Academic literature on the topic 'Bitumen Coating'

Emulsified bitumen is an aqueous mixture of bitumen and can be used in insulation and coating applications. In this study, used automotive oil was utilized as a component in bitumen emulsion formulation. Five formulations of bitumen emulsion comprising different ratios of neat bitumen and recycled automotive oil were formulated, namely EMB01–EMB05. The formulation utilized 1 g of abietic acid (C20H30O2) as an emulsifier. The formulated bitumen was characterized for penetration, softening point, differential scanning calorimetry, viscosity, and oscillatory test, and the results were compared to commercial bitumen emulsion (ATLAS bitumen emulsion). The results show that EMB05 has softer consistency, high viscosity, temperature susceptibility, higher thermal stability, and an adaptable viscoelastic range compared to other formulations that provide suitable properties for coating and insulation of wall waterproof material.

This article focuses on the frequently discussed topic how to make the frontal joints of bitumen sheets with coarse-grained surface coating. Bitumen sheets have a spill in the place of these joints. Insufficient strength of the frontal joint is one of the possible faults in waterproofing using bitumen sheets. The paper compares different ways of performing these joints in terms of force stress based on surface treatment. Surface treatment is possible by immersing the sprinkle, scraping it into the bitumen sheet mass, or simply heating the surface and leaving it unpainted.

A corrosion control test was conducted on alloy steel, using polymeric coatings (polyurethane, bitumen (medium airing), and high-density polyethylene) in dilute HCl solutions of pH values 4, 7, and 12, respectively for acid, neutral and alkaline solutions at ambient temperature. In the study, Eighty-four coupons of alloy steel were used. The coupons were mechanized, ground, polished, etched with natal, and weighed using a digital weighing balance (Beva 206B). The mass of each coupon was recorded according to the tag number on them. Twenty-one of the coupons were coated with polyurethane, 21 coated with medium curing bitumen (MC), and 21 coated with high-density polyethylene, while 21 were left uncoated. Seven polyurethane-coated samples, bitumen coating, and uncoated coupons were suspended in dilute HCl solutions of pH values 4, 7, and 12. Every week, one sample is taken from each of the solutions, the coatings and the corrosion products were removed, and the coupons were etched with natal. Then the coupons were reweighed, and their masses were recorded in accordance with their tag number. The weight loss per unit area of the coupons, corrosion rate, and percentage corrosion inhibition efficiencies of the coatings was calculated over seven weeks. The results obtained were tabulated and represented graphically. From the results obtained, it is seen that the corrosion inhibition efficiency of polyurethane coatings is higher compared with bitumen and polyethylene. It is also seen from the graphs that the corrosion rate of the coupons is higher in acid, a little bit lower in alkaline, and much lower in neutral solution. It is also observed that the corrosion rates fall with time as the inhibition efficiency also falls with time.

Black organic coatings and ritual deposits on ancient Egyptian coffins and cartonnage cases are important and understudied sources of evidence about the rituals of funerary practice. Sometimes, the coatings were applied extensively over the surface of the coffin, resembling paint; in other cases, they were poured over the mummy case or wrapped body, presumably as part of a funerary ritual. For this study, multiple samples of black coatings and ritual liquids were taken from 20 Egyptian funerary items dating to a specific time period (c. 943 to 716 BC). Multiple sampling from each object enabled several comparisons to be made: the variability of the black coating within one application, the variability between two applications on one object, and the variability from object to object. All samples were analyzed for lipids using gas chromatography–mass spectrometry (GC-MS), and 51 samples from across the 20 items were further analyzed for the presence of bitumen using solid phase separation followed by selected ion monitoring GC-MS. The majority of the black substances were found to comprise a complex mixture of organic materials, including bitumen from the Dead Sea, conifer resin, and Pistacia resin, providing evidence for a continuation in international trade between Egypt and the eastern Mediterranean after the Late Bronze Age. Both the coating and the anointing liquid are very similar to mummification balms, pointing to parallels with Egyptian embalming rituals and raising questions about the practical aspects of Egyptian funerary practice.

Guided modes admissible in elastic hollow pipes are derived to establish their dispersion and attenuation characteristics in the presence of multi-layered viscoelastic coatings. Longitudinal waves propagating in the axial direction in response to displacement continuity boundary conditions signifying perfect interfacial bonds are evaluated against a baseline uncoated tubing. Viscoelastic bitumen and epoxy are coating materials applied to improve pipeline reliability. The impact of viscoelastic coating layers on wave dispersion and attenuation are investigated by incorporating complex material properties in the characteristic equation. The real and complex roots of the corresponding characteristic equation are determined, allowing the phase velocity and attenuation dispersion to be depicted as functions of the propagation frequency. The effects of varying attenuation parameter and coating thickness are also examined. Viscoelastic protective materials are found to have a substantial impact on the propagation and attenuation of longitudinal waveguide modes.

The article considers the effectiveness of using bitumen emulsion in technologies for dedusting sections of the Vilyui A-331 federal highway. The sections allocated for the work have transitional coatings of sand and gravel (crushed stone), crushed stone sand and gravel mixtures. Their wear degree is up to 100% and they belong to dust-forming and highly dusting ones. The average traffic intensity on Vilyui A-331 highway is 937 units per day. The efficiency of technologies for dedusting coatings of transitional type has been evaluated and the prospects of using cationic bitumen emulsions for these purposes have been shown.

Despite applications of foamed bitumen technology in pavement construction in various places around the world, there are still several aspects about this technology that are not clear. In addition, knowledge on foamed bitumen technology is mainly empirical and lacks scientific basis. This study addresses some of the aspects for foamed bitumen technology such as: Investigation of any effects in binder composition during the production process for foamed bitumen; assessment of the effect of bitumen source on foamed bitumen characteristics; development of a rational method to optimise foamed bitumen characteristics and conditions; evaluation of aggregate particle coating within foamed bitumen mixes; further improvements in the mix design procedure specifically the method of compaction and optimum bitumen content determination stages are suggested.  Fourier transform infrared spectroscopy techniques were used to investigate any changes in bitumen composition after the production process of foamed bitumen. Fourier transform infrared tests were done on foamed bitumen and neat bitumen specimens for two bitumens with similar penetration grades. Foamed bitumen characteristics of three bitumens were established by producing foamed bitumen at temperatures of 150ºC up to 180ºC and foamant water contents of 1, 2, 3, 4 and 5%. From the analysis of variation of foamed bitumen characteristics (maximum expansion ratio and half-life) at different temperatures a new method based on the equi-viscous bitumen temperature to optimize foamed bitumen conditions and characteristics was proposed. Rice density and surface energy concepts were used to evaluate aggregate particle coating with foamed bitumen. A granite aggregate divided into three different size fractions and three sets of foamed bitumen produced from three bitumen penetration grades were used. A gyratory laboratory compaction procedure for laterite gravels treated with foamed bitumen was established using the modified locking concept. Three laterite gravels with different chemical composition were mixed with foamed bitumen produced from one penetration bitumen grade. The resulting mixes were compacted up to 200 gyrations and the corresponding compaction curve defined in terms of height versus number of gyrations noted. In addition, the optimum moisture content requirements at the modified locking point were determined. 3D packing theory concepts, primary aggregate structure porosity and an indirect tensile strength criteria were employed to determine optimum bitumen content for foamed bitumen mixes.  Fourier infrared techniques revealed that foaming did not cause any changes in the bitumen chemistry, implying that the foamed bitumen production process may possibly be a physical process. Characterisation of foamed bitumen produced from three bitumen penetration grades showed that foamed bitumen characteristics (maximum expansion ratio and half-life) were mainly influenced by binder viscosity rather than the source. The equi-viscous temperature seemed to provide a suitable criterion at which foamed bitumen with optimum characteristics could be produced. Rice density results showed that aggregate size fraction, binder expansion ratio and viscosity influenced aggregate particle coating. For the coarser aggregate fraction, results revealed that binder coating seemed to be mainly influenced by temperature. Whilst for fine aggregate fraction the coating was mainly influenced by surface area. Surface energy results revealed that foamed bitumen exhibited better coating attributes than neat bitumen. A new laboratory compaction procedure for laterite gravels treated with foamed bitumen based on the modified locking point was developed. The modified locking point represents the state at which maximum aggregate particle interlock occurs when mixes are compacted in the field. It is based on the iii analysis of the rate of change for the gyratory compaction curve. The compaction curve in this case is defined in terms of compaction height versus number of gyrations. Gradation analysis beyond the modified locking point showed that aggregate particle breakdown occurred. Analysis of the optimum moisture at the modified locking point revealed that the moisture conditions were less than the aggregate optimum moisture conditions. It is recommended that this point be used to determine the optimal compaction characteristics of foamed bitumen mixes.  Aggregate structure porosity and an indirect tensile strength criteria can be used to determine the bitumen content that could be used in design of foamed bitumen mixes. This would reduce the amount of resources required since the bitumen content could be estimated prior to carrying out the actual laboratory work given that the aggregate grading is known. The aggregate structure can be divided (based on 3D packing theory) into oversize, primary, and secondary structures. The primary structure is mostly responsible for carrying loads whilst the secondary structure fills the voids within the primary structure and provides support to the primary structure. The aggregate size particles constituting the primary structure are deduced as a function of standard sieve sizes using the packing theory concepts. The minimum sieve size for the primary structure is proposed as 1 mm. The oversize structure consists of aggregate particles whose size is greater than the maximum size for the primary structure. The secondary structure consists of aggregate particles whose size is below the minimum size for the primary structure. The primary aggregate structure porosity can be used to establish the starting bitumen content; the bitumen content at which this porosity is 50% is chosen as the initial bitumen content. Indirect tensile strength values corresponding to 50% primary porosity are determined as well as the bitumen contents and compared against the recommended minimum values.

QC 20161012

Although foamed bitumen has been widely applied in pavement construction some of its aspects are still not yet understood. In this study, some of these aspects including: effects of the foaming process on binder chemistry, characterization of foamed bitumen and development of a rational method to optimize foam characteristics, evaluation of aggregate particle coating within foamed bitumen treated materials, and development of a gyratory compaction procedure for laterite gravels treated with foamed bitumen were addressed. The effects of the foaming process on bitumen chemistry were investigated using Fourier transform infrared spectroscopy techniques. Also, foam characteristics of three binders were established and a rational method to optimize foam characteristics proposed. Aggregate particle coating with foamed bitumen was studied using the concepts of surface energy and Rice density. In addition a gyratory laboratory compaction procedure for laterite gravels treated with foamed bitumen was established using the modified locking concept. Infrared techniques have shown that foaming does not cause any changes in the binder chemistry, suggesting that foaming may be a physical process. Further, foam characteristics are greatly influenced by binder viscosity. Also, the equiviscous temperature seems to produce foam with optimum foam characteristics. Rice density results showed that aggregate size fraction, binder expansion ratio and viscosity influenced aggregate particle coating. Surface energy results revealed that foamed bitumen exhibited better coating attributes than neat bitumen. A new compaction procedure for laterite gravels treated with foamed bitumen based on the modified locking point was developed.
QC 20110427

Within the confines of this study, numerical simulations of time dependent variation of downdrag forces on the diaphragm walls are analyzed for a generic soil site, where consolidation is not completed. As part of the first generic scenario, consolidation of a clayey site due to the application of the embankment is assessed. Then two sets of diaphragm walls, with and without bitumen coating, are analyzed. For comparison purposes, conventional analytical calculation methods (i.e., rigid-plastic and elastic-plastic soil models) are also used, the results of which, establish a good basis of comparison with finite-element based simulation results. Additionaly, the same generic cases are also analyzed during the stages of excavation, when diaphragm walls are laterally loaded. As the concluding remark, on the basis of time dependent stress and displacement responses of bitumen coated and uncoated diaphragm walls, it was observed that negative skin friction is a rather complex time-dependent soil-structure and loading interaction problem. This problem needs to be assessed through methods capable of modeling the complex nature of the interaction. Current analytical methods may significantly over-estimate the amount of negative skin friction applied on the system, hence they are judged to be over-conservative. However, if negative skin friction is accompanied by partial unloading as expected in diaphragm walls or piles used for deep excavations, then they may be subject to adverse combinations of axial load and moment, which may produce critical combinations expressed in interaction diagrams. Neglecting the axial force and moment interaction may produce unconservative results.

Although in recent years, big progress has been made in the field of recovering waste tires, they still represent an unwanted waste and their production is constantly increasing. We can use waste tires as a raw material for a new product. In our study, multiple liquid products were produced by pyrolysis of waste tires. After extensive testing of their properties, we selected the most suitable pyrolytic product for the purpose of rejuvenation. Rejuvenators are designed to soften the old, brittle and stiff aged bitumen in reclaimed asphalt. Bitumen with its viscoelastic characteristics is the most important component of asphalt and dictates its behaviour. Commonly bitumen, after adding rejuvenator, becomes less viscous, more ductile and its coating properties are restored. By using a pyrolytic rejuvenator, the proportion of reclaimed asphalt added to the asphalt mixture was increased. The reuse of reclaimed asphalt and waste tires means a reduction in waste material and is therefore important for the preservation of the environment and sustainable development.

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.

Propagating waves physically admissible in a tubular section are derived to establish their dispersion characteristics in response to the presence of multi-layered viscoelastic coatings. Shear and longitudinal waves along the circumferential direction were investigated. To characterize the hollow cylinder with coating layers, wave dispersion and attenuation are studied using the “global matrix” technique. Since each layer is considered to be perfectly bonded to each other, displacement and strain continuity are imposed as the interfacial boundary conditions. Viscoelastic coating materials such as bitumen and epoxy serve to improve pipeline reliability, but they also dampen and dissipate wave energy. The viscoelastic materials are studied as well. By replacing the real material constants with complex material constants in the characteristic equation, the impact of the viscoelastic coatings on wave dispersion is established. Bisection method is followed to find the real and complex roots of the three characteristic equations derived. Roots thus obtained are manipulated to allow the phase velocity and attenuation dispersion to be plotted against frequency. The dispersion of phase velocity and wave attenuation for coated pipes are evaluated against a baseline model which is the bare, uncoated tubing to establish the propagation characteristics of the guided shear and longitudinal waves in the presence of multiple coating layers.

Propagating waves physically admissible in a tubular section are derived to establish their dispersion characteristics in response to the presence of multi-layered viscoelastic coatings. Longitudinal waves that propagate in the axial direction are studied. To characterize the hollow cylinder with coating layers, wave dispersion and attenuation are studied using the “global matrix” technique. Since each layer is considered to be perfectly bonded to each other, displacement and strain continuity are imposed as the interfacial boundary conditions. Viscoelastic coating materials such as bitumen and epoxy serve to improve pipeline reliability, but they also dampen and dissipate wave energy. The viscoelastic materials are studied as well. By replacing the real material constants with complex material constants in the characteristic equation, the impact of the viscoelastic coatings on wave dispersion is established. Bisection method is followed to find the real and complex roots of the three characteristic equations derived. Roots thus obtained are manipulated to allow the phase velocity and attenuation dispersion to be plotted against frequency. The dispersion of phase velocity and wave attenuation for coated pipes are evaluated against a baseline model which is the bare, uncoated tubing to establish the propagation characteristics of the guided shear and longitudinal waves in the presence of multiple coating layers. The effects of increasing attenuation parameter and coating thickness are also investigated.

Cold bituminous mix (CBM), which is a mixture of bitumen emulsion and aggregate that is mixed together at ambient temperature, has several advantages like energy savings, easiness in preparation, environmental benefits, and high production at low investment. But there are certain limitations of CBMs like inferior mechanical properties, high air voids, weak early life strength, long curing time and poor coating that hinder its extensive usage. The possibility of improving mechanical performance of CBMs by the addition of coir fibre is attempted in this study. The objectives of the study are to assess the improvement in performance of CBM due to addition of coir fibre and to identify the optimum length and optimum content of coir fibre for CBMs. Three coir fibre contents and three coir fibre lengths were used in this study. Performance evaluation of CBM modified with coir fibre was done through Retained Marshall Stability (RMS) test and Hamburg wheel tracking test. Coir fibre was added to the aggregates and mixed before the addition of pre-wetting water and emulsion, to achieve uniform distribution and to avoid balling of coir fibres. When coir fibre was added to the mix, Marshall Stability increased up to a certain level of coir fibre content depending on fibre length. Highest Marshall Stability value was obtained at 0.2% content (by weight of total mix) of coir fibre of 15 mm length. Resistance to moisture damage was assessed by RMS test. It was observed that the addition of coir fibre improved the RMS value. From the Hamburg wheel tracking test, it was observed that the addition of coir fibre improved rut resistance. For all fibre lengths, CBM with 0.2 % coir content showed the highest rut resistance, with 10 mm fibre length showed the best performance. Hence, coir fibre is recommended as a feasible additive for mechanical performance improvement of CBMs.