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This document discusses asphaltic mixtures, which are construction materials made of aggregates and bitumen. It describes the components and production process of asphaltic mixtures. The key steps are:
1) Aggregates such as stone, sand, and gravel are dried and heated to over 150°C.
2) Bitumen is added and the materials are mixed either in a batch plant or continuous drum mixer.
3) The asphaltic mixture is transported, laid with a paver, and compacted with rollers to maximize density and strength.
This document discusses asphaltic mixtures, which are construction materials made of aggregates and bitumen. It describes the components and production process of asphaltic mixtures. The key steps are:
1) Aggregates such as stone, sand, and gravel are dried and heated to over 150°C.
2) Bitumen is added and the materials are mixed either in a batch plant or continuous drum mixer.
3) The asphaltic mixture is transported, laid with a paver, and compacted with rollers to maximize density and strength.
This document discusses asphaltic mixtures, which are construction materials made of aggregates and bitumen. It describes the components and production process of asphaltic mixtures. The key steps are:
1) Aggregates such as stone, sand, and gravel are dried and heated to over 150°C.
2) Bitumen is added and the materials are mixed either in a batch plant or continuous drum mixer.
3) The asphaltic mixture is transported, laid with a paver, and compacted with rollers to maximize density and strength.
Asphaltic mixtures are construction materials made of admixtures
obtained from preset dosages of natural or artificial aggregates and mineral dust, agglomerate with bitumen, using an advanced technology. They are multipurpose, being used especially for paving asphalts blankets and basic layers. The most common aggregates for asphaltic mixtures processing are: all types of broken stone; natural and crushed sand; crushed and uncrushed gravel and ballast; artificial aggregates like flying ash, whitestone etc. The natural aggregated have to satisfy several conditions regarding shape and size of the grains, type of the rock, granularity etc. They have to be clean, good adhesive towards the used bitumen and to have corresponding mechanical resistances, to endure ageing.
The most used mineral dust, which has the best results, is made by crushing limestone. Others like deadlime powder, cement etc can be used. The used bitumen in asphaltic mixtures processing is highly important in their behavior; its type is chosen taking into consideration the desired mechanical and physical properties of the asphaltic mixture. Pure bitumen, modified bitumen, doped bitumen, cut bitumen, asphaltic emulsion can be used.
After the processing technology and the placing technology the asphaltic mixtures are classified as the following: warm asphaltic mixtures, processed and executed at high temperature (over 150 C) cold asphaltic mixtures, processed and executed at environmental temperature (over 5 C) After their composition, asphaltic mixtures can be grouped as the following: asphaltic concrete (betoane asfaltice-B.A.); poured asphalt (asfalt turnat-A.T.); asphaltic plaster (mortare asfaltice-M.A.); bituminous clothing (imbracaminte bituminoase-A. B.). Chosing the specific type for the asphaltic mixture which will be used for the bituminous clothing is very important, technically and economically. It is absolutely required that the designer, taking into account the characteristics of the asphaltic mixtures and the documentation regarding existing (or possible to provide) materials, climatic conditions, traffic progress etc., to name the arrangement of the bituminous layers of the structure and mostly, the asphaltic mixture type for the clothing. Meaning: right proportions between materials -> best phys-mech. characteristics Composition of asphaltic mixtures: a. natural aggregates (crushed stone-criblura-, sand) with clean, homogenous, origin: basaltic rocks or neutral rocks with high compression resistances b. Filer (Mineral dust) - dry and having the necessary delicacy(finite-min 80%), increases the plastic domain of the bitumen and the adhesiveness of the natural aggregate, prevents the aging of bitumen c. Bitumen(binding properties) - assures the cohesion and impermeability of the asphaltic mixtures, must assure the adhesiveness and resistance to water Ration Filer-Bitumen 0.5-> 3.0
Corresponding asphaltic mixture (examination of the quality conditions): Workability: property of punere in opera in best condition Depends on: Fluidity Granularity of natural aggregates Natural and shape of aggregates Filer dosage Binding dosage Toughness (Compactitate) The proper dosage of binding depends on granularity of aggregates. Mechanical stability depends on binding dosage and its viscosity. bitumen excess -> waves in the clothing of bitumen insufficient binder-> porous surfaces (Check Turda city where you cant hear yourself inside the car when riding in the T9 hood) Impassibility at water action - Influenced by: adhesiveness of binder to aggregates, clay presence inside the mass of asphaltic mixture => swelling in contact with water
Establishing optimum dosage of binder
Curve 1- concrete asphalt- compression resistances increase until certain % for dosage of binder When this % is exceeded -> decreased resistance meaning that bitumen is in excess => increased plastic deformation Curve 2 shows that to optimum dosage of binder corresponds to an apparent maximum density ro app. Curve 3- at a low % of bitumen the water absorption increases over 10%
With these rules and graphical analysis several methods are developed for proper dosage like: a. Method of void volume b. Method of specific surface c. Kraemer method d. Asphalt Institute Method etc.
In order to establish the quality of asphaltic mixtures and bituminous coating several tests have been developed, using testing samples both in laboratory and at the site. First of all, an important part of these tests is actually the sample taking and sample preparation. These actions are regulated by specific norms. There are 3 types of specimen test shapes. Cube for testing apparent density, water absorbtion, swelling, compression resistance and thermo-stability coefficient Cylindrical Marsall Test (stability, fluency, apparent density, water absorbtion) - Triaxial Testing (internal friction angle, cohesion) - Brazilian testing ( traction and compression resistance) Prism for testing flexibility, fissure, fatigue resistance
Some of the testing procedures Water content (W) will be determined on test samples from the present bituminous coating by drying or distilling with a solvent. This will be expressed in percentage and will represent the water quantity in relation with the initial weight of the sample. Asphaltic mixture composition is given by the content of bitumen and natural aggregates and their granulosity. Binder content is usually determined by extracting bitumen from the asphaltic mixture using an organic solvent. This can be achieved by several different methods.
Extraction centrifugal device, Soxhlet apparatus using chloroform and benzene. Marshall stability serves us in determining optimal composition of asphaltic mixtures in order to achieve the required stability under traffic and high temperatures. For testing, we use Marshall cylindrical testing samples with d=100mm and 63.5mm length. We determine the tensile strength by applying a force on a generatrix at a temperature of 60 degrees Celsius. The Marshall stability is in fact the load reached when the specimen fails. Fatigue resistance of bituminous coating gives us details about how they behave under alternative loading simulating traffic. In laboratory the specimen is subjected to a sinusoidal deformation until failure. This resistance is actually defined by the number of cycles of loads which the mixture can undertake until failure. Bending moment resistance is determined on prismatic samples by applying a concentrated load in the middle of the span and increasing it until failure occurs.
Producing the asphaltic mixture has to be done in a special mechanical plant called asphaltic plant. There are two types of plants - the batch plant and the drum mixer plant. Both batch plants and drum mix plants are designed to accomplish this purpose. The difference between the two plants is that the batch plants dry and heat the aggregate and then in a separate mixer blend the aggregate and asphalt one batch at a time; drum mix plants dry the aggregate and blend it with asphalt in a continuous process and in the same piece of equipment.
BATCH DRUM MIXER Storage Silo Batch Tower Dryer Conveyor Belt Burner Asphalt Storage Hot elevator
Storage Silo Dryer Conveyor Belts Aggregate Bins Burner Asphalt Storage Drying, heating and dust removal of the aggregates are very important operations as they need a certain temperature to be mixed with the bitumen, so that the whole composition stays fluid during the execution. Then the aggregates are passed through the dryer. When they are removed from the dryer the aggregates must have a temperature between 165-190 degrees. The most important factors to be considered in these operations are: humidity of the agg., granulosity, temperature. A constant quality control of the plant and of the asphaltic mixture is to be done. Transportation of the asphaltic mixtures: Trucks for use in hauling come in many sizes. The key is that they have metal beds, be cleaned of foreign material and hardened asphalt. It is a practice within the industry to coat the beds with a release agent. For many years this release agent was diesel fuel - the diesel fuel will soften the asphalt binder and can result in soft spots in the pavement.
Different types of trucks are Used The mix is placed with a self-propelled paver. It can be done with a motor grader; but, that is seldom done. The purpose of the paver is to place the HMA to the desired width and thickness and to produce a satisfactory mat texture. The mix is usually placed at 3 times the thickness of the nominal aggregate size. The basic principle behind the pavers has not changed much since the 1930s.
Prior to paving startup, equipment should be checked to assure its suitability and proper function. Paving startup should begin with a test strip section. This will allow for minor problems to be solved, establishment of roller patterns and number of passes, and will assure that proper placement and compaction can be attained.In order to assure proper placement and compaction, it is essential that the material should be placed hot
Reason for compaction - To provide shear strength or resistance to rutting - To ensure the mixture is waterproof - To prevent excessive oxidation of the asphalt binder - Rezistence to high compressions - Minimum deformation - Obtaining the maximum density, that means that the void volume is minimum - Uniform texture and a better running surface
After compaction cores are taken for density determination and thickness. They are usually cut to obtain a sample of the layer being placed. The bulk specific gravity of the core is determined and using that with the maximum specific gravity it is possible to determine the percent compaction. Machines used for compaction : pneumatic rollers, Steel wheel rollers and Vibratory rollers
5.1 Materials Control The materials used in asphaltic mixtures processing will be checked according to the specific national standards. During the works, the checks and the tests will be done in the site laboratory on every hand and also weekly, from aggregates warehouses and bitumen tank. 5.2 Processing and Placing Control of the Asphaltic Mixtures Within the site, the processing and placing of the asphaltic mixtures must be checked, including: asphaltic mixture processing appliance (accurate functioning of the volumetric graduation, weighing- daily), thermal regime of the asphaltic mixture processing, technological process of the bituminous layer execution, keeping the pre- established asphaltic mixture composition. Consolidation checking must be done permanently, during the consolidation works, by the contractor, and occasionally by the engineer, which has the right to stop the site works, in care of irregularities. The checking of the consolidation level must be made by the contractor, during execution on the bituminous clothing, by insitu or laboratory tests. 5.3 Contours Control During Execution (a)Surface Control- the medium material quantity placed on the surface must be equal with the one from the prescriptive book with a 10% tolerance. (b)Leveling Control- the tolerances for the measured elevations in proportion to the pre- established ones are 1,5 cm; if the tolerances are kept in 95% of the examined points, the alignment is considered convenient.
5 Geometric Elements Control The geometric elements checking includes accomplishment of the quality conditions for the support layer, before placing the asphaltic mixtures, in conformity with the articles STAS 6400. 6 Physical-Mechanical Characteristics and Composition of the Asphaltic Mixtures Control The Physical-Mechanical Characteristics and Composition of the Asphaltic Mixtures Control is made in different stages: -initial probations for establishing the asphaltic mixture composition -checking of the asphaltic mixture characteristics, made on sampling tests sampled during the works -checking of the executed bituminous layer characteristics.
7. Frequency of checks Introduction Warm mix asphalt (WMA) technologies are being promoted throughout the United States for their ability to lower the production and placement temperatures of conventional hot mix asphalt (HMA). From an environmental standpoint WMA has the potential to lower asphalt production temperatures which can equate to reduced energy consumption, and emissions, as well as a smaller carbon footprint. Although Europe is credited with many of the recent developments in WMA technologies one of the first processes used to foam asphalt and reduce mixing temperature was patented in the United States in 1956. This process was later purchased and refined by Mobil Oil of Australia in 1968.
The first WMA project paved in Washington State was constructed on Interstate 90, West of George in 2008, since that time interest has grown substantially. The interest in producing mixtures with WMA technologies has outpaced the implementation of specifications and modification of test procedures. While most modifications of specifications and test procedures are minor, there are several issues pertaining to simulated testing time and temperature that regulatory agencies are faced with when attempting to make WMA a viable alternative to HMA.
Description of Technologies Current technologies for producing WMA include asphalt binder modifiers or additives, chemical foaming technologies and mechanical water foaming systems. Asphalt binder modifiers or additives are typically added at the HMA plant but may also be added by the asphalt binder supplier during the binder production. Sasobit, Evotherm, and Rediset WMX are just a few examples of asphalt binder modifiers that reduce the asphalt viscosity which allow a reduction in the temperatures typically observed in production and placement of asphalt mixtures.
Chemical foaming technologies release water in the HMA, which cause the asphalt to foam. Foaming expands the binder thereby reducing asphalt viscosity which allows a reduction in the production and placement temperatures of asphalt mixtures. Advera, Aspha-min and WAM Foam are all examples of water carrying chemicals. To date, WSDOT has not constructed a project using any of the chemical foaming technologies. Mechanical water foaming technologies foam the hot asphalt binder at the HMA plant. The foaming process typically injects water into the hot binder, which in turn reduces the asphalt binder viscosity and allows a reduction in the temperatures typically observed for production and placement of asphalt mixtures. Astec Double Barrel Green, Gencor Green Machine Ultrafoam GX and Maxam Equipment Inc. AQUABlack are examples of foaming systems currently in use. Low Energy (emission) Asphalt (LEA), marketed by Suit-Kote Corporation, is another foaming system that adds moisture to the fine aggregate instead of directly into the asphalt binder. With the exception of two projects constructed prior to 2010, all WMA produced for WSDOT contracts have utilized the mechanical water foaming technology. Baias Andreea Agapi Alexandra Bene Alexandra Calugar Ginel Stanoiu Mihai Trusca Andrei Matis Florin