Ways of Communication Presentation

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.
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