Bituminous Base Research Articles

MODIFICATION OF BITUMENS WITH OIL INDUSTRY WASTE

A literature review on the topic of the study has shown that there is not much work with the use of oily waste in the modification of bitumen. Many methods of bitumen modification include the oxidation of a heavy oil residue to obtain the target product and its further compounding with the finished bitumen. Old oil sludge from oil sludge storage tanks has been used as the oil residue. Oil sludge is prepared by dehydration, the water content should not exceed no more than 5 wt. % and separation of mechanical impurities up to a content of not more than 16.4 wt. %. Purpose of the work. The main objective of the study is to develop a technology for modifying oil bitumen with industrial waste for the disposal of oil sludge, and to show the possibility of improving the physical-chemical, rheological characteristics of modified bitumen. Results. In the process of bitumen modification, the physical-chemical characteristics of the modified bitumen have been studied. It has been established that the composition of oil sludge from the Uzen and Zhetybai oilfield of the Mangistau region contains a significant amount of heavy oil residues and a small amount of mechanical impurities. From the conducted laboratory esearch, it has been found that oil sludge can be used as a filler in the modification of bitumen. Conclusion. Used oil sludge can be used as a bituminous base modifier without removing the mechanical impurities. Polymer-bitumen compositions have been prepared and the optimal parameters for the process of preparing polymer-bitumen binders have been determined.

Investigation of the Usability of Foamed Bituminous Mixtures as Bituminous Base Course

Materials recycled with foam bitumen are promising materials for pavements economically and environmentally. However, there are different opinions in the literature about how these materials are positioned in the pavement. It is clear that their performances will not be suitable for the wearing course, but that they are used for the plant mixture base course because they contain bitumen, and that these materials will be neglected in the evaluation of these materials. In the study, 4 different foam bituminous mixes prepared with a recycled pavement material and a standard bituminous base course mix were compared in terms of the resilient modulus obtained from the uniaxial indirect tensile resilient modulus test. Gradation is the same for three of the mixtures, two of them use cement as a mineral binder, but 70/100 grade bitumen in one of these two productions and 50/70 grade bitumen in the other. In the third mixture, 70/100 grade bitumen and hydrated lime (HL)+fly ash (FA) were used. In the final mixture, 70/100 grade bitumen and cement were used as mineral binders, but gradation was changed. In addition, permanent deformation control for the final production was carried out with a triaxial cyclic compression test. It was concluded that all these variables affect the results, but the resilience modulus values obtained for all were quite close to those obtained from the bituminous base sample. Considering that the foamed bituminous mixtures will be thicker than the bituminous base course in practice, it is considered structurally appropriate to use this layer instead of the bituminous base course.

Geleneksel bitümlü sıcak karışım üstyapı tabakalarının dinamik rijitlik modülünün tahmini ve marshall dizayn yöntemi verileriyle karşılaştırılması

The mechanistic and empirical design method of bituminous hot mixes, which is tried to be applied in our country, is allowed to estimate the dynamic stiffness modulus for second and third level projects. It is thought that examining the relationship between the dynamic stiffness module, which is one of the most important mechanical properties of bituminous hot mix, and Marshall design data, which is widely used in our country, will contribute to the designers' analysis of coating performance and life cycle costs. In this study, the relationship of the dynamic stiffness modules estimated by the 1999 Witczak Model with the design data of the aggregate produced from the limestone quarry and the bituminous base, binder, abrasion mixtures at the temperatures and frequencies determined according to the bitumen change of Marshall design was evaluated. In order to determine the change of dynamic modulus of the mixtures according to the loading time, the master curves of the layer mixtures were drawn at the optimum bitumen reference temperature of 21.1 oC. It has been determined that the maximum grain size and temperature change are more effective in the estimated dynamic stiffness modules of the mixtures, changes can be made in the superstructure layer thicknesses according to the change in loading time within the project, and the dynamic modulus estimated in the optimum bitumen is approached with some bitumen reduction in bituminous foundation and binder mixtures.

Experimental Investigation of Geopolymer Flexible Pavement with Waste Plastics Aggregates

The world is facing a greater issue in the disposal of waste plastics and there is an intense need for research on alternate and sustainable solutions for environmental issues. Waste plastic can be used as aggregates or as a protective layer over aggregates to increase their strength. The aggregate used in flexible pavements was investigated in this study, as well as the use of Geo-Polymer to improve the pavement’s strength and durability. The design of the pavement is done according to the Indian standard codes IRC. Dense bituminous macadam and base courses are taken into account as per the design criteria. The geo-polymer flexible pavement was tested for properties such as the wearing test. Other fundamental tests for aggregate and bitumen used in pavements include specific gravity, flash point, fire point, ductility, softening point, penetration test, water absorption test, bonding strength, durability, and temperature resistance. When geo-polymer plastic bitumen is heated and put as a coating over the base course, it allows the user the air gaps with additional plastic and binds over the aggregate, resulting in increased road stability, smoothness, and vehicle braking effects. It is concluded that with 5% addition of the geo-polymer with bitumen has performed well in all aspects of the bitumen characteristics.

Deflection bowl parameters for falling weight deflectometer testing: data collection and threshold benchmarking

ABSTRACT Deflection Bowl Parameters (DBP) has been used widely to evaluate pavement structural performance based on deflection data from Falling Weight Deflectometer (FWD). However, due to different pavement layers, materials configuration, test load, and climatic temperature, DBP thresholds need to be established for urban streets in tropical countries like Singapore. Around 130 km of field data in the network was collected every 25 m span, processed using Elmod 6 software before regression analysis. Based on the high coefficient of determinations (R-squared > 0.65), the DBP thresholds were proposed mainly for the middle layer condition (using Middle Layer Index, Lower Layer Index and Maximum deflection) and subgrade condition (via Lower Layer Index). In contrast, there were still some uncertainties in parameters related to HMA surface layers (by using Base Layer Index and Radius of Curvature) due to lower levels of R-squared (≅ 0.5). Our results have filled the research gaps of field-validated DBP thresholds for FWD 50 kN on the thick bituminous base pavement: Hot Mix Asphalt 130-170 mm, Graded Granite Aggregate Base 200-250 mm, and infinite subgrade. The findings have contributed to newly established DBP thresholds for immediate implementation in Singapore and other countries sharing similar pavement configurations.

Bituminous base courses for flexible pavements with steel slags

The purpose of this research was to study the feasibility of incorporating steel slags into coarse bituminous mixtures. The objective was twofold: to reduce dependence on natural aggregates, and to provide a use for industrial by-products. The slags studied come from the manufacture of carbon steel in electric furnaces and are divided into two types: Electric Arc Furnace (EAF) slag and Ladle Furnace (LF) slag. The mixture designed is coarse bituminous concrete (AC22G), for base courses in flexible pavements. In a first phase, the physical characterization of the materials was carried out to check their suitability. In a second phase, three types of mixes were designed: a control mix (made with natural limestone aggregates), a mix where LF slag was introduced to replace the filler and the fine fraction (sand) of the mix; and finally, the feasibility of manufacturing a totally sustainable mix was analyzed, which would fully incorporate EAF slag as coarse aggregate and LF slag as fine aggregate and filler. In a third and final phase, the designed mixes were subjected to different mechanical, water sensitivity, and durability tests. The research demonstrated that the incorporation of EAF and LF steel slag as a substitute for natural aggregate in coarse bituminous mixtures is feasible, meeting regulatory requirements, improving sustainability in the construction industry, as well as reducing emissions, and contributing to climate change mitigation.

Effect of filler on bituminous base layer containing recycled concrete aggregates

Abstract The use of different filler materials is one of the effective techniques adopted to improve pavement quality and performance. The main purpose of this study is to quantify the influence of filler type on the performance of dense graded bituminous mixes containing recycled concrete aggregate (RCA). This RCA is replacing the coarse portion of the conventional natural aggregates (NA). In this present experimental investigation, the dense bituminous macadam (DBM) mixes according to the relevant Indian specifications are compacted using four different types of fillers, such as cement, stone dust, fly ash and carbon black and conventional VG 30 as binder. Eight different sets of Marshall samples are prepared using RCA and NA representing the coarse aggregate fraction and either of the above four binders. Different mixes thus prepared are evaluated in terms of their Marshall parameters, indirect tensile strength, moisture susceptibility characteristics (tensile strength ratio and retained stability) and resilient modulus. From the experiment conducted in the laboratory, it is found that all the mixes, in general satisfy the requirements in terms of Marshall and moisture susceptibility characteristics. Considering all engineering properties studied the mixes with NA and carbon black (CB) as filler material offered higher results comparable with other mixes. However, the mixtures prepared with RCA also offered a promising result compared to mixtures made with NA.

Sustainability of the Optimum Pavement Model of Reclaimed Asphalt from a Used Pavement Structure

This paper demonstrates and provides additional findings and instructions to produce new cold-recycled layers of pavement structures spatially and temporally sustainable. At the same time, recycled pavement structures have been enhanced with optimum amounts of new stone materials and binders made of cement and foamed bitumen. The subject of the research is based on the examination of recycled asphalt from surface and bituminous base courses of pavement structures for use on higher-type roads. The aim of the research is to model the process of producing recycled asphalt by cold recycling to optimize the process of influential parameters. In addition, one of the primary goals of the research is to demonstrate a sustainable way of producing new cold-recycled layers of pavement structures. The obtained results indicated the inevitability of the use of recycled material from pavement structures with the possibility of applying secondary and tertiary crushing of recycled mass, which depends on the type of layer for which the recycled material would be used. The research resulted in an optimum mixture variant of the stabilization layer of pavement structure that consists mainly of recycled material from a worn pavement structure improved with a relatively small amount of new aggregate with the addition of minimal stabilizers made of cement and foamed bitumen. The results showed that the optimum mixture variant of the stabilization layer is spatially and temporally stable. Additionally, the presented optimum variant of the stabilization layer enables sustainable development of road networks with minimum consumption of new natural resources.

Investigation Of The Usability Of Building Concrete Wastes As Aggregate In Bituminous Base Course On Highways

Investigation Of The Usability Of Building Concrete Wastes As Aggregate In Bituminous Base Course On Highways

Досвід застосування епоксиасфальтобетонного покриття на автодорожніх мостах

Introduction. The analysis of recent research on prevention of formation of defects of asphalt pavements on road bridges and extension of terms of their operating period is given. The perspective of application in Ukraine of asphalt pavements modified with thermosetting polymers is determined. The research tasks are formulated. Problem statement. Lack of sufficient experience in the use of epoxy asphalt pavement on the Ukrainian road bridges and uncertainty of economic feasibility of its application. Purpose. Perform an analysis of the existing experience of using asphalt pavement modified with thermosetting polymers to increase its durability on the road bridges. Materials and methods. Analysis of information sources on the use of epoxy asphalt pavement on the road bridges. Analytical studies of asphalt mixtures modified with epoxy constituents. Results. The perspective directions concerning improvement of quality of pavement on the road bridges, increase of their performance and durability are determined. An analytical review of the experience of using epoxy asphalt pavement on the road bridges has been conducted. The questions of modification of the bituminous base of asphalt mixtures with epoxy composites with the aim of improving their technical characteristics have been studied. The promising economic efficiency of the use of epoxy asphalt mixes in Ukraine has been established. The tasks concerning further investigation of epoxy asphalt pavement when applied on the road bridges have been formulated. Conclusions. An analysis of information sources on the application of epoxy asphalt pavement on the road bridges showed the following: the economic and technical feasibility of the use of these pavements, since they have significant advantages compared with the asphalt pavement of the standard composition (without modifiers); the introduction into the bitumen of epoxy constituents from 5.0 % to 20.0 % leads to a significant increase in the strength and heat resistance of epoxy asphalt concrete at all temperatures. The introduction of epoxy asphalt concrete allows improving the quality and durability of road pavement, as well as significantly reducing the cost of repairs.

DESIGN OF FLEXIBLE PAVEMENT USING MARBLE DUST IN SUBGRADE SOIL

Harnessing of industrial waste for improvement of soils is economical and efficient. It helps in enhancing the soil properties and overcoming the disposal problem. Therefore, it is essential to understand the properties of these wastes in order to understand their performance level. In this study, waste marble dust was added to stabilize the soil which was collected from Rajpura Punjab. The various index properties liquid limit, plastic limit was studied by adding Marble dust 10%,15%,20% and 25% by weight of soil. Similarly, California Bearing Ratio (CBR), Unconfined Compressive Strength (UCS) was calculated at maximum dry density obtained from compaction test. It was observed that based on tests that 20% of waste marble dust was optimum for strengthening of the parent soil. Resilient Modulus was calculated afterwards for the subgrade using models specified by Heukelom and Klomp, Thompson and Robnett, Transport and Road Research Laboratory, Erdem Coleri. Based on the results obtained, pavement thickness was determined for designing flexible pavement section as per IRC 37-2012 using IITPAVE. Design was done considering the horizontal tensile strain and vertical compressive strain at the bottom of bituminous base and at top of subgrade, responsible for fatigue and rutting of pavements.

Application of WMA Technology to Bituminous Base Course Mixes

Warm Mix Asphalt, due to lower mixing and compaction temperatures, provides some engineering benefits over conventional Hot Mix Asphalt. In this study, an attempt is made to assess the viability of using Warm Mix Asphalt technology in bituminous base courses. An organic wax-based Warm Mix Asphalt additive was used in this study to produce Dense Bituminous Macadam, a commonly used bituminous base course mix in India. Experimental variables included three additive contents and four mixing temperatures. Rheological properties of binder modified with different doses of additive were examined. In all, twelve Warm Mix Asphalt Dense Bituminous Macadam mix types were prepared, evaluated and compared with Hot Mix Asphalt Dense Bituminous Macadam (control) mix. Rheological test results showed the addition of wax-based additive improved stiffness and resistance against permanent deformation of the base binder. Tensile Strength Ratio and retained Marshall Stability results indicated that Warm Mix Asphalt Dense Bituminous Macadam mixes were resistant to moisture-induced damage.

Monitoring of an experimental motorway section

A portion of the lane reserved for slow vehicles on a motorway was totally rebuild of the A10 Motorway in the West of Paris. Four sections have been instrumented using classical strain gage sensors, placed at different depths within the pavement (subgrade, cement-treated subbase, and bituminous base) and temperature sensors. A fifth section is equipped with a more innovative instrumentation including geophones and temperature sensors, coupled with a remote data acquisition system. The purpose of this paper is to present the monitoring of these experimental sections since 2011. Strain gage measurements are used to develop a mechanical model of the pavement structure, to evaluate the modulus of the different pavement layers, as well as their evolution with time. The results confirm the good performance of the in-place recycled subbase. Geophones are very sensitive sensors measuring vertical displacement velocity. Different methods for the processing of these measurements are proposed in order to monitor pavement deflections and identify and classify truck silhouettes.

BİTÜMLÜ SICAK KARIŞIMLARDAN GERİ DÖNÜŞÜM YOLU İLE ELDE EDİLEN AGREGALARIN PERFORMANSLARININ DEĞERLENDİRİLMESİ: DENEYSEL BİR ÇALIŞMA

Waste asphalt pavements occurring from the faulty road construction or similar reasons cause great environmental pollution. This paper presents an experimental study on determination of fundamental characteristics of the recycled aggregates obtained from waste bituminous hot mixtures. For this purpose, 20 drilling core samples from a road segment in Antalya city were taken out by using core drilling machine. Aggregates and bitumen which are the main components of the bituminous hot mixture were separated from each other by using reflux extractor test set. Sieve analysis was performed on the each drilling core samples. Obtained results were compared to the lower and upper limit values of the bituminous base layer according to the related specification. Then, the performance of recycled aggregate, new limestone and basalt aggregates as well were analysed with aggregate tests such as Los Angeles abrasion, flakiness index, stripping resistance, soundness of aggregate by use of magnesium sulfate and methylene blue. According to the results obtained from the experimental tests, it can be said that recycled aggregates meet requirements of asphalt specifications and they can be used as aggregate again in asphalt pavement. Keywords: Waste asphalt, faulty road construction, recycled aggregate, extraction of asphalt, bituminous base laye

Field cracking performance of airfield rigid pavements

Abstract This paper discusses cracking in airport pavements as studied in Construction Cycle 6 of testing carried out at the National Airport Pavement Testing Facility by the Federal Aviation Administration. Pavements of three different flexural strengths as well as two different subgrades, a soft bituminous layer and a more rigid layer known as econocrete, were tested. In addition to this, cracking near two types of isolated transition joints, a reinforced edge joint and a thickened edge joint, was considered. The pavement sections were tested using a moving load simulating that of an aircraft. It has been determined that the degree of cracking was reduced as the flexural strength of the pavement was increased and that fewer cracks formed over the econocrete base than over the bituminous base. In addition, the thickened edge transition joint was more effective in preventing cracking at the edges compared to the reinforced edge joint.

Physical Properties of Low Density Polyethylene, Polyvinylchloride and Used Engine Oil Modified Asphalt

Since the influence of polymeric additives on the rheological and performance characteristics of bituminous materials is dependent on the composition and origin of the bituminous base materials itself, the influence of polymeric additives on the physical properties of the world renowned Trinidad Lake Asphalt (TLA) was investigated. The specific physical, performance properties of rutting resistance and fatigue cracking resistance (as measured by the rheological properties of complex modulus and phase angle) and viscosity of Trinidad Lake Asphalt modified with varying levels of waste Low Density Polyethylene (LDPE), Polyvinyl Chloride (PVC) and Used Engine Oil (UEO) were measured to deduce the applicability of these waste polymeric materials as a performance enhancer for the base asphalt. The results indicated that as the UEO concentration in TLA increased (0–30%), there was an incremental increase in the fatigue cracking resistance and a decrease in rutting resistance. The incremental addition of PVC to TLA (0–10%) resulted in optimal rutting resistance at 2% and 8% PVC concentrations respectively. The fatigue cracking resistance and rutting resistance of the LDPE modified TLA increased with the addition of 1% LDPE; further additions having minimal effect on the performance properties of the blends. Viscosity measurements at different temperatures of the various polymer-asphalt blends were made to determine the ease at which the blends can be mixed during the manufacturing process.

Primjena recikliranog asfalta u bitumeniziranom nosivom sloju

Primjena recikliranog asfalta u bitumeniziranom nosivom sloju

O- AND H-ISOTOPE STUDY OF THE CARBON LEADER REEF AT THE TAU TONA AND SAVUKA MINES (WESTERN DEEP LEVELS), SOUTH AFRICA: IMPLICATIONS FOR THE ORIGIN AND EVOLUTION OF WITWATERSRAND BASIN FLUIDS

The Carbon Leader Reef is a ~1 m thick conglomeratic unit with a thin bituminous base, and is one of the major gold-bearing conglomerate horizons in the Central Rand Group of the Witwatersrand Basin. It consists of alternating conglomerate and quartzite layers and was metamorphosed under greenschist facies conditions. Bulk rock δ18O and δD values of the Carbon Leader Reef range from 7.2‰ to 10.8‰ (mean = 10.6‰) and −27 to −65 (mean = −41‰), respectively. The narrow range in δ18O values, together with the lack of correlation between the δ18O value and the modal % matrix minerals, suggests that the original detrital minerals and the authigenic matrix minerals have similar oxygen isotope composition. Calculated δD values of the fluid, assuming that it was in isotope equilibrium with the bulk rock at the estimated peak metamorphic temperature of 350°C, range from −1‰ to −40‰. This suggests that the ultimate origin of the fluid was a mixture of meteoric and metamorphic water. These data are not consistent with the ingress of large quantities of externally derived fluid post burial metamorphism. Gold-rich sections of the Carbon Leader Reef do not have significantly different δ18O values than the adjacent gold-poor section, which suggests that gold mineralization is not related to interaction with significant amounts of externally derived hydrothermal fluids.

High-pressure viscosity of used motor oil/vacuum residue blends

The overall objective of this work was to characterize and model the temperature–pressure–viscosity relationship for used motor oil, and its blends with heavy petroleum residue, in a wide range of pressure and temperature. With this aim, used motor oil, and a vacuum residue commonly used as bituminous base were used as components of the blends. Blends of used motor oil and vacuum residue were prepared by mixing both components in a batch tank with a four-blade impeller. Subsequently, the mixtures were stored at room temperature. The rheological study was performed using a controlled stress rheometer, using both a conventional coaxial cylinder geometry, and a coaxial cylinder-pressure cell. From the experimental results obtained it is apparent that whilst the used motor oil behaves as a Newtonian liquid, the blends behave as non-Newtonian fluids, showing a shear-thinning behaviour in most of the shear rate range studied, at atmospheric pressure, in a temperature range comprised between 0 and 60 °C. The viscous flow curves results obtained at different differential pressures prove that the influence of time-dependent phenomena on viscosity is not significant in most of the shear rate range studied (between 1 and 100 s −1). Pressure–temperature–viscosity relationship modelling, at constant shear rate, can be performed from pressure sweep data at constant temperature, temperature sweep data at constant pressure, or pressure–temperature sweep data. In this sense, the FMT predicts the above-mentioned relationship fairly well.

Determination of gas phase adsorption isotherms—a simple constant volume method

Single and ternary solute gas phase adsorption isotherms were conducted in this study to evaluate the effectiveness of a simple constant volume method, which was utilized by using Tedlar gas sampling bags as a constant volume batch reactor. For this purpose, gas phase adsorption of toluene, methyl ethyl ketone (MEK), and methyl isobutyl ketone (MIBK) on two types of activated carbons, BPL—bituminous base and OVC—coconut base, were investigated. For the single solute adsorption, the experimental adsorption data were found to be well correlated with Freundlich and Myers adsorption equations. The pore size distribution of adsorbents was found to affect their adsorption capacities; its effect was dependant on the solute concentration. The ternary adsorption experimental isotherms were accurately predicted by using the well-known model, i.e., ideal adsorbed solution theory (IAST).