [5], which is much higher than that of conventional
asphalt concrete (10
15 kN). Existing studies have widely
reported the better high temperature performance of epoxy
asphalt concrete compared to conventional asphalt con-
crete [2,6,7]. In the study on Yangluo Yangtze River Bridge
pavement in Wuhan led by the research team, the dynamic
stability of epoxy asphalt concrete can reach more than
20,000 cycles/mm in the Hamburg wheel tracking test at
80 °C [8]. In comparison, the dynamic stability of conven-
tional asphalt concrete can rarely reach 6000 cycles/mm. In
the authors’ previous study [9], the critical low temperature
of epoxy asphalt concrete was 28.4 °C during the thermal
stress restrained specimen test, satisfying the minimum
design temperature (15 °C) for long-span steel bridge
pavement in the regions where the Yangtze River passes.
In the fatigue test model of composite structure developed
by the research team in Southeast University in bridge deck
pavement, fatigue crack did not appear in epoxy asphalt
concrete under a 5 kN load (equivalent to 140 kN axle load
on steel bridge deck) after 12 million cycles [5,8]. In addi-
tion, it was found the fatigue performance of epoxy asphalt
concrete is much better than conventional asphalt concrete
[1]. Due to the wide application of epoxy asphalt concrete
in China, the design procedure of epoxy asphalt concrete
for steel bridges have also been developed [10]. In sum-
mary, the study of epoxy asphalt concrete has been widely
reported on its strength properties, rutting resistance and
fatigue performance. However, drainage, anti-skid, anti-
stripping and other surface characteristics of epoxy asphalt
concrete was rarely reported [11,12].
Although the mechanical performance of epoxy asphalt
binders or mixtures have been widely reported, the surface
characteristics which have a great influence on the driving
experience have not been well researched. Therefore, the
objective of this study is to evaluate the surface character-
istics of epoxy asphalt concrete, including permeability,
skid resistance, raveling and stripping, and surface texture.
2. Material preparation
2.1. Epoxy asphalt binder
The epoxy asphalt binder was produced by mixing
epoxy resin, base asphalt and curing agent with a proper
fraction at a certain condition. Some basic properties of
the epoxy asphalt binder are shown in Table 1. It can be
Table 1
Property of epoxy asphalt binder.
Parameter
Tensile strength (23 °C)/MPa
Elongation (23 °C)/%
Heat deflection temperature/°C
found that the properties of epoxy asphalt can meet the
requirement well.
2.2. Aggregate and gradation
High-quality and wear-resisting basalt (6 different size of
aggregate) and limestone fillers were used to prepare the
epoxy asphalt concrete in this study. Dense gradation with
a nominal maximum size of 9.5 mm was used for the
aggregate gradation. The detailed gradation is shown in
Table 2.
2.3. Asphalt content
The Marshall Mix design procedure was carried out,
and the standard Marshall specimen was tested after a 4-
h curing at the temperature of 121 °C. The optimum
asphalt content was determined when the Marshall stabil-
ity reaches the highest value. The results showed that the
optimal binder-aggregate ratio was 6.5:100. The air void
content was 2.0% at the optimum mix design.
3. Experimental setup
3.1. Permeability
As a pavement material for steel bridge deck, the perme-
ability should be as low as possible to prevent water from
intruding so that the steel deck can be protected from ero-
sion. In this study, the permeability of the epoxy asphalt
concrete was investigated using the Falling Head Perme-
ability Tester, which has been widely used to test the per-
meability of asphalt materials and concrete materials.
The Flexible Wall Permeameter was used in this test and
the test procedure followed the standard test ASTM
PS129. Cylindrical specimens were fabricated by a Super-
pave gyratory compactor with a diameter of 100 mm and
a height of 80 mm. To ensure the saturation of the speci-
mens, the specimen was immersed under water with a vac-
uum pressure of 70 kPa for more than 20 min. Then the
specimen was placed in the Flexible Wall Permeameter to
test the permeability. The test setup is shown in Fig. 1.
An initial water head pressure of 70 cm was applied at
the sample and the starting time was recorded as t1. During
the permeability test, the water flowed freely through the
specimen. The water head was measured again at the end-
ing time t2. The permeability coefficient was calculated
using Dulcie’s Law as shown in Eq. (1).
Requirement Test value Method
1.5 3.7 ASTM D 638
200 208 ASTM D 638
18
25 20 ASTM D 648
 K. Zhong et al. / International Journal of Pavement Research and Technology 10 (2017) 545–552 547

Table 2
The gradation of the epoxy asphalt mixture.
Size (mm) 16 13.2 9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075
Cumulative passing 100 100 99 77.6 62.3 49.1 37.8 24.6 18 11.4

Fig. 2. The laser texture scanner.

3.3. Skid resistance

3.3.1. Pendulum friction test

Fig. 1. The setup of the Flexible Wall Permeameter.
 
al h1
k¼ Ln
ADt h2
where,
k – permeability coefficient (cm/s);
a – sectional area of the head of water pipe (cm2);
l – thickness of the specimen (cm);
A – area of the specimen (cm2);
Dt – time difference (t2t1);
h1 – the initial water head (cm);
h2 – the ending water head (cm).
3.2. Surface texture
Surface texture is very important for the driving safety
because it is closely related to the skid resistance and break
distance of vehicles. A rough surface texture is normally
desirable for driving safety. Meanwhile, it has been
reported that the surface texture also affects the traffic noise
[13,14]. As a result, the surface texture of pavement has
attracted large research interests in recent years. Laser
scanner has been widely applied to analyze pavement sur-
face texture in recent years [15,16]. In this study, a laser tex-
ture scanner was employed to study the surface
characteristics of epoxy asphalt concrete pavement. The
test setup of the laser scanner is shown in Fig. 2.
Skid resistance is also important for the riding safety for
long-span steel bridges. The British Pendulum friction tes-
ter was employed to test the friction coefficient of epoxy
asphalt concrete in this study according to the procedure
in ASTM E303. The plate-like specimen was formed by
ð1Þ steel wheel roller with a size of 502  167  76 mm. Six
replicates were tested for this purpose. The test setup is
shown in Fig. 3(a).
3.3.2. Dynamic friction coefficient
Dynamic Friction Tester was employed to test the
dynamic friction coefficient of epoxy asphalt concrete
under different vehicle speeds. The test followed the process
of ASTM E1911. The plate-like specimen was formed by a
steel wheel roller, and the size was 502  167  76 mm. The
test setup is shown in Fig. 3(b). The dynamic friction coef-
ficient is calculated according to Eq. (2).
F k ¼ lk  g ð2Þ
where,
Fk = force of kinetic friction
lk = coefficient of kinetic friction
g = normal force
3.4. Raveling and stripping
Raveling and stripping are common pavement
distresses. They are mainly resulted from the low
asphalt-aggregate bond strength and the high moisture
548 K. Zhong et al. / International Journal of Pavement Research and Technology 10 (2017) 545–552

a) b)
Fig. 3. Setup of: (a) Pendulum friction test; and (b) dynamic friction coefficient test.

susceptibility. Raveling and stripping can cause potholes or
loose aggregates on pavement surface, which may also
bring driving safety issue. In this study, the raveling and
stripping performance was evaluated through the Cantabro
test and Hamburg wheel tracking test. The details of each
test are shown as follows.
asphalt concrete. The steel wheel load strength was
0.7 MPa. The test automatically ended after 20,000 loading
cycles. The immersed Hamburg wheel tracking test is
shown in Fig. 4.
4. Results and discussion

3.4.1. Cantabro test 4.1. Permeability

Cantabro test was conducted to evaluate the bond
strength of the interface between asphalt and aggregate.
The test procedure was as follows. Standard Marshall spec-
imens were fabricated first. Then the specimens were
immersed under water for 20 h at 20 °C. After it was wiped
dry, the weight was measured as m0. After that, it was put
into Los Angel abrasion machine without balls, rotating
for 10 min at a speed of 30 rounds per minute (RPM).
The sample weight was measured again as m1. The mass
abrasion rate was determined by Eq. (3). A higher abrasion
rate indicates a lower raveling resistance.
AR ¼ ðm0  m1 Þ=m0
where,
AR = abrasion rate;
m0 = the original weight;
m1 = the weight after the abrasion;
The results show that pressure scale decreased only
2 mm after 5 min under the pressure of 70 cm water head,
and the permeability coefficient of epoxy asphalt concrete
was 7.7  105 mm/s. This means that the epoxy asphalt
concrete has a very low permeability. This mainly due to
the low air voids of the epoxy asphalt concrete as a dense
gradation was used. The air voids of epoxy asphalt con-
crete can be as low as 2%. Previous studies have shown that
the permeability would increase sharply with an increase in
air voids and such a permeability coefficient at 2% air voids
ð3Þ also agreed well with the previous findings [17]. It has been
well known that if the air voids of newly constructed
asphalt pavement are low, rutting or bleeding could be a
noticeable concern, so the initial air voids of regular
asphalt pavement is usually controlled around 7%. How-
ever, due to the thermo-setting property of epoxy asphalt,

3.4.2. Hamburg wheel tracking test

Hamburg test was conducted to evaluate high tempera-
ture stability of asphalt concrete in condition of high tem-
perature and water. Rut depth and dynamic stability is
obtained in Hamburg test. The high temperature stability
of epoxy asphalt concrete is excellent in experiment and
engineering practice. In this paper, Hamburg wheel track-
ing test was employed not to evaluate the high temperature
stability, but the stripping resistance under high tempera-
ture water and tire contact loading. The specimen was
immersed under water at 60 °C. The Hamburg wheel track-
ing test immersed under water has also been applied in pre-
vious studies to evaluate the anti-stripping property of Fig. 4. Setup of the Hamburg wheel tracking test.
 K. Zhong et al. / International Journal of Pavement Research and Technology 10 (2017) 545–552
the common distress such as rutting or bleeding in conven-
tional asphalt pavement is not a problem for epoxy asphalt
concrete. Because epoxy asphalt concrete is widely used as
the pavement material of steel bridge decks. The low per-
meability is very helpful to prevent water from contacting
the steel deck so that the steel deck can be protected.
4.2. Surface texture
Fig. 5 shows the surface texture height from the laser
texture scanner. The mean profile depth is 0.305 mm and
the estimated texture depth is 0.432 mm. The profile depth
is much lower than that of conventional asphalt pavement,
which can be easily higher than 1 mm for conventional
asphalt pavement and can be higher than 3 mm for open
graded friction course (OGFC) [18,19]. This can be attrib-
uted to the overall finer aggregate size and low air voids
compared to conventional asphalt mixture. According to
Table 2, the aggregate size is dense-graded. Additionally,
although the nominal aggregate size is 9.5 mm, the cumula-
tive passing percent of 9.5 mm is 99%, indicating that
almost all of the aggregates are smaller than 9.5 mm.
Therefore, the overall aggregate size is actually smaller
than typical asphalt mixture with a nominal aggregate size
of 9.5 mm. A smaller aggregate size can cause overall a
smaller surface profile depth. In addition, the air void con-
tent of the epoxy asphalt mixture is only about 2%, which
results in a lower profile depth as well.
4.3. Skid resistance
4.3.1. Pendulum friction test
Fig. 6 shows the British Pendulum friction test results
for the six replicates. The test results overall show a good
Fig. 5. Laser texture scan test for epoxy asphalt concrete.
549
repeatability. The pendulum numbers are in the range from
78 to 85, with an average value of 83.6. This value is close
to conventional asphalt concrete reported in previous stud-
ies [20]. It should be noted here that conventional asphalt
concrete usually has a visibly higher air voids than epoxy
asphalt concrete. This can also be suggested from the sur-
face texture discussed above that a higher air voids nor-
mally corresponds to a coarser surface texture. It has
been well reported that surface texture has a great influence
on the skid resistance of asphalt pavement and a coarser
surface textures is preferable for skid consideration
[21,22]. The skid resistance of asphalt concrete normally
decreases with a drop in air voids due to the smoother sur-
face texture. Here, the epoxy asphalt concrete with a much
lower air voids can acquire comparable skid resistance with
conventional asphalt concrete. This is possibly due to the
high friction coefficient of epoxy asphalt. In general, pen-
dulum friction number should be higher than 45 in steel
deck pavement design to meet the skid resistance require-
ment. Therefore, pendulum friction coefficient of epoxy
asphalt concrete is in line with the requirements of skid
resistance of pavement design according to Fig. 6.
4.3.2. Dynamic friction coefficient
Fig. 7 shows the dynamic friction coefficients for the
three replicates tested under different vehicle speeds. RW-
EP-DGAC means the wheel rolling of epoxy asphalt con-
crete with dense gradations. It can be found that the results
of the three replicates are very close, especially when the
testing speed is high, indicating a good repeatability. In
addition, it can be observed that with an increase in vehicle
speed, the friction coefficient decreases. This is consistent
with the findings in previous studies that the friction coef-
ficient of pavement surface is not constant but dependent
on vehicle speed [23,24]. Usually a higher vehicle speed
results in a lower friction coefficient. An exponential func-
tion was modeled to express the relationship between fric-
tion coefficient and speed [24]. In terms of the case in this
study, the friction coefficient decreases quickly first then
slowly when the vehicle speed is lower than 80 km/h. How-
ever, there is an inflection point when the speed just passes
90
85
Pendulum friction number
80
75
70
65
60
1 2 3 4 5 6
Parallel test/times
Fig. 6. Results of British Pendulum Tester.
550 K. Zhong et al. / International Journal of Pavement Research and Technology 10 (2017) 545–552
0.8
0.7
0.6
Friction coefficient
0.5
0.4
0.3
0.2
0.1
0
0 20 40
Vehicle speed (km/h)
Fig. 7. Results of dynamic friction test.
80 km/h. It implies that when the vehicle speed is higher
than a certain value, the friction coefficient may decrease
quickly. Because the dynamic friction tester simulates the
tire-pavement interaction using rubber slider and asphalt
concrete, the test results can reflect the real driving condi-
tion to a certain extent. Under this circumstance, the driv-
ing safety could be a potential concern. Therefore, it is
recommended that the speed should be controlled under
a certain level (around 80 km/h in this case) when driving
on the epoxy asphalt pavement. Since epoxy asphalt con-
crete has been widely used in long-span steel bridges, the
loss of skid resistance at a high speed could be even more
serious compared to that in common highway roads. This
indicates the speed control is very necessary for steel bridge
paved by epoxy asphalt concrete.
4.4. Raveling and stripping
4.4.1. Cantabro test
Table 3 shows the Cantabro loss results of epoxy asphalt
concrete of three replicates. It can be seen that the Can-
tabro loss test has a good repeatability. The average abra-
sion rates of the three replicates were 12.5%, with a
standard deviation of only 0.61%. In comparison, the aver-
age abrasion rate of a conventional dense graded asphalt
mixture is 18.2%, which is 50% higher than that of the
epoxy asphalt mixture. This indicates that the epoxy
asphalt mixture has a better anti-stripping performance
than conventional asphalt mixture. The low mass loss rate
of the epoxy asphalt concrete may result from the high
cohesion of epoxy asphalt and the high adhesion at the
aggregate-asphalt interface. It has been well reported that
the tensile strength and fatigue performance of epoxy
Table 3
Cantabro loss results of epoxy asphalt mixture.
Number Weight before
test, m0 (g)
1 1056.9
2 1058.4
3 1053.5
RW-EP-DGAC-1
RW-EP-DGAC-2
RW-EP-DGAC-3
60 80 100
Fig. 8. The epoxy asphalt concrete samples after the wheel tracking test.
asphalt concrete is much higher than that of conventional
asphalt concretes [1,2]. In addition, the low surface texture
may also contribute to the raveling resistance. A low air
voids is like to provide less weak points for the occurrence
of raveling.
4.4.2. Hamburg wheel tracking test
Fig. 8 shows the Hamburg wheel tracking test results for
the epoxy asphalt concrete samples tested at 60 °C. While
there is a slight rutting depth under the wheel track load-
ing, there is no bump on the sides of the track. In a typical
Hamburg wheel tracking test for asphalt mixtures, the rut-
ting depth is usually associated with bumps on the track
sides. The reason of this is that the particles are pushed
to the sides under the wheel loading. This indicates that
the particle deformation is marginal in this case and a typ-
ical rutting did not occur. Some naked aggregate particles
suggest the stripping of the epoxy asphalt from aggregates.
This can be attributed to the decreased bond strength of
interface at such a high temperature. Another possible rea-
son for this is the abrasion between the steel wheel and
pavement surface.
Fig. 9 shows the rutting depth development during the
wheel tracking test. The average rutting depth of the two
replicates after 20,000 loading cycles is 9.8 mm. It is worth
to be noted that the testing temperature was 60 °C, under
which the rutting depth of conventional asphalt mixture
can be much higher, even for polymer modified asphalt
concrete [25,26]. In addition, no visible yield point is found
at the end of the test. The yield point in the rutting depth
development curve is usually regarded as the transient
point from rutting to moisture damage. That is, from this
point, the moisture damage become to be dominant and
the rutting depth develops quickly. Therefore, the results
Weight after Weight loss (g) Mass abrasion Average Standard deviation
test, m1 (g) rate (%) abrasion rate (%) (%)
932.1 124.8 11.8 12.5
922.1 136.3 12.9 0.61
918.2 135.3 12.8
 K. Zhong et al. / International Journal of Pavement Research and Technology 10 (2017) 545–552
0 (4) Both the Cantabro test and Hamburg wheel track test
-2
-4
Rutting depth (mm)
-6
-8
-10
-12
-14
-16
RW-EP-DGAC-HW-1-2
-18 RW-EP-DGAC-HW-1-1
-20
0 5000 10000
Loading cycles
Fig. 9. Rutting depth development during the wheel tracking test.
mean that the yield point has not been reached yet after
20,000 loading cycles, indicating the excellent moisture
damage resistance of epoxy asphalt mixture.
Both the Cantabro test and Hamburg wheel tracking
test showed the excellent anti-stripping resistance of the
epoxy asphalt concrete. When epoxy asphalt concrete is
applied on steel bridge pavement, the maintenance is usu-
ally more costly than common road pavement. The high
anti-stripping performance can help extend the life of
epoxy asphalt pavement, especially for regions with high
rainfalls.
5. Conclusions
This study investigated the surface characteristics of
epoxy asphalt concrete. The permeability, skid resistance,
anti-stripping and surface texture were evaluated. Based
on the test results and discussion, the following conclusions
can be drawn:
(1) Permeability test shows that the permeability coeffi-
cient of epoxy asphalt concrete is very low, which is
desirable to prevent water to intrude so that the steel
deck can be protected.
(2) Laser Texture Scanner test shows that the profile
depth of the epoxy asphalt concrete was much lower
than conventional asphalt concrete, which was
mainly due to the small aggregate size and the low
air voids.
(3) A good skid resistance was observed from the Pendu-
lum friction test. The Pendulum Number is 83.6, sat-
isfying the design requirements of 45. Meanwhile, the
dynamic friction coefficient test shows that, when the
vehicle speed rises, friction coefficient drops. Addi-
tionally, when the vehicle speed is higher than a cer-
tain level, the friction coefficient of the epoxy
asphalt concrete decreased quickly, indicating that
it is necessary to control the vehicle speed under a cer-
tain level.
551
showed that the epoxy asphalt concrete possesses an
excellent anti stripping performance as compared to
conventional asphalt concrete.
Acknowledgement
This work was undertaken with funding from National
Natural Science Foundation of China (Program No.
51408280).
15000 20000
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