Conselho Nacional de Desenvolvimento Científico e Tecnológico / The given work presents the development and usage of a device (DEC Device for Extraction and Collection) capable of generate and collect fumes produced by the heating of asphalt cement samples. The DEC was elaborated aiming its employment on laboratory bench. The heating of the asphalt binder in a closed system generates the fumes. This process occurs under controlled temperature and non-oxidizing atmosphere with hot argon gas as carrier. The fumes are then extracted from small portions of asphalt binder. The developed system was applied on the generation and collection of asphalt binder fumes commercially available in Brazil. The levels of some polycyclic aromatic hydrocarbons (PAH) for the collected fumes were determined. According to the World Health Organization, these compounds must be monitored, regarding their carcinogenic potential. The DEC can operate over a wide temperature range that covers all usual asphalt application temperatures, without any significant losses of the components and without risk of ignition, due to the inert atmosphere. Besides, the present device may operate using different solvents for extraction or even no solvents, through the heating of the sample in question. In addition, the effect of the asphalt cement mass temperature on the PAH levels was discussed in this work. The DEC allows the fume collection either straight from the liquid phase (absorbent solutions) or in solid phase (adsorbent solids). The analysis of the collected fumes using the DEC reported 14 out of the 16 PAH considered high priority by the EPA (Environmental Protection Agency). / O presente trabalho trata da construção e utilização de um dispositivo (DEC-Dispositivo de Extracão e Coleta) capaz de gerar e coletar fumos produzidos pelo aquecimento de amostras de cimento asfáltico. O DEC foi desenvolvido para utilização em bancada de laboratório, e a geração dos fumos se da através do aquecimento do ligante asfáltico em sistema fechado, com temperatura controlada em atmosfera não oxidante utilizando-se para isso argônio aquecido como gás de arraste. As extrações dos fumos são feitas a partir de pequenas massas de ligante asfáltico. O sistema desenvolvido foi aplicado na geração e coleta de fumos de ligantes asfálticos comercializados no Brasil. Os fumos coletados foram analisados quanto aos teores de alguns hidrocarbonetos policíclicos aromáticos (HPA) cujo monitoramento é recomendado pela Organização Mundial da Saúde devido ao seu potencial carcinogênico. O DEC pode ser operado numa ampla faixa de temperaturas que cobre todas as temperaturas usuais de aplicação de asfalto, sem perdas significativas dos analitos e sem risco de ignição em virtude da atmosfera inerte presente. O dispositivo pode operar com diferentes solventes em contato com a massa de cimento asfáltico, e também sem a presença destes solventes, pelo aquecimento direto da amostra. A influencia do efeito da temperatura da massa de cimento asfáltico sobre o teor de HPA observado, foi discutido neste trabalho. O DEC permite a coleta dos fumos tanto diretamente em fase liquida (soluções absorventes) quanto em fase solida (adsorventes sólidos). Na análise dos fumos coletados no DEC foram encontrados 14 dos 16 HPA considerados prioritários pela EPA (Environmental Protection agency).

Submitted by Viviane Lima da Cunha (viviane@biblioteca.ufpb.br) on 2017-07-18T12:00:27Z No. of bitstreams: 1 arquivototal.pdf: 3670112 bytes, checksum: d762a13cb07012ebb6bb3db0a6e3d4d6 (MD5) / Made available in DSpace on 2017-07-18T12:00:27Z (GMT). No. of bitstreams: 1 arquivototal.pdf: 3670112 bytes, checksum: d762a13cb07012ebb6bb3db0a6e3d4d6 (MD5) Previous issue date: 2016-09-30 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior - CAPES / The accumulated water on pavement surfaces is one of the factors responsible for the occurrence of traffic accidents, as it reduces the tire-pavement interface friction. The use of porous asphalt mixtures can increase road safety because it increases the adherence between a vehicle's tires and the pavement, especially in a wet highway, owing to its high drainage capacity. Accordingly, this research had the purpose of analyzing the use of polyethylene terephthalate (PET) waste as an alternative of additives to porous asphalt mixtures. The work method consisted of materials characterization, determination of the optimum binder content, production of three kinds of asphalt mixtures (conventional, with the addition of PET, and with polymer asphalt) and the performance of draindown tests, moisture susceptibility, resilient modulus, flow number, fatigue test, permeability to the asphalt mixtures, in their respective optimum binder contents. The PET was added to the mixtures by a dry process in the proportions of: 0; 0,33; 0,5; 0,75 e 1% regarding to the weight of the aggregates. The asphalt mixtures with polymer asphalt were taken as reference. Considering the mixtures design, additions of 0,75% PET up carried out the lowest optimum binder content. Besides that, the addition of PET contributed for a binder draindown inhibition and improved the mixtures performance regarding to moisture susceptibility. The PET additivated mixtures presented an increasing in the resilient modulus and a tendency of a longer fatigue life at low tension levels and high number of load applications. However, the mixtures are susceptible to rutting, even though presenting stiffening. Concerning to permeability, the execution of only one test became inconclusive. Although, it was verified that PET can present viability of being used as additive porous asphalt mixtures. / A água acumulada sobre a superfície do pavimento é uma das responsáveis pela ocorrência de acidentes em rodovias, por reduzir o atrito na interface pneu-pavimento. A adoção de misturas asfálticas porosas pode aumentar a segurança viária, pois seu uso favorece a aderência entre os pneus dos veículos e o pavimento, especialmente em pista molhada, tendo em vista a sua alta capacidade de drenagem. Diante disso, esta pesquisa objetivou analisar o uso de resíduos de politereftalato de etileno (PET) como aditivo para misturas asfálticas porosas. O método de trabalho consistiu na realização de ensaios de caracterização dos materiais utilizados, determinação do teor de projeto de ligante asfáltico, confecção de três tipos de misturas asfálticas (convencional, com adição de PET e com asfalto polímero) e realização de ensaios de escorrimento, dano por umidade induzida, módulo de resiliência, deformação permanente, vida de fadiga e permeabilidade para as misturas asfálticas, em seus respectivos teores de projeto de ligante asfáltico. A adição de PET nas misturas foi realizada via processo seco nas proporções 0,00; 0,33; 0,50; 0,75 e 1,00% em relação ao peso dos agregados. As misturas asfálticas com asfalto modificado por polímero foram tomadas como referência, tendo em vista a preferência do uso desse tipo de ligante em misturas porosas. Em termos de dosagem, adições de PET em até 0,75% resultaram na redução do teor de projeto de ligante asfáltico. Além disso, o PET contribuiu para a inibição do escorrimento do ligante e favoreceu o desempenho das misturas em relação ao dano por umidade induzida. As misturas aditivadas com PET apresentaram um aumento no módulo de resiliência e uma tendência de maior vida de fadiga para baixos níveis de tensões e elevadas repetições de carga. Porém, mostraram-se suscetíveis à deformação permanente, mesmo tendo apresentado um maior enrijecimento. Quanto a permeabilidade, é necessário a realização de mais ensaios de modo a garantir uma melhor confiabilidade nos resultados. De todo modo, pôde-se verificar que o PET pode apresentar viabilidade de ser utilizado como aditivos em misturas asfálticas porosas.

Made available in DSpace on 2015-04-11T13:47:50Z (GMT). No. of bitstreams: 1 TAYANA_CUNHA.pdf: 3246935 bytes, checksum: 4bfd4e26cc31d0040eded3e0c0d04580 (MD5) Previous issue date: 2011-02-14 / Coordenação de Aperfeiçoamento de Pessoal de Nível Superior / The study in question has researched the chemical and rheological properties of pure asphalt binder in Manaus (CAP 50/70-REMAN), and when modified with agents: synthetic polymer - a styrene-butadiene copolymer (SBS), natural fiber of fruits rind of Couepia edulis (Prance) (FCC) and antioxidant additive - fat Virola surinamensis - ucuúba (GU), aiming to bring benefits to the asphalt used in the region, as from the oxidative stress and heat, as well as a better performance of asphalt mixtures used in the process champion. Were determinate the properties of degradation and stabilization by thermal analysis - Termogravimetira (TG) and Differential Scanning Calorimetry (DSC), rheology, through Rheometer Dynamic Shear (Shear Rheometer Dynamical - DSR) under the parameters established in the specifications SUPERPAVE the aging process by thermoxidized (RTFOT) beyond the traditional characterization advocated by the National Petroleum Agency - ANP. The addition of modifying agents affected the physical, chemical and rheological properties, the main results: reduction in penetration rate, increase in softening point, good thermal stability and miscibility with the CAP, a significant increase in G* at low frequencies and decrease in tan δ, and the elevation of viscosity for the modified binders, but less pronounced by the presence of additive (GU). / comercializado em Manaus (CAP 50/70-REMAN), e quando modificado com os agentes: polímero sintético - copolímero de estireno e butadieno (SBS), fibra natural oriunda da casca da castanha de cutia (FCC) - Couepia edulis (Prance) e com aditivo antioxidante - gordura de Virola surinamensis ucuúba (GU), visando trazer benefícios ao asfalto utilizado na região, quanto ao efeito oxidativo e térmico, bem como quanto a um melhor desempenho das misturas asfálticas empregadas nas vias manauaras. Foram determinadas as propriedades de degradação e estabilização, pela análise térmica Termogravimetira (TG) e Calorimetria Exploratória Diferencial (DSC), o comportamento reológico, por meio do Reômetro de Cisalhamento dinâmico (Dynamical Shear Rheometer - DSR) segundo os parâmetros estabelecidos nas especificações SUPERPAVE, o envelhecimento pelo processo termoxidativo (RTFOT) além da caracterização tradicional preconizada pela Agência Nacional de Petróleo ANP. A adição de agentes modificadores afetou as propriedades físicas, químicas e reológicas, tendo como principais resultados: redução nos índice de penetração, aumento no ponto de amolecimento, boa estabilidade térmica e miscibilidade com o CAP, aumento significativo no G* em baixas freqüências e diminuição na tan δ, além da elevação da viscosidade para os ligantes modificados, porém menos pronunciada pela presença de aditivo (GU).

The aim of this diploma thesis is theoretical knowledge of the problems rich bottom layer and practical part of comparison of three asphalt mixtures for base layers using common road bitumen and modified rubber granulate. Selected functional laboratory tests (low temperature, fatigue resistance, bulk density) and stiffnes modules are performed on these mixtures and the results are compared to each other.

The subject of this Ing. thesis is asphalt mixture with increasing RAP (Reclaimed Asphalt Pavement). The theoretical part defines the terms of recycling and RAP and types of recycling. The practical part is devoted to the production and testing of asphalt mixtures with different volume RAP. The proposed asphalt mixture is asphalt concrete for base layer ACP22 +. Content of RAP in mixtures is 0%, 30%, 50% and 70%. As a special additive to soften the asphalt from RAP is used ingredient STORFLUX. For each mixture are established modulus stiffness of asphalt mixture and determined fatigue characteristics of asphalt mixture. The identified properties are compared for the different representation of RAP.

Roads are assets to the society and an integral component in the development of a nation’s infrastructure. To build and maintain roads; considerable amounts of materials are required which consume quite an amount of electrical and thermal energy for production, processing and laying. The resources (materials and the sources of energy) should be utilized efficiently to avoid wastes and higher costs in terms of the currency and the environment. In order to enable quantification of the potential environmental impacts due to the construction, maintenance and disposal of roads, an open life cycle assessment (LCA) framework for asphalt pavements was developed. Emphasis was given on the calculation and allocation of energy used for the binder and the additives. Asphalt mixtures properties can be enhanced against rutting and cracking by modifying the binder with additives. Even though the immediate benefits of using additives such as polymers and waxes to modify the binder properties are rather well documented, the effects of such modification over the lifetime of a road are seldom considered. A method for calculating energy allocation in additives was suggested. The different choices regarding both the framework design and the case specific system boundaries were done in cooperation with the asphalt industry and the construction companies in order to increase the relevance and the quality of the assessment. Case-studies were performed to demonstrate the use of the LCA framework. The suggested LCA framework was demonstrated in a limited case study (A) of a typical Swedish asphalt pavement. Sensitivity analyses were also done to show the effect and the importance of the transport distances and the use of efficiently produced electricity mix. It was concluded that the asphalt production and materials transportation were the two most energy consuming processes that also emit the most GreenHouse Gases (GHG’s). The GHG’s, however, are largely depending on the fuel type and the electricity mix. It was also concluded that when progressing from LCA to its corresponding life cycle cost (LCC) the feedstock energy of the binder becomes highly relevant as the cost of the binder will be reflected in its alternative value as fuel. LCA studies can help to develop the long term perspective, linking performance to minimizing the overall energy consumption, use of resources and emissions. To demonstrate this, the newly developed open LCA framework was used for an unmodified and polymer modified asphalt pavement (Case study B). It was shown how polymer modification for improved performance affects the energy consumption and emissions during the life cycle of a road. From the case study (C) it was concluded that using bitumen with self-healing capacity can lead to a significant reduction in the GHG emissions and the energy usage.  Furthermore, it was concluded that better understanding of the binder would lead to better optimized pavement design and thereby to reduced energy consumption and emissions. Production energy limits for the wax and polymer were determined which can assist the additives manufacturers to modify their production procedures and help road authorities in setting ‘green’ limits to get a real benefit from the additives over the lifetime of a road. / <p>QC 20120926</p>

Recently, Sustainable engineering has become a necessity due to the limited availability of virgin materials, environmental concerns, and the lack of economic resources. According to the United Nations, "Sustainable engineering is the process of using resources in a way that does not compromise the environment or deplete the materials for future generations." However, developing cost-efficient and long-term road infrastructure has always been a challenge. Therefore, novel solutions are required to extend the pavement life cycle and minimize raw materials utilization to overcome this challenge. This research focuses on integrating the waste material to produce rheological engineered asphalt mixtures as pavement material. This study utilized three wastes, which are Off-spec fly ash (OFA), Reclaimed Asphalt Pavement (RAP), and finally, a bio-oil extracted from Spent Coffee Ground (SCG). OFA is a viable source for recycling due to the quantities produced yearly and deposited in landfills. For many years fly ash has been effectively used as a partial replacement for Portland cement in producing different types of concrete, embankments, and soil stabilization. Most of the underutilized fly ash is Off-Spec. That was the motive behind adopting the OFA in this study. This study aims to investigate the fly ash's interaction with the asphalt binder as an additive rather than a filler. Few studies evaluated this hypothesis regarding fly ash as an additive. Moreover, this research's novelty comes as there is a lack of research evaluating the fly ash-asphalt physio-chemical interaction. RAP utilization in roads infrastructure became a current state of practice. Most state Departments of Transportation (DOTs) have been using RAP at a composition average of about 20% of the mix by mass. This study focuses on maximizing the utilization of the RAP content through using a bio-oil extracted from the SCG as a new promising rejuvenator. Spent coffee ground is not well recycled, and almost six million tons are sent to landfills every year. This waste was found to release methane into the atmosphere; methane is the second-most abundant greenhouse gas and has a global warming potential up to 86 times greater than CO2, which is highly harmful to the environment. In this study, the overreaching goal is to develop a green, innovative, and sustainable approach by recycling three different types of wastes (OFA, RAP, and SCGO) to achieve high-performance asphalt pavements. In addition, this study documents the science-based approach to successfully integrating these wastes as substitutes to the asphalt binder. Results show that some OFAs are associated with improved rheological performance, damage healing, and cracking resistance as an asphalt binder additive. The improvement is attributed to the level of interaction between the binder and the physical and chemical characteristics of the OFA. The use of rejuvenators further improved the aging resistance of the ash blends, suggesting high potential synergy, especially the proposed SCGO rejuvenator, which promotes utilizing it as a promising eco-friendly rejuvenator in the asphalt pavement industry. After engineering a product built by OFA and rejuvenators, these results have been validated by mixtures’ scale testing. 62% optimum RAP content is suggested to be utilized with an 11% dosage of the proposed SCGO rejuvenator as binder replacement. For the new engineered OFA/rejuvenators products, a 30% optimum RAP content is suggested to be used. Finally, Life Cycle Assessment (LCA) is conducted to evaluate the environmental potential of utilizing multi recycled materials in the Hot Mix Asphalt (HMA) industry. The results show a reduction in environmental impacts with RAP utilization and the new eco-friendly products (OFA and SCGO rejuvenator). Shifting HMA plant fuel to natural gas instead of Heavy Fuel Oil (HFO) offers considerable potential environmental benefits. Adopting the Ultrasonic Assisted-oil Extraction (UAE) as SCGO rejuvenator extraction method showed less energy and solvent consumption than the Soxhlet extraction, resulting in less environmental impacts. / Civil Engineering

No description available.

The aim of the diploma thesis is to verify and compare the properties of bituminous stone mastic asphalt, namely SMA 11S with modified PMB 45 / 80-55 asphalt binder or 50/70 road bitumen binder with rubber granulate. Comparison of properties is performed using functional tests. The thesis is divided into the theoretical and practical part. The theoretical part deals with the familiarization with the use of the SMA mixture, the selected concepts concerning recycling of non-leveled roads are described and described. Attention is paid especially to the recycling of roads in the Czech Republic with an emphasis on hot recycling on the incinerator, which allows increased dosing of Reclaimed Asphalt into asphalt mixtures. In the practical part, the results of the functional tests of the SMA 11S mixture, which have been taken from the test section, are processed and evaluated.

The subject of the thesis is to describe the effect of fluxing additives on the behaviour of asphalt binders. Emphasis will be placed on changes in rheological properties of asphalt binders at intermediate temperatures, stability during aging and influence of fluxing agents on their low-temperature properties. Theoretical part will deal with the principle of asphalt binders aging and it will summarize knowledge about fluxing additives. Further, empirical and functional tests will be described in order to evaluate asphalt binders. In the practical part, all laboratory tests will be evaluated and the effects of two different fluxing additives will be compared.