For other uses, see Asphalt (disambiguation). Note: The terms bitumen and asphalt are mostly interchangeable, Asphalt Driveway Construction in Parkmore except where asphalt is used as a shorthand for asphalt concrete. Natural bitumen from the Dead Sea Refined asphalt The University of Queensland pitch drop experiment, demonstrating the viscosity of asphalt
Asphalt (/ˈæsˌfɔːlt, -ˌfɑːlt/), also known as bitumen (UK English: /ˈbɪtʃəmən, ˈbɪtjʊmən/, US English: /bɪˈt(j)uːmən, baɪˈt(j)uːmən/) is a sticky, black, and highly viscous liquid or semi-solid form of petroleum. It may be found in natural deposits or may be a refined product, and is classed as a pitch. Before the 20th century, the term asphaltum was also used.
The primary use (70%) of asphalt Asphalt Company Names is in road construction, where it is used as the glue or binder mixed with aggregate particles to create asphalt concrete. Its other main uses are for bituminous waterproofing products, including production of roofing felt and for sealing flat roofs.
The terms “asphalt” and “bitumen” are often used interchangeably to mean both natural and manufactured forms of the substance. In American English, “asphalt” (or “asphalt cement”) is commonly used for a refined residue from the distillation process of selected crude oils. Outside the United States, the product is often called “bitumen”, and geologists worldwide often prefer the term for the naturally occurring variety. Common colloquial usage often refers to various forms of asphalt as “tar”, as in the name of the La Brea Tar Pits.
Naturally occurring asphalt is sometimes specified by the term “crude bitumen”. Asphalt Driveway Construction Its viscosity is similar to that of cold molasses while the material obtained from the fractional distillation of crude oil boiling at 525 °C (977 °F) is sometimes referred to as “refined bitumen”. The Canadian province of Alberta has most of the world’s reserves of natural asphalt in the Athabasca oil sands, which cover 142,000 square kilometres (55,000 sq mi), an area larger than England.
The word “asphalt” is derived from the late Middle English, in turn from French asphalte, based on Late Latin asphalton, asphaltum, which is the latinisation of the Greek ἄσφαλτος (ásphaltos, ásphalton), a word meaning “asphalt/bitumen/pitch” which perhaps derives from ἀ-, “without” and σφάλλω (sfallō), “make fall”. Asphalt Grinding Companies the first use of asphalt by the ancients was in the nature of a cement for securing or joining together various objects, and it thus seems likely that the name itself was expressive of this application. Specifically, Herodotus mentioned that bitumen was brought to Babylon to build its gigantic fortification wall. From the Greek, the word passed into late Latin, and thence into French (asphalte) and English (“asphaltum” and “asphalt”). In French, the term asphalte is used for naturally occurring asphalt-soaked limestone deposits, and for specialised manufactured products with fewer voids or greater bitumen content than the “asphaltic concrete” used to pave roads.
The expression “bitumen” originated in the Sanskrit words jatu, meaning “pitch”, and jatu-krit, meaning “pitch creating” or “pitch producing” (referring to coniferous or resinous trees). The Latin equivalent is claimed by some to be originally gwitu-men (pertaining to pitch), and by others, pixtumens (exuding or bubbling pitch), which was subsequently shortened to bitumen, thence passing via French into English. From the same root is derived the Anglo-Saxon word cwidu (mastix), the German word Kitt (cement or mastic) and the old Norse word kvada.
In British English, “bitumen” is used instead of “asphalt”. The word “asphalt” is instead used to refer to asphalt concrete, a mixture of construction aggregate and asphalt itself (also called “tarmac” in common parlance). Bitumen mixed with clay was usually called “asphaltum”, but the term is less commonly used today.
In Australian English, “bitumen” is often used as the generic term for road surfaces.
In American English, “asphalt” is equivalent to the British “bitumen”. However, “asphalt” is also commonly used as a shortened form of “asphalt concrete” (therefore equivalent to the British “asphalt” or “tarmac”).
In Canadian English, the word “bitumen” is used to refer to the vast Canadian deposits of extremely heavy crude oil, while “asphalt” is used for the oil refinery product. Diluted bitumen (diluted with naphtha to make it flow in pipelines) is known as “dilbit” in the Canadian petroleum industry, while bitumen “upgraded” to synthetic crude oil is known as “syncrude”, and syncrude blended with bitumen is called “synbit”.
“Bitumen” is still the preferred geological term for naturally occurring deposits of the solid or semi-solid form of petroleum. “Bituminous rock” is a form of sandstone impregnated with bitumen. The tar sands of Alberta, Canada are a similar material.
Neither of the terms “asphalt” or “bitumen” should be confused with tar or coal tars.[further explanation needed]
See also: Asphaltene
The components of asphalt include four main classes of compounds:
The naphthene aromatics and polar aromatics are typically the majority components. Most natural bitumens also contain organosulfur compounds, resulting in an overall sulfur content of up to 4%. Nickel and vanadium are found at <10 parts per million, as is typical of some petroleum.
The substance is soluble in carbon disulfide. It is commonly modelled as a colloid, with asphaltenes as the dispersed phase and maltenes as the continuous phase. “It is almost impossible to separate and identify all the different molecules of asphalt, because the number of molecules with different chemical structure is extremely large”.
Asphalt may be confused with coal tar, which is a visually similar black, thermoplastic material produced by the destructive distillation of coal. During the early and mid-20th century, when town gas was produced, coal tar was a readily available byproduct and extensively used as the binder for road aggregates. The addition of coal tar to macadam roads led to the word “tarmac”, which is now used in common parlance to refer to road-making materials. However, since the 1970s, when natural gas succeeded town gas, asphalt has completely overtaken the use of coal tar in these applications. Other examples of this confusion include the La Brea Tar Pits and the Canadian oil sands, both of which actually contain natural bitumen rather than tar. “Pitch” is another term sometimes informally used at times to refer to asphalt, as in Pitch Lake.
Bituminous outcrop of the Puy de la Poix, Clermont-Ferrand, France
The majority of asphalt used commercially is obtained from petroleum. Nonetheless, large amounts of asphalt occur in concentrated form in nature. Naturally occurring deposits of bitumen are formed from the remains of ancient, microscopic algae (diatoms) and other once-living things. These remains were deposited in the mud on the bottom of the ocean or lake where the organisms lived. Under the heat (above 50 °C) and pressure of burial deep in the earth, the remains were transformed into materials such as bitumen, kerogen, or petroleum.
Natural deposits of bitumen include lakes such as the Pitch Lake in Trinidad and Tobago and Lake Bermudez in Venezuela. Natural seeps occur in the La Brea Tar Pits and in the Dead Sea.
Bitumen also occurs in unconsolidated sandstones known as “oil sands” in Alberta, Canada, and the similar “tar sands” in Utah, US. The Canadian province of Alberta has most of the world’s reserves, in three huge deposits covering 142,000 square kilometres (55,000 sq mi), an area larger than England or New York state. These bituminous sands contain 166 billion barrels (26.4×10^9 m3) of commercially established oil reserves, giving Canada the third largest oil reserves in the world. Although historically it was used without refining to pave roads, nearly all of the output is now used as raw material for oil refineries in Canada and the United States.
The world’s largest deposit of natural bitumen, known as the Athabasca oil sands, is located in the McMurray Formation of Northern Alberta. This formation is from the early Cretaceous, and is composed of numerous lenses of oil-bearing sand with up to 20% oil. Isotopic studies show the oil deposits to be about 110 million years old. Two smaller but still very large formations occur in the Peace River oil sands and the Cold Lake oil sands, to the west and southeast of the Athabasca oil sands, respectively. Of the Alberta deposits, only parts of the Athabasca oil sands are shallow enough to be suitable for surface mining. The other 80% has to be produced by oil wells using enhanced oil recovery techniques like steam-assisted gravity drainage.
Much smaller heavy oil or bitumen deposits also occur in the Uinta Basin in Utah, US. The Tar Sand Triangle deposit, for example, is roughly 6% bitumen.
Bitumen may occur in hydrothermal veins. An example of this is within the Uinta Basin of Utah, in the US, where there is a swarm of laterally and vertically extensive veins composed of a solid hydrocarbon termed Gilsonite. These veins formed by the polymerization and solidification of hydrocarbons that were mobilized from the deeper oil shales of the Green River Formation during burial and diagenesis.
Bitumen is similar to the organic matter in carbonaceous meteorites. However, detailed studies have shown these materials to be distinct. The vast Alberta bitumen resources are considered to have started out as living material from marine plants and animals, mainly algae, that died millions of years ago when an ancient ocean covered Alberta. They were covered by mud, buried deeply over time, and gently cooked into oil by geothermal heat at a temperature of 50 to 150 °C (120 to 300 °F). Due to pressure from the rising of the Rocky Mountains in southwestern Alberta, 80 to 55 million years ago, the oil was driven northeast hundreds of kilometres and trapped into underground sand deposits left behind by ancient river beds and ocean beaches, thus forming the oil sands.
The use of natural bitumen for waterproofing, and as an adhesive dates at least to the fifth millennium BC, with a crop storage basket discovered in Mehrgarh, of the Indus Valley Civilization, lined with it. By the 3rd millennia BC refined rock asphalt was in use, in the region, and was used to waterproof the Great Bath, Mohenjo-daro.
In the ancient Middle East, the Sumerians used natural bitumen deposits for mortar between bricks and stones, to cement parts of carvings, such as eyes, into place, for ship caulking, and for waterproofing. The Greek historian Herodotus said hot bitumen was used as mortar in the walls of Babylon.
The 1 kilometre (0.62 mi) long Euphrates Tunnel beneath the river Euphrates at Babylon in the time of Queen Semiramis (ca. 800 BC) was reportedly constructed of burnt bricks covered with bitumen as a waterproofing agent.
Bitumen was used by ancient Egyptians to embalm mummies. The Persian word for asphalt is moom, which is related to the English word mummy. The Egyptians’ primary source of bitumen was the Dead Sea, which the Romans knew as Palus Asphaltites (Asphalt Lake).
Approximately 40 AD, Dioscorides described the Dead Sea material as Judaicum bitumen, and noted other places in the region where it could be found. The Sidon bitumen is thought to refer to material found at Hasbeya. Pliny refers also to bitumen being found in Epirus. It was a valuable strategic resource, the object of the first known battle for a hydrocarbon deposit—between the Seleucids and the Nabateans in 312 BC.
In the ancient Far East, natural bitumen was slowly boiled to get rid of the higher fractions, leaving a thermoplastic material of higher molecular weight that when layered on objects became quite hard upon cooling. This was used to cover objects that needed waterproofing, such as scabbards and other items. Statuettes of household deities were also cast with this type of material in Japan, and probably also in China.
In North America, archaeological recovery has indicated bitumen was sometimes used to adhere stone projectile points to wooden shafts. In Canada, aboriginal people used bitumen seeping out of the banks of the Athabasca and other rivers to waterproof birch bark canoes, and also heated it in smudge pots to ward off mosquitoes in the summer.
In 1553, Pierre Belon described in his work Observations that pissasphalto, a mixture of pitch and bitumen, was used in the Republic of Ragusa (now Dubrovnik, Croatia) for tarring of ships.
An 1838 edition of Mechanics Magazine cites an early use of asphalt in France. A pamphlet dated 1621, by “a certain Monsieur d’Eyrinys, states that he had discovered the existence (of asphaltum) in large quantities in the vicinity of Neufchatel”, and that he proposed to use it in a variety of ways – “principally in the construction of air-proof granaries, and in protecting, by means of the arches, the water-courses in the city of Paris from the intrusion of dirt and filth”, which at that time made the water unusable. “He expatiates also on the excellence of this material for forming level and durable terraces” in palaces, “the notion of forming such terraces in the streets not one likely to cross the brain of a Parisian of that generation”.
But the substance was generally neglected in France until the revolution of 1830. In the 1830s there was a surge of interest, and asphalt became widely used “for pavements, flat roofs, and the lining of cisterns, and in England, some use of it had been made of it for similar purposes”. Its rise in Europe was “a sudden phenomenon”, after natural deposits were found “in France at Osbann (Bas-Rhin), the Parc (Ain) and the Puy-de-la-Poix (Puy-de-Dôme)”, although it could also be made artificially. One of the earliest uses in France was the laying of about 24,000 square yards of Seyssel asphalt at the Place de la Concorde in 1835.
Among the earlier uses of bitumen in the United Kingdom was for etching. William Salmon’s Polygraphice (1673) provides a recipe for varnish used in etching, consisting of three ounces of virgin wax, two ounces of mastic, and one ounce of asphaltum. By the fifth edition in 1685, he had included more asphaltum recipes from other sources.
The first British patent for the use of asphalt was “Cassell’s patent asphalte or bitumen” in 1834. Then on 25 November 1837, Richard Tappin Claridge patented the use of Seyssel asphalt (patent #7849), for use in asphalte pavement, having seen it employed in France and Belgium when visiting with Frederick Walter Simms, who worked with him on the introduction of asphalt to Britain. Dr T. Lamb Phipson writes that his father, Samuel Ryland Phipson, a friend of Claridge, was also “instrumental in introducing the asphalte pavement (in 1836)”. Indeed, mastic pavements had been previously employed at Vauxhall by a competitor of Claridge, but without success.
Claridge obtained a patent in Scotland on 27 March 1838, and obtained a patent in Ireland on 23 April 1838. In 1851, extensions for the 1837 patent and for both 1838 patents were sought by the trustees of a company previously formed by Claridge. Claridge’s Patent Asphalte Company—formed in 1838 for the purpose of introducing to Britain “Asphalte in its natural state from the mine at Pyrimont Seysell in France”,—”laid one of the first asphalt pavements in Whitehall”. Trials were made of the pavement in 1838 on the footway in Whitehall, the stable at Knightsbridge Barracks,”and subsequently on the space at the bottom of the steps leading from Waterloo Place to St. James Park”. “The formation in 1838 of Claridge’s Patent Asphalte Company (with a distinguished list of aristocratic patrons, and Marc and Isambard Brunel as, respectively, a trustee and consulting engineer), gave an enormous impetus to the development of a British asphalt industry”. “By the end of 1838, at least two other companies, Robinson’s and the Bastenne company, were in production”, with asphalt being laid as paving at Brighton, Herne Bay, Canterbury, Kensington, the Strand, and a large floor area in Bunhill-row, while meantime Claridge’s Whitehall paving “continue(d) in good order”.
Asphalt Driveway Construction in Parkmore ?Asphalt batch mix plant A machine laying asphalt concrete, fed from a dump truck
Asphalt concrete (commonly called asphalt, blacktop, or pavement in North America, and tarmac or bitumen macadam or rolled asphalt in the United Kingdom and the Republic of Ireland) is a composite material commonly used to surface roads, parking lots, airports, as well as the core of embankment dams. It consists of mineral aggregate bound together with asphalt, laid in layers, and compacted. The process was refined and enhanced by Belgian inventor and U.S. immigrant Edward de Smedt.
The terms asphalt (or asphaltic) concrete, bituminous asphalt concrete, and bituminous mixture are typically used only in engineering and construction documents, which define concrete as any composite material composed of mineral aggregate adhered with a binder. The abbreviation, AC, is sometimes used for asphalt concrete but can also denote asphalt content or asphalt cement, referring to the liquid asphalt portion of the composite material.As shown in this cross-section, many older roadways are smoothed by applying a thin layer of asphalt concrete to the existing portland cement concrete, creating a composite pavement.
Mixing of asphalt and aggregate is accomplished in one of several ways:Hot-mix asphalt concrete (commonly abbreviated as HMA) This is produced by heating the asphalt binder to decrease its viscosity, and drying the aggregate to remove moisture from it prior to mixing. Mixing is generally performed with the aggregate at about 300 °F (roughly 150 °C) for virgin asphalt and 330 °F (166 °C) for polymer modified asphalt, and the asphalt cement at 200 °F (95 °C). Paving and compaction must be performed while the asphalt is sufficiently hot. In many countries paving is restricted to summer months because in winter the compacted base will cool the asphalt too much before it is able to be packed to the required density. HMA is the form of asphalt concrete most commonly used on high traffic pavements such as those on major highways, racetracks and airfields. It is also used as an environmental liner for landfills, reservoirs, and fish hatchery ponds. Asphaltic concrete laying machine in operation in Laredo, Texas Warm-mix asphalt concrete (commonly abbreviated as WMA) This is produced by adding either zeolites, waxes, asphalt emulsions, or sometimes even water to the asphalt binder prior to mixing. This allows significantly lower mixing and laying temperatures and results in lower consumption of fossil fuels, thus releasing less carbon dioxide, aerosols and vapors. Not only are working conditions improved, but the lower laying-temperature also leads to more rapid availability of the surface for use, which is important for construction sites with critical time schedules. The usage of these additives in hot mixed asphalt (above) may afford easier compaction and allow cold weather paving or longer hauls. Use of warm mix is rapidly expanding. A survey of US asphalt producers found that nearly 25% of asphalt produced in 2012 was warm mix, a 416% increase since 2009. Cold-mix asphalt concrete This is produced by emulsifying the asphalt in water with (essentially) soap prior to mixing with the aggregate. While in its emulsified state the asphalt is less viscous and the mixture is easy to work and compact. The emulsion will break after enough water evaporates and the cold mix will, ideally, take on the properties of an HMA pavement. Cold mix is commonly used as a patching material and on lesser trafficked service roads. Cut-back asphalt concrete Is a form of cold mix asphalt produced by dissolving the binder in kerosene or another lighter fraction of petroleum prior to mixing with the aggregate. While in its dissolved state the asphalt is less viscous and the mix is easy to work and compact. After the mix is laid down the lighter fraction evaporates. Because of concerns with pollution from the volatile organic compounds in the lighter fraction, cut-back asphalt has been largely replaced by asphalt emulsion. Mastic asphalt concrete, or sheet asphalt This is produced by heating hard grade blown bitumen (i.e., partly oxidised) in a green cooker (mixer) until it has become a viscous liquid after which the aggregate mix is then added. The bitumen aggregate mixture is cooked (matured) for around 6–8 hours and once it is ready the mastic asphalt mixer is transported to the work site where experienced layers empty the mixer and either machine or hand lay the mastic asphalt contents on to the road. Mastic asphalt concrete is generally laid to a thickness of around 3⁄4–1 3⁄16 inches (20–30 mm) for footpath and road applications and around 3⁄8 of an inch (10 mm) for flooring or roof applications. High-modulus asphalt concrete, sometimes referred to by the French-language acronym EMÉ (enrobé à module élevé) This uses a very hard bituminous (penetration 10/20), sometimes modified, in proportions close to 6% on the weight of the aggregates, and a proportion of mineral powder also high, between 8–10%, to create an asphalt concrete layer with a high modulus of elasticity, of the order of 13000 MPa, as well as very high fatigue strengths. High-modulus asphalt layers are used both in reinforcement operations and in the construction of new reinforcements for medium and heavy traffic. In base layers, they tend to exhibit a greater capacity of absorbing tensions and, in general, better fatigue resistance.
In addition to the asphalt and aggregate, additives, such as polymers, and antistripping agents may be added to improve the properties of the final product.
Asphalt concrete pavements—especially those at airfields—are sometimes called tarmac for historical reasons, although they do not contain tar and are not constructed using the macadam process.
A variety of specialty asphalt concrete mixtures have been developed to meet specific needs, such as stone-matrix asphalt, which is designed to ensure a very strong wearing surface, or porous asphalt pavements, which are permeable and allow water to drain through the pavement for controlling stormwater.An airport taxiway, one of the uses of asphalt concrete
Different types of asphalt concrete have different performance characteristics in terms of surface durability, tire wear, braking efficiency and roadway noise. In principle, the determination of appropriate asphalt performance characteristics must take into account the volume of traffic in each vehicle category, and the performance requirements of the friction course. Asphalt concrete generates less roadway noise than a Portland cement concrete surface, and is typically less noisy than chip seal surfaces.
Because tire noise is generated through the conversion of kinetic energy to sound waves, more noise is produced as the speed of a vehicle increases. The notion that highway design might take into account acoustical engineering considerations, including the selection of the type of surface paving, arose in the early 1970s. With regard to structural performance, the asphalt behaviour depends on a variety of factors including the material, loading and environmental condition. Furthermore, the performance of pavement varies over time. Therefore, the long-term behaviour of asphalt pavement is different from its short-term performance. The LTPP is a research program by the FHWA, which is specifically focusing on long-term pavement behaviour.Asphalt damaged by frost heaves
Asphalt deterioration can include crocodile cracking, potholes, upheaval, raveling, bleeding, rutting, shoving, stripping, and grade depressions. In cold climates, frost heaves can crack asphalt even in one winter. Filling the cracks with bitumen is a temporary fix, but only proper compaction and drainage can slow this process.
Factors that cause asphalt concrete to deteriorate over time mostly fall into one of three categories: construction quality, environmental considerations, and traffic loads. Often, damage results from combinations of factors in all three categories.
Construction quality is critical to pavement performance. This includes the construction of utility trenches and appurtenances that are placed in the pavement after construction. Lack of compaction in the surface of the asphalt, especially on the longitudinal joint can reduce the life of a pavement by 30 to 40%. Service trenches in pavements after construction have been said to reduce the life of the pavement by 50%, mainly due to the lack of compaction in the trench, and also because of water intrusion through improperly sealed joints.
Environmental factors include heat and cold, the presence of water in the subbase or subgrade soil underlying the pavement, and frost heaves.
High temperatures soften the asphalt binder, allowing heavy tire loads to deform the pavement into ruts. Paradoxically, high heat and strong sunlight also cause the asphalt to oxidize, becoming stiffer and less resilient, leading to crack formation. Cold temperatures can cause cracks as the asphalt contracts. Cold asphalt is also less resilient and more vulnerable to cracking.
Water trapped under the pavement softens the subbase and subgrade, making the road more vulnerable to traffic loads. Water under the road freezes and expands in cold weather, causing and enlarging cracks. In spring thaw, the ground thaws from the top down, so water is trapped between the pavement above and the still-frozen soil underneath. This layer of saturated soil provides little support for the road above, leading to the formation of potholes. This is more of a problem for silty or clay soils than sandy or gravelly soils. Some jurisdictions pass frost laws to reduce the allowable weight of trucks during the spring thaw season and protect their roads.
The damage a vehicle causes is proportional to the axle load raised to the fourth power, so doubling the weight an axle carries actually causes 16 times as much damage. Wheels cause the road to flex slightly, resulting in fatigue cracking, which often leads to crocodile cracking. Vehicle speed also plays a role. Slowly moving vehicles stress the road over a longer period of time, increasing ruts, cracking, and corrugations in the asphalt pavement.
Other causes of damage include heat damage from vehicle fires, or solvent action from chemical spills.
The life of a road can be prolonged through good design, construction and maintenance practices. During design, engineers measure the traffic on a road, paying special attention to the number and types of trucks. They also evaluate the subsoil to see how much load it can withstand. The pavement and subbase thicknesses are designed to withstand the wheel loads. Sometimes, geogrids are used to reinforce the subbase and further strengthen the roads. Drainage, including ditches, storm drains and underdrains are used to remove water from the roadbed, preventing it from weakening the subbase and subsoil.
Good maintenance practices center on keeping water out of the pavement, subbase and subsoil. Maintaining and cleaning ditches and storm drains will extend the life of the road at low cost. Sealing small cracks with bituminous crack sealer prevents water from enlarging cracks through frost weathering, or percolating down to the subbase and softening it.
For somewhat more distressed roads, a chip seal or similar surface treatment may be applied. As the number, width and length of cracks increases, more intensive repairs are needed. In order of generally increasing expense, these include thin asphalt overlays, multicourse overlays, grinding off the top course and overlaying, in-place recycling, or full-depth reconstruction of the roadway.
It is far less expensive to keep a road in good condition than it is to repair it once it has deteriorated. This is why some agencies place the priority on preventive maintenance of roads in good condition, rather than reconstructing roads in poor condition. Poor roads are upgraded as resources and budget allow. In terms of lifetime cost and long term pavement conditions, this will result in better system performance. Agencies that concentrate on restoring their bad roads often find that by the time they've repaired them all, the roads that were in good condition have deteriorated.
Some agencies use a pavement management system to help prioritize maintenance and repairs.A small-scale asphalt recycler
Asphalt concrete is 100% recyclable and is the most widely reused construction material in the world. Very little asphalt concrete — less than 1 percent, according to a 2011 survey by the Federal Highway Administration and the National Asphalt Pavement Association — is actually disposed of in landfills.
There is asphalt recycling on a large scale (known as in-place asphalt recycling or asphalt recycling performed at a hot mix plant) and asphalt recycling on a smaller scale. For small scale asphalt recycling, the user separates asphalt material into three different categories:Blacktop cookies Chunks of virgin uncompacted hot mix asphalt which can be used for pothole repair. The use of blacktop cookies has been investigated as a less expensive, less labor-intensive, more durable alternative to repairing potholes with cold patch. In a program in Pittsfield, Massachusetts, workers purchased new hot mix asphalt and spread it liberally on the ground to produce approximately 25 lb. wafers. Once cooled, the wafers could be stored until reheated in a hotbox to make minor road repairs. Blacktop cookies may also be produced from leftover material from paving jobs. Reclaimed asphalt pavement (RAP) Chunks of asphalt that have been removed from a road, parking lot or driveway are considered RAP. These chunks of asphalt typically are ripped up when making a routine asphalt repair, man hole repair, catch basin repair or sewer main repair. Because the asphalt has been compacted, RAP is a denser asphalt material and typically takes longer to recycle than blacktop cookies. Asphalt millings Small pieces of asphalt produced by mechanically grinding asphalt surfaces are referred to as asphalt millings. Large millings that have a rich, black tint indicating a high asphalt cement content are best for asphalt recycling purposes. Surface millings are recommended over full depth millings when choosing asphalt millings to recycle. Full depth millings usually contain sub-base contaminants such as gravel, mud and sand. These sub base contaminants will leach oil away from original asphalt and dry out the material in the recycling process. Asphalt milled from asphalt is better than asphalt milled from concrete. When milling asphalt from concrete the dust that is created is not compatible with asphalt products because it is not asphalt.
Small scale asphalt recycling will usually involve high speed on-site asphalt recycling equipment or overnight soft heat asphalt recycling.
Small scale asphalt recycling is used when wanting to make smaller road repairs vs. large scale asphalt recycling which is done for making new asphalt or for tearing up old asphalt and simultaneously recycling / replacing existing asphalt. Recycled asphalt is very effective for pothole and utility cut repairs. The recycled asphalt will generally last as long or longer than the road around it as new asphalt cement has been added back to the material.
For larger scale asphalt recycling, several in-place recycling techniques have been developed to rejuvenate oxidized binders and remove cracking, although the recycled material is generally not very water-tight or smooth and should be overlaid with a new layer of asphalt concrete. Cold in-place recycling mills off the top layers of asphalt concrete and mixes the resulting loose millings with asphalt emulsion. The mixture is then placed back down on the roadway and compacted. The water in the emulsion is allowed to evaporate for a week or so, and new hot-mix asphalt is laid on top.
Asphalt concrete that is removed from a pavement is usually stockpiled for later use as aggregate for new hot mix asphalt at an asphalt plant. This reclaimed material, or RAP, is crushed to a consistent gradation and added to the HMA mixing process. Sometimes waste materials, such as asphalt roofing shingles, crushed glass, or rubber from old tires, are added to asphalt concrete as is the case with rubberized asphalt, but there is a concern that the hybrid material may not be recyclable.
Asphalt concreteMacadam country road[dubious – discuss]
Macadam is a type of road construction, pioneered by Scottish engineer John Loudon McAdam around 1820, in which single-sized crushed stone layers of small angular stones are placed in shallow lifts and compacted thoroughly. A binding layer of stone dust (crushed stone from the original material) may form; it may also, after rolling, be covered with a binder to keep dust and stones together. The method simplified what had been considered state of the art at that point.
Pierre-Marie-Jérôme Trésaguet is sometimes considered the first person to bring post-Roman science to road building. A Frenchman from an engineering family, he worked paving roads in Paris from 1757 to 1764. As chief engineer of road construction of Limoges, he had opportunity to develop a better and cheaper method of road construction. In 1775, Tresaguet became engineer-general and presented his answer for road improvement in France, which soon became standard practice there.
Trésaguet had recommended a roadway consisting of three layers of stones laid on a crowned subgrade with side ditches for drainage. The first two layers consisted of angular hand-broken aggregate, maximum size 3 inches (7.6 cm), to a depth of about 8 inches (20 cm). The third layer was about 2 inches (5 cm) thick with a maximum aggregate size of 1 inch (2.5 cm). This top level surface permitted a smoother shape and protected the larger stones in the road structure from iron wheels and horse hooves. To keep the running surface level with the countryside, this road was put in a trench, which created drainage problems. These problems were addressed by changes that included digging deep side ditches, making the surface as solid as possible, and constructing the road with a difference in elevation (height) between the two edges, that difference being referred to interchangeably as the road's camber or cross slope.Laying Telford paving in Aspinwall, Pennsylvania, 1908
Thomas Telford, born in Dumfriesshire Scotland, was a surveyor and engineer who applied Tresaguet's road building theories. In 1801 Telford worked for the British Commission of Highlands Roads and Bridges. He became director of the Holyhead Road Commission between 1815 and 1830. Telford extended Tresaguet's theories, but emphasized high-quality stone. He recognized that some of the road problems of the French could be avoided by using cubical stone blocks.
Telford used roughly 12 in × 10 in × 6 in (30 cm × 25 cm × 15 cm) partially shaped paving stones (pitchers), with a slight flat face on the bottom surface. He turned the other faces more vertically than Tresaguet's method. The longest edge was arranged crossways to the traffic direction, and the joints were broken in the method of conventional brickwork, but with the smallest faces of the pitcher forming the upper and lower surfaces.
Broken stone was wedged into the spaces between the tapered perpendicular faces to provide the layer with good lateral control. Telford kept the natural formation level and used masons to camber the upper surface of the blocks. He placed a 6-inch (15 cm) layer of stone no bigger than 6 cm (2.4 in) on top of the rock foundation. To finish the road surface he covered the stones with a mixture of gravel and broken stone. This structure came to be known as "Telford pitching." Telford's road depended on a resistant structure to prevent water from collecting and corroding the strength of the pavement. Telford raised the pavement structure above ground level whenever possible.
Where the structure could not be raised, Telford drained the area surrounding the roadside. Previous road builders in Britain ignored drainage problems and Telford's rediscovery of these principles was a major contribution to road construction. Though notably of around the same time, John Metcalf was a strong advocate that drainage was in fact an important factor to road construction, and astonished colleagues by building dry roads through marshland. He accomplished this by installing a layer of brushwood and heather.John Loudon McAdam (1756–1836)
John Loudon McAdam was born in Ayr, Scotland, in 1756. In 1787, he became a trustee of the Ayrshire Turnpike in the Scottish Lowlands and during the next seven years this hobby became an obsession. He moved to Bristol, England, in 1802 and became a Commissioner for Paving in 1806. On 15 January 1816, he was elected Surveyor-General of roads for the Turnpike Trust and was now responsible for 149 miles of road. He then put his ideas about road construction into practice, the first 'macadamised' stretch of road being Marsh Road at Ashton Gate, Bristol. He also began to actively propagate his ideas in two booklets called Remarks (or Observations) on the Present System of Roadmaking, (which ran nine editions between 1816 and 1827) and A Practical Essay on the Scientific Repair and Preservation of Public Roads, published in 1819.Photograph of macadam road, ca 1850s, Nicolaus, California
McAdam's method was simpler, yet more effective at protecting roadways: he discovered that massive foundations of rock upon rock were unnecessary, and asserted that native soil alone would support the road and traffic upon it, as long as it was covered by a road crust that would protect the soil underneath from water and wear.
Unlike Telford and other road builders of the time, McAdam laid his roads as level as possible. His 30-foot-wide (9.1 m) road required only a rise of 3 inches (7.6 cm) from the edges to the centre. Cambering and elevation of the road above the water table enabled rain water to run off into ditches on either side.
Size of stones was central to the McAdam's road building theory. The lower 20-centimetre (7.9 in) road thickness was restricted to stones no larger than 7.5 centimetres (3.0 in). The upper 5-centimetre (2.0 in) layer of stones was limited to 2 centimetres (0.79 in) size and stones were checked by supervisors who carried scales. A workman could check the stone size himself by seeing if the stone would fit into his mouth. The importance of the 2 cm stone size was that the stones needed to be much smaller than the 10 cm width of the iron carriage tyres that travelled on the road.
McAdam believed that the "proper method" of breaking stones for utility and rapidity was accomplished by people sitting down and using small hammers, breaking the stones so that none of them was larger than six ounces in weight. He also wrote that the quality of the road would depend on how carefully the stones were spread on the surface over a sizeable space, one shovelful at a time.
McAdam directed that no substance that would absorb water and affect the road by frost should be incorporated into the road. Neither was anything to be laid on the clean stone to bind the road. The action of the road traffic would cause the broken stone to combine with its own angles, merging into a level, solid surface that would withstand weather or traffic.
Through his road-building experience, McAdam had learned that a layer of broken angular stones would act as a solid mass and would not require the large stone layer previously used to build roads. Keeping the surface stones smaller than the tyre width made a good running surface for traffic. The small surface stones also provided low stress on the road, so long as it could be kept reasonably dry.Construction of the first macadamized road in the United States (1823). In the foreground, workers are breaking stones "so as not to exceed 6 ounces [170 g] in weight or to pass a two-inch [5 cm] ring".
The first macadam road built in the United States was constructed between Hagerstown and Boonsboro, Maryland and was named at the time Boonsborough Turnpike Road. This was the last section of unimproved road between Baltimore on the Chesapeake Bay to Wheeling on the Ohio River. Stagecoaches traveling the Hagerstown to Boonsboro road in the winter took 5 to 7 hours to cover the 10-mile (16 km) stretch. This road was completed in 1823, using McAdam's road techniques, except that the finished road was compacted with a cast-iron roller instead of relying on road traffic for compaction. The second American road built using McAdam principles was the Cumberland Road which was 73 miles (117 km) long and was completed in 1830 after five years of work.
McAdam's renown is due to his effective and economical construction, which was a great improvement over the methods used by his generation. He emphasized that roads could be constructed for any kind of traffic, and he helped to alleviate the resentment travelers felt toward increasing traffic on the roads. His legacy lies in his advocacy of effective road maintenance and management. He advocated a central road authority and the trained professional official, who could be paid a salary that would keep him from corruption. This professional could give his entire time to his duties and be held responsible for his actions.
McAdam's road building technology was applied to roads by other engineers. One of these engineers was Richard Edgeworth, who filled the gaps between the surface stones with a mixture of stone dust and water, providing a smoother surface for the increased traffic using the roads. This basic method of construction is sometimes known as water-bound macadam. Although this method required a great deal of manual labour, it resulted in a strong and free-draining pavement. Roads constructed in this manner were described as "macadamized."New macadam road construction at McRoberts, Kentucky: pouring tar. 1926
With the advent of motor vehicles, dust became a serious problem on macadam roads. The area of low air pressure created under fast-moving vehicles sucked dust from the road surface, creating dust clouds and a gradual unraveling of the road material. This problem was approached by spraying tar on the surface to create tar-bound macadam. On March 13, 1902 in Monaco, a Swiss doctor, Ernest Guglielminetti, came upon the idea of using tar from Monaco's gasworks for binding the dust. Later a mixture of coal tar and ironworks slag, patented by Edgar Purnell Hooley as tarmac, was introduced.
A more durable road surface (modern mixed asphalt pavement) sometimes referred to in the US as blacktop, was introduced in the 1920s. This pavement method mixed the aggregates into the asphalt with the binding material before they were laid. The macadam surface method laid the stone and sand aggregates on the road and then sprayed it with the binding material. While macadam roads have now been resurfaced in most developed countries, some are preserved along stretches of roads such as the United States' National Road.
Because of the historic use of macadam as a road surface, roads in some parts of the United States (as parts of Pennsylvania) are often referred to as macadam, even though they might be made of asphalt or concrete. Similarly, the term "tarmac" is sometimes colloquially misapplied to asphalt roads or aircraft runways.