Bitumen Content Research Articles

Optimizing the bituminous pavement constructions with waste plastic materials improved the road constructions performance and their future applications

The yearly production of plastic garbage is rising in the current environment as a result of the fast population rise. Recycling and reusing plastic trash is essential for sustainable development. The need of the hour is to utilize waste polythene for various supporting reasons since it is not biodegradable. These materials are made of polymers like polyethylene, polypropylene, and polystyrene. Due to the enhanced performance and elimination of the environmental issue, adding plastic waste to flexible pavement has emerged as a desirable choice. A composite material known as bituminous concrete (BC) is often utilized in construction projects such as road paving, airport terminals, and stopover areas. It includes mineral aggregate and black top or bitumen, which are combined, laid down in layers, and then compacted. The bituminous mixture in this research article was combined with plastic to use a chemical stabilizer. The ideal bitumen content is replaced by 0, 15%, 27%, and 36% plastic, as well as the bitumen's weight, stability, and Marshall value to create hypothermal. A linear scale is used to compare the flow rates to the bituminous mixture. The characterization of plastics contains bituminous materials are done by the SEM–EDX, XRD, FTIR and BET analysis. There have been several studies on the addition of trash to bituminous mixes, but this one is focused on the use of plastic waste as a modification in a bitumen binder for flexible pavement. According to research, bituminous mixes containing up to 4 percent plastic waste are excellent for sustainable development.

Micro-Structure Analysis and Mechanical Behaviour of Hot Mix Asphalt Modified with Reclaimed Asphalt Pavement Using Palm Kernel Shell Ash as Mineral Filler

In pavement construction and production of hot mix asphalt HMA, the use of industrial and agricultural waste has gained much relevance because of its economic and environmental benefits. This research examined the effects of palm kernel shell ash PKSA on the physical and volumetric properties of HMA modified with reclaimed asphalt pavement RAP. All preliminary test conducted on the modified asphalt mixture in accordance with relevant standards showed adequacy for use in production of HMA. Marshall method of mix design was adopted for the HMA production. The bitumen content was varied from 4.5 to 6.5% (at intervals of 0.5%). The palm kernel shell ash was varied from 25% to 75% (at interval of 25%). A maximum stability of 7.1kN was recorded at 5.5% bitumen content which is a little increment in strength but good significance in material (virgin bitumen) when compared to the maximum stability of 6.9kN at 6% bitumen obtained from the control mix. The microstructural analysis of the hot mix asphalt done on the palm kernel shell ash PKSA showed a rough surface texture needed in flexible pavement construction and when comparison was done between the control specimen and the modified specimen, it shows an improvement in the interlocking arrangement of aggregates resulting in a denser mixture for the modified hot mix asphalt. In conclusion this study confirms that a blend of a 50% RAP and 50% virgin aggregates with 50% palm kernel shell ash PKSA as mineral filler at 5% bitumen content can improved strength performance of HMA, hence, the effect of PKSA as a mineral filler in HMA containing RAP is significant.

Identifying the effect of adding coconut coir on the characteristics of the top layer of pure natural buton asphalt concrete wearing course (AC-WC)

Buton Asphalt is natural asphalt originating from Buton Island (Indonesia), with the potential deposit amount reaching up to 662 million tons. This substantial domestic mining potential must be utilized for domestic road needs and to boost the country's economy. However, Buton asphalt's utilization is minimal compared with imported oil asphalt, which reached a usage rate of up to 94 % in 2022. Therefore, as a form of a solution-oriented policy, Buton asphalt is included as one of the 21 commodities in the Strategic Roadmap for Downstream Investment in Indonesia, followed by various supportive regulations for developing this Buton asphalt product. One of the leading products the government targets is natural pure Buton asphalt. This product consists of >99 % bitumen content after extraction, also called Pure Buton Asphalt. The idea was to modify pure Buton asphalt with coconut coir to increase the Marshall Stability and Dynamic Stability values to make the asphalt mixture more resistant to vehicle loads and rutting. The tests were conducted to determine the optimum asphalt content (OAC) of the mixtures, Marshall's Stability comparison, and the dynamic stability test using a Wheel Tracking Machine to identify the comparison of permanent deformation. This study analyzed the Marshall characteristics and dynamic stability characteristics with variations in coconut coir content of 0.5 %, 0.75 %, and 1 % by weight of asphalt and variations in coconut coir length of 0.5 cm, 1 cm, and 1.5 cm. Based on the results of this study, the optimum asphalt content in this study is 6.76 %, where pure Buton Asphalt modified with coconut coir has an increase in Marshall's stability value and dynamic stability value compared to pure Buton asphalt without additional coconut coir

The Use of Nuclear Magnetic Resonance Spectroscopy (NMR) to Characterize Bitumen Used in the Road Pavements Industry: A Review.

Bitumen, a vital component in road pavement construction, exhibits complex chemo-mechanical properties that necessitate thorough characterization for enhanced understanding and potential modifications. Nuclear Magnetic Resonance (NMR) spectroscopy emerges as a valuable technique for probing the structural and compositional features of bitumen. This review presents an in-depth exploration of the role of NMR spectroscopy in bitumen characterization, highlighting its diverse applications in determining bitumen content, group composition, molecular dynamics, and interaction with additives. Various NMR techniques, including free induction decay (FID), Carr-Purcell-Meilboom-Gill (CPMG), and Pulsed Field Gradient Stimulated Echo (PFGSE), are discussed in the context of their utility in bitumen analysis. Case studies, challenges, and limitations associated with NMR-based bitumen characterization are critically evaluated, offering insights into potential future research directions. Overall, this review provides a comprehensive overview of the current state-of-the-art in NMR-based bitumen characterization and identifies avenues for further advancement in the field.

Enhancing High-Temperature Performance of Flexible Pavement with Plastic-Modified Asphalt.

Previous studies indicate that traditional asphalt mixtures lack the ability to withstand the stresses caused by heavy traffic volumes under high temperatures. To enhance the rutting resistance of flexible pavement under high levels of temperature and loading, extensive laboratory experiments were carried out. A 60/70 grade bitumen was used as a neat sample for comparison. The study introduced three distinct polymers, polypropylene (PP), low-density polyethylene (LDPE), and acrylonitrile butadiene styrene (ABS), at varying concentrations by weight into the neat bitumen. Initially, conventional tests were performed to evaluate the conventional properties of both the neat and modified bitumen, while aggregate tests assessed the mechanical properties of the aggregates. Subsequently, a Marshall mix design was performed to determine the optimum bitumen content (OBC) in the asphalt mixture. Finally, wheel-tracking tests were performed under a specific load and temperature to investigate the rutting behavior of the modified asphalt mixtures. The results of this comprehensive study revealed that the modified asphalt mixtures displayed improved resistance to rutting compared to the neat asphalt mixture. Furthermore, it was also observed that the LDPE exhibited a superior performance against rutting, followed by the PP and ABS. At polymer contents of 3%, 5%, and 7%, the LDPE achieved reductions in rut depth of 13%, 24%, and 33%, respectively, outperforming both PP- and ABS-modified asphalt. These findings not only enhance our understanding of asphalt behavior under diverse conditions but also highlight the potential of plastic-modified asphalt as an effective solution for mitigating rutting problems in road pavements. By incorporating plastic modifiers into asphalt mixtures, this approach aligns with the principles of sustainable construction by reducing plastic waste while improving pavement durability and performance.

From crude oil to bitumen: Genetic variability in chemistry and its influence on viscoelastic of binders

The chemical composition and properties of bitumen are derived from crude oil, which directly influences its viscoelastic properties. Six different crude oil sources were examined to explore how crude oil characteristics impact bitumen. The bitumen was produced through in-house atmospheric decompression distillation, and aging tests were conducted on these samples. The chemical properties of the crude oils, virgin binders, and aged binders were analyzed using Fourier Transform Infrared Spectroscopy (FTIR). Additionally, the separation and quantitative analysis of saturates, aromatics, resins, and asphaltenes (SARA) in crude oil and bitumen binders were carried out using Thin Layer Chromatography-Flame Ionization Detector (TLC-FID). Sweep tests on binders were conducted using a Dynamic Shear Rheometer (DSR). Master curves were created based on the CAM model and the 2S2P1D model to assess the dynamic viscoelastic properties of bitumen. The grey correlation method was employed to examine how bitumen chemical composition and properties affect its viscoelasticity. Results indicated that crude oil profoundly influences bitumen's chemical composition and properties. The functional group index and component content of bitumen are inherited from crude oil and are closely linked to the corresponding indices of crude oil. The functional group index, SARA, and colloidal stability coefficients of bitumen are intimately connected to the viscoelastic parameters of bitumen. The impact of the functional group index on the viscoelastic parameters is more pronounced than that of SARA content. This insight is crucial for guiding the selection of oil sources in bitumen production processes.

Prediction and modelling marshall stability of modified reclaimed asphalt pavement with rejuvenators using latest machine learning techniques

The primary problem with the experimental evaluation of Marshall stability (MS) of reclaimed asphalt pavement (RAP) is the inherent complexity and variability involved in the process. Traditional experimental methods for predicting MS can be time-consuming, labor-intensive, and costly. In the present research, an effort has been made to assess the most appropriate machine learning model for the prediction of MS of RAP. The study addresses the problem of accurately predicting MS by using a variety of input parameters derived from experimental work. The data for models was split in 7:3 for training and testing of models. Bitumen content (BC %), virgin binder percentage (VB %), virgin binder performance grade (VB-PG), RAP percentage (RAP %), RAP binder percentage (RAPB %), RAP binder PG (RAPB-PG), rejuvenator type (Rej type) and rejuvenator percentage (Rej %) were applied as input parameters for MS prediction. Several machine learning models including random tree (RT), M5P, Gaussian process (GP), support vector machine (SVM), and random forest (RF) were utilized for determining the most appropriate prediction model. Seven metrics were used for assessing the performance of these models, such as CC, MAE, RMSE, RA, RRSE, WI, and NSE. Based upon these metrics, the RF model is found to outperform the other applied models with the values of CC = 0.9959 and 0.9763, MAE = 0.3129 and 0.7847, RMSE = 0.3976 and 1.0492, RAE = 9.0062 and 21.8247, RRSE = 9.3624 and 23.6832, WI = 0.998 and 0.984 and NSE = 0.991 and 0.944 for training and testing stages, respectively. Also, box plots and sensitivity analysis confirm the superiority of the RF model over other models. Finally, the sensitivity analysis suggests the importance of bitumen content in the prediction of MS of reclaimed asphalt pavement modified with rejuvenators.

Partial Replacment of LDPE in Bituminous Pavement

Bituminous concrete mix is a composite material which is widely used for the construction of flexible pavements, surfacing of roads and airports, various parking lots etc. It generally consists of bitumen which works as a binder material, coarse aggregates, fine aggregates and filler materials which are generally mixed together in right proportion and laid down in layers followed by the compaction. In this present age of modernization and urbanization, construction is non stoppable and the construction by demolishing of old building has arisen a serious problem of treatment of demolished waste. Similarly, the use of plastic in our day-to-day life and its improper disposal is also creating serious environment pollution. So, there is big challenge in managing the demolished waste as well as the waste plastics. In this project i.e. partial replacement of LDPE in Bituminous concrete mix we have tried to replace LDPE (2%, 4%, 6% and 8% respectively) in bitumen content for the improvement of the pavement characteristics satisfying both the strength criteria and the economic aspects giving emphasize to less environment degradation and sustainability.

Analysis of the Use of Waste Plastics Low-Density Polyethylene (LDPE) along with Bitumen in the Construction of Asphalt Pavement using the Marshall Test

Plastic disposal is a significant problem as it is non-biodegradable and causes air pollution if burned. The utilization of waste plastics in road construction has gained attention due to environmental concerns and the need for sustainable development of infrastructure. This research investigates the performance waste plastics, low-density polyethylene (LDPE) and, in the asphalt road along with the bitumen based on the Marshall Stability Test. The Optimum bitumen content (OBC) is found to be 5.2%. Different concentrations of LDPE (8% and 10% by weight of bitumen) were used. The use of LDPE on the asphalt pavement has Marshall Stability and Marshall flow values in the usable range as specified in the specification criteria of the Standard Specification for Road and Bridge Works (SSRBW). Also, the use of waste plastics in the pavement reduces the cost and helps to promote an environmentally friendly approach to infrastructure development.

Full extraction of asbuton bitumen for binder replacement in warm mix asphalt

Abstract Asbuton can be utilized as an optional binder in asphalt mixture by semi-extraction or full extraction. Full extraction of asbuton by using solvent can maximize the content of bitumen while discarding the mineral. However, different solvent content influenced the asbuton bitumen properties. Thus, this study evaluated the effect of different percentages of toluene solvent on the full extraction. Four different percentages of solvent content 1 to 4 % of toluene were used in this study. The asbuton bitumen was then tested for penetration, softening point, flash point, specific gravity, and thin film oven test. The asbuton bitumen was then used to design warm mix asphalt (WMA). Based on the Marshall mix design, the optimum bitumen content (OBC) is 6.25 %. The WMA with full extraction asbuton bitumen fulfilled the Marshall requirement by stability of 1374 kg, and 96.97% retained stability. It also produced 3.57 mm flow with 3.46 % void in mix, 15.08 % void mineral aggregatte, and 76.41 of void filled bitumen. As a result, it is discovered that full extraction asbuton can serving as the WMA binder replacement.

Valorization of petroleum sludge as rejuvenator for recycled asphalt binder and mixture

The production of new pavements involving recycled asphalt pavement (RAP) is beneficial for preserving petroleum asphalt and natural aggregates. However, increasing the RAP content raises performance concerns in new pavement, thus necessitating the use of rejuvenators. This research examined the potential of using petroleum sludge (PS) as a rejuvenator for RAP recycling. Gas chromatography-mass spectrometry (GCMS) detected the PS hydrocarbons involved in rejuvenation. The dynamic shear rheometer (DSR) provided the rheological data of rejuvenated binders. The rheological data were subsequently processed using response surface methodology (RSM) to develop rutting and fatigue models. RSM was also employed to model the Marshall and volumetric properties of the asphalt mixture. Atomic force microscopy (AFM) of PS rejuvenated RAP binder revealed a new microstructure containing protrusions that resembled the morphology of lightweight bitumen fractions. These rejuvenating effects were attributed to lightweight hydrocarbons of PS, which supplement the maltenes fractions in aged asphalt. The multi-objective optimization provided the RAP and bitumen content of 90% and 4.79% to meet the required PWD specifications.

Effect of solid bitumen on pore structure of ultra-deep carbonate reservoir and its logging calculation method

An amount of highly evolved bitumen has been discovered in carbonate reservoirs during ultra-deep oil and gas exploration. This bitumen damages the pore structure and is difficult to dissolve using chemical reagents. To address the gap in studying highly evolved bitumen’s impact on carbonate reservoirs. This study utilized samples from the second member of the Dengying Formation (referred to as Deng 2) in Sichuan Basin. Using thin-section observation, and full-diameter CT scanning, were employed to establish two digital models: with bitumen and without. The study aims to observe bitumen distribution characteristics, compare physical properties and pore structures of two digital cores, clarify bitumen content and its impact on the reservoir, and establish a regression equation. The results indicate: (1) Bitumen in Deng 2 exhibits three states: semi-filled, fully filled, and combined cementation; (2) Properties of the bitumen-containing model decline, with significant reductions in pore and throat numbers. Bitumen primarily occupies large-pore spaces with high coordination numbers and blocks large-radius, long-throat spaces; (3) A bitumen calculation model was established using digital core analysis and well logging parameters, demonstrating good applicability. In conclusion, this approach offers guidance for studying the impact of bitumen on ultra-deep reservoirs and quantitative well logging analysis.

Vitrinite Reflectance Suppression Revisited

Vitrinite Reflectance Suppression Revisited

Optimum tack coat rate for different asphalt geosynthetic interlayers to achieve optimum shear bond strength

Designing geosynthetics for asphalt overlay is challenging due to the diversity of paving composites and paving geogrids available on the market. Challenges remains on the ideal product and tack coat to avoid debonding failure and to increase bonding quality. This research evaluates interface shear strength properties of geosynthetic-asphalt concrete specimens using seven geosynthetic interlayers tested under different tack coat rates based on asphalt retention of geosynthetics. Leutner shear tests were conducted on laboratory-prepared asphalt concrete specimens under different interface combinations. Index asphalt retention of paving geosynthetics depended on various parameters including geosynthetics type, geotextile backing, thickness and coating. The study suggests 100% of asphalt retention of the composite as design tack rate for paving geocomposites and paving geogrid composites with permanent porous fabric backing, while 220% asphalt retention as tack coat rate is suggested for geogrids. The optimum tack coat for reinforcement composites with light fabric backing falls between the optimum tack coat rates for composites and grids. The study also showed that the interface shear bond is a complex property and is not necessarily related to the fabric backing being permanent or temporary, the mass of the fabric backing, and the geosynthetics coating type and bitumen content individually.

RECYCLING OF ASPHALT PAVEMENT AGGREGATES AND WASTE PLASTIC BOTTLES IN ADDITION TO HOT-MIX ASPHALT PRODUCTION: ADEQUATE RECYCLING RATE

This study focused on the recycling of asphalt pavement aggregates and waste plastic bottles (WPB) in addition to hot-mix asphalt (HMA) production. To achieve this objective, non-probable sampling methods were used to gather samples from the study locations. Crushed stone aggregate (CSA), bitumen, mineral filler, reclaimed asphalt pavement aggregate (RAPA), and WPB were the ingredients employed based on the requirements in the standard specification for asphalt concrete production. Initially, the Marshall Stability Test was then carried out using CSA with 6% and bitumen levels of 4.0, 4.5, 5.0, 5.5, and 6% by weight of the total mix to ascertain what the bitumen content should be with RAPA with replacement rates of 10, 20, and 30% and that of WPB with 2, 6, 8, 10, 12, and 14%. In the Marshall Stability Test, which consisted of three trials of 195 samples and 60 mix designs, 45 were for the control mix and 150 for the replacement proportion. In the Marshall Stability Test, the ideal value for CSA was 5.1%; for RAPA, 5.1%; and for WPB, 7.7, 5.5, 5.4, 5.0, 5.5, and 5.4% optimum bituminous content (OBC). 20% RAPA and 10% WPB by weight of OBC in the stability-modified asphalt mix satisfies Ethiopian Road Authority (ERA) and American Society for Testing and Material (ASTM) specifications for all qualities tested. Finally, for improved asphalt mix performance, a combined 70% CSA, 20% RAPA, and 10% WPB should be used in asphalt mixes at 5.0% OBC. These experimental Marshal Stability Test findings satisfy the necessary specifications of ERA and ASTM for all tests used in HMA production. Thus, this proportion is strongly advised.

EVALUATION OF LOCUST BEAN POD ASH AS MINERAL FILLER IN HOT MIX ASPHALT

An increase in the consumption of agricultural products generates large quantities of waste daily. The husks of the locust bean seeds when removed from the plant are littered in the environment which negatively affects the environment. In this research, locust bean pod ash (LBPA) was used as a mineral filler in hot mix asphalt. Physical and chemical tests were done on the aggregate, bitumen and LBPA, showing adequacy for use in asphalt concrete production. All tests were conducted in accordance with relevant standards. LBPA was admixed with granite dust from 0–50% (at intervals of 10%) with varying bitumen content from 4–7% (at 0.5% intervals). For this experiment, the Marshall mix design method was used. The Marshall stability of samples containing LBPA improved by 19%, from 8.16kN to 9.67kN. Similarly, Marshall flow decreased by 19% from 3.4 mm to 2.75 mm. The density-void analysis of the asphalt samples also revealed an improvement. The microstructural examination revealed an enhanced structural arrangement due to the flocculation of the LBPA particles. Overall, the hot mix asphalt samples meet the Federal Ministry of Works and Housing specifications for flexible pavement-wearing courses. It was determined by the study that adding 40% LBPA with 60% granite dust at 5% bitumen content would improve the performance of hot mix asphalt.

Comparative study on the extraction strength of solvents on tar sand from Okitipupa, Ondo State

Tar sand, an aggregate of sand, clay, water and bitumen was sampled from Okitipupa area of Ondo State, Nigeria, extracted and optimized using n-hexane and toluene in a soxhlet extractor todetermine solvent effectiveness in extracting the bitumen content and their environmental effect. The experiment was carried out by heating the solvent at and above their boiling temperatures solely to get an optimum yield at a temperature and time of extraction of oil from the tar sand. The analysis gave an optimal yield of 9.07 % at 75oC in 4 h when n-hexane was used and an optimal yield of 21.27 % at 120oC in 4 h when toluene was used. A drastic change in colour was also notice in the sand residue to almost sandy soil nature when toluene was used as solvent compare to when n-hexane was used which shows a slight change from its blackish nature. The change in colour of the black tar sand is an indication of high extraction efficiency. Hence, owing to high demand for conventional oil supply in the country and the urgent need for an alternative source of oil, the bitumen extract can serve as an alternative source of unconventionaloil supply in Nigeria and feedstock in refineries.

Enhancing asphalt mixture performance through waste plastic modification: a comprehensive analysis of optimal compositions and volumetric properties

ABSTRACT This study explores the innovative use of waste plastic, including polyethylene terephthalate (PET), high-density polyethylene (HDPE), and polyvinyl chloride (PVC), as additives in VG30-grade bitumen for road construction. The research focuses on precise proportions of plastics to achieve optimal performance, utilizing a meticulous methodology involving laboratory tests, particularly the Marshall Stability (MS) test. The investigation reveals that a 3.0 % waste plastic content, specifically with 100% PET, and 5.5 % bitumen content results in the highest MS, demonstrating a 73.07 % improvement over the control mix. Additionally, the study examines the nuanced relationships between waste plastic incorporation, bitumen content, and volumetric properties such as air voids, bitumen volume, voids in mineral aggregate, and asphalt-filled voids. The findings emphasize the importance of carefully balancing these factors to achieve the desired properties in the modified asphalt mix. Notably, the 5.5 % bitumen composition consistently demonstrates superior performance across various parameters. The research contributes valuable insights into the potential enhancements brought about by waste plastic additives, particularly 100 % PET, in asphalt mixtures. The identified optimal compositions enable the development of sustainable and high-performance asphalt materials for road construction, meeting the demand for eco-friendly solutions in infrastructure development.

Design and analysis of bituminous construction mixes for flexible pavement by adding industrial waste

The study focused on utilizing industrial waste, which consists of various materials rendered unusable during manufacturing processes, for designing a bituminous mix for flexible pavement. The researchers collected the waste material and prepared a mixed composition of industrial waste. They evaluated the properties and quality of the mixed composition when combined with bitumen. Marshall mix samples were created using different bitumen contents and the mixed waste composition, with only 5% utilization of crumb rubber (CR) in the experimental work. The study found that the most optimal results were achieved with the addition of 3% low-density polyethylene (LDPE), 4% waste engine oil (WEO), and 5% CR with a bitumen content of 4.5%. The analysis revealed a maximum stability value of 727.5 kg and a flow value of 16.15. However, it was concluded that increasing the limit of LDPE, WEO, or CR could lead to brittleness and significant deformation in the mix.

Utilisation of Waste Sludge from Drinking Water Treatment as a Filler Material in Hot Mix Asphalt.

This research investigated the suitability of using sludge from the treatment of drinking water in hot mix asphalt (HMA) as a filler material. The storage and environmental impact of sludge is an enormous problem, especially for countries with large populations. Two different types of sludges, ferric chloride (FC) and aluminium sulphate (AS), were used as a filler material in HMA. The Hamburg Wheel Tracking (HWT) test, which correlates with rutting, and the Indirect Tensile Strength (ITS) test, which indicates the moisture sensitivity of HMA, were carried out at the optimum bitumen content of the mixes to investigate the usability of sludge in HMA. The test results indicate the usability of FC and AS in HMA compared to the reference mixes. However, the AS type of sludge has better rutting resistance than the FC type. Although the results support the usability of both sludges in HMA, it should be noted that the increased cost of the mix containing sludges due to the combustion process and the increased bitumen content during application should be considered.