Asphalt Pavement | Department of Construction Management Technology

1. ASPALT
1.1 TYPES OF ASPHALT

Large potholes can ruin anyone’s day. Not only are they a nuisance to your car (and your alignment), but
they also create a safety hazard for pedestrians. Whether you need to clear up a pothole in a street, a
driveway, or a parking lot, asphalt is the material that you will need in order to smooth your way.

When working with asphalt, it is important to know the different varieties that are available. There are
three main types of asphalt: Hot Asphalt, MC Cold Mix, and UPM. There are also different varieties of
these asphalts for summer and winter use.

Below is a brief overview of each type of asphalt:

Hot Asphalt is the type of asphalt that you mostly see when driving past a construction crew. Use mostly
for paving and patching, Hot Asphalt, as its name suggest, is easiest to work with when the temperature
of the asphalt is high. Hot Asphalt is a permanent solution to a problem, but must be used almost
immediately after purchasing. As the asphalt cools, it becomes increasingly difficult to work with, and
once completely cool, it hardens like a rock.

MC Cold Mix is asphalt that can be used as a temporary fix. Since the asphalt is used at cold
temperatures, it is slow to cure and best used in areas that have little to no traffic.

Unique Paving Materials (UPM)

UPM is also a cold mix asphalt, but unlike MC Cold Mix, it can be used as a
permanent fix to any asphalt or concrete problem, designed to work in any
weather condition, UPM can be used to fix both wet and dry holes, allowing you
to make any repair in any situation. Once that asphalt has been compacted, it is
immediately ready to be tread upon. Learn more about the benefits of UPM.

These three different types of asphalt offer good solutions to asphalt problems
that you might have in your home or business. By knowing the differences, you can make sure you pick
the right one for your situation.

1.2 ASPHALT AND ASPHALT PAVING MATERIALS

1.2.1 Asphalt Definition

The black cementing agent known as asphalt has been used for road construction for centuries. Although
there are natural deposits of asphalt, or rock asphalt, most used today is produced by the oil refining
industry. Asphalt is a constituent of most petroleum’s and is isolated through the refining process of
distillation.

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Why aspalt is called bituminous material?

Asphalt is called a bituminous material because it contains bitumen, a hydrocarbon material soluble in
carbon bisulfate. The tar obtained from the destructive distillation of soft coal also contains bitumen. Both
petroleum asphalt and coal tar are referred to as bituminous materials.

Deferent between petroleum aspalt and Coal tar

However, because their properties differ greatly, petroleum asphalt should not be confused with coal tar.
Whereas petroleum asphalt is composed almost entirely of bitumen, the bitumen content in coal tar is
relatively low. The two materials should be treated as separate entities.

One of the characteristics and advantages of asphalt as an engineering construction and maintenance
material is its great versatility. Although a semi-solid at ordinary temperatures, asphalt may be liquefied by
applying heat, dissolving it in solvents, or emulsifying it. Asphalt is a strong cement that is readily adhesive
and highly waterproof and durable, making it particularly useful in road building. It is also highly resistive
to the actions of most acids, alkalis, and salts.

1.3 AGGREGATES

Aggregates (or mineral aggregates) are hard, inert materials such as sand, gravel, crushed stone, slag, or
rock dust. Properly selected and graded aggregates are mixed with the cementing medium asphalt to form
pavements. Aggregates are the principal load-supporting components of an Asphalt Concrete pavement.
They total 90 to 95 percent of the mixture by weight and 75 to 85 percent by volume.

1.3.1 Aggregate Classifications

Asphalt Concrete paving aggregates are classified according to source or means of preparation. A brief
description of the classifications follows.

1. Pit or Bank-Run Aggregates

Both gravel and sand are typically pit or bank-run natural aggregates. They usually are screened to proper
size and washed to remove dirt before being used for Asphalt Concrete paving purposes. Processed
Aggregates When natural pit or bank-run aggregate has been crushed and screened to make it suitable for
Asphalt Concrete pavements, it is considered a processed aggregate. Crushing typically improves the
particle shape by making the rounded particles more angular. Crushing also improves the size distribution
and range. Crushed stone is also a processed aggregate.

It is created when the fragments of bedrock and large stones are crushed so that all particle faces are
fractured. Variation in size of particles is achieved by screening. Aggregates that have received little or no
screening are known as crusher run. These aggregates are generally more economical than screened
aggregates and can be used in Asphalt Concrete pavements in many instances. In the processing of crushed
limestone, the rock dust produced is separated from the other crushed aggregate and may be used as crushed
sand or as a mineral filler in Asphalt Concrete pavements.

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2. Synthetic Aggregates

Aggregates produced by altering both physical and chemical properties of a parent material are called
synthetic or artificial aggregates. Some are produced and processed specifically for use as aggregates; others
are the byproduct of manufacturing and a final burning process. Blast furnace slag is an example of a
synthetic aggregate.

1.4 DIFFERENT TYPES OF BITUMEN, THEIR PROPERTIES AND USES

There are different types of bitumen available with different properties, specifications and uses based on
requirements of consuming industry. The specification of bitumen also shows variation with the safety,
solubility, physical properties, and the durability.
To understand the performance of the bitumen when it is on service, the design of physical properties of
the material is highly essential. The standard testing methods are carried out to grade bitumen.
The bitumen can be classified into the following grade types:
1. Penetration Grade Bitumen
2. Oxidized Bitumen Grades
3. Cut Back Bitumen
4. Bitumen Emulsion
5. Polymer Modified Bitumen

a. Penetration Grade Bitumen

The penetration grade bitumen is refinery bitumen that is
manufactured at different viscosities. The penetration test is
carried out to characterize the bitumen, based on the
hardness. Thus, it has the name penetration bitumen.
The penetration bitumen grades range from 15 to 450 for
road bitumen. But the most commonly used range is 25 to
200. This is acquired by controlling the test carried out i.e.
the distillation process.
The partial control of fluxing the residual bitumen with the
oils can help in bringing the required hardness. The table below shows the penetration grade bitumen’s test
carried out as per ERA 12591. This test is for bitumen that is for road application.
Table.1. Paving Grade Bitumen Specification as per ERA 12591

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The ERA 1426 and ERA 1427 provides the penetration and softening point values for the respective
grades, as from Table-1. This will help in identifying the equivalent viscosity and the hardness of the
bitumen grade. The grades are represented by the penetration values.
The ERA 13303 also gives the measure of loss on heating with respective limits for all penetration bitumen
grades. This measure is to ensure that there are no volatile components present. So, no component whose
loss will contribute to the setting and hardening of bitumen during its preparation or lay course is undergone.
The ERA 12592 provides the solubility values to ensure that there is less or no impurities in the bitumen
material.
b. Oxidized Bitumen
The refinery bitumen is further treated by the introduction of
processed air. This will give us oxidized bitumen. By
maintaining a controlled temperature, the air is introduced
under pressure into soft bitumen.
Compounds of higher molecular weight are formed by the
reaction of this introduced oxygen and bitumen components.
Thus, the Asphalt and the Molten content increases resulting
in a harder mix. This harder mix has a lower ductility and
temperature susceptibility.
The oxidized bitumen is used in industrial applications such as roofing and coating for pipes. By this method
of processing, the bitumen that has a lower penetration can be manufactured, which can be employed for
paving roads.
c. Cutback Bitumen
These are a grade of bitumen that comes under penetration
grade bitumen. This type of bitumen has a temporarily
reduced viscosity by the introduction of a volatile oil. Once
after the application, the volatile material is evaporated and
bitumen gain its original viscosity.
The penetration grade bitumen is a thermoplastic material.
It shows the different value of viscosity for different
temperature. In areas of road construction, it is necessary
for the material to be fluid in nature at the time of laying i.e. during surface dressing.
It is also essential for the material to regain back to its original hardness and property after setting. This is
ensured by cutback bitumen. The fluidity is obtained for any bitumen by raising the temperature. But when
it is necessary to have fluidity at lower temperatures during surface dressing, cutback bitumen is employed.
The time for curing and the viscosity of cutback bitumen can be varied and controlled by the dilution of
volatile oil, and the volatility of the oil added.
70/100 or 160/220 pen bitumen that is diluted with kerosene are the main composition of bitumen in the
construction. The standard tar viscometer is used to test the standard viscosity.
The table-2, shows the cutback specifications based on ERA 3690. This provides the requirement of the
bitumen to satisfy solubility property, distillation property as well as recovery of properties after curing.

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Table-2: The Cutback Bitumen Specification as per ERA: Part 1 & ERA 12591

d. Bitumen Emulsion
The type of bitumen forms a two-phase
system with two immiscible liquids. One of
them is dispersed as fine globules within the
other liquid. When discrete globules of
bitumen are dispersed in a continuous form
of water, bitumen emulsion is formed.
This is a form of penetration grade bitumen
that is mixed and used for laying purposes.
An emulsifier having a long hydrocarbon
chain with either a cationic or anionic ending
is used for dispersing the bitumen globules.
This emulsifier provides an electrochemical
environment. The ionic part of the chain has
an affinity towards water and the bitumen is
attracted by hydrocarbon part.
As shown in figure below, the hydrocarbon binds the bitumen globules strongly and the ionic part is seen
on the surface of the globules. Depending on the ions present, the droplets take a charge.
The emulsions can be cationic (positive charge) or anionic (negatively charged). The globules of the same
charge hence repel each other, making the whole system stable. To facilitate adhesion with the aggregates
(that are negatively charged), cationic emulsions are more preferred.
Bitumen during Dispersion in an emulsifier
The stability of emulsions is dependent on the following factors types of bitumen emulsifier and its quantity
 Water evaporation rate
 Bitumen quantity
 Bitumen globules size
 Mechanical forces
The emulsions are applied by using sprays. For this viscosity is a primary concern. With the increase of
bitumen content, the mixture becomes more viscous. This is found to be sensitive when the amount exceeds
60%. The ERA 434: Part 1 and ERA 13808 gives the specification for the viscosity of road emulsions.

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e. Polymer – Modified Bitumen

Polymer modified bitumen is the type of bitumen
obtained by the modification of strength and the
rheological properties of the penetration graded
bitumen. Here for this 2 to 8% of polymer is added.
The polymer used can be either plastic or rubber.
These polymers vary the strength and the viscoelastic
properties of the bitumen. This is achieved by:
 Elastic response increase
 Improvement in cohesive property
 Improvement in Fracture strength
 Providing ductility
Some of the examples of rubber polymers used are styrene block copolymers, synthetic rubbers, natural
and recycled rubbers. Plastics that are thermoplastic polymers are also used.
1.4.1 Different Layers in a Bituminous Pavement
1. Bituminous Base Course
Base course layer in a bituminous pavement consists of
mineral aggregates such as gravel, stones and sands bonded
together with bituminous materials. This layer is used as the
foundation on which surface course or binder is placed.
2. Bituminous Binder Course
Binder course layer is an intermediate layer between base
course and surface layer. It is the first layer in case of two-layer bituminous resurfacing. Bituminous binder
course is made of bituminous-aggregate mixture, also called as levelling course.
3. Bituminous Concrete Layer
Bituminous concrete layer is a mixture of aggregates continuously graded from maximum size to minimum
sizes (typically less than 25mm to 0.075mm aggregates). Sufficient bitumen is added to the mix so that the
compacted concrete mix effectively impervious and has acceptable dissipative and elastic properties.
1.4.2 Advantages of Bituminous Road Construction over Concrete Pavements
2. A smooth Ride Surface
It does not make use of any joints; hence provide a smooth surface to ride. It also gives less sound emission
when compared with concrete pavements. The wear and tear are less in the bituminous pavement, thus
maintaining the smoothness.
3. Gradual Failure
The deformation and the failure in the bituminous pavement is a gradual process. The concrete pavement
shows brittle failures.
4. Quick Repair
They have an option to be repaired to be quick. They don’t consume time in reverting the path for traffic;
as they set fast.

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5. Staged Construction
This helps in carrying out staged construction in a situation when problems of fund constraint or traffic
estimation problems are faced.
6. Life Cost is less
The initial cost and overall maintenance cost of bituminous pavement are less compared to concrete
pavement.
7. Temperature Resistant
They act resistant against high temperature from melting and are not affected by de-icing materials.
1.4.2 Disadvantages of Bituminous Pavement
 Bituminous pavements are less durable
 Low tensile strength compared to concrete
pavement
 Extreme weather and improper weather
conditions tend to make bituminous pavement
slick and soft.
 Bitumen with impurities can cause pollution to
soil, hence ground water by their melting. These
may have hydrocarbons in small amounts.
 Clogging of pores and drainage path during construction and service life
 More salting- to prevent snow during winter season
 Cost of construction high during extreme conditions of temperature

2. ASPHALT-CONCRETE MIX DESIGN

2.1 Marshall Method of Asphalt-Concrete Mix Design
Introduction
Bituminous mixes (sometimes called asphalt mixes) are used in the surface layer of road and airfield
pavements. The mix is composed usually of aggregate and asphalt cements. Some types of bituminous
mixes are also used in base course. The design of asphalt paving mix, as with the design of other engineering
materials is largely a matter of selecting and proportioning constituent materials to obtain the desired
properties in the finished pavement structure.
2.2 Desirable Properties of Aggregates
Selection of an aggregate material for use in an Asphalt Concrete pavement depends on the availability,
cost, and quality of the material, as well as the type of construction for which it is intended. To determine
if an aggregate material is suitable for use in asphalt construction, evaluate it in terms of the following
properties:
a. Size and grading: - The maximum size of an aggregate is the smallest sieve through which 100
percent of the material will pass. How the Asphalt Concrete is to be used determines not only the
maximum aggregate size, but also the desired gradation (distribution of sizes smaller than the
maximum).
b. Cleanliness: - Foreign or deleterious substances make some materials unsuitable for paving
mixtures.

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c. Toughness:-Toughness or hardness is the ability of the aggregate to resist crushing or

disintegration during mixing, placing, and compacting; or under traffic loading.
d. Soundness: - Although similar to toughness, soundness is the aggregate’s ability to resist
deterioration caused by natural elements such as the weather.
e. Particle shape: - The shapes of aggregate particles influence the asphalt mixture’s overall strength
and workability as well as the density achieved during compaction. When compacted, irregular
particles such as crushed stone tend to “lock” together and resist displacement.
f. Surface texture: - Workability and pavement strength are influenced by surface texture. A rough,
sandpapery texture results in a higher strength than a smooth texture. Although smooth-faced
aggregates are easy to coat with an asphalt film, they are generally not as good as rough surfaces.
It is harder for the asphalt to “grip” the smooth surface.
g. Absorption: - The porosity of an aggregate permits the aggregate to absorb asphalt and form a
bond between the particle and the asphalt. A degree of porosity is desired, but aggregates that are
highly absorbent are generally not used.
h. Stripping and Skid resistance: - When the asphalt film separates from the aggregate because of
the action of water, it is called stripping. Aggregates coated with too much dust also can cause poor
bonding which results in stripping. Aggregates readily susceptible to stripping action usually are
not suitable for asphalt
i. Workability: - the mix must be capable of being placed and compacted with reasonable effort.
j. Low noise and good drainage properties: - If the mix is to be used for the surface (wearing) layer
of the pavement structure.
Marshall Stability tests are largely used for the routine testing. Criteria for the suitable mix design have
been specified by the Asphalt Institute.
OBJECTIVE
To design the Asphalt mix using Marshall Method.
2.3 MARSHALL METHOD OF MIX DESIGN
In this method, the resistance to plastic deformation of a compacted cylindrical specimen of bituminous
mixture is measured when the specimen is loaded diametrically at a deformation rate of 50 mm per minute.
There are two major features of the Marshall method of mix design.
i. Density-voids analysis and
ii. Stability-flow tests. The Marshall stability of the mix is defined as the maximum load carried by
the specimen at a standard test temperature of 60°C. The flow value is the deformation that the test
specimen undergoes during loading upto the maximum load. Flow is measured in 0.25 mm units.
In this test, an attempt is made to obtain optimum binder content for the type of aggregate mix used
and the expected traffic intensity.
2.3.1 STEPS OF DESIGN
1. Select aggregate grading to be used
2. Determine the proportion of each aggregate size required to produce the design grading.
3. Determine the specific gravity of the aggregate combination and asphalt cement.
4. Prepare the trial specimens with varying asphalt contents.
5. Determine the specific gravity of each compacted specimen.

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6. Perform stability tests on the specimens.

7. Calculate the percentage of voids, and percent voids filled with Bitumen in each specimen.
8. Select the optimum binder content from the data obtained.
9. Evaluate the design with the design requirements.
2.3.2 APPARATUS
1. Mold Assembly: cylindrical mounds of 10cm diameter and 7.5cm height consisting of a base plate
and collar extension.
2. Sample Extractor: for extruding the compacted specimen from the mound
3. Compaction pedestal and hammer
4. Breaking head.
5. Loading machine
6. Flow meter, water bath, thermometers
2.3.3 PROCEDURE
In the Marshall Test method of mix design three compacted samples are prepared for each binder content.
At least four binder contents are to be tested to get the optimum binder content. All the compacted
specimens are subject to the following tests:
1. Bulk density determination.
2. Stability and flow test.
3. Density and voids analysis
2.3.4 Preparation of test specimens
The coarse aggregate, fine aggregate, and the filler material should be proportioned so as to fulfill the
requirements of the relevant standards. The required quantity of the mix is taken so as to produce compacted
bituminous mix specimens of thickness 63.5 mm approximately. 1200gm of aggregates and filler are
required to produce the desired thickness.
The aggregates are heated to a temperature of 175° to 190°C the compaction mould assembly and rammer
are cleaned and kept pre-heated to a temperature of 100°C to 145°C. The bitumen is heated to a temperature
of 121°C to 138°C and the required amount of first trial of bitumen is added to the heated aggregate and
thoroughly mixed. The mix is placed in a mould and compacted with number of blows specified. The
sample is taken out of the mould after few minutes using sample extractor.
2.3.4.1 Bulk density of the compacted specimen
The bulk density of the sample is usually determined by weighting the sample in air and in water. It may
be necessary to coat samples with paraffin before determining density. The specific gravity GB cm of the
specimen is given by
2.3.4.2 Stability Test
In conducting the stability test, the specimen is immersed in a bath of water at a temperature of 60° ± 1°C
for a period of 30 minutes. It is then placed in the Marshall stability testing machine and loaded at a constant
rate of deformation of 5mm per minute until failure occur. The total maximum (that causes failure of the
specimen) is taken as Marshall Stability. The stability value so obtained is corrected for volume.
2.3.4.3 RESULTS AND CALCULATIONS
Following results and analysis is performed on the data obtained from the experiments.

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2.3.4.4 Bulk specific gravity of aggregate (BSG)

Since the aggregate mixture consists of different fractions of coarse aggregate, fine aggregate, and mineral
filler with different specific gravities, the bulk specific gravity of the total aggregate in the paving mixture
is given as
𝑴𝒅
𝑩𝑺𝑮 = Ɣ 𝒕/𝒎𝟑
𝑴𝒔𝒅 − 𝑴𝒊 𝒘

Where;
 BSG is bulk specific gravity
 Md is the mass of dry specimen
 Mi is the mass of immersed specimen;
 Msd is the mass of surface-dry specimen; and
 W is the specific gravity of water.

2.3.4.5 Maximum specific gravity of aggregate mixture

The maximum specific gravity of aggregate mixture should be obtained, however because of the difficulty
in conducting this experiment an alternative procedure could be utilized to obtain the maximum specific
gravity using the following equation:
2.3.4.6 Percent voids in compacted mineral (bitumen) aggregate (Vb)
The percent voids in mineral aggregate (VMA) is the percentage of void spaces between the granular
particles in the compacted paving mixture, including the air voids and the volume occupied by the effective
asphalt or bitumen content, can be calculated using:
𝒃
𝑽𝒃 = 𝑩𝑺𝑮%
Ɣ𝒃
Where;
 Vb is the volume of bitumen
 b is the mass of bitumen in per cent of mass of mix;
 Ɣb is the apparent specific gravity of aggregate

2.3.4.6 Percent air voids in compacted mixture (Va)

Percent air voids is the ratio (expressed as a percentage) between the volume of the air voids between the
coated particles and the total volume of the mixture, can be calculated using:
(𝟏𝟎𝟎 − 𝒃)
𝑽𝒂 = 𝑩𝑺𝑮%
Ɣ𝒂
Where;
 Va is the volume of aggregate
 Ɣathe specific gravity of bitumen
2.3.5 DETERMINATION OF OPTIMUM BINDER CONTENT
Five separate smooth curves are can be drawn with percent of asphalt on x-axis and the following on y-axis

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 Unit weight
 Marshall Stability
 Flow
 VMA
 Voids in total mix (Pav)
Optimum binder content is selected as the average binder content for maximum density, maximum stability
and specified percent air voids in the total mix. Thus the next step is to calculate the voids in aggregate
(VMA), the air voids in mix (VIM) and the voids in aggregate filled with bitumen (VFB) using

𝑽𝑴𝑨 = 𝟏𝟎𝟎 − 𝑽𝒂 %
𝑽𝑰𝑴 = 𝟏𝟎𝟎 − 𝑽𝒂 − 𝑽𝒃 %
𝑽𝒃
𝑽𝑭𝑽 = ( ) 𝟏𝟎𝟎%
𝟏𝟎𝟎 − 𝑽𝒂
Where;

 VMA is Voids in aggregate

 VIM is Air voids in mix
 VFB is Voids in aggregate filled with bitumen

2.3.6 EVALUATION AND ADJUSTMENT OF MIX DESIGN

The overall objective of the mix design is to determine an optimum blend of different components that will
satisfy the requirements of the given specifications
This mixture should have:
1. Adequate amount of asphalt to ensure a durable pavement.
2. Adequate mix stability to prevent unacceptable distortion and displacement when traffic load is
applied.
3. Adequate voids in the total compacted mixture to permit a small amount of compaction when traffic
load is applied without bleeding and loss of stability.
4. Adequate workability to facilitate placement of the mix without segregation.
If the mix design for the optimum binder content doesnot satisfy all the requirements of specifications, it is
necessary to adjust the original blend of aggregates. The trial mixes can be adjusted by using the following
guidelines.
1. If low voids : The voids can be increased by adding more coarse aggregates
2. If high voids : Increase the amount of mineral filler in the mix
3. If low stability: This condition suggests low quality of aggregates. The quality of aggregates should
be improved. (use different aggregate or use cement coated aggregate)

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3. ASPHALT BATCH MIXING PLANT

Asphalt Batch Mix Plant LB Series is new and ideal construction equipment used for manufacturing asphalt
that is mainly applied in highway road construction and other civil construction. As a professional asphalt
mixing plant manufacturer and exporter, Liaoyuan Machinery is good at producing products to clients
according to their actual demands.

1. Aggregate supplying system

 Protective plates on both sides of the aggregate
hoppers to avoid sundries getting into the
aggregates and conveying belt;
 To make the supplying smoother, vibrators are
equipped below each hopper;
 Adds grid plate at top of each hopper to buffer
the shock from aggregates flow, meanwhile it
screens oversize aggregates;
 Conveying belt is protected by dustproof cover
to reduce dust emission;
 Adds belt cleaners and pinch rollers to make
the aggregates supplying more fluent and
accurate, besides, they also extend the belt
durability;
 Small vibrating screen is added between belts, to further screen oversize aggregates;
 The supplying system has insufficient material alarm system, ensuring a safe and smooth
production.

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2. Drying system
 Driving units have auto lubrication device,
greatly reduces labor cost;
 Different areas inside the drying drum have
different blade configurations, which can
handle aggregates in different processes;
 The rolling rings and rollers are applying high
strength wear-resisting material. Deviation
preventing rollers for both rolling rings;
 The cylinder adopts boiler steel and stainless
steel skin, which gives it high temperature
resistance and non-deformability;
 The cylinder employs thermal insulating rock
wool material that can maintain the
temperature inside, reducing heat loss.
3. Aggregates elevating system
 The aggregates elevator takes modular design
with newest dust sealing structure;
 Elevator applies double plate link chains
design, which extends the elevator's service
life and reduces maintain frequency.
 Excellent leak proof ness with the motors;
 Applies famous cyclical pin gear speed
reducers, more powerful and reliable;
 The aggregates slide tunnel adopts damping
structure wear-resisting plate link chains to
enhance the performance.

4. Screening system
 Vibrating screens that apply world famous vibration motors are completely sealed;
 Aggregate storage bin adopts large bin
structure to avoid material overflow;
 Aggregate bins are separated by high strength
wear-resisting plate to avoid aggregates
mixing.

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5. Weighing system
Adopts world famous brand (TOLEDO) weighing
component, to make sure that the measurement error of
aggregates is below 0.5%, and the measurement error of
bitumen and filler is below 0.25%.

6. Mixing system
 The mixer, mixing blades and liner plates are all
using the best materials with high hardness and high
abrasion performance;
 The cycloidal pin gear speed reducer has better
transmission efficiency and simpler structure.

7. Finished product storage system

 The storage silo has heating device to keep asphalt

temperature and quality;
 The silo has anti-blocking device to keep asphalt quality.

8. Dust collecting system

 Double dust collecting systems, including the primary
volute dust collector that gets rid of large size dust and
secondary bag house collector that further get rid of the
rest dust;
 Adopts famous brand draught fan, high efficiency
against low power rate.

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9. Control system

 Fancy control room for operator, nice operating

environment and good sound insulation effect;
 Control room is equipped with split-type air conditioner,
aluminum alloy sliding windows, wood floor and so on;
 All operations are integrated in one room, auto and semi-
auto control makes it easy to operate.

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