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ASPHALT

ASPHALT

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Among its main characteristics, it stands out that it is a non-volatile material at room temperature and atmospheric pressure, it is an excellent waterproofing and adhesive, and it has a relatively stable chemical structure. All these factors, added to its low cost, have positioned it as the material par excellence for road construction (2).

1 History of asphalt

Asphalt, or bitumen, is well known and used since ancient times. The extensive deposits of crude oil in the Middle East have been seeping to the surface in the form of "natural" bitumen for thousands of years. The ancient inhabitants of these parts quickly appreciated the excellent waterproofing, adhesive and preservative properties of the material and quickly made it available to them (2).

The first recorded use was by the Sumerians whose empire existed from around 3500 BC. until about 2000 BC, and they used to use it in ship building (2). Later, the Babylonians used it as a binder in the construction of castles, such as the Tower of Babel. Asphalt was also used by the Egyptians both to mummify corpses and to waterproof reservoirs of water (3).

The Greek word asphaltos it was used during Homeric times to mean stable or solid substance. Later, it was adopted by the Romans who used the material to waterproof their baths, reservoirs and aqueducts (3).

The earliest uses of asphalt as a road construction material date back to around 615 BC. in Babylon, in the reign of King Nabopolassar. It is believed that this character was a skilled exponent of the use of bitumen because there is evidence that he used the product to waterproof the masonry of his palace and as a grout for stone paths. This record is inscribed on a brick, where it is detailed that the paving of the street that linked the palace to the north wall of the city had been made "with asphalt and burnt brick" (4).

2 Obtaining and production

Natural asphalt is extracted from the ground and can be associated with other mineral matter (sand, clay, rocks). The most common way to find natural asphalt is in surface deposits or lakes, mainly in Venezuela (Lake Bermúdez) and in Trinidad and Tobago (Lake La Brea or Trinidad) (1).

Asphalt can also be found naturally in the form of asphaltite or gilsonite (its correct name is uintaite) in deposits that are mainly found in the United States, Cuba and Argentina. Additionally, asphalt can be found naturally, impregnated in concentrations of up to 12%, within limestone or sandstone rocks that are extracted from mines or quarries depending on the deposit (1).

On the other hand, asphalt is obtained artificially from the distillation of petroleum. There are mainly four oil extraction areas in the world: North America, the Caribbean, Russia and the Middle East. According to these zones, the physical and chemical characteristics of the crude vary considerably. Of the 1,500 types of crude produced in the world, only a few are suitable for the production of asphalt.

In refineries, the crude oil is heated to 350 °C and enters distillation towers. Distillation is a physical separation process, based on the difference in boiling points between components in the same liquid mixture. As the boiling points of hydrocarbons increase with their molecular masses, the first vaporization of volatile compounds and then the fractional distillation of the rest of the components becomes possible (5). The lighter fractions (propane, butane, naphtha, kerosene, gas oil) are extracted and the residue, also called "tower bottom", passes to a vacuum distillation tower that separates the asphalt from the other distillates still present in the crude. (6).

3 Conventional asphalt

3 Conventional asphalt

3 Conventional asphalt

The chemical composition of asphalt varies according to the crude oil and its refining process. However, broadly speaking, the content can be separated into two groups called asphaltenes and maltenes, which in turn are subdivided into saturates, aromatics and resins. These four groups are not strictly defined and there is some overlap between them. The structure of asphalt is considered as a colloidal system made up of micelles of high molecular weight asphaltenes dispersed or dissolved in an oily medium (maltenes) of low molecular weight (2).

3.2 Viscoelastic behavior

Viscoelastic materials are those that exhibit elastic and viscous behavior simultaneously (7). Several factors affect the behavior of viscoelastic materials, with temperature being the most critical parameter. The mechanical response of asphalt varies from that of an elastic solid to that of a Newtonian fluid in the temperature range from −20 to 150 °C. In the working temperature range of the pavement, knowing the exact nature of the response is essential, since it has a significant influence on the magnitude of the damage due to permanent deformation and fatigue (8).

The other parameter that has a marked effect on viscoelastic materials is the loading time or loading speed (frequency). Asphalt behaves as an elastic solid at high load speeds, exhibiting high stiffness and eventually brittleness; while it behaves like a viscous liquid in prolonged loading times, presenting high ductility and low rigidity (9).

Figure 7 shows the response of an asphalt sample in the creep test or creep. The stress resulting from the applied load shows an instantaneous elastic response followed by a gradual increase in stress over time until the load is removed. The change in stress over time is caused by the viscous behavior of the material. When the load is removed, the elastic stress recovers instantly and additional recovery occurs over time, known as "delayed elasticity." Ultimately, a permanent residual deformation remains, which is irrecoverable and is caused directly by the viscous behavior (2).

Figure 1. Asphalt response in the creep test. Adapted from The Shell Bitumen Handbook (2)

The modulus of stiffness of asphalt, by analogy with the modulus (E) of elastic solids, is the relationship between stress (σ) and strain (ε). However, the modulus of rigidity of a viscoelastic material depends on the loading time (t) and the temperature (T) (3). Therefore, the modulus of stiffness of asphalt can be determined by Equation 1:

( 1 )

Where:

is the asphalt's modulus of stiffness at a given temperature and with a given load application time (frequency), in Pascals (Pa).

σ is the applied stress or load, in Pa.

is the deformation relative to the original dimensions due to the application of the load, for a given temperature and time (frequency). It is usually measured in percentage (%).

It is difficult to experimentally demarcate a viscoelastic solid from a viscoelastic fluid at a defined temperature, since the precise nature of the response depends on the loading rate (8). For very short load application times, the modulus of rigidity is practically constant and asymptotic towards 3 × 109 Pa, regardless of temperature. In these cases the asphalt behaves as an elastic solid. On the contrary, when the load application time is high or the temperature increases, the stiffness modulus decreases considerably, reflecting the viscous behavior of the asphalt. At the usual pavement service temperatures and under the usual traffic loads, the behavior can be generalized as viscoelastic (2).

The fact that a material exhibits viscoelastic fluid behavior at a given temperature and frequency, and simultaneously that same sample can exhibit viscoelastic solid behavior at the same temperature and at a much higher frequency is known as the principle of time-temperature superposition. and it is a fundamental property of viscoelastic materials. This rule is very useful because it allows us to study the nature of asphalt at frequencies that cannot be experimentally achievable and will be explored in greater depth later.

The fact that a material exhibits viscoelastic fluid behavior at a given temperature and frequency, and simultaneously that same sample can exhibit viscoelastic solid behavior at the same temperature and at a much higher frequency is known as the principle of time-temperature superposition. and it is a fundamental property of viscoelastic materials. This rule is very useful because it allows us to study the nature of asphalt at frequencies that cannot be experimentally achievable and will be explored in greater depth later.

Viscosity is a fundamental characteristic property of asphalt as it determines how it will behave at a specific temperature or range of temperatures. Viscosity is defined as a measure of the resistance to flow (shear or tensile stresses) due to internal friction between molecules (10). In asphalt, viscosity is affected inversely to temperature; the higher the temperature, the lower the viscosity.

In the fundamental way of measuring viscosity, the space between two planes movable relative to each other (straight as in parallel plates or curved as in concentric cylinders) is filled with asphalt. The force that opposes the movement of one of the planes due to the applied shear stress is developed solely due to the presence of the material. This force is proportional to the area and the relative speed of movement from one plane to another and inversely proportional to the distance between the plates. The constant that relates the variables is the viscosity, as shown in equation 2.

( 2 )

Where:

FIn the fundamental way of measuring viscosity, the space between two planes movable relative to each other (straight as in parallel plates or curved as in concentric cylinders) is filled with asphalt. The force that opposes the movement of one of the planes due to the applied shear stress is developed solely due to the presence of the material. This force is proportional to the area and the relative speed of movement from one plane to another and inversely proportional to the distance between the plates. The constant that relates the variables is the viscosity, as shown in equation 2. In the fundamental way of measuring viscosity, the space between two planes movable relative to each other (straight as in parallel plates or curved as in concentric cylinders) is filled with asphalt. The force that opposes the movement of one of the planes due to the applied shear stress is developed solely due to the presence of the material. This force is proportional to the area and the relative speed of movement from one plane to another and inversely proportional to the distance between the plates. The constant that relates the variables is the viscosity, as shown in equation 2.

A is the surface between both planes that contains the fluid, in square meters (m2).

A is the surface between both planes that contains the fluid, in square meters (mA is the surface between both planes that contains the fluid, in square meters (mA is the surface between both planes that contains the fluid, in square meters (m

A is the surface between both planes that contains the fluid, in square meters (mA is the surface between both planes that contains the fluid, in square meters (m

A is the surface between both planes that contains the fluid, in square meters (m

( 3 )

Where:

A is the surface between both planes that contains the fluid, in square meters (m

A is the surface between both planes that contains the fluid, in square meters (m

For viscoelastic materials such as asphalt, the shear modulus is composed of a loss modulus (viscous component, G'') and a storage modulus (elastic component, G'), the relative magnitude of which determines how the material responds to loads. applied. The two components are linked to the complex modulus by the phase angle in a vector sum as shown in Figure 1. Therefore, the different components can be related using equation 4:

Bibliography

  1. A is the surface between both planes that contains the fluid, in square meters (m A is the surface between both planes that contains the fluid, in square meters (m A is the surface between both planes that contains the fluid, in square meters (m
  2. Read, John y Whiteoak, David. Read, John y Whiteoak, David. Read, John y Whiteoak, David.
  3. Nikolaides, Athanassios. Highway Engineering: Pavements, Materials and Control of Quality. EUA : Taylor & Francis Group, 2015.
  4. Read, John y Whiteoak, David. Read, John y Whiteoak, David. Read, John y Whiteoak, David.
  5. Read, John y Whiteoak, David. Read, John y Whiteoak, David. Read, John y Whiteoak, David.
  6. Read, John y Whiteoak, David. Read, John y Whiteoak, David.
  7. Read, John y Whiteoak, David. Read, John y Whiteoak, David. Read, John y Whiteoak, David.
  8. Read, John y Whiteoak, David. Read, John y Whiteoak, David. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering.
  9. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering.
  10. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering.
  11. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering.
  12. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering.
  13. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering. s.l. : INTERNATIONAL JOURNAL OF PAVEMENT ENGINEERING, 2018, International Journal of Pavement Engineering.
BASIC CONCEPTS ON FLEXIBLE FLOORING

BASIC CONCEPTS ON FLEXIBLE FLOORING

Flexible flooring

The pavement is the set of layers of material that provide support and a bearing surface for traffic loads. It must be capable of distributing surface loads during its design period, in such a way that the allowable stresses and deformations are not exceeded, both in the foundation soil and in each of the layers. In addition, the upper layer of the structure must be impermeable to water, non-slip, and resistant to the abrasive action of tires (1). The behavior of a pavement can be defined as the measurable structural or functional capacity throughout its design period. The user public assigns subjective values ​​to it according to its ride quality, safety and appearance (2).

In particular, flexible pavements are called those that in their constituent layers have low or zero values ​​of resistance to flexo-traction. The distribution of the stresses is carried out through the contact between the aggregates of the structure, in the form of a stress bulb, where the stresses decrease with depth from the surface (3). In this way, the load is distributed to the natural terrain by means of layers whose resistance decreases as we move away from the pavement surface (4).

1 - Structure

In general terms, flexible pavements consist of a sequence of layers as indicated in Figure 1.

Pavement layers

1.1 Rolling layer

As a layer exposed to traffic, it is designed to resist the wear caused by tires, withstanding traction and shear stresses, in addition to climatic effects such as precipitation. It must provide the greatest comfort and safety to vehicle traffic in the most economical way possible. There are basically three systems in which the wearing course can be presented in flexible pavements: the most elementary, simply with granular materials such as coarse; surface bituminous treatments for slightly busier roads and lastly, the asphalt mixture layers.

The use of any of the described systems involves technical and economic considerations. Technical in that all of them satisfactorily solve the transfer of the loads induced by traffic to the following layers and economic in that it defines the optimal use of suitable materials according to the needs of the project and that are also easily obtained in a certain area. (4).

The use of any of the described systems involves technical and economic considerations. Technical in that all of them satisfactorily solve the transfer of the loads induced by traffic to the following layers and economic in that it defines the optimal use of suitable materials according to the needs of the project and that are also easily obtained in a certain area. (4).

It is the structural layer that receives a large part of the stresses and where the tread layer will rest. The underlayment helps provide the full thickness to the pavement necessary to ensure it can withstand projected traffic for the life of the project (6). It is generally constructed of selected granular material in a mixture of fine and coarse aggregates, although what is known as 'black bases' are also used, which are layers of asphalt mixture that are laid below the tread in order to to increase the useful life of the structural package (1).

1.3 Subbase

It fulfills a structural function and of adding thickness to the pavement, hindering the ascent of water by capillarity and offering a stable and resistant work platform. It can be composed of granular material, generally larger than the base material but of a lower quality material.

2 - Design

The objective of pavement design is to produce a structure that distributes traffic loads efficiently and minimizes the lifetime cost of the pavement. The term "useful life" refers to the estimated duration that a structure can have, fulfilling the function for which it has been created. The costs incurred in this period include: works costs (construction, maintenance and residual value) and user costs (traffic delays, accidents, fuel consumption, tire wear, etc.). Pavement design is essentially a structural evaluation process, necessary to ensure that traffic loads are distributed in such a way that the stresses developed in each layer are within the allowable for that material. It also involves the selection of materials for the different layers, the calculation of the required thickness and the determination of its stiffness. Consequently, the mechanical properties of the materials that constitute each of the layers in a pavement are important to design the structure (7).

A pavement is then a complex structure that must fulfill several different functions. In general, the flexible pavement structure consists of two characteristic sets of layers with different mechanical properties: the “loose” aggregate layers sitting on the subgrade and the “asphalt-bound” layers sitting on top of the former. This separation of the structure is based on the different mechanical behavior of each layer and constitutes the basis for the development of any flexible pavement design methodology (1).

One of the first empirical methodologies consisted of an immense field test, carried out from 1958 to 1962, by AASHO (American Association of State Highway Officials) in the state of Illinois called the “AASHO Road Test”. The results were used to develop a pavement design guide, first issued in 1961 as the "AASHO Interim Guide for the Design of Rigid and Flexible Pavements," with major updates published in 1972, 1986, and 1993. In the latter , AASHTO (transportation officials are added to the nomenclature) takes the data that the test produced and posits a series of empirical structural behavior equations that remain the basis for pavement design procedures today. Although the investigation was limited to one set of soil and climatic conditions, the test results are usually extrapolated to fit other design conditions (8). The method proposes that the serviceability drop function (a measure of driving quality) with the number of reiterations of reference axes depends on a combination of thicknesses and qualities of the materials that make up the structure. The quality is defined by means of the structural contribution coefficient “ai”, by using the rigidity modulus together with the type of layer (2).

The AASHTO 93 'method has been used in Uruguay in the past, although currently the National Highway Administration uses mechanistic empirical methods, where it not only focuses on serviceability, but also on the prediction of the most common pavement deterioration. The mechanistic part calculates the pavement responses (stresses, deformations and deflections) and the damage that the pavement will accumulate over time, while the empirical section relates the damage over time with typical pavement deteriorations (9).

2.1 Performance prediction models

The traditional approach to asphalt pavement performance prediction is divided into two stages: pavement response prediction and pavement performance prediction. In this approach, the responses of an undamaged pavement (for example, tensile stress at the bottom of the asphalt layer) are estimated from a structural model (for example, multilayer elastic theory) using initial properties of the layer materials. Asphalt mix performance models are developed using laboratory test results and relate the initial response of asphalt mix specimens to their useful life. The responses estimated from the structural model are then input to the performance model to determine the useful life of the pavement. This approach is the method used in current practice that is adopted in most mechanistic-empirical design methods, including the Mechanistic-Empirical Pavement Design Guide (MEPDG) developed under the NCHRP project 1- 37A (10). However, there are several weaknesses in this traditional approach. First, the evolution of damage in complex and material-modified structures may not be accurately captured. Furthermore, most of the performance models used in the traditional approach depend on the mode of loading, which are performed in controlled stress or strain mode. This implies that the way in which the pavement will be requested must be guessed, which results in unreliable predictions. Finally, the limitation of selected conditions for laboratory tests means that, to predict pavement performance in a wide range of conditions, an undesirably large number of tests is required (10). The weaknesses of the traditional approach can be overcome using a mechanistic approach that combines the asphalt mixture models and the pavement response model. In this approach, the material model describes the stress-strain behavior of the material for a Representative Volume Element (RVE). An EVR is defined as the smallest volume element that can represent the effective properties of a larger scale compound. The material model is then implemented in the pavement response model where the boundary conditions of the pavement structure in question are applied. This approach allows a more accurate evaluation of the effects of the change in the stiffness of each layer due to the increase in damage on the performance of the pavement (10).

Bibliography

  1. Nikolaides, Athanassios. Highway Engineering: Pavements, Materials and Control of Quality. EUA : Taylor & Francis Group, 2015.
  2. Cordo, Oscar V. Cordo, Oscar V. Cordo, Oscar V.
  3. Cordo, Oscar V. Cordo, Oscar V. Cordo, Oscar V.
  4. Cordo, Oscar V. Cordo, Oscar V. Cordo, Oscar V.
  5. Cordo, Oscar V. Cordo, Oscar V. Cordo, Oscar V.
  6. Cordo, Oscar V. Cordo, Oscar V. Washington D.C : The National Academies Press, 2010.
  7. Read, John y Whiteoak, David. Read, John y Whiteoak, David. Read, John y Whiteoak, David.
  8. Washington D.C : The National Academies Press, 2010. Washington D.C : The National Academies Press, 2010. Washington D.C : The National Academies Press, 2010.
  9. Washington D.C : The National Academies Press, 2010. Washington D.C : The National Academies Press, 2010. Washington D.C : The National Academies Press, 2010.
  10. Washington D.C : The National Academies Press, 2010. Washington D.C : The National Academies Press, 2010. Washington D.C : The National Academies Press, 2010.
HIGH PERFORMANCE SURFACE TREATMENTS - NEW EDITION IN DIGITAL VERSION

HIGH PERFORMANCE SURFACE TREATMENTS - NEW EDITION IN DIGITAL VERSION

The book edited by Grupo Bitafal has already been distributed to almost 2000 technicians around the world

Since its launch in November 2018 in Uruguay, nearly 500 copies have been delivered in our country, then in the second edition held in Mexico, almost 600 books were delivered to professionals throughout Latin America, Europe and the US.
With the recent revision and edition of the digital version of the book, almost 800 professionals from 22 countries have already downloaded it.

We recommend that all those who have the paper editions, enter the on our website where will find the history of the revisions and changes we make in each edition. There You can download the latest Edition 2.1 in PDF format.

At the same time we want to ask our readers that if they have contributions and comments about the book, send us an email to bitafal@bitafal.com.uy to continue improving and updating the manual.

https://bitafal.com.uy/libro-tratamientos-superficiales/

BITAFLEX PG AIRPORT RUNWAY 70-28

BITAFLEX PG AIRPORT RUNWAY 70-28

Works are currently suspended until after Tourism Week.

The CVC company is carrying out the renovation of the main runway of the Laguna del Sauce Airport in Maldonado. For this they are applying high technology for leveling surfaces using a 2m milling machine with control by 3D robotic station to have a base according to the project requirements, correcting imperfections, subsidence and dimensions. Then apply a layer of 7 cm thick asphalt mix with modified asphalt BITAFLEX PG 70-28 applied by two terminating “high compaction” that work simultaneously. We thank CVC and Corporación América for their trust in supplying the modified asphalt cement.

The milling of the track is carried out in sections between 500 and 600 m long continuously, corroborating in each of the passes that the project requirements are being met. The removed material is being used for the construction of the airport's auxiliary roads, which did not exist. After milling, it is necessary to thoroughly clean it to ensure the adherence of the asphalt layer to be applied. For this, good logistical work is first necessary to minimize traffic on loose material, then a good sweep, blowing and scraping in case if necessary.

For irrigation asphalt layer adhesion is performed with emulsion IRRIGATION BITAFAL 65 and then the laying and compaction of the asphalt mix in 7 cm thickness with modified asphalt BITAFLEX PG 70-28 using two pavers in parallel. One of them equipped with a multiplex ruler with 3 sensors on one side and a laser sensor (or copying skid) or electronic pendulum on the other; the other paver has automatic leveling through laser copier sensors on both sides or pendulum and sensor that copies what was done by the first one and extends outwards until completing the programmed width. The recoat width is between 9.26 – 10.26 m per shift to minimize cold joints on a runway that is 45 m wide. It begins with a central strip of 4 m mounted on the slope break of the runway axis (with broken plate in the middle regulated at 1.5% cross slope) and an adjoining one towards one of the sides of 5.26 m (second regulated finisher at 5.40 m to mount about 10-14 cm on the hot joint); this completes the 9.26 m. Then it follows with widths of 5.00 m for the paver equipped with multiplex (corrects small deviations in the longitudinal profile) and 5.26 m in the second paver (5.40 m to absorb the assembly in the hot joint). Towards one of the sides, the total width of 45 m is completed with a single paver regulated at 5.00 m wide.

In addition to these works, repairs are being made to the concrete and asphalt pavements of the aircraft parking platforms, improvements to runway accesses and runway intersections – level transitions, replacement of edge lighting systems and runway thresholds. – AGL (Airfield Ground Lighting) as well as the adaptation of the ALS (Approach Lighting Systems) for runway 08-26 and other visual aids. The areas of the runway Resas are also being readjusted to the latest ICAO requirements in terms of extension and levels, to fulfill this task some 30,000 m3 of soil movement are estimated. The deadline to complete all the works is 4 months, with completion estimated for the month of June.

* We thank Engineer Horacio García Terra from CVC for the collaboration provided for this note

BITAFAL GROUP SAYS PRESENT AT THE 2020 SLURRY SYSTEMS WORKSHOP (# 2020SSWS)

BITAFAL GROUP SAYS PRESENT AT THE 2020 SLURRY SYSTEMS WORKSHOP (# 2020SSWS)

From January 20 to 23, 2020, the largest annual grout and micro-pavement workshop in the United States was held in Las Vegas, organized by the International Slurry Surfacing Association (ISSA). More than 450 professionals and experts from the road sector discussed the importance of surface treatments, their laboratory design, and the best practices for execution and control of works.

Surface treatments in the United States represent only 5% of its road network, but that small number in a country of enormous dimensions allows it to become one of the world leaders in this technology. The # 2020SSWS delves into the use of gravel, micro agglomerates, grouts, crack sealing, Capeseals, ultra fine mixes, etc. and the combination of these to extend the life cycle of the pavements.

The workshop presents the technical knowledge of experts who comment on the details that must be taken into account in the laboratory and on site, with tips for correctly applying the guidelines developed by ISSA (A105 and A143). Among the topics discussed could be highlighted:

- Care and controls in the laboratory to improve the design of micro-agglomerates.

- The physical and chemical foundations of the breaking and curing of special micro emulsions.

- The importance of fissure sealing to extend future treatments.

- Best construction practices for high-quality grouts and micro-agglomerates.

- Use of RAP in preservation techniques, among others.

In addition, the practical application of these foundations was carried out, carrying out small material testing sessions to determine the optimal mixing time in the laboratory and later real test sections with machines and complete work equipment.

Finally the online tool was presented to www.roadresource.org for the correct selection of the type of treatment with calculators to determine life cycle costs, annualized equivalent costs, remaining life and cost benefit. The goal of ISSA with this excellent website is to promote the selection of the right treatment, on the right path, at the right time ("The Right Treatment on the Right Road at the Right Time").

ADVANCES IN ROUTE 14

ADVANCES IN ROUTE 14

Road Circuit 3 advances according to the schedule foreseen in the rehabilitation of Route 14.

The “Circuit 3” Public-Private Participation project in charge of the COPASA and ESPINA consortium comprises the sections of Route 14 that go from the city of Mercedes to Sarandí del Yí. There are about 300 km of road rehabilitation using cold recycling technology with Portland cement and a subsequent 4 cm tread with the new modified asphalt BITAFLEX PG 70-28 provided by Grupo Bitafal.
In addition, the construction of a bypass to the city of Sarandí del Yí, the construction of two new traffic lanes in the city of Trinidad and the construction of a new section that connects Route 14 with Route 3 is planned.
This Route that crosses our country practically in the center has an important weight for the productive activity, foreign trade and the productivity of the companies that export through the port of Nuevo Palmira and especially for the pulp production plants of UPM and Montes del Plata. The situation of the same was diverse, sections in bituminous treatment and sections in asphalt layer with variable widths in all their extension.
The new project involves a widening in several sections together with their respective bridges, correction of the layout, planimetric improvements to increase the average speed as well as reinforcement of the structure and a smooth and safe running surface.
Currently there is a large deployment of teams and work fronts throughout the route. Many national companies are doing a great job in the construction of their respective sections or bridges. Idalar, Cujó, Incoci, Díaz Alvarez, Molinsur, CVC, Frivial, Saceem, Espina and other subcontractors are working at the same Impact.
All sections have a widening and recharging front for granular material, then a 20 cm cold recycling front with Portland, then an emulsion curing irrigation IRRIGATION BITAFAL 65 and gravel and finally a paving front applying a 4 cm thick asphalt mix with modified asphalt BITAFLEX PG 70-28.
In Bulletin # 108 of last November we anticipated some aspects of the work such as the incorporation of technology for example: 4 m rules for pavers, automatic control systems for motor graders, oscillating compactor rollers, among others, as well as safety and neatness of the works.
In addition to this, the works are being carried out at a very good pace and it is expected that by the middle of this year a large part of the sections will be completed.
Once again, we thank the Consortium and the contracting companies for the trust they have given to supply such an important input as modified asphalt and emulsions for a road work of such magnitude.
Crossed by Route 7

Crossed by Route 7

The general state of the route is good and has done good work that will have long life.

In recent years, a great effort has been made on Route 7 to improve its structural capacity and bring it to a primary route standard. To this end, a widening of the road has been carried out in almost its entire extension to reach a total width of 11 m and double bituminous treatments have been carried out on the 7.2 m road and simple treatments on the shoulders. Cement has been recycled over more than 100 km and granulometric stabilized sections have been carried out to increase the bearing capacity of the pavement.
Structural results speak for themselves, there are no potholes or sinkholes despite the tremendous growth that had heavy route, but we still have way to go to achieve double bituminous treatment resistant and durable from day one.
Exudation treatments presented in several sections of the works recently opened but have been remedied by the construction companies time and no risk for rising or severe bleeding now. It is clear that the sections carried out during the winter are most affected but there are still sections executed in good time they had exudation.
On the other hand those made from October 2019 to date show a very good performance and have not submitted exudates and has been achieved adequate dosing and has been made in good time.
Irrigations A are always in very good condition and this is because the appropriate proportions of aggregate and asphalt are used (because if there are landslides, the base is visible and it is necessary to redo the section), which allows having the necessary voids in the system to prevent exudation. On the other hand, when there are landslides in aggregate B, not much attention is paid to it, since aggregate A “hides” the problem, but that is where the necessary voids are lost, since the asphalt of both irrigations is there, but only to adhere the aggregate. A. This is verifiable in the field since the most compromised sections have a cushion of aggregate B in the ditch and the sections in better condition do not.
In this regard we insist on the following points to prevent premature exudates:
1) Respect the ban
2) Incorporating ball penetration test for the ramming potential at the base arid
3) Make dosing based on rational method Austroads where in addition to the characteristics of the aggregates are incorporated concepts based and traffic
4) In the selection of aggregates, narrow strips search granulometric aridos for irrigation A and B that do not overlap in their belts or are contiguous
5) Executing processing B should be next to or immediately after the A cure system for simultaneously minimizing loss arid B as proposed in multiple treatments locked
6) Use highly modified emulsions (P40 or P60) for those sections which have a high traffic and are in thermal Mediterranean area
7) Making only the risks A
We need to rethink the usefulness of double treatments as new work. Today Today we are making almost all stabilized bases, so a simple treatment that provides impermeability and an adequate macrotexture is more than enough. Irrigation A already cured and in service have a very good mechanical resistance and are capable of withstanding high traffic without problems, there are plenty of examples in Uruguay and in the world. In New Zealand and Australia, only simple irrigation is done in new construction and they are maintained frequently to maintain the necessary safety and functionality characteristics.
January 2020 - Bitafal Group
OPENING OF ROUTE 50

OPENING OF ROUTE 50

Serviam inaugurated the section linking Route 1 with Tarariras

The rehabilitation of 22 kilometers of Route 50 in the department of Colonia was attended by Minister of Transport and Public Works, Victor Rossi, the Mayor of Cologne, Carlos Moreira and other national, departmental and local.
bacheo and one double bituminous treatment was performed in almost the entire length of the path executed emulsion IRRIGATION BITAFLEX 65 P25 and a double Spreader SECMAIR CHIPSEALER 41. In turn, between Route 1 and the locality El Semillero, a micro computer was placed in cold emulsion BITAFLEX MICRO 62 P25 that markedly improved the surface finish of treatment.
The works also included improvements in various sections such as the urban area of ​​El Semillero and Tarariras where asphalt was laid and the correction of the layout of some curves and the construction of eight culverts. The works demanded an investment of three million dollars.
Serviam thank the provided confidence in the supply of products and services.
BITAFAL in "DISRUPTIVE"

BITAFAL in "DISRUPTIVE"

We were invited to share our experience in innovation

Disruptive is a series of the National Agency for Research and Innovation (ANII) broadcast by TV City and through social networks. The series shows the way that cross the Uruguayan entrepreneurs. out their challenges, goals and motivations to bring out innovative ideas.
We share the program issued last December 10. https://www.youtube.com/watch?v=WZOIsXrGXwY
MERRY CHRISTMAS AND SUCCESSES FOR 2020

MERRY CHRISTMAS AND SUCCESSES FOR 2020

From Group BITAFAL we wish them every success for the coming year

We arrived at the end of the year 2019, undoubtedly marked by the electoral cycle, which has involved almost the entire road network. We have worked hard and we have put our efforts on improving the quality of everything BITAFAL Group offers. Invest in technology, a new plant and train our employees, seeking to follow the path of innovation, commitment, responsibility, teamwork and transparency.
As every year, we highlight the work we are doing all players in the sector, as our roads is a reference worldwide for the level of innovation we apply to the construction and maintenance of our roads. We thank all our raving fans who believed, believe and believe that Bitafal Group is a company that promotes the development of the sector.
Thank you for the confidence offered in these years and we hope to accompany them in their future projects.
We share with you some highlights of the 2018-2019 work cycle that position us to a 2020 full of new objectives:
We see a promising 2020 both in our work in Uruguay and the region. We develop new technologies and products to keep us apart. We follow the path of the generation and dissemination of knowledge, so much so that we will be doomed to the organization of the XXI IBWC in Uruguay to be held in 2021.
We will remain close to our customers and friends always seeking the best for our country and strengthen the ties that are most important for long-term sustainable development.
Congratulations and much success for 2020.

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