Road Technology Research Center Archives

NEW SEALS SEALING COLD - BITAFLEX PU

CITEVI has developed a new joint sealant applied cold and has high durability and strength.

Sealant Bitaflex PU is a liquid sealant at room temperature in black, of two components formulated with asphalt and polyurethane elastomers which cure when mixed to form a very strong self-leveling material of high elongation properties and good toughness, weathering and as a wide variety of chemicals such as fuels and oils.

It can be used for waterproof sealing of high strength and adhesion in cracks and control joints and expansion in concrete floors (roads, warehouses, factories, etc.) as well as for expansion joints in bridges.

Among the advantages of this new sealant we include:

It is applied at room temperature without heating.
exceptional elongation, tolerates the movement of joints.
Weatherproof, extraordinary resistance to rain and sunlight.
Resistant to chemical attack.
It maintains its properties (adhesion and elasticity) for a long time indoors or outdoors.
Once cured resists continuous immersion in water and other substances.
Release allows traffic in less than 2 hours.
Fragua rapidly throughout its thickness, even in deep joints.

Its presentation is in metal pails of 20 kg. Tests were conducted on some bridges and the Port of La Paloma with very good results, we attach images below.

For information, write to: bitafal@bitafal.com.uy

PERFORMANCE OF ASPHALT MODIFIED HIGH

the thesis of Ignacio Kröger Engineers and Carlos Pfeiff on the performance of highly modified asphalts (HiMA) was recently introduced.

Last July 4th fought against the Ing. Magdalena Pastorini, Ing. Arturo Forteza and Lic. Laura Luzuriaga with the final thesis which took more than eight months of intense work on a comparative study between the Hima the AM3 and AC30.

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In this thesis several technical papers to be presented at the 12th Congress of the Road Uruguaya and in the XX IBWC to be held in November in Mexico are released. Moreover it is performing a scaling himâ asphalt plant are preparing the experimental sections to assess their field performance in the long term.

FIRST TRANCHE OF ASPHALT IN URUGUAY HiMA

the first experimental section using highly modified asphalt (HiMA) was performed in Uruguay

The new highly modified asphalt (HiMA) developed by sion, He was executed by Necklace last August in the widening of Route 101. The section in question consists of 600 meters above prior to entering the roundabout junction Nicolich (direction Montevideo) outside lane. The aim of HIMA provide durability to asphalt, primarily because of its outstanding resistance to cracking and permanent deformation.

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The original project consists of a black base with conventional AC-30 asphalt 12 cm on which a road surface with 5 cm AM3 is then applied. Colier was proposed, with the approval of the MTOP, 600 m replace the AC-30 HIMA of which 300 m in thickness was reduced to 10 cm (17% reduction).

Asphalt (17)

And extracted with witness samples of the asphalt plant will proceed to perform tests of dynamic modulus, and fatigue loaded in four-point beam wheel. With structural package information and research, it will proceed to use mechanistic empirical design programs, such as BackViDe (IMAE) to predict their behavior.

We appreciate the confidence Colier MTOP and apply technology to allow himâ for the first time on our roads. The research results will be presented at the XII Congress of the Road Uruguaya on 25, 26 and 27 September and the XX IBWC Mexico 25-29 November.

Credits: Rafael L. Martins

NEW INDUSTRIAL PLANT

Bitafal group expands its installed capacity by acquiring the plant Urupema

The new plant, located in Barros Blancos at km 27 of Route 8, is the new commitment to develop the local market with new products and reach the regional market with high quality products and technical level.

They are more than 5 ha in area with 2000 m2 of roofed warehouses, plant chemicals advanced and more than 1000 m3 tank where we will develop a new generation of modified asphalts and other products for road maintenance.

He is currently performing a set point and the installation of equipment, an integral vehicle scale and adapted for handling asphalts waiting to be conducting the first tests in tanks next July.

Urupema was a processing plant plasticizers for PVC industry and other chemicals, being a plant that elaborated products both domestically and regionally. The whole plant is functional and adaptable to the preparation of other types of chemical compounds advanced for road maintenance.

CITEVI is working intensively on the development of a new range of innovative products that will be available commercially in the coming months and correspondingly present at events and fairs to participate.

We will keep you informed of developments in the next editions of "Making Roads".

Dynamic Load Plate workshop (LWD)

On September 4, an activity aimed at professionals and technicians linked to the use, implementation and interpretation of test results of dynamic loading plate was made Light Weight Deflectometer ZORN. The workshop was taught by the teacher MSc. Ing. Leonardo Abreu and engineers involved several construction companies in the industry and the ministry.

The LWD easily allows for in-situ elastic modules natural soil and compacted. Its principle is to apply a dynamic load on the soil surface and measure the deflection occurring during the impact. An accelerometer records the acceleration suffers plate and allows, from a double integration to estimate the vertical deformation. It is important to recognize this fact: obtaining dynamic modulus It is a mathematical operation and no direct measurement. The results obtained are: displacement vs. time diagrams, degree of compatibility, maximum displacement at each impact and dynamic modulus Evd.

The in-situ elastic modulus, evaluated by LWD parameters correlated with structural capacity (CBR, MR), degrees of compaction and Ev2 (second branch loading static load test Circular plate) modules.

One of the points discussed in the workshop is the fact that different equipment there have similar operating mechanisms, but differ in their mode of operation (deformation measured on a plate versus extent the soil surface) causing difference in responses. The different configurations for the same LWD produce different results soil deformation and elastic moduli, and the differences are very difficult to predict.

Asimismo, uno de los puntos de controversia planteados es la utilidad del ensayo para determinar la disminución del módulo de las bases estabilizadas con cemento luego de la microfisuración. En estos casos, la rigidez de estas capas es tan alta que la profundidad de influencia de los golpes dinámicos disminuye radicalmente. Se deberá estudiar a fondo si es necesario aumentar el peso o disminuir el área de la placa.

Por último, se procedió a comparar el equipo ZORN adquirido hace tres años por el CITEVI, con uno nuevo, mostrando similitudes en los resultados. Esto demuestra que el equipo es robusto y confiable, y que la falta de repetitibilidad que se le adjudica debe ser compensado con el aumento de los registros (para conseguir un 95 % de confiabilidad es necesario realizar un mínimo de 50 mediciones, con una separación máxima de 10 m entre ellas).

The immediate results positions the LWD as a powerful tool control work to assess the degree of compaction of bases and to describe structural capacity (determined in-situ elastic modulus and correlate with the CBR). It was demonstrated the high interest of the participants in the issues raised and agreed to establish a diverse group to further discuss the strengths and weaknesses of these teams work.

Evaluation of penetration of the aggregate in the bases for surface treatments

Using the penetrometer ball as quality control element base treatment.

In the path that is being traced at the national level to standardize design criteria for surface treatments, we believe the inclusion of the ball penetrometer test is of utmost importance. It determines if the base is in proper condition to receive initial treatment, or if it requires additional work. It is also an indicator of the degree of compaction that has been achieved and the moisture contained in the base. The test was originally developed by South Africans and is also used in Australia and New Zealand to quantitatively measure the penetration potential of aggregate into the base.

En este frío mes de Agosto, junto con Lucio Borelli de CVC, pusimos a prueba este equipo de medición en diversas superficies: bases granulares no ligadas, bases estabilizadas con ligantes (cemento Portland y asfalto espumado) y mezclas asfálticas. A continuación se ilustran algunas de las conclusiones, acompañadas de fotos de la experiencia.

In the initial treatments (surface treatments on bases), the subsidence of the aggregate on the surface always occurs, to a greater or lesser extent. The degree of penetration will depend on the base material, its humidity, compaction and the traffic to which it will be subjected. Not taking these parameters into account results in exudate in the short term, becoming particularly evident in the tracks. The explanation for this phenomenon is intuitive: the tire pressure sinks the stone into a base that allows it and the voids that correspond to the asphalt and the air (to achieve the macrotexture of the wearing course) are occupied by the material of base, causing the asphalt to surface through the stone, which results in exudation in the tracks.

El ensayo que se propone es muy sencillo y de fácil aplicación: consiste en la penetración de una bola de 19 mm de diámetro que es golpeada por un martillo normalizado lanzado de una altura conocida (Australian Standards: AG-PT/T251 – Ball Penetration Test). El valor de penetración queda registrado en el aparato, ya sea en un indicador electrónico o en una regla graduada (que viene incorporada).

Los resultados de este ensayo se utilizan para ajustar la cantidad de ligante a regar o para seleccionar un tratamiento correctivo previo al definitivo. Su uso más importante es quizá el de establecer el límite en el que no se pueden realizar gravillados sin antes recompactar o estabilizar la base, dado que su riesgo de falla es muy elevado.

La primera y más importante de las conclusiones es que la preparación de la base es un factor determinante en los resultados. Un problema común es que las bases presentan un exceso de finos en la parte superior que genera que la bola penetre con facilidad. Aunque parecen estar lisas y homogéneas inicialmente, tan pronto como se barren, una gran cantidad de este material fino se dispersa, dejando una superficie áspera e inconsistente que es problemática para ejecutar un tratamiento.

Another issue to consider is the humidity at the time of the test: if the surface is visibly wet, the penetration gives higher values. We could corroborate this by testing the same surface early in the morning and close to noon. In some cases, the conditions of the base at the time of the test are good, but when a primer is applied, due to capillarity and temperature differences, humidity begins to increase in the first 5 cm, affecting the penetration result.

Developing

BITAFAL enters the world of rheometry

New Reómetro Anton Paar SmartPave 102 at sion It will allow a big step in the performance of asphalt products in Uruguay.

As we announced in an earlier issue of our newsletterThis month installed a Court Dynamic Rheometer (DSR for its acronym in Ingés). This sophisticated equipment allows to know the performance of asphalts much of its viscoelastic range. Mainly we are concerned in these latitudes, that is at medium and high temperatures.

With this tool we can improve the modified asphalts and emulsions to suit the conditions of our country and know within minutes the quality of asphalts used as raw material.

With the addition of equipment, a course of rheology and use of equipment with an expert from the supplier was performed. The course was held on 27 and 28 August in the CITEVI and we have the participation of technical staff of our company, the MTOP and LATU.

This new machine is equipped with accessories for measurements from -20 to 150 ° C both conventional asphalts, as well as some modified properties of emulsions. Typically it used to determine the degree of asphalt (PG) but can be used for other properties of the binders.

Within the novel assays we can discuss the possibility of making master curves where temperatures and voltages applied to see the performance of the binders are varied. It is also possible to test highly accurate adhesion or cohesion at different temperatures, essential for the performance of emulsions for surface treatment tool.

Not so new but convenient is the possibility of viscosities "brookfield" within minutes both 60 ° C to the viscosity curves at the desired temperature range.

These are some of the many tests that can be performed but the team is extremely versatile and has many accessories that allow analyzing from food to paint smoothly.

In the course they made the basics of fluid mechanics, equipment operation and its application to the asphalts were given. It had a practical module to understand the operation of equipment and advanced software that controls and processes data.

Much remains to explore and contribute to our road with this team. We will keep you informed of progress.

Access to quality reports Bitafal Special Asfaltos

We have a new online platform to access the quality reports of our products.

It is accessed from the website of GRUPO BITAFAL section Practice Areas / CITEVI / Lab Reports and there is also a direct access from the home page of the web.

There are monthly folders of all products coded by the corresponding batch number. A modification has been made in the delivery notes delivered with each load and the batch number of each is indicated next to the product.

To access the platform it is necessary to have a password that has been sent by email to our clients. In case you have not received this email, we request that you write to us at bitafal@bitafal.com.uy

We hope it will be useful to you and were open to suggestions to further improve communication.

Course Assessment Roadways

Bitafal said this in the course of UNR graduate of Argentina organized by the AUC in Uruguay.

In the last month, from 26 to 29 June, the Evaluation Course Walkways was performed by professors Marta and Oscar Giovanon Pagola, Institute of Applied Mechanics and Structures (lower) At the University of Rosario.

The course starts demonstrates the commitment that exists in the national road on these issues and attended by representatives from Grinor, CIEMSA, Serviam, CVC and MTOP officials, OPP and IM, in days of intense participation.

Among the topics discussed it is highlighted:

The objective of auscultation of pavements.
Analysis of the different parameters of pavement evaluation: longitudinal deformation (IRI), transversal deformation (rutting, sinking), cracking, bumps and surface defects (exudation polishing aggregates).
Review of the most commonly used for evaluation of these parameters equipment. Exposure of the most modern methods.
combined deterioration indexes: Index state Serviciability Present Index (PSI), Pavement Condition Index (PCI).
Importance of tire adhesion road (Macrotexture and coefficient of friction).
structural monitoring of roads (Benkelman, Lacroix, FWD, LWD).

In conclusion, the importance of assessing roadway stands, both structurally and superficially, to determine the prioritization of improvement projects and efficient maintenance of our roads.

New equipment for slip resistance CITEVI

Release Pendulum TRRL (British Pendulum Friction) to determine the coefficient of slip resistance in path 102.

Following the course Walkways assessment of the AUC, Measuring the skid resistance on asphalt Route 102 was made recently built by company C.V.C. with the British Pendulum CITEVI.

Slip resistance assesses the non-slip characteristics of a pavement surface and is directly related to the micro-texture of the aggregates used. The test consists of measuring the energy loss experienced by a pendulum fitted at its end with a rubber shoe, once it touches the surface to be tested. This loss of energy is registered by a mark on the graduated plate that contains the equipment.

Citevi Archives - Page 2 of 3 - Grupo Bitafal

With respect to the study section, said coefficient was determined in the new and in the old asphalt layer. In both cases, the test gave a value between 60-65, with a high repeatability in the measurement. Sections of the Carrasco Airport and the Interbalnearia were also tested, exhibiting similar values. Magdalena Pastorini and Nicolás Vaz from the MTOP were present to evaluate and discuss the results obtained.

Teachers consulted the University of Rosario, Marta Pagola and Oscar Giovanon, confirmed that the value found is good. They also clarified that the value tends to decrease with the level of traffic, and if it remains, it may be due to a not very good Los Angeles wear value, to the extent that the particles suffer small detachments (recovering their microtexture) when At the same time they tend to be polished. Finally, Marta comments that as an example, the Olavarría granite in the Province of Buenos Aires, has an initial value before polishing of the order of 65, and after polishing of 40. That final value of 40 is reached in 5 , 10 or 15 years depending on traffic and dirt conditions on the road.

As a final observation we conclude that the pendulum is very sensitive to the texture: if the mixture was kneaded, but still with exposed aggregates can give similar values. Therefore, to fully assess the slip resistance, it is advisable to supplement it with the patch of sand.

We must pay attention to these factors as they influence the behavior of the tire with the pavement, especially in wet conditions. Laboratory sion It has the equipment available to evaluate this parameter.

Category Archives: Road Technology Research Center Archives - Bitafal

CITEVI has developed a new joint sealant applied cold and has high durability and strength.

the first experimental section using highly modified asphalt (HiMA) was performed in Uruguay

Credits: Rafael L. Martins

Category Archives:
Road Technology Research Center Archives - Bitafal