Asphalt Emulsion Research Articles

Development and Application of a Microsurfacing Mix Design Method to Assess the Influence of the Emulsion Type

Microsurfacing asphalt mixtures are a preventive maintenance technology comprising the application of a slurry (produced with a modified asphalt emulsion), aggregate, filler, and water on top of an existing pavement at ambient temperature. Although it is a widely used technology, further studies on the mix design procedures are necessary to ensure an adequate composition. Thus, this study contributes to developing an improved mix design procedure for microsurfacing asphalt mixtures. Different mixtures were prepared, and the influence of the type and amount of asphalt emulsion and the amount of added water and filler (cement) on the characteristics of the mixture were evaluated. Two preliminary tests, referred to as the “pizza test” and the “ball test”, were proposed to determine the initial proportions of added water and cement in the mixture, respectively. Then, consistency, cohesion, and shaking abrasion tests were performed to determine the optimum content of each component and evaluate their influence on the mixture characteristics. The results showed that these tests are essential to optimize the mix composition, even though it was found that the mix design of microsurfacings is a complex task because the mixture is a system with chemical interactions strongly influenced by its composition.

Study of the Properties of Waterborne Epoxy Resin Emulsified Asphalt and Its Modification Mechanism

Waterborne epoxy resin (WER) emulsified asphalt (WEREA) has the advantages of high viscosity and strength of epoxy asphalt, as well as a simple construction process, so it is used widely in asphalt pavement maintenance and repair projects. This paper investigated the comprehensive properties, the microstructure, the modification mechanism, and the strength formation mechanism of WEREA. The results of bond strength tests, adhesion tests between emulsified asphalt and coarse aggregate, conventional performance tests, and multistress creep recovery (MSCR) tests showed that with the increase of WER content, the adhesive properties and creep recovery properties at high temperature of the WEREA gradually improved, and gradually became the properties of brittle materials. When the WER content was 15%, the irrecoverable creep compliance of the WEREA stabilized and it met heavy traffic demand. In addition, fluorescence microscopy (FM) and scanning electron microscopy (SEM) showed that WER changed from having an island structure to having an epoxy skeleton structure in the WEREA. The results of Fourier-transform infrared (FTIR) testing showed that during the modification of the emulsified asphalt by the WER, no new substances were generated, which indicated that the sample possessed the mechanism of intermolecular physical blending. The test results were used to analyze the strength formation process of WEREA, which provides theoretical guidance for other researchers to study WEREA.

The Use of Cationic Rapid Setting Emulsion Cold Asphalt Mixtures for Appropriate Road Rehabilitation

This study aims to determine the Optimum Residual Asphalt Content in different aggregate sources and the characteristics of Cold Emulsion Asphalt Mixture if the gradation used is the National Asphalt Pavement Association (North Carolina) gradation. The aggregates used in this study came from PT. Pancadarma Puspawira, Surakarta and The Public Work Office Magetan District with the asphalt used is cationic emulsion asphalt type CRS-2. The emulsified asphalt content used for the Magetan mixture was 7.0%, 7.5%, 8.0%, 8.5%, 9.0%, while the emulsified asphalt content for the Pancadarma mixture was 7.5%, 8.0%, 8.5%, 9.0%, 9.5%. The parameters reviewed in this study were density, VIM, VMA, VFB, stability, flow and Marshall Quotient with reference to the 2018 Highways Specification for repair overlay. The results showed that the emulsified asphalt mixture of CRS-2 Magetan and Pancadarma did not meet the specifications for repair overlay. The optimum emulsion asphalt content that is possible in the Magetan mixture is 8.0% with KARO 5.37% (stability 269.24 kg; density 2.04 gr/cc; VIM 5.71%; MQ 65.28 kg/mm; Flow 4.31 mm; VMA 18.39%; VFB 68.95 %). While the Pancadarma mixture is 9.5% with KARO (stability 70.07 kg; density 2.22 gr/cc; VIM 4.75%; MQ 23.31 kg/mm; Flow 3.05 mm; VMA 23.79%; VFB 80.03%).

The effect of asphalt emulsion type on the characteristics of cold asphalt emulsion mixtures

The need for road infrastructure continues to increase affecting the increase of hot asphalt mixtures. Hot asphalt requires a lot of energy to use because it goes through a heating process, so Cold Emulsion Asphalt Mixture (CAEM) is widely studied to be an eco-friendly alternative to hot asphalt mixtures. This study used a type of mixture IV Asphalt Emulsion Mixture with 4 types of emulsified asphalt, which are Cationic Slow Setting-1 hard (CSS-1h), Cationic Medium Setting-2 (CMS-2), Cationic Rapid Setting-2 (CRS- 2), and Cationic Quick Setting-1 hard (CQS-1h). The test was carried out using the Marshall Test method and the parameters value of each type of emulsified asphalt was calculated. The test results are compared with their characteristics to determine the most suitable type of emulsified asphalt for heavy traffic in Indonesia. The results showed that CRS-2 emulsified asphalt was not recommended because it had low stability and did not meet the parameter requirements. The use of CQS-1h is recommended because at an early age it can produce high stability value and meet all requirements.

Experimental Research on Diseases of Emulsified Asphalt Mortar Board for Ballastless Tracks

The dynamic performance of high-speed railway systems’ stability, comfort, and safety is an essential topic worldwide. The multiorder elastic modes of components are the key factors. It is the core technology to ensure the quality of the backfill layer of flexible cement-emulsified asphalt mortar (CA mortar) in reducing the elastic vibration structure of the car body. This research results from the manufacturability verification of the Beijing–Shanghai high-speed railway. Four theoretical model methods are used in the research: experimental observation data analysis, simplified orthogonal test, phase contrast and computational analysis, and grey relational analysis to improve the performance indicators of CA mortar. The research conclusion confirms that the best mix ratio, high gas content, and poor fluidity are the core factors affecting the technical indicators of mortar and the focus on quality control. Through this research work, a wealth of theoretical methods and practical experience data to ensure the quality and qualified indicators of mortar have been summarized, and the prevention of acute diseases (bubble and through-holes) has played a guiding role. The research result ensured the optimal quality characteristics and indexes of viscoelastic materials, and the operation of high-speed railways was safe.

IDENTIFICATION OF ROAD CONSTRUCTION RISK

Risk identification is an important thing which is the initial identification of risk management. Change Order
 which causes the cost of contract items to swell, planning errors and omissions as well as changes in scope
 that can be reduced by sharpening the planning results. This research focuses on identifying risks for
 change orders for road construction projects in the West Java province. Actual data obtained from 10 road
 construction projects from the 2013 fiscal year to the 2018 fiscal year to get the frequency of change orders
 that occur in various road construction work and the results obtained are to produce 313 construction
 changes with the identification of change order risks in 21 road construction projects with the largest
 change order risk identification on the work Asphalt Emulsion Absorb Layer, Type 2 Precast Kerb, Masonry
 with mortar, Low strength concrete f'c 15 MPa, Masonry followed by 16 other construction works.

Analisis Sifat Dan Karakteristik Campuran Hangat Aspal Emulsi Dengan Variasi Perendaman

The purpose of this study was to analyze the properties and characteristics of the warm mixture of emulsified asphalt and to analyze the effectiveness of the characteristics of the warm mixture of emulsified asphalt with variations of immersion. The independent variable in this study is the immersion variation. The test method refers to the General Specifications of Highways 2018. The type of mixture used is Asphalt Concrete - Wearing Coarse. The performance was measured by testing Density, Stability, Flow, Marshall Quontient, voids in mixture (VIM), voids filled with asphalt (VFB), and voids in aggregate (VMA). The asphalt content used was 6.5%, then repeated immersion was carried out with variations of 3 days, 7 days, and 14 days of immersion. The results showed that the use of a warm mixture of emulsified asphalt and the length of immersion time affected the decrease in the value of the asphalt mixture properties. This is because the longer the immersion the asphalt adhesion to the mixture will decrease and the chance of losing the durability or durability of the mixture is also getting bigger. And from the results of the Marshall test using a warm mixture of asphalt emulsion, the best value for the characteristics is 3 days of immersion. Because it has a higher stability value so it will be able to withstand a greater load

Comparison of asphalt emulsion-based chip seal and hot rubber asphalt-based chip seal

The use of asphalt emulsion chip seal and hot rubber chip seal as pavement preservation techniques has been gaining popularity. This study aims to compare the laboratory performance of asphalt emulsion and hot rubber asphalt used in chip seal applications. Interlayer shear strength (ISS) and interlayer tensile strength (ITS) tests were designed to evaluate the bond quality of the chip seal samples prepared for both materials. The sweep test was used to estimate the aggregate loss of the chip seal on the asphalt pavement. The universal testing machines were used to evaluate the deterioration of the ISS and ITS values under cyclic load conditions, while the tensile and shear bond properties of chip seals under wet-freeze conditions were evaluated using freeze-thaw cycles. Results showed while both materials experienced a decline in their ISS and ITS values following repeated cycles of load and freeze-thaw, the hot rubber chip seal demonstrated significantly higher ISS and ITS values than the asphalt emulsion chip seal (48–111% and 36–102%, respectively). Moreover, the hot rubber chip seal exhibited better performance in terms of aggregate retention and cohesive strength. The aggregate gradation would affect the aggregate retention and cohesive strength. Nonetheless, both treatments are deemed acceptable for pavement maintenance. The weak bond between hot rubber asphalt or asphalt emulsion and aggregate could be attributed to cyclic load and freeze-thaw conditions.

Stabilization of clayey soils using asphalt emulsion and steel filings for subgrades

This research evaluates the changes brought about by the addition of asphalt emulsion and steel filings in clayey soils for subgrade in urban pavements. For this study, different dosages of each additive were established, being 1%, 2%, 4%, 8%, and 15% for the steel filings and 3%, 6%, 9%, 13%, and 18% for the asphalt emulsion, obtaining favorable results in the subgrade in accordance with the CE.010 Urban Pavement standard. With the steel filings the CBR (California Bearing Ratio) had a linear increase whose maximum value was reached with the dosage of 15% increasing the CBR considerably by 189.47% above the CBR of the natural soil; on the other hand, with the asphalt emulsion a maximum increase in CBR was obtained with the dosage of 13% obtaining an increase of 236.84% and after that a decrease is observed with the addition of 18% of asphalt emulsion.

Efficacious degradation of ethylene glycol by ultraviolet activated persulphate: reaction kinetics, transformation mechanisms, energy demand, and toxicity assessment.

Ethylene glycol or 1,2-ethanediol (EG) is a persistent and toxic substance in the environment and extensively applied in petrochemical, surfactants, antifreeze, asphalt emulsion paints, cosmetics, plastics, and polyester fiber industries. Degradation of EG by using ultraviolet (UV) activated hydrogen peroxide (H2O2) and persulfate (PS) or persulfate anion (S2O82-) based advanced oxidation processes (AOPs) were explored. The result obtained demonstrate that UV/PS (85.7 ± 2.5%) has exhibited improved degradation efficiency of EG as compared to UV/H2O2 (40.4 ± 3.2%) at optimal operating conditions of 24mM of EG concentration, 5mM of H2O2, 5mM of PS, 1.02 mW cm-2 of UV fluence, and pH of 7.0. Impacts of operating factors, including initial EG concentration, oxidant dosage, reaction duration, and the impact of different water quality parameters, were also explored in this present investigation. The degradation of EG in Milli-Q® water followed pseudo - first order reaction kinetics in both methods having a rate constant of about 0.070min-1 and 0.243min-1 for UV/H2O2 and UV/PS, respectively, at optimum operating conditions. Additionally, an economic assessment was also conducted under optimal experimental conditions, and the electrical energy per order and total operational cost for treating per m3 of EG-laden wastewater was observed to be about 0.042 kWh m-3 order-1 and 0.221 $ m-3 order-1, respectively, for UV/PS, which was slightly lower than UV/H2O2 (0.146 kWh m-3 order-1; 0.233 $ m-3 order-1). The potential degradation mechanisms were proposed based on intermediate by-products detected by Fourier transform infrared (FTIR) spectroscopy and gas chromatography-mass spectroscopy (GC-MS). Moreover, real petrochemical effluent containing EG was also treated by UV/PS, demonstrating 74.7 ± 3.8% of EG and 40.7 ± 2.6% of total organic carbon removal at 5mM of PS and 1.02 mW cm-2 of UV fluence. A toxicity tests on Escherichia coli (E. coli) and Vigna radiata (green gram) confirmed non-toxic nature of UV/PS treated water.

The properties of a new fog seal material made from emulsified asphalt modified by composite agents

New fog seal material has been developed using emulsified asphalt (EA) modified by composite agents including waterborne epoxy resin (WER), waterborne polyurethane (WPU), waterborne acrylic resin (WAR) or cement, to address the shortcomings of conventional fog seal material in terms of poor durability and adhesion. Test results showed that the new material was uniformly dispersed and stable to store, with improved pullout strength by 2-4 times, a water permeability coefficient close to zero and slight reduction in British Pendulum Number when comparing the fog seal with or without fine sand. The suggested composition is between 50-70% cationic EA, 15-25% WER, 10-20% WPU and 0-5% WAR, with a spraying amount of 0.6-0.7 kg/m2 along with a ratio of 100 modified emulsions, 8 cement, and 25-40 sand. This modified emulsion can easily be sprayed as fog seal material with or without sand.

Interaction, rheological and physicochemical properties of emulsified asphalt binders with direct coal liquefaction residue based geopolymers

The use of solid waste and low-cost gel materials to replace or reduce the use of ordinary Portl and cement (OPC) in emulsified asphalt (EA) binder has positive significance for the comprehensive energy consumption and economic cost of cold mix asphalt (CMA) pavement. The proposed study investigates the interaction, rheological and physicochemical properties of emulsified asphalt (EA) with direct coal liquefaction residue based geopolymers (DG) by fluorescence microscopy tests, the pH test, asphalt conventional tests, dynamic shear rheological test (DSR), and Fourier transform infrared spectroscopy test (FTIR). The test results show that the reaction between DG mortar and EA particles was faster and more violent than that of OPC mortar, resulting in faster demulsification of EA. The added DG mortar increased the pH of the EA binder. Similar to OPC, DG decreased the penetration and ductility of EA evaporation residues, but increased its softening point. The addition of DG to EA changed the rheological properties of its evaporation residue, including complex modulus (G*) and phase angle (δ). Temperature sweep and frequency sweep test results show that DG was comparable to OPC in efficacy against EA residues, improving rutting resistance at the expense of fatigue performance. Complex modulus coefficient (ΔG∗) and complex viscosity coefficient (Δη∗) indicate that the interaction of EA-DG is stronger than that of EA-OPC. FTIR analysis showed that the interaction between DG and EA is linked as a chemical bond.

Incorporation of plasticity and temperature effects on bituminous stabilised materials in a multi-layered pavement model

The mechanical properties of Bituminous Stabilized Materials (BSMs) have been widely studied in the past, however the influence of temperature on their non-linear constitutive properties has never been addressed. In this research, the role of temperature on the mechanical properties of a BSM prepared with asphalt emulsion and hydrated lime was investigated. Triaxial shear strength tests were performed at different temperatures and confining pressures. The experimental results allowed the development of finite element models defining the local stress and temperature-dependent mechanical properties. An approach for incorporating plasticity and temperature effects through a 2D axisymmetric finite element model of multilayer pavement was developed. Three pavement structures were subjected to the same load applications at different temperatures. Their responses were compared to determine the most critical scenario. In conclusion, plasticity and temperature are key factors for BSMs analysis and design while linear-elastic assumptions lead to overestimating the service life of rehabilitated pavements.

Bitumen fumes and PAHs in asphalt road paving: Emission characteristics, determinants of exposure and environmental impact

BackgroundAsphalt road paving and its subsequent complex airborne emissions have raised concerns about occupational exposures and environmental impacts. Although several studies described bitumen fumes or Polycyclic Aromatic Hydrocarbons (PAH) emissions at specific worksites, no comprehensive studies have characterised road paving emissions and identified the main determinants of exposure. MethodsA 10-year study from 2012 to 2022 was performed to examine the pollutants resulting from bitumen fume emissions and covering the main processes used in road paving (asphalt production, mechanical rolled asphalt paving, manual paving, mastic asphalt paving, emulsion paving, and coal-tar asphalt milling). A total of 623 air samples were collected at 63 worksites (on 290 workers, in the environment and near emission sources), and bitumen fumes, PAHs, aldehydes and volatile organic compounds were analysed. Biomonitoring campaigns were performed on 130 workers to assess internal exposure to PAHs. ResultsFume emissions revealed complex mixtures of C10–C30 compounds, including linear saturated hydrocarbons (C6–C12), alicyclic hydrocarbons and aliphatic ketones. PAHs were dominated by 2–3 aromatic ring compounds (naphthalene, fluorene, and phenanthrene), and C1–C13 aldehydes were identified. Binder proportion, paving temperature, outdoor temperature, workload and job category influenced airborne concentrations. A significant temporal trend was observed over the time period of the study, with decreasing BF and PAH exposures. PAH biomonitoring was consistent with air samples, and urinary metabolites of 2–3 ring PAHs dominated over 4–5 ring PAHs. Occupational exposures were generally far lower than exposure limits, except coal-tar asphalt milling activities. Very low environmental concentrations were measured, which highlights a negligible contribution of paving emissions to global environmental pollution. ConclusionThe present study confirmed the complex nature of bitumen fumes and characterised the main determinants of exposure. The results highlight the need to reduce the paving temperature and binder proportion. Recycled asphalt pavement use was not associated with higher emissions. The impact of paving activities on environmental airborne pollution was deemed negligible.

Effect of curing regimes on the dynamic modulus of entirely RAP cold recycled asphalt mixture

Curing condition plays a vital role in the performance of cold recycled asphalt concrete technology using cement and emulsion, that is, cement asphalt emulsion mixture (CAEM). Therefore, this article aimed to investigate the changes in the dynamic modulus evaluation (|E*|) of CAEM utilizing 100% reclaimed asphalt pavement (RAP) at different curing conditions. The changes in |E*| of 100% RAP CAEM at curing temperatures of 25°C, 40°C, and 60°C cured at 1, 3, 7, and 28 days were investigated. The results indicated that both curing temperature and curing time influence the test results of |E*|. Accordingly, the value of |E*| increases with the increase of the curing temperature and curing time; however, the rate of increase tends to slow down after seven days. In addition, |E*| values at different temperatures and frequencies showed that the CAEM exhibits the same viscoelastic properties as the traditional asphalt mixture.

Cationic asphalt emulsion as an additive of RCC Pavement: Exploring for Mode-I fracture behavior and dynamic modulus properties

So far, several studies with the aim of investigating the feasibility of applying emulsified asphalt as an additive in the different types of cement concrete have been conducted, of which the results show a promising performance. Nonetheless, a relevant study on the dynamic and cracking behavior of Roller Compacted Concrete (RCC) containing Cationic Emulsified Asphalt (CEA) have been seldom accomplished. Therefore, it paved a way for studying this issue by conducting experiments on cylindrical and semi-circular bending (SCB) specimens made with CEA contents of 0, 2, 4, 6, 8 and 10% by weight of cement. The SCB specimens were subjected to three-point bending test (mode-I fracture) to evaluate the effect of CEA on the fracture properties. The cylindrical specimens were subjected to dynamic modulus testing with sinusoidal loading/unloading with different frequencies (5, 2, 1, and 0.5 Hz) as per AASHTO T342 to assess the effect of CEA on the dynamic modulus. Non-destructive ultrasonic pulse velocity (UPV) test was also performed on the cylindrical specimens 200 × 100 mm, which were prepared by cutting 50 mm disc from two ends of the specimens. Applying multiple linear regression on experimental results, a set of models were thus developed for estimating mechanical properties based on UPV measurements at a 95% confidence level. Using ANOVA at a 5% significance level, the results revealed a significant decline in stress intensity factor and thereby cracking resistance following the addition of 4% or more CEA to the mixture. Adding 6% or more CEA significantly reduced the mixtures’ dynamic modulus but also significantly increased their fracture energy. Given that adding CEA and changing the loading frequency, respectively, had no significant impact on the mixtures’ phase angle and mechanical properties, it was concluded that the behavior of the RCC made with CEA additive remained within the linear elastic range.

Film formation properties of asphalt emulsion under ambient temperature drying

ABSTRACT The film formation properties of asphalt emulsion under ambient temperature drying are important to the mechanical properties of cold asphalt emulsion mixture. Nevertheless, the importance of these properties is not fully understood yet. The dynamic modulus and bonding ability of emulsion residue were studied to characterise the film formation properties of asphalt emulsion. The maximum packing fraction of asphalt droplets (ϕ m) formed during drying was proposed to quantitatively characterise the film structure of emulsion residue. The relationship between the film properties and ϕ m of asphalt emulsion was studied to reveal the mechanism for the different film formation properties of asphalt emulsions. Results showed that the residue properties of different asphalt emulsions could be significantly different due to the various film structure of emulsion residue formed under ambient temperature drying. The dynamic modulus and bonding ability of emulsion residue can linearly increase with the ϕ m of asphalt emulsion. Besides, the ϕ m of asphalt emulsion is decreased with the increasing asphalt droplet size. Therefore, to ensure higher dynamic modulus and bonding ability of emulsion residue, asphalt emulsion with small droplets size is recommended.

Multi-objective design optimization of composite polymerized asphalt emulsions for cold patching of pavement potholes

Cold patching materials (CPMs) are commonly used for rapid pavement pothole repairing in cold and wet conditions. In this study, the composition of composite polymerized asphalt emulsions (CPAEs) as binders in CPMs was optimized using the response surface methodology (RSM). Three factors with three levels and four responses were considered. The RSM models had coefficients of determination of nearly 1.0, indicating a strong correlation between multiple factors and responses. The high and low true grade of CPAEs were dominated by the dosage of styrene-butadiene-styrene (SBS) and styrene-butadiene rubber (SBR) latex, while both the sieve residue and storage stability greatly depended on the emulsifier percentage. The optimal dosage of SBS, SBR and emulsifier in CPAEs was finally determined to be 7.32%, 7.78% and 3.44%, respectively, and validated by experiments. The modified CPMs prepared with the optimal CPAEs demonstrated superior resistance to permanent deformation, thermal cracking, moisture damage, the initial and cured strength compared to non-modified CPMs.

Characteristic of asphalt emulsion modified with natural rubber latex

Polymer modified asphalt emulsions offer superior performance and lifespan as compared to conventional asphalt emulsions or hot mix asphalt surface treatments, as well as reduced life cycle costs. This study’s objective was to examine the characteristics of latex-modified asphalt emulsions using a range of tests, including those for softening point, penetration, ductility, viscosity and solubility. In order to determine the optimal latex modified asphalt emulsion, latex was added into emulsion type CSS-1hP at various ratios ranging from 1 to 9 percent, with 2 percent interval while 0 percent serving as the control. From the experiments described, the best latex modified asphalt emulsion measurement was selected using a decision matrix analysis. Decision Matrix Analysis was performed to determine that asphalt emulsion with 5 percent latex is the best choice since it offers the highest quality polymer modified asphalt emulsion.

The combined effect of fiber and asphalt emulsion on properties of self‐compacting concrete

AbstractSelf‐compacting concrete (SCC) has recently been used in concrete structures due to its improved workability properties compared to conventional concrete; however, the serviceability of SCC structures is usually jeopardized by undesirable impact and dynamic loads due to its brittleness and insufficient toughness. In this study, asphalt emulsion (AE) and fiber were incorporated into SCC to improve its performance properties. SCC samples with basalt fiber (BF), polypropylene fiber (PPF), and polyvinyl alcohol fiber (PVAF) at 0.2%, 0.35%, and 0.5% volume fraction were prepared. Ten percent AE content was used in each mix. The effects of AE and fiber on compressive strength, flexural strength, damping performance, and workability were determined. Results show that incorporating AE and fiber weakens the workability of SCC, and flowability decreases with an increase in fiber content. The compressive strength of SCC decreases when AE is added; however, the incorporation of fiber mitigates this effect. The addition of 10% AE increased the flexural strength by 7.64%, subsequent addition of fiber further increased the flexural strength; the addition of 0.2% BF, PPF, and PVAF increased the flexural strength by 10.14%, 17.94%, and 15.44%, respectively. The damping ratio of SCC increased by 38%, 40%, and 27% through the addition of 0.2% BF, PPF, and PVAF, respectively. However, the damping ratio shows a decreasing trend after adding 0.5% BF and PP fiber.