CC BY
17Technobius, 2022, 2(1), 0013, DOI: https://doi.org/10.54355/tbus/2.1.2022.0013
Technobius
https://technobius.kz/
e-ISSN 2789-7338
Practical experience with modified bitumen and bituminous binders
^S Zhanar Kusbergenova, ^ Aizhan Zhankina*
Department of Civil Engineering, L.N. Gumilyov Eurasian National University, Nur-Sultan, Kazakhstan
Correspondence: [email protected]
Abstract. To date, the issue of polymer waste recycling becomes relevant, because every year the amount of plastic and polyethylene waste increases, which leads to devastating effects on flora and fauna everywhere. One of the ways to solve this problem of polymer waste recycling is to use them to modify asphalt-concrete mixture and bitumen. Thus, two problems are solved at once: reuse of plastic, polyethylene, and other polymer wastes and improvement of asphalt concrete pavement with an increase in its service life. The paper presents a discussion of the use of modified bitumen in the construction of highways and roads, the design and technological solutions, features of the technology of modified bitumen, as well as the results of laboratory tests of modified bitumen, based on which was decided on the advisability of using. The use of the combined approach of the road pavement allows increasing the service life of the road. Keywords: bitumen, test, safety, road pavement, mixture.
1. Introduction
1.1 Bitumen modifying additives
All over the world during the last decades, the question of finding the optimal and effective composition of bitumen that meets all the requirements for its use and further operation has been actively studied. So, in particular, some types of modifiers improve the adhesive, cohesive and other properties of bitumen, but are harmful to the environment when mixed with bitumen and further use of such bitumen for road paving [1-2]. Other modifiers meet all the requirements, but the composition of the binder in such mixtures is very expensive and, therefore, such a composition is no longer profitable in economic terms.
Every year the amount of plastic and polyethylene waste increases, which leads to destructive effects on flora and fauna everywhere. One of the ways to solve the mentioned problem of polymer waste recycling is their use in the modification of asphalt-concrete mixture and bitumen [3-7]. Thus, two problems are solved at once: reuse of plastics, polyethylene, and other polymer waste and improvement of asphalt concrete pavement with an increase in its service life. All bitumen modifying additives can be divided into several groups [8-10]:
1) thermoplastic polymers, they include styrene-butadiene-styrene (SBS), styrene-isoprene-
styrene (SIS), styrene-ethylene/butylene-styrene (SE/BS);
2) Elastomers, these include rubbers and rubber-like polymers;
3) thermoplastics, these include: polypropylene, polyethylene, polystyrene, polyvinyl
chloride, polyvinyl acetate;
4) thermoplastics, include epoxy, urea, polyester, and other synthetic resins.
1.2 Problems in the road sector
Bitumen is an organic binder of black or dark brown color, consisting of a mixture of high-molecular-weight hydrocarbons and their non-metallic derivatives. Bitumen is characterized by good adhesion to mineral materials, resistance to water, and acid and alkaline solutions. Bitumen reversibly
converts to the viscous state when heated. Bitumen can be thinned by organic solvents and thickened by their evaporation.
Depending on their origin bitumens are divided into natural and artificial. In the construction industry are used mainly artificial petroleum bitumen is produced from the residues of oil distillation. Bitumens are divided by consistency into solid, viscous, and liquid. Bitumens are a complex mixture of high-molecular organic substances. The main chemical elements in bitumens: carbon (70-87 %), hydrogen (8-12 %), sulfur (0,5-7 %), oxygen (0,2-12 %), nitrogen (0-2 %) [1]. Most of the bitumen used in road construction is modified because the additives improve the quality of performance properties of bitumen and the result is an actual material with improved physical, mechanical and chemical properties [11]. Figure 1 shows types of pavement failures.
a) spalling, cracking, and crack netting b) rut formation, component leakage
c) premature deterioration of asphalt pavement d) not resistant to deformation
Figure 1 - Types of pavement failures [12]
2. Methods
The projected section of the highway is located in the city of Almaty. Non-injury roadway
Non-injury road pavement includes the top layer of the pavement - hot dense polymer asphalt concrete, type A, bitumen modified BMP 70/100 submark I - 5 cm; The bottom layer of the pavement - hot-laid dense asphalt concrete type A, I grade of the crushed stone mixture, grade of bitumen BND-70/100, thickness 10,0 cm; The top layer of the base - hot-laid porous asphalt concrete grade II of coarse-grained crushed stone mix, grade bitumen BND- 70/100, a thickness of 12.0 cm; The bottom layer of the basement, - crushed stone mixture C5 - 40 mm (for the foundations), a thickness of 24.0 cm; underlying layer - natural sand-gravel mixture, with a thickness of 30.0 cm. The total thickness of the pavement structure is 81 cm.
Construction of the pavement consists:
- Construction of gravel-sandy base layer and base course of crushed stone-sandy mixture
- An Additional (base) layer is made of a natural sand-gravel mixture with a thickness of 30 cm.
- The bottom layer of the base course is made of crashed stone-sandy mixture C4, with a thickness of 24 cm thickness.
- At the time of laying the mixture must have humidity close to the optimum with a deviation of not more than 10%.
- If the humidity is insufficient, moisten the mixture 20-30 minutes before the beginning of compaction.
- Distribution of the material placed in the construction layer is carried out with the help of distributors, mobile mixing plants, and motor graders.
- The layer is compacted by rollers on pneumatic tires weighing not less than 16 tons with air pressure in tires of 0.6-0.8 MPa, by trailed vibratory rollers weighing not less than Tandem vibrating rollers weighing no less than 6 tons, lattice rollers weighing no less than 15 tons, self-propelled smooth rollers weighing no less than 10 tons and combined rollers weighing more than 16 tons.
- Rolling is carried out in the longitudinal direction, with water irrigation, starting from
- The rolling is performed in the longitudinal direction, watered down from the outer edges towards the center, except for curves with curves, where except for curves and curves in which the rolling is performed from the lower edges.
Asphalt concrete pavement construction works considered:
- The top layer of the base course is made of hot porous asphalt concrete, 12 cm thick.
- The bottom pavement layer is made of hot compact coarse-grained asphalt concrete with a thickness of 10 cm.
- The top layer of the pavement is polymer asphalt concrete, 5 cm thick.
The physical and mechanical properties of the initial bitumen presented in Table 1 and of the materials are shown in Table 2.
Table 1 - Physical and mechanical properties of the initial bitumen
Indicator name Unit of measurement 70/100 BHA 70/100 Spec Limits 100/130 BHA 100/130 Spec Limits
1-Depth of needle ST RK
penetration 25°C x0,1 mm 75 71-100 113 101-130 1226 GOST
0°C * > 22 * > 30 33136
2 - Softening ST RK 1227 GOST 33142
temperature in the ring and ball °C 45.6 > 45 39.5 > 43
3- Ductility at
temperature: cm
25°C, 96.3 > 75 108 > 90 ST RK
0°C * >3,8 * >4 1374
GOST
33138
ST RK
4- Flash point °C 246 > 230 237 > 230 1804 " 230 GOST 33141
5- Fraas temperature brittleness °C -16 < -20 -20.5 ST RK 1229 < -22 1229 " 22 GOST 33143
Table 2 - The characteristics of the materials
Porous Asphalt Binder Course Wearing Course
Specifications Min. Max. Min. Max Min. Max. Test Standard
Compaction, number of blows each end of specimen 75 75 75 TS EN 12697-30
Marshall Stability kg 600 - 750 - 900 - TS EN 12697-34
Flow, 0.25 mm (0.01 in.) 2 5 2 4 2 4 TS EN 12697-34
Percent Air Voids % 4 6 4 6 3 5 TS EN 12697-8
Percent Voids Filled With Asphalt (VFA) % 55 75 60 75 65 75 TS EN 12697-8
Percent Voids in Mineral Aggregate (VMA) % 12 14.5 13 15 14 16 TS EN 12697-8
Filler/Bitumen - - - 1.4 - 1.5
Content of Bitumen (By weight, to 100) 3.0 5.5 3.5 6.5 4.0 7.0 TS EN 12697-1
Compressed Bituminous Mixtures
Resistance Against 80 80 80 AASHTO T 283
Distortion, Indirect
Tensile Strength %_
Wheel
tracking (30.000rpm - - 8 TS EN 12697-22 at 60 °C) max. %_
3. Results and Discussion
Laboratory tests of modified bitumen according to ST RK 2534-2014 [14] are presented in Table 3 [13].
The most promising is the way to improve bitumens by polymer additives. When changing the structural and mechanical properties of used bitumens focus on the indicators of high polymers capable of maintaining the ultimate deformability at low negative temperatures, while not losing strength when heated and not softening.
Table 3 - Laboratory tests of modified bitumen
Indicator name Unit of measure PMB 58-28 Test Method 35/50 50/70 70/100 100/130 130/150 Test Method
ment I II I II
1- Depth of needle penetration, at a 0,1 mm 90-150 TS EN 1426 35-50 51-70 71-100 101-130 131-150 ST RK 1226 GOST 33136
temperature
25°C
Y- °C >45 TS EN >65 >62 >60 >58 > > >52 ST RK
Softening 1427 55 52 1227
temperature GOST
in the ring 33142
and ball
3- The force
ductility method
4- The elastic
recovery of modified bitumen
5- Flash °C > 220 TS EN > 240 > 235 > > > > 220 ST RK point ISO 2592 230 230 230 220 1804
GOST
_33141
6- g/cm3 1,0-1,1 TS EN - ----- - -
Measureme 15326
nt of density and specific
gravity_
7-Dynamic °C > 58 TS EN - - - - - - - -Shear 14770
Rheometer,
(DSR) (G*/sin5,1.1 0 kPa)
8-
Determinati on of storage stability
8.1- °C < 5 TS EN
Softening 1427
temperature in the ring
and ball_
8.2- Depth 0.1 mm < 13 TS EN of needle 1426
penetration,
at a temperature 25°C
4. Conclusions
The hot polymer asphalt mixture is laid and compacted like a standard mix by conventional pavers and smooth rollers. rollers. It is recommended, if possible, that asphalt is laid across the entire width of the roadway by tracked pavers with automatic level and slope control systems. There should be no cracks or breaks in the surface of the asphalt pavement after the paver is completed. Cracks, tears, continuity defects, and other imperfections should be visible on the surface of the asphalt pavement. Detected defects can be corrected manually before the layer is compacted by adding and flattening hot mix in these areas. But the stickiness of PAS mixtures is significantly higher than conventional mixtures for dense asphalt concrete according to standards.
J > 0,5 TS EN 13589
% > 80 TS EN > 60 > 60 > 60 > > > > 60 ST RK 13398 60 60 60 1374
GOST 33138
TS EN < 2 < 2 < 2 ST < 2 < 2 < 2 GOST
13399 RK EN
121 13399 1
To obtain an even surface of the layer, it is necessary to ensure the continuity of hot polymer asphalt mixture laying is necessary to obtain a smooth surface of the layer. The recommended paving speed is at least 2-3 m/min and depends on the delivery of the asphalt mix to the pavers. For short interruptions in the delivery of the mixture, it is not recommended that it be completely discharged from the paver's hopper. The hopper should always be at least 25% full. In the case of a forced stop of the paver for 15-20 minutes, the remaining mixture from the hopper should be moved to the heated auger chamber, since hot polymer asphalt mixture mixes harden faster when cooled than standard asphalt mixtures harden faster than standard asphalt mixtures.
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Information about authors:
Zhanar Kusbergenova - Master Student, Department of Civil Engineering, L.N. Gumilyov Eurasian National University, Nur-Sultan, Kazakhstan, Email: [email protected] Aizhan Zhankina - PhD Student, Department of Civil Engineering, L.N. Gumilyov Eurasian National University, Nur-Sultan, Kazakhstan, Email: [email protected]
