Weight Of Asphalt Research Articles

Nanomaterials in asphalt cement: Exploring their single and combined effects on the physical and rheological properties

Pavement deterioration due to rutting, fatigue, and thermal cracking poses significant challenges to road infrastructure. Traditional asphalt modifiers often fall short in addressing these issues, leading to growing interest in advanced materials such as nanomaterials. This study investigates the individual and combined effects of three nanomaterials: nano-titanium dioxide (NT), nano-alumina (NA), and nano-silica (NS), on the physical and rheological properties of asphalt binders when used in dosages of 0%, 1%, and 2% by the weight of asphalt. This study aims to enhance asphalt performance and contribute to international research efforts focused on pavement durability. The experimental program evaluated the penetration, softening point, mass loss after aging, and viscosity properties, in addition to rutting and fatigue resistance through dynamic shear rheometer (DSR) tests. Scanning electron microscopy (SEM) was also employed to observe morphological changes. Results showed that 2% NA reduced penetration by 3.19%, while 2% NS increased the softening point by 2.41%. The combination of NA and NS had the highest effect on the softening point (F = 6.21, p = 0.008). NA and NT reduced mass loss, with 2% NA lowering it from 0.432% to 0.201%. Viscosity increased by 17.4% with 2% NA, while the NA and NS combination had the most significant overall impact (F = 44.78, p = 0.000). At higher temperatures, 2% NA was the most effective in reducing aging. Optimizing the use of NA and NS, either individually or combined, offers the best improvements in binder stiffness, thermal stability, and aging resistance.

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

Morphological, thermochemical, and rheomechanical evaluation of self-healing performance of asphalt binder modified with hybrid-structured phase change material capsules

Currently, sustainable pavement research focuses on modified asphalt binders with self-healing features for achieving durability and safety goals. This study assesses the self-healing behavior of asphalt binders incorporating innovative lab-manufactured hybrid-structured phase change material capsules (HPCMC). The HPCMC, using by-product paraffin oil as a core encapsulated by waste nano-silica fume as a shell, varied in core-to-shell ratios (0.5:1, 1:1, 2:1) and dosages (1 %, 3 %, 5 %, 7 %) by asphalt weight. Morphological, thermal, and chemical characterizations were conducted using scanning electron microscopy (SEM), transmission electron microscopy (TEM), thermal gravimetric analysis (TGA), and Fourier transform infrared spectroscopy (FTIR). Healing efficiency of unaged and short-term aged HPCMC-modified binders was evaluated using SEM and energy dispersive X-ray (EDX) for morphological and chemical analysis. Rheomechanics were examined through rotational viscosity (RV), performance grading (PG), multiple stress creep recovery (MSCR), strain sweep (SS), frequency sweep (FS), linear amplitude sweep (LAS), and linear amplitude sweep-based healing (LASH). Study findings exhibit superior healing in HPCMC-modified binders compared to unmodified ones, particularly at a 3 % dosage and 1:1 core-to-shell ratio in unaged conditions. This study also evaluates healing assessment criteria and validates the self-healing mechanism, indicating significant potential for the proposed approach to revolutionize pavement construction and maintenance.

Evaluation of rheological behavior and self-healing performance of calcium sulfate whisker-reinforced polyurethane modified asphalt

This study prepared calcium sulfate whisker (CSW) reinforced polyurethane (PU) composites and innovatively used them in asphalt modification to improve the strength and toughness of asphalt. The rheological and self-healing properties of asphalt modified by CSW-reinforced PU (CRP) were evaluated through rheological and self-healing tests. The results indicated that CRP enhanced the modified asphalt's high- and low-temperature properties and fatigue resistance. Compared with matrix asphalt, the high-temperature performance of PC22 is improved by 76.8 %; Tg,DMTA is reduced by 3.61°C; the fatigue life is increased by 2.9–4.5 times. However, excessive CSW tends to absorb more lightweight constituents, leading to a decrease in both low-temperature performance and fatigue resistance. Self-healing tests show that CSW-reinforced PU can improve the self-healing performance of asphalt by 64.7 % compared to matrix asphalt. It is believed that the bridging effect of CSW and the cross-linked network of PU play a key role together. Of the dosages tested here, the optimal dosage of CSW was 10 % by weight of PU, and the optimal dosage of CRP was 20 % by weight of asphalt. This study confirms the feasibility of CRP for asphalt modification and provides a method to achieve high-performance modified asphalt that can be used on roads in cold areas and airport pavements. In addition, CSW's partial replacement of PU can significantly reduce the cost of polyurethane modified asphalt pavement.

Enhancing Porous Asphalt Performance by Adding Waste Mask Fiber: Experimental Analysis of Stiffness, Fatigue, and Creep at Optimum Asphalt Content

Purpose: This study aims to evaluate the impact of incorporating waste mask fibers into porous asphalt mixtures, focusing on stiffness, fatigue, and creep performance at the optimum asphalt content (OAC). Theoretical Reference: The study is based on sustainable construction and materials engineering theories, emphasizing the recycling of waste materials to enhance the performance of construction materials and mitigate environmental impacts. Method: Laboratory experiments were conducted by adding waste mask fibers at varying levels (0%, 1%, 2%, and 3% by weight of asphalt) to the porous asphalt mixtures. Test specimens were designed and evaluated for stability, flow, Marshall Quotient, Voids in Mineral Aggregate (VIM), indirect tensile strength (ITS), stiffness (ITSM), fatigue, and creep performance. Results and Conclusion: The addition of 1% waste mask fibers at the OAC is recommended as it meets the criteria for stability, flow, Marshall Quotient, and VIM. The Cantabro Test showed enhanced resistance, while the ITS Test indicated increased indirect tensile strength. The ITSM Test revealed heightened stiffness of the mixture. Although fatigue testing demonstrated that the porous asphalt mixture could bear loads until collapse at a certain stress level, the creep test confirmed the mixture's resistance to permanent deformation due to traffic loads. Implications of research: The findings suggest that incorporating waste mask fibers into asphalt mixtures can improve mechanical properties and durability, offering a sustainable solution for mask waste disposal. This approach can be adopted by policymakers and engineers to enhance road construction practices while addressing environmental concerns. Originality/value: This study provides novel insights into the recycling of waste mask fibers in asphalt mixtures, demonstrating their potential to improve performance and sustainability in road construction. The research offers a pioneering approach to addressing the environmental challenges.

The Effect of Nano-Hydrated Lime on the Durability of Warm Mix Asphalt

Premature failure in asphalt concrete pavement has been the main concern for pavement construction companies and engineers in recent years because of the large rise in traffic volume and loads and the temperature extremes in the summer and winter. The use of modifiers in asphalt concrete mixtures has attracted much attention to increase the performance and lifespan of pavements. As nanotechnology developed, several researchers concentrated on how these materials can help increase pavement serviceability by minimizing rutting and moisture damage. This study evaluates the Hydrated Lime (HL) effect by two methods (wet and dry hydrated lime) on the durability of the warm mix asphalt. The first method, HL, has been supplemented to the asphalt binder with three ratios (0.5%, 1%, and 1.5%) by weight of asphalt (Wet HL). Then, the second method was added via the aggregate weight as a replacement filler using three percentages (1%, 2%, and 3%) (Dry HL). The mechanical qualities, including Marshall Mix design, moisture susceptibility, and permanent deformation, were evaluated through experimental tests. Results showed that the mechanical characteristics and the fineness of the HL particle sizes are positively correlated.

The effect of Polyethylene Terephthalate (PET) plastic addition to AC-WC in a wet mixture on increase of asphalt stability

PET (Polyethylene Terephthalate) plastic is one of the most common types of plastic used in Indonesia. Its existence has contributed significantly to various sectors, including the food and beverage, cosmetic, pharmaceutical, and other consumer product packaging industries. However, the use of PET plastic also creates a number of impacts that need to be considered. PET (Polyethylene Terephthalate) plastic has become an attractive alternative in the construction industry in Indonesia, particularly in its use as an asphalt mixture in road construction. This study aimed to determine the effect of the addition of PET waste to the asphalt on the value of Marshall characteristics as well as the optimum asphalt content and plastic content in the AC - WC mixture. Basic testing of 4 %, 5 %, and 6 % (by weight of asphalt) PET plastic mixture with wet mixing method where PET plastic is put into hot asphalt and stirred until homogeneous. Marshall test data will go through Formality Test, Homogeneity Test, Two-Way ANOVA, Duncan Test, and Correlation Regression Analysis to get the 3D graph equation. The result is that PET plastic affects the asphalt mixture by increasing the stability value and MQ value, for flow, VFB, and VMA values have decreased. VIM value increased at 4 % level and decreased at 6 % level. From the ribbon graph, the optimum asphalt content for each percentage of PET content is obtained, namely 4 % PET KAO value of 6.2 %, 5 % PET KAO 6.25 %, and 6 % KAO 6.28 %. It can be concluded that the mixing of PET with asphalt in AC-WC mixtures can be maximum if the right percentage combination of asphalt and PET content. From the 3D Graphic Method, it results that the maximum use of plastic PET is at a content of 5.40 %, and an asphalt content of 6.35 %, will produce an asphalt stability of 1714.232 kN

Optimal design of mechanical performances of asphalt mixtures comprising nano-clay additives

Abstract To sustain the life of flexible pavement materials, the quality of the binder needs to be modified and improved. The purpose of the current research is to investigate the optimum mechanical performances, Marshall characteristics, and moisture damages of hot asphalt mixtures containing nano-clay (nC) additives. Three nominated contents of nC additives of 3, 5, and 7% of the hot asphalt weight were combined by a shear blender at 4,000 rpm for 45 min at 150 ± 5°C. Significant mechanical tests were carried out to estimate the modified asphalt mixture characteristics, such as Marshall stability and moisture susceptibility. Mechanical test results showed that the use of nC as an additive was suitable for enhancing the main characteristics of hot asphalt mixes. Generally, it was found that the indirect tensile strength ratio and stability values of the asphalt mixtures containing 3, 5, and 7% of nC were improved by 8, 23, and 24% and 12.5, 40, and 52%, respectively. The 7% nano-clay additive showed superior values of tensile strength and stability as compared with all asphalt mixtures (i.e., 94% and 15.8 kN, respectively).

Effect of Latex Rubber as Asphalt Additive to the Characteristics of AC-WC Mixture

Quality improvement can be achieved by making innovations in the development of rubber asphalt material. This research was conducted to determine the effect of adding natural rubber as an additive to the wear-resistant Laston mixture (AC-WC). This study made 33 total samples, which were divided into 18 conventional asphalt mixtures and 15 rubber asphalt mixtures, with normal asphalt variations ranging from 5.5% - 8% and for rubber with variations of 5% - 7% of optimum asphalt weight, respectively each with an interval (0.5 %). It was mixed using a wet process. Based on the 2018 General Highways Specifications, Optimum Asphalt Content (OAC) was obtained at 7.5% and Optimum Rubber Content (ORC) at 6%. The test results for the stability and melting values of normal asphalt were 1786.22 kg and 3.56 mm, while the tests for the stability and melting values for rubber asphalt were 1181.22 kg and 3.6 mm. It can be interpreted that adding this rubber content increases the stability of the value 2x greater than the point where the stability value falls on the normal asphalt content variation of 8%.

Effect of nano-TiO2 on physical and rheological properties of asphalt cement

Abstract In recent years, nano-modified asphalt has gained significant attraction from researchers in the design of asphalt pavement fields. The recently discovered Titanium dioxide nanoparticles (TiO2) are among the most exciting and promising nanomaterials. This study examines the effect of 1, 3, 5, and 7% of nano-TiO2 by weight of asphalt on some of its rheological and hardened properties. The experimental study included physical and rheological properties. The asphalt penetration, softening point, ductility, and rotational viscometer tests indicate that 5% nano-TiO2 is the ideal amount to be added to bitumen as a modifier. The study of the rotating viscosity test showed that the addition of nano-TiO2 helped to increase viscosity and lessen bituminous sensitivity. Rutting factor in terms of G*/sin δ indicated the addition of 3 to 7% of nano-TiO2 increased the rutting resistance of asphalt against higher temperatures and promoted performance grade by about one grade at 3% and two grades at a range of 5–7% this suggests that nano-TiO2 increased the stiffness of the asphalt and leading to enhance the rutting performance of asphalt. While fatigue parameter, G*.sin δ shows that as nanocontent increases, higher stiffness at 5 and 7% of TiO2 content leads to an increase in complex modulus and a decrease in fatigue parameter. Higher creep stiffness and higher m-values were noted at low temperatures as nano increases in asphalt binder, increasing stiffness and decreasing the m-value at −6 and 12°C. As a result, using 5% nano-TiO2 will improve asphalt’s physical properties and enhance asphalt anit-rutting and fatigue resistance.

Experimental study of improving hot mix asphalt reinforced with carbon fibers

Abstract Using hot asphalt mixtures (HMAs) is very common in flexible pavement construction due to its mechanical properties of durability, water resistance, and riding comfort. It proved to substantially reduce the applied stresses from vehicular traffic to subgrade. However, these types of pavements can undergo different types of distress such as cracks and rutting, which could be the result of weak mixing of the asphalt mixture and/or increasing traffic volumes. Therefore, the need to improve the mechanical properties of hot mix asphalt mixtures using different additives and modifiers was raised. Different materials have been recently used to reinforce asphalt concrete. For the construction of road pavements, using fibers in a HMA has emerged as a significantly more appealing option due to their strengthening properties. The alteration of asphalt binder is expected to benefit from carbon fibers (CFs) more than other types of fiber. In this study, an experimental study is carried out to investigate the effects of adding CFs to the asphalt mixtures with grades of (40–50) which comply with the Iraqi specifications. Twelve Marshall specimens were tested for stability and flow, 24 specimens for moisture failure testing, and two specimens for the rutting resistance of the asphalt mixture. The optimum bitumen content of 5.0% was used to prepare all the specimens. Different percentages of CFs by weight of asphalt (0, 0.2, 0.4, and 0.6%) were implemented to study the performance of paving mixtures. The way to mix the disperse the CFs homogeneously is by dry state (after separating the fibers manually) for 10 min, and then the asphalt was added; the mixture was heated to 165°C and mixed for at least 20 min. The results showed that the optimum properties of the HMA were reached by adding 0.4% CF to the HMA. Marshall stability was increased by 48%, the flow was decreased by 23%, and in addition, rut depth was reduced by 50%. The unit weight and the percentage of air voids in the mix were maintained and, along with other mix properties, are preserved within acceptable limits. Moreover, the indirect tensile strength has increased by 88.6%. Furthermore, moisture susceptibility reached 88%. Therefore, the addition of 0.4% CFs improved the performance of HMA at a high temperature of 60°C, which is close to the paving temperature in Iraq, by reducing the rutting of the asphalt mixture, which is considered the most dangerous tiling problem in Iraq. By improving the performance characteristics of asphalt mixture, the durability of the pavement will increase, and the riding will be more comfortable.

Improvement Marshall Properties of Hot Mix Asphalt Concrete Using Polyphosphoric Acid

Modified asphalt is considered one of the alternatives to address the problems of deficiencies in traditional asphalt concrete, as modified asphalt addresses many of the issues that appear on the pavement layers in asphalt concrete, resulting from heavy traffic and vehicles loaded with loads that exceed the design loads and the large fluctuations in the daily and seasonal temperatures of asphalt concrete. The current study examined the role of polyphosphoric acid (PPA) as a modified material for virgin asphalt when it was added in different proportions (1%, 2%, 3%, 4%) of the asphalt weight. The experimental program includes the volumetric characteristics associated with the Marshall test, the physical properties, and the FTIR spectroscopy examination of virgin asphalt and polyphosphoric acid (PPA) modified asphalt. This study showed that mixtures with modified asphalt using polyphosphoric acid (PPA) by 3% achieved the typical Marshall properties at the optimal asphalt content of 4.8%, recording a 10% decrease in the optimum asphalt content for the mixtures made with virgin (unmodified) asphalt, whose proportion was 4.9% is the optimum asphalt content. PPA is available in the local markets and is considered cheaper than polymers. It is also regarded as economical as it reduces the optimum content of asphalt.

Evaluation of Bituminous Moisture Damage of High Silica Aggregate

Abstract Moisture damage (Stripping) in Hot Mix Asphalt (HMA) is the loss of adhesive bond between aggregate particles and bitumen due to water action. Most urban roads in Iraq have been exposed to moisture damage failure because of the high silica content in aggregate, this phenomenon led to a decrease in the service life of roads and an increase in maintenance cost. This study used two anti-stripping agents: hydrated lime and Wetfix-BE. Lime was added as a powder to the aggregate in a dosage of 2.0 % of the aggregate weight and Wetfix-BE, a liquid chemical adhesion promoter for hot and warm mix asphalt, was added to asphalt at in dosage of 0.5 % from the total weight of asphalt. The retained Marshall stability, tensile strength ratio, Texas boiling test, and static immersion test are calculated to determine the resistance to moisture damage. The results indicated that both Wetfix-BE and lime could increase Marshall retained stability, tensile strength, and resistance to moisture damage of mixtures, especially at higher condition temperatures. The bitumen modified with Wetfix-BE had better results than bitumen modified with lime for all tests at different temperatures.

Synthesis of organic layered double hydroxide from waste bischofite and its application on ageing resistance of asphalt

For the utilization of waste bischofite from salt lakes, the waste bischofite was utilized to synthesize layered double hydroxide (LDH) by hydrothermal method, and the synthesized LDH was further organically intercalated with 3,5-Di-tert-butyl-4-hydroxyphenylpropionic acid (antioxidant, DPA) by anion exchange methods. Then, the synthesized LDH and DPA intercalated LDH (DPA-LDH) were applied to improve the ageing resistance of asphalt. X-ray diffraction and Fourier transform infrared spectroscopy manifested that LDH and DPA-LDH had been successfully synthesized. After DPA intercalation, the adhesive aggregation among LDH particles was obviously ameliorated, and the contact angle of LDH increased from 31.3° to 77.9°, the hydrophilicity of LDH was significantly decreased. The effect of LDH and DPA-LDH (3 % by weight of asphalt) on rheological properties, chemical constituents and molecular weight of asphalt before and after ageing were comprehensively studied. The high-temperature performance grade of asphalt increased from PG64 to PG70 with the addition of LDH and DPA-LDH, which indicated that LDH and DPA-LDH could enhance the high-temperature performance of asphalt. After ageing, the high and low- temperature performance of asphalt worsened, the colloidal stability index (CI) decreased from 3.548 to 1.844, the gel index (GI) was 48 %, the colloidal structure tended to gel structure, the molecular weight (Mw) enlarged from 3387 to 4101 (the Mw growth rate of 21 %). LDH could restrain the destruction of ageing on rheological properties, the colloidal structure gel of asphalt (the GI of 37.4 %) and molecular weight (the Mw growth rate of 13 %) of asphalt, and strengthen the ageing resistance of asphalt. Furthermore, the enhancement of DPA-LDH (the GI of 16.7 % and the Mw growth rate of 6 %) on the ageing resistance of asphalt was more superior than LDH. The result showed that the synthesized DPA-LDH exhibited outstanding performance in improving the ageing resistance of asphalt, which was beneficial to the long-life pavement and the utilization of abandoned bischofite from salt lakes.

Development of asphalt mixture with plastic waste additives to improve road pavement performance

The increase in the volume of vehicular traffic leads to faster damage to road pavements. The use of additives in asphalt mixtures is believed to improve the properties of the mixture so as to increase resistance to damage. This research aims to develop an asphalt mixture by utilizing plastic waste as an additive. The plastic waste used is a type of Polyethylene (PE) and Polypropylene (PP). The test was carried out by varying the content of plastic additives in the asphalt mixture by 2%, 4%, 6%, 8% and 10% to the weight of asphalt. The asphalt mixture is tested for marshall characteristics, indirect tensile strength test, durability test, and wheel tracking test. Test results show the addition of plastic additives up to 8% increases stability, strength, durability, and resistance to deformation of asphalt mixtures. The improved performance of the mixture is thought to be due to the interaction between plastic and asphalt which results in a stronger bond. This research proves that the use of plastic waste as an additive material can be a solution to improve road pavement performance.

Laboratory evaluation of oak ash waste for use in hot mix asphalt modification

In this study, the effect of Oak Ash (OA), a biomass waste, on the mechanical properties of hot mix asphalt (HMA) was investigated and its usability in road engineering was evaluated. For this purpose, firstly, various physical and chemical properties of B70/100 penetration class pure asphalt, OA and crushed limestone aggregate were determined. Then, the optimum asphalt content (OAC) of the mixture was determined according to the Marshall mix design method using aggregate and pure asphalt. Based on this determined content, pure and OA added (1%, 2%, 4% and 6% by weight of asphalt) modified hot mix specimens were prepared. Pure and OA added modified mixture specimens were subjected to Marshall stability, indirect tensile strength (ITS), moisture damage, indirect tensile stiffness modulus (ITSM), static-dynamic creep and calorie tests. According to the results obtained, it has been determined that the OA additive has an improving effect on all mechanical properties of the mixtures, especially on the permanent deformation resistance at high temperatures. It is considered that the use of this additive at a rate of 2% in the hot mixture can increase the resistance of the pavement against deterioration and reduce the maintenance and repair costs of the road.

Enhancing asphalt binder performance through nano-SiO2 and nano-CaCO3 additives: Rheological and physical insights

During the last two decades, nanomaterial application has gained a significant attraction into asphalt technology due to their effect in enhancing asphalt binder improving the asphaltic mixture. This study will modify the asphalt binder with two different nano types, nano SiO2 and CaCO3, at levels ranging from 1% to 7%. The resulting optimum nano-modified Asphalt will be subject to a series of rheological tests, including dynamic shear rheometer (DSR), Viscosity, and bending beam rheometer (BBR) to determine asphalt binder sensitivity towards low-medium-high temperature range. Results indicate that both nano types improved the physical characteristics of Asphalt, and 5% by weight of Asphalt was suggested as a reasonable dosage of nano-SiO2 and nano-CaCO3 based on the overall desirability analysis of physical tests. The viscosity and temperature sensitivity of bitumen were improved by adding nano SiO2 and CaCO3. On the other hand, the asphalt rutting resistance's capabilities were improved at higher temperatures. In contrast, it decreases resistance against fatigue at intermediate temperatures due to the lowest phase angles and higher loss moduli. The BBR test, however, reveals a modest decrease in bituminous anti-cracking.

Karakteristik Aspal Buton Ekstraksi yang Dimodifikasi dengan Oli Bekas dan Plastik HDPE

Asphalt functions as an aggregate binder in the road pavement mixture. The rapid construction of roads causes the need for asphalt to increase, while its availability is limited. The government is promoting the use of natural asphalt (Asbuton) as an alternative to oil asphalt. However, asphalt performance from Asbuton is not good. Uneven asphalt content and Asbuton hardness are factors causing it to be less effective as a binder. It is necessary to improve performance by modifying the bitumen separated from Asbuton granules by the extraction process. The modifications were made using used oil and high-density polyethylene (HDPE) plastic waste. Samples were made for each variation of used oil and HDPE in two ways: a constant 5% used oil composition and a constant 2% HDPE. In the constant 5% oil variation, 0%, 2%, 4%, and 6% HDPE are used. Whereas at a constant 2% HDPE, 0%, 3%, 5%, and 7% used oil are used. The tests carried out were: 1) Moisture content and ash content of asphalt extracted from Asbuton, 2) Penetration of asphalt, 3) Ductility; 4) Loss of weight, 5) specific gravity, 6) softening point, and 7) flash and burn points. The performance of modified asphalt is known from the results of data analysis from the tests carried out. The results of the analysis showed that in the asphalt weight loss test, specific gravity, and softening point, pure Asbuton extraction asphalt and the results of the modification as a whole met the requirements. However, in the penetration test, only 3 variations met the requirements, namely: 5% and 7% used oil, and 2% and 6% HDPE. Whereas in the ductility test, flash point, and burning point, all variations and asphalt extraction of pure Asbuton did not meet the requirements. Low ductility, meaning that asphalt does not have good cohesive properties. The low flash point and burning point indicate that the asphalt is easy and fast to burn, which affects the mixing process. Thus, it is still necessary to optimize the composition of the modifier so that the requirements for ductility, flash point, and firing point are met.

Investigating the properties of asphalt binder modified by high- and low-density polyethylene polymer and nano-silica

This paper describes nano-silica (NS) reinforcement effects on the properties of an asphalt binder modified by 5% of low density polyethylene (LDPE) and high density polyethylene (HDPE) polymers. NS was added at 0, 2, 4 and 6% of modified asphalt weight and some physical, rheological, chemical and microstructure of the binders were evaluated. Results show adding NS into the polymer modified binder (PMB) results in better dispersion of polymer in the binder, improvement of elastic recovery and storage stability, decrease of temperature susceptibility, decrease of ductility, and slightly improvement in rutting resistance. Statistical analysis revealed that the polymer type has significant effect on SHRP rutting parameter at 76°C, elastic recovery and storage stability. It was also found that the effect of NS content is significant on the penetration, penetration index, viscosity temperature sensitivity (VTS) and storage stability.

Improvements in Physical and Mechanical Properties of Asphalt by Addition of Low-cost Few-layers Graphene (FLG)

Physical and mechanical properties of asphalt have been improved by adding of few-layers graphene (FLG). FLG was obtained from a simple, low-cost and environmentally friendly liquid shear exfoliation method using a kitchen blender. The melted asphalt at temperature of 150oC was mixed with FLG at various concentrations (10 mg/ml, 20 mg/ml and 30 mg/ml) and contents (0 wt%, 3 wt%, 6 wt%, and 9 wt%) by weight of asphalt. The homogenized mixture was taken for penetration and softening point tests, while the mixing with aggregates was carried out for Marshall stability and asphalt concrete flow tests. The characteristics of void in mixture (VIM), void filled with asphalt (VFA), and void in mineral aggregate (VMA) were also investigated. The penetration values decreased (or the asphalt hardness increased) linearly with increasing of FLG concentration and FLG content. The softening point of asphalt increased as the increasing of FLG concentration and FLG content in asphalt with the average softening point increase of about 5%. The Marshall stability and asphalt concrete flow increased with increasing of FLG concentrations and FLG content. However, the addition of FLG did not affect the VIM, VFA or VMA values. Overall, the addition of FLG improves the physical and mechanical properties of asphalt and has promising prospects due to low-cost and eco-friendly nature of FLG.