Academic literature on the topic 'Bitumen Testing'
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Journal articles on the topic "Bitumen Testing"
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Zheng, Chuanfeng, Genze Li, Yazhi Xu, Danni Wang, and Dan Lv. "Analysis of the Effects of Ageing on the Cohesive Strength of Polymer-Modified Bitumen at Low Temperatures." Baltic Journal of Road and Bridge Engineering 13, no. 2 (June 25, 2018): 156–64. http://dx.doi.org/10.7250/bjrbe.2018-13.410.
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The decay law on the ageing process of the cohesive strength of styrene-butadiene-styrene(SBS)- and polyethylene(PE)-modified bitumens at low temperatures was investigated. The rotated-thin-film oven test was used to age the two types of polymer-modified bitumens. The cohesive strengths at different low-temperature conditions were tested quantitatively according to technology for testing the low-temperature cohesive strength of bitumen. The decay curve of bitumen low-temperature cohesive strengths was drawn, and the embrittlement time of bitumen at different ageing states was obtained according to the decay curve. Results showed that ageing time definitely influenced the attenuation degree of the low-temperature cohesive strength of the two types of polymer-modified bitumens and influenced the appearance of the low-temperature cohesive strength peak, i.e., the bitumen embrittlement time, which advanced after ageing. The lightweight components of polymer-modified bitumen were lost after ageing. The bitumen embrittlement time was advanced, and the sharp attenuation of the low-temperature cohesive strength of bitumen appeared. In the future, bitumen antiageing technology and lighter part pre-supplement technology should be studied in-depth.
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Rajput, R. P. S., S. S. Goliya, and R. Mehar. "A study on the effect of aging on pmb40 and crmb55 in bituminous concrete layers." IOP Conference Series: Earth and Environmental Science 1130, no. 1 (January 1, 2023): 012035. http://dx.doi.org/10.1088/1755-1315/1130/1/012035.
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Abstract Aging occurs in bituminous materials throughout the construction and service lifespan of asphalt pavement, and it has a substantial impact on their performance. Bitumen aging is one of the primary causes of asphalt pavement degradation. As bitumen ages, asphalt surfaces lose their capacity to alleviate tension during the cooling process, increasing the danger of cracking. The thin film oven test (TFOT) and the rolling thin film oven test (RTFOT) are two extensively used short-term aging tests (RTFOT). The rotating cylinder-aging test (RCAT) and pressure aging vessel are two extensively used tests in the long-term aging of bitumen (PAV). The suggested research includes the comparison of un-modified bitumen and modified bitumen of waste crumb rubber and plastic rubber. This research was conducted on the aging of different grades of bitumen, that are two modified bitumen, which are PMB40 & CRMB55. After the aging of the bitumen, we conducted some physical property tests on the normal bitumen and RTFOT-modified bitumen. The outcome of the testing of the physical properties was that the RTFOT modified bitumen gained more strength as compared to the normal bitumen after the testing of physical properties of bitumen (Normal Bitumen & RTFOT Modified Bitumen) prepared samples for testing the Marshall Properties. After testing, Marshall Properties’ research can conclude that the RTFOT Modified Bitumen provides more strength compared to the normal bitumen. The RTOFT modified bitumen can be used in rural areas to provide a better pavement surface and longevity of the pavement. Through the aging of bitumen, the adhesion property between bitumen and aggregate becomes strong, so that in a high traffic area, cracks do not develop easily
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Chomicz-Kowalska, A. "Laboratory testing of low temperature asphalt concrete produced in foamed bitumen technology with fiber reinforcement." Bulletin of the Polish Academy of Sciences Technical Sciences 65, no. 6 (December 1, 2017): 779–90. http://dx.doi.org/10.1515/bpasts-2017-0086.
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Abstract The paper presents the design process and test results of warm mix asphalt concrete produced with modified foamed bitumen and recycled synthetic fiber reinforcement. Recycling and low-temperature asphalt production techniques are now seen as the possibilities to increase the sustainability and energy effectiveness of road construction. Although low processing temperatures permit increased use of reclaimed and recycled materials in new asphalt mixes, they sometimes result in impaired service performance. The aim of this article was to present a possibility of producing a better performing asphalt concrete (in comparison to a control hot-mix) at lower temperatures. For this purpose two road paving bitumens modified with a surface active agent and a Fischer-Tropsch wax thoroughly tested for their basic, rheological characteristics and foaming performance. Selected binders were used for producing two control mixes (hot-mix and foamed warm mix with 35/50 bitumen) as well as the experimental mix with the modified 50/70 bitumen and an addition of synthetic fiber material from recycling of automotive tires. Basic properties of the mixes were tested (air void content, moisture susceptibility with one freeze-thaw cycle, wheel tracking) along with stiffness moduli and fatigue resistance. It was concluded that the control foamed warm-mix performed significantly worse than the hot-mix, while the experimental warm-mix with modified bitumen and fiber additive exhibited increased performance and resistance to fatigue and moisture.
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Holý, Michal, and Eva Remišová. "Routine Testing of Bitumen Binders." Civil and Environmental Engineering 13, no. 2 (December 20, 2017): 125–33. http://dx.doi.org/10.1515/cee-2017-0017.
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Abstract The quality of bituminous binders used in the construction and maintenance of road surfaces is currently assessed by empirical testing based on obtaining one value for specific boundary conditions, which were designed about 100 years ago. Basic empirical tests include the softening point and penetration, but the practice shows that these tests appear to be inadequate. The evaluation of changes of bitumen properties during the production and paving process of bituminous mixture is also important. The paper points out how the “traditional” tests as softening point and penetration and viscosity are sufficient to evaluate properties of bitumen binders.
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Zhurinov M.Zh.,, Teltayev B.B.,, Kalybay A.A.,, Rossi C.O.,, and Amirbayev Ye.D.,. "COMPARATIVE ANALYSIS OF LOW TEMPERATURE RESISTANCE FOR NANOCARBON AND OTHER BITUMENS." NEWS of National Academy of Sciences of the Republic of Kazakhstan 5, no. 443 (October 15, 2020): 89–96. http://dx.doi.org/10.32014/2020.2518-170x.108.
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A comparative analysis of the low temperature resistance for a nanocarbon bitumen and other 30 neat and modified bitumens has been performed in the work. The stiffness at the temperatures of -24°С, -30°С and -36°С under technical system Superpave has been accepted as an indicator of low temperature resistance of the bitumens. The stiffness of the bitumens has been determined on a bending beam rheometer (standard ASTM D 6648-08). Before testing the bitumens have been subjected to the double artificial aging: short-term aging – under standard AASHTO Т 240-13 and long-term aging – under standard ASTM D 6521-08. The nanocarbon bitumen has been prepared in the laboratory of the Kazakhstan Highway Research Institute (KazdorNII) with the use of a road bitumen of the grade BND 70/100 produced by the Pavlodar petrochemical plant (PNHZ) and a nanocarbon powder (2% by weight) manufactured from a coal rock of the deposit “Saryadyr” “Corporation “ON-Olzha” LLP, Akmola region, Kazakhstan). The nanocarbon powder (150-200 nm) has been manufactured by three-stage size reduction of the coal rock: I – a mechanical dispergator (up to 2-3 mm), II – an aerodynamic mill (up to 20 mcm), III – a reactor with a rotating electromagnetic field. The neat bitumens of the grades BND 50/70, BND 70/100, BND 100/130 have been produced by the plants of Kazakhstan and Russia; they satisfy the requirements of the standard ST RK 1373-2013. The modified bitumens have been prepared in the laboratory of KazdorNII with the use of the neat bitumens, 7 types of the polymers, crumb rubber and polyphosphoric acid and they satisfy the requirements of the standard ST RK 2534-2014. It has been determined that the nanocarbon bitumen is one of the most resistant at the low temperatures: -24°С, -30°С and -36°С.
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Evdokimova, N. G., N. A. Egorova, and N. N. Luneva. "Determination of the Strength Characteristics of Bituminous-Mineral Mixtures." Chemistry and Technology of Fuels and Oils 625, no. 3 (2021): 39–43. http://dx.doi.org/10.32935/0023-1169-2021-625-3-39-43.
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The paper presents the results of the development and testing of a laboratory method for determining the strength characteristics of bitumen-mineral mixtures on the Lintel PK-21-01 strength meter. The conditions for testing the strength of bitumen-mineral mixtures are selected. The dependence between the bitumen adhesion index and the compressive strength of samples of bitumen-mineral mixtures based on it, determined according to the developed method, is shown. A decrease in the strength and adhesive properties of the binder was found with an increase in the content of the DST-30-01 polymer in bitumen. It is proposed to evaluate the possibility of performing research for the development of new types of bitumen products, to develop various production technologies and to select the optimal parameters for its production on the basis of standardized methods of testing bitumen and the developed methodology for determining the strength characteristics of bitumen-mineral mixtures.
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Porto, Michele, Paolino Caputo, Abraham A. Abe, Valeria Loise, and Cesare Oliviero Rossi. "Stability of Bituminous Emulsion Induced by Waste Based Bio-Surfactant." Applied Sciences 11, no. 7 (April 6, 2021): 3280. http://dx.doi.org/10.3390/app11073280.
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In the asphalt industry, bituminous emulsions are widely used in road pavement operations and in building/construction processes such as cold mix asphalt and waterproofing processes, respectively. A very important fact to keep in mind is that not all types of bitumen are suitable for the realization of bituminous emulsions. This is largely due to the variation in their chemical nature and the different cracking processes carried out on the bitumen during the fractional distillation process in the petroleum industry. The objective of this study is to identify the underlying causes of the non-emulsionability of bitumen using Nuclear Magnetic Resonance (NMR) and Dynamic Shear Rheology (DSR) analysis. NMR analysis aims at identifying the fundamental chemical components that are responsible for the emulsionability of the bitumen binder and how important their role is in this phenomenon. On the other hand, the DSR analysis is aimed at determining if the rheological (viscoelastic) behavior of bitumen is implicated in its emulsionability. The indications gotten from the data produced by these techniques, enable us as soon as the analyzed bitumen is deemed non-emulsionable to identify what type of additive can be used to modify the bitumen and alleviate its non-emulsionability until a point where its chemical components become ideal for the realization of bituminous emulsions. In this research work, a model bitumen (labelled as Cimar) which is known for its excellently high emulsionability in the production of anionic bituminous emulsions was used as the reference sample. Two bitumens (labelled as Adriatica and Alma) which from preliminary testing were deemed non-emulsionable were alongside the additives selected and subjected to the aforementioned techniques for analysis on their emulsionability. The NMR data obtained allowed the identification of the chemical nature of the components of the analyzed bitumens and the design of the right additive which improves the bitumen and makes it suitable for the preparation of emulsions. In addition to these, a largely uncommon however effective method of acid number determination of bitumen gave indications on an underlying factor which largely influences the emulsionability of bitumen. An aliphatic and an aromatic surfactant were identified thanks to the spectroscopic findings in this study.
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Deis, Donald R., Nelson Garcia Tavel, Carlos Villoria, Germán Febres Ortega, Panfilo Masciangioli, Mark A. Jones, and Gregory R. Lee. "ORIMULSION®: RESEARCH AND TESTING AND OPEN WATER CONTAINMENT AND RECOVERY TRIALS." International Oil Spill Conference Proceedings 1997, no. 1 (April 1, 1997): 459–67. http://dx.doi.org/10.7901/2169-3358-1997-1-459.
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ABSTRACT Orimulsion is a bitumen-water mixture (approximately 70% bitumen and 30% water, with 0.2% surfactant) produced in Venezuela and sold internationally as a fuel to fire power plants. The permitting process for the introduction of this fuel into the international energy market has required extensive research and testing on its chemical composition, physical properties, behavior in water, environmental toxicity, and containment and recovery after a spill. Both components (water and bitumen) initially disperse in water. The volatile compounds, which are relatively low in concentration, are contained mostly in the water component. The bitumen is relatively inert. The density of the bitumen tends to cause it to sink in fresh water and rise in saltwater. In addition, seawater causes the emulsifier to destabilize from the bitumen. The result is that, at sea, in calm conditions with sufficient concentration, the bitumen will tend to coalesce and rise to the surface. Bitor and potential users of Orimulsion have been developing response strategies and tools for responding to Orimulsion spills. Recent field testing has shown that a spill of Orimulsion can be cleaned up using currently available response equipment in response strategies developed uniquely for Orimulsion. The tests have shown that, once contained, bitumen can be recovered from an Orimulsion spill very effectively (80% to 90% recovery).
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ANDRONOV, S. Yu, Yu E. VASIL’EV, A. V. KOCHETKOV, and V. I. ALFEROV. "Method for Uniform Introduction of Fiber into a Bitumen Suspension for Arranging Springing Asphalt Concrete Layers." Stroitel'nye Materialy 785, no. 10 (2020): 38–43. http://dx.doi.org/10.31659/0585-430x-2020-785-10-38-43.
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Methods of uniform distribution of fibrous materials in asphalt materials with dispersed bitumen were studied. The key issue in this area is the technology of introducing reinforcing elements into the volume of asphalt concrete mix. Fiber from polyacrylonitrile fibers is considered as a reinforcing material. To achieve the maximum reinforcing effect for any materials, including asphalt, due to the introduction of short fibers and threads, their uniform distribution in semi-finished mixtures and in the formed structural material is necessary. The principal possibility of uniform distribution of reinforcing elements (in the form of short fibers of polyacrylonitrile fiber) in the volume of reinforced asphalt materials based on viscous dispersed bitumens is established. A method for the uniform introduction of fiber into the bitumen suspension for the arranging springing asphalt concrete layers has been developed. For the first time, a material from a bituminous suspension reinforced with polyacrylonitrile fiber, which is not destroyed in thin layers under the action of bending loads, but reversibly deformed, was obtained. Keywords: cold asphalt concrete mixes, dispersed bitumen, testing, springing asphalt concrete layers, fiber, bitumen suspension.
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Kavussi, Amir, and Rashid Tanzadeh. "Application of Slow Curing Bitumen as a Rejuvenating Agent in Aged Bituminous Mixes." Advanced Materials Research 587 (November 2012): 62–66. http://dx.doi.org/10.4028/www.scientific.net/amr.587.62.
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Recycling of bituminous mixes is extending worldwide with the aim of conserving natural resources and the environment. Rejuvenating agents are generally used in recycling processesin order to soften the aged binders in mixes. Cutback bitumens have been used in Iran mainly in preparing conventional cold mixes. However, the long term good performance of these cold mixes in various parts of the country has shown less hardening of these mixes, compared with conventional HMA mixes. In this research the application of a cutbackbitumen has been investigatedas a rejuvenating agent in mixes containing laboratory aged binders. A 60-70 penetration grade bitumen from Refinery of Tehran was aged under Thin Film Oven Testing (TFOT) conditions. Asphalt Concrete samples were prepared using TFOT aged and virgin binders. Additional samples were prepared using the aged binders together with various amounts of a slow curing SC-250 cutback bitumen from the above refinery. The compacted four inchdiameter samples were tested under static creep testing. The results showed promising effects of the cutback binder in rejuvenating the aged mixes. Based on the results of this study, a mix design criteria wasset for recycled mixes containing cutback bitumen as the rejuvenating agent.
Dissertations / Theses on the topic "Bitumen Testing"
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Ibrahim, Hamdy El-Sayed Mohamed. "Assessment and design of emulsion-aggregate mixtures for use in pavements." Thesis, University of Nottingham, 1998. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.243448.
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Gonzalez, Alvaro Andres. "An experimental study of the deformational and performance characteristics of foamed bitumen stabilised pavements." Thesis, University of Canterbury. Civil and Natural Resources Engineering, 2009. http://hdl.handle.net/10092/3285.
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The research presented in this thesis studies the effects of foamed bitumen on the deformational behaviour and performance of pavement materials. The research was conducted in the laboratory and the field, using specific New Zealand materials. The aggregate used is a blend of a coarse aggregate imported from the Auckland region with a crushed dust from the Canterbury region. The bitumen selected for the study is an 80/100 bitumen grade, and the active filler was a Portland Cement, both commonly used for foamed bitumen stabilization in New Zealand.
In the laboratory, samples of mixes with different foamed bitumen content were tested under various loading and stress conditions to investigate the effects of foamed bitumen on the deformational behaviour of the mix. The tests performed were: Indirect Tensile Strength (ITS), Indirect Tensile Resilient Modulus (ITM), Repeat Load Triaxial compression (RLT) and Monotonic Load Triaxial compression (MLT). Preliminary ITS and RLT tests conducted on mixes with 1% and 0% cement, at different foamed bitumen contents, indicated that mixes without cement performed poorly compared to the mixes with 1% cement. Therefore, the rest of the laboratory study was on mixes with 1% cement.
ITS tests were conducted on 150 mm specimens prepared with 0% 1%, 2%, 3% and 4% bitumen content, with a common 1% cement. Results indicated that foamed bitumen increases the ITS values of the mix, up to an estimated optimum of 2.8% bitumen content. Similar trends were obtained with ITM tests, in which a diametrical load pulse was applied on 150 mm specimens, showing an estimated resilient modulus peak near to 2.8% bitumen content.
RLT specimens were prepared at 0%, 2% and 4% bitumen content, at two compaction efforts, creating specimens at low and high bulk density. Permanent deformation RLT tests involved the application of seven stages of 50,000 load cycles each (4 Hz), with increasing deviator stress (from 75 kPa in the first stage, up to 525 kPa in the seventh stage) and at constant confining pressure of 50 kPa. Results of RLT permanent deformation tests indicated that the increase in the foamed bitumen content resulted in an increase in the permanent deformation of the material.
MLT tests were conducted on specimens at 0%, 2% and 4% bitumen contents, at two compaction efforts, creating specimens of low and high bulk density, at confining pressures ranging from 50 kPa to 300 kPa, with a deformation rate of 2.1% per minute. Results indicated that the effect of foamed bitumen was a reduction of the peak vertical stress, or a reduction in the peak strength.
The peak stresses obtained in MLT tests were plotted in stress diagrams, and the failure was approximated as linear function of the confining stress. The fundamental shear parameters (angle of internal friction and apparent cohesion) were estimated, and results indicated that foamed bitumen has no apparent effect in cohesion but does reduce the angle of internal friction. The reduction of the angle of internal friction explains the general trends observed in the laboratory, that on one hand the compressive strength decreases with increasing bitumen content, but on the other hand, the tensile strength increases up to an optimum.
A full-scale experiment was carried out using an accelerated testing of foamed bitumen pavements at the Canterbury Accelerated Pavement Testing Indoor Facility (CAPTIF). In the full-scale experiments, the same materials that were tested in the laboratory (aggregates, bitumen, cement) were used to construct six different pavement sections, each with different contents of bitumen and cement. Three were constructed using foamed bitumen contents of 1.2%, 1.4% and 2.8% respectively, plus a common active filler content of 1.0% cement. Two more pavements were constructed adding cement only (1.0%), and foamed bitumen only (2.2%). In addition, one control section with the untreated unbound material was tested. Strains were collected using a 3D Emu soil strain system installed in each pavement section. The curing time between construction and pavement loading was approximately three months. The pavement response, such as surface deformation (rutting), surface deflections and strains were periodically recorded during the execution of the test. The strains were collected at different depths by using an array of Emu strain gauges. Deflections were recorded using both a Falling Weight Deflectometer (FWD) and CAPTIF Beam deflectometer, which is a modified Benkelmann beam. A total number of approximately 5.6 million equivalent standard axles were applied on the pavement sections.
The rutting measured in the sections stabilised with foamed bitumen and cement was the lowest, showing that the addition of foamed bitumen significantly improved the performance of materials with 1% cement. The sections stabilised with cement only, foamed bitumen only, and the control untreated section showed large amounts of rutting and heaving by the end of the test.
Deflection measurements showed that the effect of foamed bitumen content is a reduction of pavement deflections, with the lowest deflection measured in the section stabilised with 2.8% bitumen and 1% cement. The elastic pavement strains showed that foamed bitumen reduced the tensile strains in the basecourse but did not have a significant effect on vertical compressive strains.
During the construction of pavements, material samples were taken for ITS and RLT testing. Results indicated that the highest ITS was measured in the section with 2.8% foamed bitumen content and 1% cement, and the ITS in the section without cement and foamed bitumen only was about 4-5 times lower than the ITS measured in specimens with cement. RLT specimens without cement performed poorly in comparison with the specimens with 1% cement. The specimens with 1% cement showed higher permanent deformation with increase in the foamed bitumen content, supporting the results from the previous laboratory study.
To interpret and relate the results observed in the laboratory and the field, stress path analysis was used, in which the stress ratio of the foamed bitumen layers was calculated at different depths. The analysis showed that foamed bitumen content decreases the maximum stress ratio, hence reducing the proximity to failure and relative damage of the layer. Three-dimensional and two-dimensional finite element modelling of the CAPTIF pavements, were used to further investigate the stress and strain fields induced by the loading and to explain the pavement performance observed in the full-scale experiment.
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Lombard, Le Riche. "Influence of surface seal variables on bitumen bond strength properties." Thesis, Stellenbosch : Stellenbosch University, 2014. http://hdl.handle.net/10019.1/95882.
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Thesis (MScEng)--Stellenbosch University, 2014.ENGLISH ABSTRACT: Surface seals are widely used in South Africa. There are a number of reasons which include affordability, versatility and durability. There are, however, in some cases problems with stone loss that can lead to a shortened lifespan of the pavement. The loss of aggregate chippings in surface seals poses a major problem in the seal pavement industry. This study aims to identify the influencing factors that lead to these adhesive failures as well as to find optimum combinations of binders and aggregates at various conditions. Various binders commonly used in South African surface seal construction will be tested using the Bitumen Bond Strength (BBS) test method. The binders used in the study include 80/100 penetration grade bitumen, elastomer modified bitumen, bitumen rubber, elastomer modified emulsion and cationic rapid setting emulsion. Aggregates used in the study include dolerite, granite and quartzite. The test samples were cured and tested at two temperatures, 15 °C and 35 °C. The samples were also cured for 2, 6 and 24 hours respectively. The study tackles a wide range of variables in order to obtain a good understanding of adhesion properties of surface seals used in South Africa. Tests were repeated at least once to ensure repeatability and in some cases up to four repeats were performed. The loading rate at which the tests were performed had a significant influence on the BBS results. This rate varied which complicated the process of comparing the results. It was therefore decided to unify the loading rates. The BBS results exposed the difference between hot applied binders and emulsions. The former having significant stronger adhesion properties. It was also confirmed by the results that temperature plays a key role in the BBS results due to the visco-elastic properties of bitumen. These influences will be discussed along with others such as aggregate types and curing times. The type of failure is also discussed. Failure can either be adhesive or cohesive, the former being a failure between the aggregate and the binder while the later refers to a failure in the binder itself. The results of other students will also be discussed and compared to the results of this study. These include results of predecessors that tested emulsions as well as results from tests done on fractured aggregate surfaces and precoated aggregates. This study showed very similar results as these from other students, except for tests done with emulsions. It was discovered that the method of curing of the emulsions must be adapted to ensure proper curing of the emulsions. It was found that aggregates did not influence the BBS properties to the same extent as temperature and binder application type. The BBS results of hot applied binders also did not significantly increase as the curing time increased, but the results of emulsions showed some increase. However, the emulsions needed more time to cure properly.
AFRIKAANSE OPSOMMING: Oppervlak seëls word algemeen gebruik in Suid-Afrika. Daar is verskeie redes hiervoor waaronder bekostigbaarheid,veelsydigheid en duursaamheid. Daar is egter in sommige gevalle probleme met klipverlies wat kan lei tot n verkorte leeftyd. Hierdie klipverlies ontstaan as gevolg van verskeie redes of kombinasies daarvan. Die studie beoog om hierdie faktore wat die adhesie eienskappe beïnvloed te identifiseer sowel as om optimum kobinasies van bindmiddels en klipsoorte te bewerkstellig by verkeie kondisies. ‘n Verskeidenheid van bindmiddels wat algemeen in Suid-Afrika gebruik word, word in die studie getoets met die Bitumen Bond Sterkte (BBS) toets metode. Die bindmiddels wat in die studie gebruik word sluit 80/100 penetrasie graad bitumen, elastomeer gemodifiseerde bitumen, bitumen rubber, elastomeer gemodifiseerde emulsie en kationiese snel settende emulsie. Die klipsoorte wat vir die studie gebruikword is doleriet, graniet en kwartsiet. Hierdie gesteentes word algemeen in die praktyk gebruik. Die toets monsters word ook by twee temperature gekuur en getoets. Hierdie temperature is 15 °C en 35 °C. Die toets monsters word ook onderskeidelik vir 2, 6 en 24 uur gekuur. Die studie ondersoek 'n wye verskeidenheid van veranderlikes om sodoende 'n goeie begrip van adhesie eienskappe van die oppervlak seëls wat in Suid-Afrika gebruik word te verkry. Elke toets was ten minste een maal herhaal om herhaalbaarheid te verseker. Sommige toetse was tot 4 keer herhaal. Die belasting tempo van die toetse het ‘n beduidende uitwerking op die BBS resultate as gevolg van die visko-elastiese eienskappe van bitumen. Hierdie tempo het gewissel en dit moeilik gemaak om die resultate te vergelyk. Daarom was daar besluit om die tempo van die toetse te verander na ‘n gelykvormige tempo. Daar was ‘n duidelike verskil in BBS resultate van die warm toegepaste bindmiddels en die emulsies. Die warm bindmiddels het baie hoër BBS resultate gelwer. Dit was ook bevestig in die resultate dat temperatuur ‘n beduidende rol speel in die BBS. Hierdie invloede sal bespreek word tesame met ander, soos klipsoorte en kuring tye. Die tipe versaking word ook bespreek. Versaking kan plaasvind as gevolg van adhesie of cohesie, waar adhesie versaking 'n versaking is tussen die klip en die bindmiddel terwyl cohesie versaking verwys na 'n versaking in die bindmiddel self. Die uitslae van die ander studente sal ook bespreek word en vergelyking word met die resultate van hierdie studie. Dit sluit die resultate van voorgangers in wat emulsies getoets het sowel as die resultate van toetse wat gedoen is op gebreekte klipoppervlaktes en bitumen behandelde klippe. Hierdie studie het baie soortgelyke resultate getoon as dié van ander studente, behalwe vir die toetse wat gedoen was met emulsies. Daar is vasgestel dat die metode van kuring van die emulsies moet aangepas word om behoorlike kuring van die emulsies te verseker. Daar is ook gevind dat klipsoorte nie die BBS eienskappe in dieselfde mate as temperatuur en bindmiddel toepassingstipe beïnvloed het nie. Die BBS resultate van warm aangewende bindmiddels het ook nie aansienlik verhoog soos die kuringstyd toegeneem het nie, maar die resultate van emulsies het wel 'n toename getoon. Die emulsies het wel meer tyd nodig gehad om behoorlik te kuur.
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Moloto, Percy Kgothatso. "Laboratory accelerated curing protocol for bitumen stabilized materials." Thesis, Stellenbosch : University of Stellenbosch, 2010. http://hdl.handle.net/10019.1/4187.
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Thesis (MScEng (Civil Engineering))--University of Stellenbosch, 2010.ENGLISH ABSTRACT: The research conducted in this study forms part of the Phase II process of the Bitumen Stabilized Materials (BSMs) Guideline improvement initiative. The initiative aims to address areas of concern in the cold mix design procedures for BSMs. Current road rehabilitation using the bitumen stabilization process requires testing of representative specimens as means to evaluate pavement performance over time. In order to adequately acquire specimens representative of field conditions, it is necessary to condition the materials in a process called curing. Although curing procedures have been standard in many countries on different continents, the protocols are varied and an acceptable procedure is currently not available. In order to develop an acceptable curing protocol for BSMs, both field and laboratory environments were investigated. Considering that curing takes time in the field, production of representative samples intended for laboratory testing must undergo accelerated curing in the laboratory. Given the complexities involved in achieving close correlations between field and laboratory environments, the research strived to reconcile field and laboratory material behaviour. In particular, the main objective of the research was to unify the curing protocol for BSMs, with the standardization of the curing protocol being top priority. In this study, laboratory results have confirmed that the different natures of curing mechanisms inherent in a BSM-foam and BSM-emulsion contribute to irreconcilable material behaviour(s). Results have confirmed that curing of BSM-foam is largely a function of water repulsion, with the addition of active filler dominating material performance almost immediately. Unlike BSM-foam, curing of BSM-emulsion is both a function of the breaking of emulsion during the initial phase and the gradual release of moisture with time. In this instance, BSM-emulsion material performance resembled active filler influences past the breaking of the emulsion cycle. Consequently, given the observed differences regarding material behaviour(s), the unification of the curing protocol for BSMs has not been successful. In terms of accommodation of active filler in the final curing protocol for BSMs, findings in this research have revealed that active filler’s tendency to absorb moisture in the initial stages requires longer curing time to help extract the absorbed moisture during the curing process. Although the use of active filler has an impact on curing, its inclusion in a BSM does not justify its extension in the curing time as cementation is not one of the desired properties of these materials. BSMs are primarily desirable for their flexibility in pavement structures. For this reason, active filler was omitted in the final curing protocol due to reasons of simplifying the mix design process. In conclusion, different curing protocols were tested and developed to help produce reconcilable material behaviour in both the field and laboratory environments. Through the reconciliation of key material properties such as the resilient modulus, long term equilibrium moisture conditions and shear parameters, an acceptable standardized curing protocol for BSM-foam and BSMemulsion intended for application in industrial laboratories across South Africa was successfully developed.
AFRIKAANSE OPSOMMING: Die navorsing tydens hierdie studie gedoen, vorm deel van die Tweede fase van die Bitumen Gestabiliseerde Materiale Riglyne verbeteringsinisiatief. Die inisiatief het ten doel om areas van bekommernis in die kouemengsel-ontwerp-prosedures vir Bitumen Gestabiliseerde Materiale aan te spreek. Huidige padrehabilitasie wat gebruik maak van die Bitumen Gestabiliseerde Materiale proses, vereis toetsing van verteenwoordigende monsters om sodoende plaveiselgedrag oor ‘n tydperk te evalueer. Materiale moet deur die verouderingsproses gekondisioneer word, om sodoende monsters te verkry wat akkuraat verteenwoordigend van veldtoestande is. Alhoewel verouderingsprosesse in meeste lande - op verskillende kontinente - gestandariseerd is, is die protokol verskillend en ‘n aanvaarbare prosedure is nie tans beskikbaar nie. Beide veld- en laboratoriumomgewings is ondersoek, om sodoende ‘n aanvaarbare verouderings-protokol vir Bitumen Gestabiliseerde Materiale te ontwikkel. Wanneer in ag geneem word dat veroudering in die veld tydrowend is, moet vervaardiging van verteenwoordigende monsters vir laboratoriumgebruik versnelde veroudering in die laboratoruim ondergaan. Gegee die kompleksiteite betrokke om goeie korrelasie tussen velden laboratoriumomgewings te verkry, het die navorsing daarna gestreef om die veld- en laboratoriummateriaalgedrag te verenig. Die hoofdoel van die navorsing was om die verouderingsprotokol vir Bitumen Gestabiliseerde Materiale te verenig met die stardaardisering van die verouderingsprotokol as top prioriteit. In hierdie studie het laboratorium resultate bevestig dat die verskillende aard van voorbereidings- meganismes inherent in BSM-skuim en BSM-emulsie bydra tot onversoenbare materiaalgedrag. Resultate het bevestig dat voorbereiding van BSM-skuim ’n funksie van waterrepulsie het en met die byvoeging van aktiewe vullers dominieer dit die materiaalgedrag byna onmiddelik. Anders as BSM-skuim is die voorbereiding van BSM-emulsie beide ’n funksie vir die breek van emulsie tydens die begin fase en die geleidelike vrystelling van vog oor tyd. In hierdie geval het BSM-emulsie se materiaalgedrag die invloed van aktiewe vuller getoon nadat die emulsie gebreek het. Gevolglik, weens die waargenome verskille rakende materiaalgedrag is die vereniging van die voorbereidings- protokols vir BSMs nie suksesvol nie. In terme van inagneming van aktiewe vullers in die finale voorbereidingsprotokol vir BSM’s, is deur navorsing bevind dat aktiewe vullers neig se neiging om vog te absorbeer in die beginstadia dit benodig dus ‘n langer verouderingstyd vir die ontrekking van die geabsorbeerde vog. Hoewel die gebruik van aktiewe vullers ’n impak het op die voorbereiding, reverdig dit nie die verlenging van die verouderingstyd vir die insluiting daarvan in BSM nie, siende dat sementering nie een van die gewenste eienskappe van hierdie materiaal is nie. BSMs word hoofsaaklik verkies vir sy buigsaamheid in paveiselsturkture. Om die mengselontwerp prosesse te vereenvoudig, was aktiewe vullers dus weggelaat in die finale voorbereidingsprotokol. Ter afsluiting was verskeie voorbereidings protokolle getoets en ontwikkel om te help met die vervaardiging van versoenbare materaalgedrag in beide veld-en-laboratoriumomgewings. Deur die versoening van kern materiaal eienskappe soos die elastisiteitsmodulus, lang termynewewigvog kondisies en skuifparameters, is ’n aanvaarbare gestandariseerde voorbereidingsprotokol vir BSM-skuim en BSM-emulsie bedoel vir aanwending in industriele laboratoriums regoor Suid Afrika suksesvol ontwikkel.
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Kashaya, Asiimwe Annie. "Surface run-off behaviour of bitumen emulsions used for the construction of seals." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/80366.
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Thesis (MScEng)--Stellenbosch University, 2013.ENGLISH ABSTRACT: Factors influencing surface run-off of bitumen emulsions were studied in order to understand binders for use in the construction of surfacing seals. Run-off of the binder from the road surface causes an inconsistent film thickness leading to ravelling (Johannes, Hanz & Bahia n.d.) and bleeding at the upstream and downstream regions, respectively. There is currently no accepted specification for surface run-off viscosity. Practice mainly relies on empirical tests and experience. As the establishment of such a specification encompasses performance of the binder in various environments or field conditions, this study was undertaken to determine performance of the selected binder. Viscosity was kept constant by spraying the emulsion at a constant temperature and also holding the pavement temperature constant. In order to study the run-off behaviour of the binder, run-off tests were conducted at various gradients, texture depths and spray rates. Surfacing seals of various texture depths were constructed in the laboratory. Using a spray bar, the emulsion was sprayed at various spray rates. The sample surfaces were tilted to various gradients. Results portrayed the effects of the three factors (spray rate, gradient and texture depth) on the amount of runoff. An increase in the magnitude of the factors resulted in a variation in the runoff (increase or decrease). One notable finding was that the runoff from the 9.5 mm seal was less than that from the 13.2 mm seal. The other significant finding was that spray rate had the largest effect on runoff, followed by texture depth, and gradient.
AFRIKAANSE OPSOMMING: Sekere eienskappe wat oppervlakdreinering van bitumen emulsies op paaie beinvloed, is bestudeer om sodoende binders wat gebruik word in die konstruksie van die seëls beter te verstaan. Afloop van die binder vanaf die padoppervlak kan lei tot die vorming van ‘n laag met ongelyke dikte wat moontlike rafeling (Johannes, Hanz & Bahia nd) en bloeing vanuit die onderkant van die pad tot gevolg kan hê. Daar is tans geen aanvaarde spesifikasies wat hierdie verskynsels inperk nie. Konstruksie praktyk berus hoofsaaklik op empiriese toetse en ondervinding. Hierdie studie is dus onderneem om prestasie van die geselekteerde binder vas te stel. Viskositeit was konstant gehou deur die aangewende emulsie en padtemperatuur konstant te hou. Ten einde die afloopgedrag van die binder te bestudeer, is toetse uitgevoer op verskeie hellings, tekstuurdieptes en aanwendingskoerse. Seëls van die verskillende tekstuurdieptes is gebou in die laboratorium, en emulsies op hierdie oppervlaktes aangewend. Die toetsoppervlakte is gekantel om die vereiste helling te kry. Resultate vir die drie faktore wys die invloed op afloop. ‘n Toename in die grootte van die faktore het gelei tot 'n variasie in die afloop (toename of afname). Een noemenswaardige bevinding was dat die afloop van die seël van 9,5 mm minder was as dié van die seël van 13,2 mm. Belangrike bevindinge sluit ook in dat die spuitkoers die grootste invloed het op afloop, gevolg deur die tekstuur diepte en die gradiënt.
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Twagirimana, Emmanuel. "Evaluation of adhesion properties in bitumen-aggregate systems for winter surfacing seals using the bitumen bond strength test." Thesis, Stellenbosch : Stellenbosch University, 2014. http://hdl.handle.net/10019.1/95953.
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Thesis (MEng)--Stellenbosch University, 2014.ENGLISH ABSTRACT: Flexible pavement designers have a choice of two wearing course: either asphalt concrete or surfacing seals. The latter have been widely used by several countries as their preferred wearing course over other methods, especially countries with a limited number of average inhabitants per square kilometre. Moreover, the surfacing seals were identified as an efficient cost effective road preventive maintenance technique. Surfacing seals in New Zealand, South Africa and Australia cover about 65%, 80% and 90% of their surfaced road networks respectively. The preference of surfacing seals is due to their competitive initial cost and ease of construction. In South Africa, the life expectancy of surfacing seals varies between 8 and 12 years with an average of 10 years. This has not been the case in a number of surfacing seals constructed in winter, especially when the night recorded temperature is below 10oC. The dominant failure mechanism is ravelling (chip loss) soon after construction due to traffic loading. This chip loss is linked to the poor adhesion bond development rate in the bitumen-aggregate system during winter adverse conditions. In order to address the issue of premature chip loss the need for the development of a robust adhesion test method was identified. For that purpose, recently, researchers in the bitumen industry developed the Bitumen Bond Strength test method. This method was used in this study. This study intends to contribute to the understanding of binder-aggregate adhesion bond development for winter surfacing seals using the BBS test. Binder type, precoat type and conditioning, aggregate type and curing time are amongst the factors influencing winter seals adhesion bond performance. An experimental matrix involving three types of binder, two types of aggregate, four different precoating fluids, two precoat conditionings and two binder-curing times were then developed and investigated. Winter weather parameters affecting adhesion properties were also taken into consideration during the course of the investigation. Throughout the test, the procedure described in AASHTO TP 91-11 was followed. However, in order to enhance the control of the binder application temperature, a new method for hot applied binder sample preparation was developed as part of this study. The findings show that there is a significant difference between adhesion properties of the hot applied binders (70/100 and S-E1) and the emulsion (SC-E1). In most of the cases, the hot applied binders performed better than the emulsion. The failure mode observed was found to be linked to the condition of the precoating. The influence of the precoat type and conditioning, and effect of binder curing time were significantly highlighted. The use of a dry precoat benefited the adhesion bond strength up to around 50% relatively to the corresponding non-precoated combination. However, a decrement in the bond strength due to precoating of up to 28.7% was also observed. A statistical analysis using ANOVA did not illustrate any statistical significant effect of the aggregate type. The interaction effects analysis using ANOVA revealed the aggregate type interacting with precoat type to be the most influential interaction at level two. The precoat conditioning implication to the adhesion development rate, which influences the time for opening to traffic after construction, was illustrated. Insightful aspects on the compatibility between the binder type and precoat type and conditioning during the aggregate precoating practices and on the time for opening to traffic are highlighted. Finally, the repeatability analysis proved the BBS test to be a repeatable testing method with caution. Recommendations for further studies that could support the conclusions drawn in this study were provided.
AFRIKAANSE OPSOMMING: Buigbare plaveiselontwerpers het 'n keuse van twee deklae: óf Asfalt of oppervlak seëls. Laasgenoemde word algemeen gebruik deur verskeie lande as hul voorkeur deklaag, veral die lande met beperkte aantal gemiddelde inwoners per vierkante kilometer. Verder, is die seëls geïdentifiseer as 'n doeltreffende koste-effektiewe deklaag tegniek. Oppervlakseëls in Nieu-Seeland, Suid-Afrika en Australië dek ongeveer 65%, 80% en 90% van hul padnetwerke onderskeidelik. Die seëls se voorkeur is te danke aan hul mededingende aanvanklike koste en eenvoudige vorm van die konstruksie. In Suid-Afrika wissel die seël se lewensverwagting tussen 8 en 12 jaar met 'n gemiddeld van 10 jaar. Dit is egter nie die geval van 'n aantal seëls wat in die winter gebou word nie, veral wanneer die aangetekende nagtemperatuur onder 10o C daal nie. Die dominante swigtingsmeganisme is stroping (klipverlies) kort na konstruksie. Hierdie klipverlies is gekoppel aan die power kleef-ontwikkeling van bitumen gedurende die winter. Ten einde die probleem van voortydige klipverlies aan te spreek het die behoefte vir die ontwikkeling van 'n robuuste toetsmetode ontstaan. Om hierdie rede het navorsers onlangs in die bitumenbedryf die “BBS toetsmetode” ontwikkel en is dié toetsmetode in hierdie studie gebruik. Hierdie studie beoog om by te dra tot die begrip van bindmiddel-klip kleefontwikkeling vir die winter seëls dmv die BBS toets. Die faktore, insluitend maar nie beperk tot bindmiddeltipe, voorafdekking (“PRECOAT”) -tipe en kondisionering, aggregaattipe en kuurtyd beïnvloed winter seëls se kleefeienskappe. 'n Eksperimentele matriks met drie tipes bindmiddels, twee tipes aggregate, vier verskillende voorafdekking-vloeistowwe, twee voorafdekking kondisionering en twee bindmiddel kuurtye is toe ontwikkel en ondersoek. Winter weer parameters wat kleefeienskappe beïnvloed is ook in ag geneem tydens die verloop van die ondersoek. Regdeur die studie is die prosedure AASHTO TP 91-11 gevolg, maar ten einde die beheer van die bindmiddel spuittemperatuur te verbeter, is ‘n nuwe metode vir warmspuit-bindmonsters voorbereiding ontwikkel as deel van hierdie studie. Die bevindinge toon dat daar 'n beduidende verskil tussen die kleefeienskappe van die warm aangewende bindmiddels (70/100 en S-E1) en die emulsie (SC-E1) is. In die meeste van die gevalle het die warmspuit-bindmiddels beter as emulsie gevaar. Daar is gevind dat die swigtingsmeganisme verbind word met die toestand van die voorafdekking. Die invloed van voorafdekkingtipe, kondisionering, en die effek van bindmiddelkuurtyd is duidelik uitgelig. Die gebruik van droë voorafdekking het die kleefkrag tot sowat 50% verhoog relatief tot die ooreenstemmende onbedekte klipkombinasie. Daar is egter ook ‘n verlaging van die kleefkrag weens voorafdekking gevind van tot so hoog soos 28,7 persent. Die statistiese ontleding met behulp van ANOVA het geen statisties beduidende effek van die verksillende aggregaattipe te vore gebring nie. Die interaksie-effek analise, met behulp van ANOVA, het wel die interaksie met voorafdekkingtipe met aggregaat die mees invloedryke bevestig. Die voorafdekking kondisioneering het ver rykende kleefkrag implikasies bloot gelê, wat die tyd vir die opening van die verkeer na konstruksie beïnvloed. Insigwekkende aspekte oor die versoenbaarheid tussen die bindmiddeltipe, voorafdekkingtipe, kondisionering, voorafdekkingpraktyk en tyd tot opening vir verkeer word uitgelig. Ten slotte, die herhaalbaarheidsanalise het die BBS toets as 'n herhaalbare toetsmetode met omsigtigheid bewys. Daar is aanbevelings tot verdere studies, wat uit die gevolgtrekking gekom het, gemaak.
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Nwando, Tiyon Achille. "Flexibility and performance properties of bitumen stabilised materials." Thesis, Stellenbosch : Stellenbosch University, 2014. http://hdl.handle.net/10019.1/86594.
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Thesis (MScEng)--Stellenbosch University, 2014.ENGLISH ABSTRACT: This research investigates the flexibility and the performance properties of bitumen stabilised materials under the influence of mix variables. The laboratory testing consisted of two main phases. During the first phase (mix design), the strength and the flexibility of the mixes were assessed through ITS (Indirect Tensile Strength), UCS (Unconfined Compressive Strength), displacement at break, strain at break and fracture energy. The second phase consisted of a series of triaxial tests done to assess the performance properties (shear strength: cohesion and angle of internal friction; and stiffness: resilient modulus) of the mixes. The mineral aggregates used in this study were milled from different locations of the R35, near Bethal. This was a blend of granular material (dolerite, from various locations of the existing base and subbase layer of the R35) and Reclaimed Asphalt (RA) milled from the existing surfacing. During the mix design phase, two types of bituminous binders were used (bitumen emulsion and foamed bitumen) at bitumen content ranges of 2%, 2.4% and 2.8% each. Two types of active filler were used separately and in combination at a proportion of 1% and 2%. Finally, specimens were tested in wet and dry conditions for each mix combination. During the triaxial testing phase, only the optimum bitumen content of 2.4% was used, both for bitumen emulsion and foamed bitumen, with only cement as active filler in a proportion 1% and 2%. The specimens were tested at different ranges of densities and saturation levels. The flexibility of the mix was assessed through the fracture energy, the strain and the displacement at break parameters. An analysis of variance (ANOVA) was conducted on the data to assess the significance of experimental variables on this property. This property was found to be very sensitive to bitumen and cement content added to the mix. When assessing the combined effect and the significance of the variables on the flexibility of the mixes, it was found that fracture energy is mostly influenced by the cement content, followed by the bitumen content, then the type of treatment and finally the testing condition. However, the level of significance was not in the same order for the other two parameters (displacement and strain at break). It was also found that the combined effect of some independent variables (cement content + testing condition, type of treatment + cement content + bitumen content) had a significant effect on the fracture energy and the strain at break respectively. From the ITS and UCS tests, an increase in strength was noticed with the increase of cement content. On the other hand, the increase in bitumen content led to a decrease in strength of the material. The statistical analysis on the ITS and UCS values show that the independent variable with the most significant effect on the ITS is the cement content, followed by the testing conditions, then the bitumen content and finally the type of treatment. The combined effect of cement content + bitumen content was found to be significant both for ITS and UCS. In the second phase triaxial tests were performed in order to evaluate the performance properties of the mixes. It was found that the increase of the active filler content significantly improves the shear strength of the material. It was also found that at a fixed cement content, specimens tested at low density and/or high level of saturation show low shear strength. The Mr-θ model was used to model the resilient modulus of the mixes and the model coefficients used to evaluate the effect of experimental variables on the resilient modulus. It was found that the resilient modulus of the mixes increases as the bulk stress increases. This confirms the stress dependent behaviour of bitumen stabilised materials. The analysis show that increasing the percentage of active fillers content results in a significant increase in the resilient modulus values. An increase in relative density also resulted in an increase in the resilient modulus of the mixes, while the opposite effect was observed with the increased of the saturation level. Besides the engineering properties and the mechanical test parameters, other parameters such as the Tensile Strength Ratio (TSR) was calculated in order to evaluate the moisture sensitivity of the mixes. Weakening due to moisture was found to be more predominant in the mixes with less active filler. In addition, bitumen emulsion mixes were found to have a better resistance to moisture weakening effects compared to foamed bitumen. In addition, a comparison between the rapid curing and the accelerated curing was done. Higher ITS and UCS results were obtained for specimens cured using long term curing compared to specimens cured using the accelerated curing method. In conclusion, flexibility is an important property of bitumen road construction material (bitumen stabilised material include) however, it is not an easy property to measure. Although, displacement/strain at break and fracture energy from ITS and UCS were able to give us some indications on the main factors governing the flexibility of bitumen stabilised materials (the bitumen and active filler content), more accurate and adequate tests are required to evaluate the parameter.
AFRIKAANSE OPSOMMING: Die buigsaamheid en gedragseienskappe van bitumen gestabiliseerde materiale was getoets om sodoende die invloed van verskeie mengselveranderlikes te evalueer. Die ondersoek het uit twee fases bestaan. Tydens die eerste fase (mengfase) is die sterkte en buigsaamheid deur middel van indirekte treksterkte toetse (ITS), onbegrensde druksterkte toetse (UCS), verplasing – en vervorming by breekpunt sowel as breek-energie toetse gedoen en ondersoek. Die tweede fase het bestaan uit ʼn reeks drie-assige triaksiaal toetse. Triaksiaaltoetse is uitgevoer om die gedragseienskappe soos die skuifsterkte, kohesie, hoek van interne wrywing, styfheid en weerstand modulus te ondersoek. Die gemaalde mineraal-aggregaat wat in hierdie ondersoek gebruik is, was verkry op verskeie areas van die R35, geleë naby Bethal. Die materiaal is ʼn mengsel van granulêre materiaal (van die bestaande kroonlaag en stutlaag van die pad) en herwonne asfalt (RA). Tydens die mengontwerp fase is twee tipes bitumen gebruik naamlik bitumenemulsie en skuimbitumen in hoeveelhede van 2%, 2.4% en 2.8%. Twee tipes aktiewe vulstof (hoeveelhede van onderskeidelik 1% en 2%) was saam met elk van die verskeie bitumen-hoeveelhede gebruik. Proefstukke van elk van hierdie mengsel kombinasies is onder beide nat en droë kondisies getoets. Tydens die tweede fase, is slegs die optimum binder inhoud (2.4%) gebruik vir beide emulsie- en skuimbitumen, gekombineer met 1% en 2% aktiewe vulstof. Proefstukke was getoets by ʼn reeks van verskillende digthede en versadigingvlakke. Die buigsaamheid was ondersoek deur middel van breek-energie, vervorming en die verplasing by breekpunt. ʼn Analise van variasie (ANOVA) is uitgevoer op die toetsdata om sodoende die te evalueer of die veranderlikes beduidend is ten opsigte van buigsaamheid. Daar is gevind dat die buigsaamheideienskap sensitief is vir beide bitumen en sement inhoud. Met assessering van die gekombineerde effek en betekenis van die veranderlikes op die buigsaamheid van die mengsels, is daar gevind dat die hoogste beduidende veranderlike t.o.v breek-energie die sement inhoud is, gevolg deur die bitumeninhoud, tipe behandeling en laastens die toetskondisie. Die orde van belangrikheid verskil vir die ander twee parameters (verplasing en vervorming by breekpunt). Daar is ook gevind dat die gekombineerde effek van sommige veranderlikes (sement inhoud en toets kondisie, tipe behandeling en sement inhoud tesame met bitumen inhoud) ook beduidend was t.o.v breek-energie en vervorming by breekpunt. Vanuit die ITS en UCS toetse was daar ʼn toename in sterkte waargeneem soos die sementinhoud toeneem. Aan die anderkant, het ʼn toename in bitumeninhoud ‘n afname in sterkte veroorsaak. Die statistiese analise van ITS en UCS resultate, toon dat die grootste beduidende onafhanklike t.o.v ITS waardes ook die sement inhoud was, gevolg deur toets kondisies die grootste effek, bitumen inhoud en die tipe behandeling. Die gekombineerde effek van sementinhoud en bitumeninhoud, was betekenisvol vir beide ITS en UCS. Drie-assige triaksiaaltoetse was uitgevoer om die gedragseienskappe van die mengsels te evalueer. Daar is gevind dat die toename in sement inhoud, die skuif sterkte van die materiaal grootliks verbeter. By ʼn konstante sementinhoud, wys toetsresultate van proefstukke wat getoets is by lae digthede en hoë vlakke van versadiging, lae skuif sterkte. Die Mr – θ model was gebruik om die veerkragsmodulus van die mengsels te moduleer en die modelkoëffisiënte is gebruik om die effek van eksperimentele veranderlikes op die weerstand modulus te evalueer. Met toename in die omhullende spanning is ‘n toename in die veerkragsmodulus waargeneem, wat bevestig dat die gedrag van bitumen gestabiliseerde materiale spannings afhanklik is. ʼn Toename in die sement en relatiewe digtheid het ʼn merkwaardige toename in die veerkragsmodulus tot gevolg gehad, terwyl die teenoorgestelde waargeneem is met toename in versadigingsvlakke. Buiten die ingenieurseienskap en meganiese toetsfaktore, is ander faktore (soos die trekspanning verhouding) bereken om die vogsensitiwiteit van die mengsels te evalueer. Mengsels met laer sement inhoud het groter verswakking ervaar met blootstelling aan water. Bitumenemulsie proefstukke toon beter weerstand teen water as skuimbitumen. Vergelyking tussen versnelde en korttermyn nabehandelingsprosedure van proefstukke, toon hoër ITS en UCS waardes vir die versnelde nabehandelingsprosedure prosedure. Buigsaamheid is ‘n belangrike eienskap van bitumen in padkonstruksie materiale (insluitend bitumen gestabiliseerde materiale), maar word moeilik gemeet. Alhoewel verplasing/vervorming by breekpunt en breek energie, bepaal vanaf ITS en UCS, ‘n indikasie toon van die hooffaktore (binder en sement) wat buigsaamheid van bitumen gestabiliseerde materiaal beïnvloed, word meer akkurate toetse benodig om die eienskap te ondersoek.
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Mulusa, William Kapya. "Development of a simple trixial test for characterising bitumen stabilised materials." Stellenbosch : University of Stellenbosch, 2009. http://hdl.handle.net/10019.1/2848.
Full textAbstract:
Thesis (MScEng (Civil Engineering))--University of Stellenbosch, 2009.The need for a more reliable testing procedure for the characterisation and Quality Assurance/ Control of Bitumen Stabilised Materials (BSMs), besides UCS and ITS testing, has long been recognised by the roads industry. In fact, at CAPSA 2004 and CAPSA 2007, discussions of improved test methods for granular materials, i.e. possible replacement tests for CBR procedures, were conducted in workshops. Triaxial testing for the evaluation of shear parameters is widely recognised as a reliable method of measuring these critical performance properties of granular and Bitumen Stabilised Materials (BSMs). However, the triaxial test in its current state as a research test has little chance of extensive use by practitioners and commercial laboratories, because of complexity, cost and time issues. Major adaptations to the research triaxial test are necessary, before this useful test can have a chance of being accepted by road practitioners. The main aim of this study is to investigate possibilities of developing a simple, affordable, reliable and robust test for characterizing granular and bitumen stabilized materials thus linking test outcome with in-situ performance. This is achieved through the innovative design and manufacture of a prototype triaxial cell capable of accommodating 150 mm diameter by 300 mm deep specimens. The cell is simpler than the research (geotechnical) triaxial cell and the operational protocols have been streamlined, thereby reducing the time and steps required in assembling specimens and testing them. In order to ensure the development of an appropriate triaxial cell for industry, a survey was conducted aimed at investigating currently available facilities, testing capacity and resources within civil engineering laboratories in South Africa. Findings of the survey (Appendix 4) have provided guidance with regard to the nature and sophistication of any new tests to be developed. The survey highlighted some of the limitations and lack of sophistication of the current loading frames used for CBR and UCS testing such as lack of electronic LVDTs, limited overhead space, limited loading capacity and others. Most laboratories would need to invest in new loading facilities to carry out triaxial tests. A review of the test procedure for monotonic triaxial test showed that two main factors contribute to the complexity of the research (geotechnical) triaxial cell namely, time taken to assemble the specimen accurately in the cell and secondly the inherent design of the cell which makes it water and/or air tight at relatively high pressures. The design of the Simple Triaxial Test, therefore, was aimed at overcoming the drawbacks of research triaxial test e.g. fitting a membrane to each specimen to be tested, through considerable simplification by means of a new structure design and procedure of assembly of specimen into the cell. The advantage of addressing these issues would be reduction in the number of steps required in the test procedure and therefore reduction in testing time. The design of the cell particularly was preceded by a conceptualization process that involved investigation of numerous options. Concepts such as the bottle, encapsulated-tube, bottle and sandwich concepts were considered and given reality checks. In addition, available triaxial procedures of a similar nature e.g. Texas Triaxial, were evaluated and analyzed. Ultimately, with some trials and innovation, a design was developed for a simple triaxial cell comprising a steel casing with a latex tube which is then introduced around the specimen sitting on a base plate. It is based on the ‘tube concept’ in which the specimen acts like a ‘rim’ and the cell acts like a ‘tyre’ providing confinement to the triaxial specimens for testing, within the tube. This approach eliminates the use of O-rings and membranes for the specimen and tie-rods for the triaxial cell, thus reducing testing time considerably. The overall dimensions of the cell are 244 mm diameter by 372 mm height (Appendix 5). The cell was manufactured at Stellenbosch University Civil Engineering workshop and preliminary tests were conducted under this study. Parallel tests were also conducted with the Research Triaxial Test setup at Stellenbosch University in order to determine if preliminary results obtained with the Simple Triaxial Test setup were comparable therefore providing a means of validating the data. Results of analysis of variance (ANOVA) show that variability between Simple Triaxial Test (STT) and Research Triaxial Test (RTT) results is less significant whilst that within samples of STT and RTT results is quite significant. Comparisons also show that good correlation were obtained from Reclaimed Asphalt Pavement (RAP) Hornfels + 3.3 % Emulsion + 0 % Cement mix and mixes with the G2 base course aggregate whilst completely different correlation was obtained from RAP + 3.3 % Emulsion + 1% Cement. It is evident however that the differences observed stem from material variability i.e. random variability to one degree or the other and not to the STT apparatus. It is recommended for future research that more STT versus RTT testing be done especially on a mix with known mechanical properties when compacted to a specified dry density, e.g. graded crushed stone (G1) compacted to 100% mod. AASHTO. In summary, a locally made, low cost, relatively durable triaxial cell with relatively easy and quick specimen assembly procedures has been developed. It is now possible to perform triaxial tests on 150 mm diameter by 300 mm high specimen relatively easily and quickly. However, the challenge of validating results obtained, as well as improving the manufacture process of its main component, the tube, still remains.
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Ali, Mahdi. "Study of the bitumen aging effects on the rheological properties and fatigue behavior." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2018. http://amslaurea.unibo.it/16255/.
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A study of bitumen aging effects on the rheological properties and fatigue behavior is carried out on five polymer modified bitumen provided by an oil company. Dynamic Shear Rheometer (DSR), is used to perform advanced experimental investigation. It allows practicing frequency sweep tests, fatigue tests and time sweep tests. Polymer modified bitumen with different percentage of SBS with or without the presence of crumb rubber are tested before and after short and long aging processes.
Master curves were generated based on frequency sweep tests data, they are studied, and a comparison was conducted between each bitumen before and after aging. In this thesis, the DSR is presented, as well as the testing procedure and the tested materials. A fatigue life analysis of the results, based on the use of two different criteria, the first criterion is classically used: it consists in defining the failure as a 50% loss of the initial stiffness. The other criteria based on dissipated energy data.
This thesis provides results which show the effects of several factors on fatigue and healing response such as bitumen type, ageing, the presence of rubber and polymer modification.
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Dal, Ben Matteo. "hiResilient response and performance of bitumen stabilized materials with foam incorporating reclaimed asphalt." Thesis, Stellenbosch : Stellenbosch University, 2014. http://hdl.handle.net/10019.1/86376.
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Thesis (PhD)--Stellenbosch University, 2014.ENGLISH ABSTRACT: The increased use of reclaimed asphalt (RA) in Bitumen Stabilised Materials (BSMs), shortcomings in the existing design guidelines and manuals and ongoing developments in the concepts and understanding of these materials require further research into the fundamental properties and behaviour of BSMs. The state-of-the-art of foamed bitumen techniques is reviewed in the literature study. Current best practices in the design of BSMs and pavements incorporating such materials are also included in this literature study. Shortcomings and areas for further improvement of the design practice have been identified. With new environmental legislation, the importance of BSM technology including RA as an environmentally-friendlier and more sustainable construction technique is set to increase in the coming years. Changes in the behaviour of materials and failure mechanisms of BSM mixes are long-term phenomena. This implies that the study of the physico-chemical and mechanical properties of the mixes with increasing amount of RA is vital. Therefore, fundamental understandings of moisture damage and thermo-physical characteristics, which are related to material properties, are required. The main objective of this study is to advance BSM technology by assessing the influence of the selected materials on durability behaviour, temperature distribution and long-term performance in all phases of application (i.e. mix design, construction, and in-service condition). This study begins with a comprehensive literature review of research dealing with the interactions between RA and mineral aggregates. The properties of RA and mineral aggregates were reviewed. This was followed by a review into the mechanical properties of BSM-foam mixes with high percentage of RA and its durability performance. Factors influencing the temperature gradient of BSMs were then identified. Achieving a better understanding of the fundamental performance properties and temperature influence on the behaviour of BSMs with high percentage of RA is one of the key factors of this research, with a view to using the extended knowledge for improvements to current mix design and structural design practices. Finally, the fundamental theories on thermo-conductivity and the mechanical properties of the BSM were used to create a relationship between temperature and mechanical properties in a pavement section. A laboratory testing programme was set up to study the properties and behaviour of BSMs and to establish links with the compositional factors, i.e. the type of binder used, the percentage of RA in the mix and the addition of a small amount of cement as active filler. BSMs were blended in three different proportions of RA and good quality crushed stone materials: 100% RA (with 2 % bitumen content), 50% RA and 50% G2 Hornfels crushed stone (with 2.1% bitumen content) and 100% G2 (with 2.3 % bitumen content). Tri-axial testing was carried out to determine shear parameters, resilient modulus and permanent deformation behaviour, while brushing testing was carried out to determine the possible durability performance of the BSMs. The mixture durability in terms of moisture damage was investigated. Temperature data were collected and a model to accurately simulate the temperature distribution in the BSMs was identified and proposed for further investigation and validation. It was found from the laboratory temperature data collected in this study that the temperature gradient varied according to the depth of the BSMs. A considerable part of the efforts of this study were dedicated to characterise and model the temperature distribution in a pavement section, taking into account the mechanical properties and performance of the BSMs at different temperature layers. The study provides an insight into fundamental mechanical performance, material durability properties, and the thermal capacity and conductivity of the BSM-foam mixes with high percentage of RA. This will assist in improving the current procedure for selection, combining and formulation of the mix matrices for BSMs. In addition, the study provides guidelines that will enable practitioners to confidently understand the relationship between temperature gradient and mechanical behaviours of BSM-foam pavement section. The specific durability-related issues addressed in this study are substance for future research.
AFRIKAANSE OPSOMMING: Die toenemende gebruik van herwonne asfalt (Engels: reclaimed asphalt (RA)) in bitumen gestabiliseerde materiaal (Engels: Bitumen Stabilised Materials (BSMs)), tekortkominge in die bestaande ontwerpriglyne- en handleidings en deurlopende verbeteringe in die konsepte en begrip van hierdie material vereis verdere navorsing oor die fundamentele eienskappe en gedrag van BSM. In die literatuurstudie word die huidige stand van kennis van die ontwerp van skuimbitumentegnieke ondersoek. Die literatuurstudie dek ook die huidige beste praktyke in die ontwerp van BSM en plaveisels wat hierdie materiale insluit. Tekortkominge en areas van verdere verbetering in die ontwerppraktyke is geïdentifiseer. Onlangse omgewingswetgewing verhoog die belangrikheid van BSM tegnologie, insluitend RA, as ‘n meer omgewingsvriendelike en volhoubare konstruksie-tegniek. Hierdie faktor sal in die toekoms al hoe belangriker word. Die verandering in die gedrag van materiaal en die falingsmeganismes van BSM mengsels is langtermynverskynsels. Dit impliseer dat die studie van die fisio-chemiese en meganiese eienskappe van mengsels met toenemende verhoudings van RA van kardinale belang is’n Fundamentele begrip van die vogskade en temo-fisiese eienskappe, wat verwant is aan die materiale se eienskappe, word vereis. Die primêre doelwit van die studie is die bevordering van BSM tegnologie deur die invloed van die geselekteerde materiale op duursaamheid, temperatuurverspreiding en langtermyn gedrag in al die fases van toepassing (mengselontwerp, konstruksie en in-dienstoestand) te bepaal. Die verhandeling begin met ‘n omvattende literatuuroorsig van navorsing oor die interaksie tussen RA en mineraalaggregate. Die eienskappe van RA en die mineraalaggregate word bespreek. Dit word gevolg deur ‘n oorsig van die meganiese eienskappe van die BSM-skuimbitumenmengsels met ‘n hoë persentasie RA en die duursaamheidgedrag daarvan. Faktore wat die temperatuurgradient van BSM beïnvloed word dan aangetoon. ‘n Beter begrip van die fundamentele gedragseienskappe en die invloed van temperatuur op die gedrag van BSM met ‘n hoë persentasie RA is een van die sleutelfaktore van hierdie navorsing. Dit het ten doel om die uitgebreide kennis te gebruik om huidige mengselontwerp en strukturele ontwerppraktyke te verbeter. Laastens is die fundamentele teorie van termogeleiding en die meganiese eienskappe van BSM gebruik om ‘n verhouding tussen temperature en meganiese eienskappe in ‘n plaveiselsnit te ontwikkel. ‘n Laboratoriumtoetsprogram is opgestel om die eienskappe en gedrag van BSM te bestudeer en om verwantskappe tussen samestellende faktore soos die tipe bindmiddel gebruik, die persentasie RA in die mengsel en die toediening van klein hoeveelhede sement as aktiewe vuller te bepaal. BSM is in drie verskillende verhoudings van RA en goeie gehalte gebreekte klipmateriaal vermeng: 100% RA met 2 % bitumen, 50% RA en 50 % G2 Hornfels gebreekte klip met 2.1 % bitumen en 100% G2 met 2.3 % bitumen. Drie-assige druktoetse is gebruik om skuifsterkteparameters, elastiese modulus en permanente vervormingsgedrag te bepaal. Borseltoetse is gebruik om die duursaamheidgedrag van BSM te bepaal. Die mengsels se duursaamheid is ook in terme van vogskade ondersoek.
Books on the topic "Bitumen Testing"
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Crysdale, Bonnie L. Bitumen-bearing deposits of the United States. [Reston, Va.?]: Dept. of the Interior, U.S. Geological Survey, 1988.
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Crysdale, Bonnie L. Bitumen-bearing deposits of the United States: A summary of the locations, resources, and petrophysical properties of bitumen-bearing rocks in the United States. [Washington, D.C.]: U.S. G.P.O., 1988.
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Crysdale, Bonnie L. Bitumen-bearing deposits of the United States: A summary of the locations, resources, and petrophysical properties of bitumen-bearing rocks in the United States. Washington, DC: Dept. of the Interior, 1988.
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M, Saleh. Detailed experimental investigation for foamed bitumen stabilisation. Wellington, N.Z: Transfund New Zealand, 2004.
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Daines, M. E. Assessment of 'Chem-Crete' as an additive for binders for wearing courses and roadbases. Crowthorne, Berkshire: Transport and Road Research Laboratory, 1985.
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Daines, M. E. Assessment of 'Chem-Crete' as an additive for binders for wearing courses and roadbases. Crowthorne: Transport and Road Research Laboratory, 1985.
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Daines, M. E. Assessment of 'Chem-Crete' as an additive for binders for wearing courses and roadbases. Crowthorne, Berks: Transport and Road Research Laboratory, Highways and Structures Dept., Pavement Materials and Construction Division, 1985.
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Daines, M. E. Assessment of 'Chem-Crete' as an additive for binders for wearing courses and roadbases. Crowthorne, Berkshire: Transport and Road Research Laboratory, 1985.
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Phūprathum, Prasit. Phǣnphūm kǣkhai khā ʻǣntūa nư̄angčhāk ʻunhaphūm khō̜ng thanon. Bangkok: Sūn Wičhai læ Phatthanā Ngān Thāng, Krom Thāng Lūang, Krasūang Khamanākhom, 1996.
Find full textBook chapters on the topic "Bitumen Testing"
1
Lu, Xiaohu, Petri Uhlback, and Hilde Soenen. "Rheological Testing of Bitumen at Low Temperatures with 4-mm DSR." In RILEM Bookseries, 643–53. Dordrecht: Springer Netherlands, 2015. http://dx.doi.org/10.1007/978-94-017-7342-3_52.
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Pitawala, Sameera, Arooran Sounthararajah, James Grenfell, Didier Bodin, and Jayantha Kodikara. "Characterisation of Laboratory and Field Foamed Bitumen Stabilised Beams from Accelerated Pavement Testing Trial." In Lecture Notes in Civil Engineering, 118–26. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-55236-7_13.
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Preti, Francesco, Beatriz Chagas Silva Gouveia, Elena Romeo, Gabriele Tebaldi, Eshan V. Dave, and Jo E. Sias. "Elasto-Plastic Model for Bitumen Stabilized Materials Using Triaxial Testing and Finite Element Modelling." In RILEM Bookseries, 687–93. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-46455-4_87.
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Pereira, André, Rui Micaelo, Luís Quaresma, and Maria Teresa Cidade. "Evaluation of Different Methods for the Estimation of the Bitumen Fatigue Life with DSR Testing." In RILEM Bookseries, 1017–28. Dordrecht: Springer Netherlands, 2015. http://dx.doi.org/10.1007/978-94-017-7342-3_81.
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Bahurudeen, A., and P. V. P. Moorthi. "Bitumen." In Testing of Construction Materials, 335–58. CRC Press, 2020. http://dx.doi.org/10.1201/9781003124825-7.
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"Bitumen technology and testing." In External Works, Roads and Drainage, 260–67. CRC Press, 2001. http://dx.doi.org/10.1201/9781482272246-17.
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Papavasiliou, V., and A. Loizos. "Field behavior of foamed bitumen pavement material." In Advanced Testing and Characterization of Bituminous Materials. CRC Press, 2009. http://dx.doi.org/10.1201/9780203092989.ch104.
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Scarpas, A., R. Robertson, N. Kringos, and T. Pauli. "A thermodynamic approach to healing in bitumen." In Advanced Testing and Characterization of Bituminous Materials. CRC Press, 2009. http://dx.doi.org/10.1201/9780203092989.ch13.
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Jenkins, K., and D. Collings. "Key characteristics of materials stabilised with foamed bitumen." In Advanced Testing and Characterization of Bituminous Materials. CRC Press, 2009. http://dx.doi.org/10.1201/9780203092989.ch112.
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Chhabra, Kaval, Divesh Agrawal, and Saladi S. V. Subbarao. "Modeling of Polypropylene Modified Bitumen Mix Design Results Using Regression Analysis." In Handbook of Research on Manufacturing Process Modeling and Optimization Strategies, 256–75. IGI Global, 2017. http://dx.doi.org/10.4018/978-1-5225-2440-3.ch012.
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This study investigates the effects of mixing Polypropylene waste plastics in the bituminous mix for the design of Flexible Pavement. Since, obtaining Marshall Test results from the bituminous mix is time-consuming, so if the practitioners measure the values of stability and flow by mechanical testing, other computations can be done by applying simple mathematical calculations. So, this study carried out stability and flow tests on different specimens made with varying bitumen and polypropylene plastic content. From the initial test results, the optimum bitumen and plastic contents are found. Further, the test results obtained from Marshall Test are modelled by identifying various input variables, which are various physical properties of the mix such as plastic content, bitumen content, air voids and unit weight. The regression modeling framework is adopted in this study to predict the Marshall stability and flow value. Since the developed models have yielded good results, these can be effectively used in parameter estimation, and thus aids the future researchers.
Conference papers on the topic "Bitumen Testing"
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Radenberg, Martin, Nina Flottmann, Markus Koenig, and Thomas Hilfert. "Extended bitumen testing in Germany." In 6th Eurasphalt & Eurobitume Congress. Czech Technical University in Prague, 2016. http://dx.doi.org/10.14311/ee.2016.403.
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Tušar, Marjan, Lidija Ržek, and Mojca Ravnikar Turk. "Quality checking of Polymer modified bitumens in Slovenia." In 6th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2021. http://dx.doi.org/10.5592/co/cetra.2020.1086.
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For many years the properties of bitumen have been determined based on mechanical tests as needle penetration, Ring&Ball and Fraass fracture temperature. For elastomer (styrene-butadiene-styrene) polymer modified bitumens these tests are not sufficient to show the important differences in bitumens. Elastic recovery and cohesion provide better insight, but rheological properties cannot be adequately described with conventional test. The requirements of the polymer modified bitumens (PmB) in Europe were defined in EN 14023 in 2010 [1]. Since then several new tests were introduced in the research field and their procedures improved. In the European Standards Committee (CEN) TC 336, there is ongoing work to develop performance related specifications. New laboratory test methods from American standards were adapted and transformed into EN standards (bitumen laboratory aging methods and rheological tests). These test methods are not yet employed in the current PmB European standard, however, the draft prEN 14023, April 2020 [2] suggests these new tests. In the recent years at ZAG Laboratory for asphalts and bitumen-based products long-term aging of bitumen by pressure aging vessel (PAV) and rheological tests were introduced. Traditional bitumen test methods are performed together with new rheological tests e.g. Dynamic Shear Rheometer (DSR) testing, to characterize complex modulus and phase angle, and Multiple Stress Creep Recovery Test (MSCRT) in order to develop a preliminary data base on PmB’s, which are frequently used in Slovenia. The paper presents the current requirements for PmB’s in Slovenia and test results on PmB 45/80-65, original, laboratory aged and extracted from produced asphalt mixtures.
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Blażejowski, Krzysztof, Jacek Olszacki, Hubert Peciakowski, and Marta Wójcik-Wisniewska. "Testing of bitumen-aggregate affinity by various methods." In 6th Eurasphalt & Eurobitume Congress. Czech Technical University in Prague, 2016. http://dx.doi.org/10.14311/ee.2016.397.
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van de Ven, M. "Rheological characterisation of some (polymer modified) bitumen and bitumen-filler system at compaction and in-service temperatures." In Sixth International RILEM Symposium on Performance Testing and Evaluation of Bituminous Materials. RILEM Publications SARL, 2003. http://dx.doi.org/10.1617/2912143772.008.
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Khalid, H. A. "Assessing the potential in fatigue of a dense wearing course emulsified bitumen macadam." In Sixth International RILEM Symposium on Performance Testing and Evaluation of Bituminous Materials. RILEM Publications SARL, 2003. http://dx.doi.org/10.1617/2912143772.043.
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Mullins, Jonathan, Daniel Morin, Andreas Tyrberg, Claes Sonesson, and Johan Ekh. "Bitumen Shear Mechanics in a Dynamic Subsea Electrical Cable." In ASME 2015 34th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/omae2015-41110.
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The bending mechanics of dynamic subsea electrical cables are strongly influenced by the frictional shear interactions that exist between the armour wires and surrounding materials. In some cases the armour wires are clad with bitumen filler material so that the shear mechanics of bitumen are important to the overall bending mechanics of the cable. In this work the shear mechanics of bitumen are studied. Pull-out tests on bitumen-clad armour wires were conducted in-situ on a stub of a dynamic subsea electrical test cable. Test temperatures ranged from 0°C to room temperature and shear velocities ranged from 0.1mm/min to 40mm/min. A thermally activated model of the bitumen shear interaction, incorporating temperature, speed and displacement dependence was proposed and implemented into a finite element code. The testing and modelling was then extended to incorporate the effects of cyclic loading. The bitumen response was highly sensitive to test temperature, applied velocity and cyclic loading with the shear strength varying by approximately two orders of magnitude over the range of conditions studied. The experimental results and model predictions indicate that the shear mechanics of cables containing bitumen clad armour wires differ from the shear mechanics of cables that do not. The bending stiffness displays a velocity and temperature dependence and relaxation of cable stresses is expected during holding events. Because of this, it is recommended that modelling of bitumen clad armour wires be conducted using a suitable bitumen interaction model and not a classic friction model.
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Elnasri, M., G. Airey, and N. Thom. "Experimental Investigation of Bitumen and Mastics under Shear Creep and Creep-Recovery Testing." In 2013 Airfield & Highway Pavement Conference. Reston, VA: American Society of Civil Engineers, 2013. http://dx.doi.org/10.1061/9780784413005.076.
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Olsen, Elise, Kay André Hansen-Zahl, and Stian Karlsen. "Viscoelastic Behaviour of Bitumen in Dynamic Control Umbilicals." In ASME 2014 33rd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/omae2014-23178.
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By combination of elements like hydraulic tubes, electrical and optical signal cables and electrical power cables, umbilicals provide remote control of subsea oil and gas wells. For extra tensile strength and outer protection the umbilicals may be armoured by galvanized steel wires. Dynamic umbilicals are terminated at offshore platforms or vessels. They are exposed to tension and bending variations caused by waves and vessel motions. As such a project specific analysis is normally required to verify that a given dynamic umbilical design with all its elements is able to withstand a service life of typically 20–30 years [5]. Understanding how forces are transmitted between the elements in an umbilical is vital for correct calculation of a dynamic umbilical design life. Cross section analysis is therefore performed by a finite element method program specially designed for this purpose. This software takes into account all effects in an umbilical cross section, including friction between elements. For solid elements, commonly known friction factors may be applied. However, for the steel wire armour which is corrosion protected by bitumen, the friction factors may not be valid. The force transmission between the steel wires may not be governed by friction but by the viscoelastic properties of bitumen. In such a case the transition force is not only a function of contact pressure but also of sliding velocity and dimensions. A project was therefore initiated with the aim of describing such force transmission between bitumen and steel wires for typical umbilical conditions. Material testing has included characterization by a controlled stress rheometer and cyclic tensile testing at various temperatures, speeds and geometries. On basis of these tests, a calculation model describing the mechanical behavior of bitumen in cyclic movement is suggested. This model may later be implemented in the umbilical cross section analysis program.
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Winter, Cliff H., and Allan M. Glowach. "High Temperature Insulated Coating and Construction Methodology for the Mackay River Pipeline." In 2002 4th International Pipeline Conference. ASMEDC, 2002. http://dx.doi.org/10.1115/ipc2002-27318.
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Continued development of the oilsands in the Fort McMurray area of Alberta lead to a need for the MacKay River Pipeline. This heavy oil pipeline provides long-term, cost-effective transportation for production from the MacKay River area. The pipeline is designed to transport bitumen with little or no dilution (dry bitumen). In order to operate without diluent, the bitumen must be heated. Heat must be retained using a continuous layer of insulation, which ensures that viscosity remains low. The high operating temperature and the environment, through which the pipeline passes, were major challenges encountered during the design and construction phases. This paper focuses on the design, selection criteria, and testing of the coating system and discusses the important aspects of construction.
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Zolotarev, V. A. "Adhesive activity of bitumen with adhesion agent and its influence on asphalt concrete water-resistance." In Sixth International RILEM Symposium on Performance Testing and Evaluation of Bituminous Materials. RILEM Publications SARL, 2003. http://dx.doi.org/10.1617/2912143772.021.
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