Finish - Pavements

Translated from Spanish to English - www.onlinedoctranslator.
com
YEAR OF THE BICENTENNIAL OF PERU USMP-2021
FINAL REPORT
COURSE: PAVEMENTS
TITLE: MODIFIED ASPHALTS: EVALUATION AND ROAD

MANAGEMENT
No Student Universitary Code

1 CORNEJO CARDENAS, JOSE FAVIO 2018211604
2 FERNÁNDEZ QUISPE, KEVIN 2018143232
3 MORALES FLORES, MANUEL ALEJANDRO 2018211638
4 OCHOA SOLANO, ANGELLO SALVATTORE. 2019117178
5 PÉREZ TORRES, SANDRO VÍCTOR MANUEL 2019142005

6 VARGAS GÓNGORA, JERSON LORENZO 2019142050
7 VILLAR ROSALES, GUILER EDBER. 10 69 94 22
8 VILLEGAS REQUES, ALEXANDRA JANETH 2018221676
SECTION: GROUP 02
PROFESSOR: CESAR JIMENEZ RUIDIAS
ACADEMIC SEMESTER: 2021-II

DUE DATE: SATURDAY, NOVEMBER 06, 2021
LIMA – PERÚ
1
INDEX
INDEX...................................................................................................................................................2
MODIFIED ASPHALT.........................................................................................................................6
1.1. INTRODUCTION.............................................................................................................6
1.2. HISTORY..........................................................................................................................7
1.3. DEFINITION OF MODIFIED ASPHALT........................................................................7
1.4. TYPES OF MODIFIERS........................................................................................................10
1.5. MAIN MODIFIERS USED ON ASPHALT...................................................................10
1.6. CONSTRUCTION PROCESS OF THE MODIFIED ASPHALT...........................................fifteen
MODIFIED ASPHALT ASSESSMENT:.........................................................................................22
1. INTRODUCTION:..........................................................................................................22
2. OBJECTIVES:................................................................................................................23
EVALUATION OF CURRENT BINDERS BEHAVIOR PARAMETERS:...........................25
MANAGEMENT OF MODIFIED ASPHALT:.................................................................................32
1. INTRODUCTION............................................................................................................32
2. GENERALITIES.............................................................................................................33
2.1 Infrastructure systems and the dynamics of social development.................................33
2.2 THE PAVEMENT AS AN ANALYSIS ELEMENT FOR THE MANAGEMENT............38
2.3 DEFINITION OF PAVEMENT............................................................................................39
2.4 THE PAVEMENTS AND THEIR NEED FOR CONSERVATION..................................41
3. PAVEMENT MANAGEMENT...................................................................................................43
3.1 Characteristics....................................................................................................Four. Five
3.2 System concept...................................................................................................................46
3.3 Systems Methodology.........................................................................................................49
3.4 Analytical Tools for Systems Implementation..................................................................52
3.5 Application of the System Concept to Pavement Management....................................53
2
3.6 INFORMATION SYSTEMS................................................................................................55

3.7 Implementation of an information system........................................................................58
3.8 GENERAL STRUCTURE OF A PAVEMENT MANAGEMENT SYSTEM....................63
3.9 DEVELOPMENT OF A PAVEMENT MANAGEMENT SYSTEM..................................66
3.10 PARAMETERS OF THE PAVEMENT MANAGEMENT SYSTEM.............................68
Four............USE OF CURRENT TECHNOLOGIES WITHIN THE MANAGEMENT SYSTEM:
MODIFIED ASPHALTS....................................................................................................................69
5. IMPLICATIONS IN THE PREDICTION OF THE BEHAVIOR OF FLOOR MATERIALS:
MODIFIED ASPHALTS....................................................................................................................71
5.1 Technical Implications.........................................................................................................73
5.2 Economic Implications........................................................................................................75
LABORATORY TEST FOR PAVING..............................................................................................77
1. Introduction.....................................................................................................................77
2. Stages of construction of an asphalt pavement.................................................................78
2.1 Preliminary stage.................................................................................................................79
2.2 Stage under construction....................................................................................................81
3. ASPHALT...............................................................................................................................86
Compressive strength on stabilized bases...................................................................................101
4. Average duration of tests and samplings.........................................................................108
5. Recommendation and care................................................................................................113
3.2 Operation of the aggregate feeding system:..................................................................122
5. Drying and mixing system:.................................................................................................124
6. fines collector system:....................................................................................................124
7. Fuel supply and storage system:...............................................................................124
8. Operation of the asphalt cement storage, heating and dosing system:................127
9. Operation of the staggered conveyor and storage silo..........................................................127
PLANTS FOR THE PREPARATION OF COLD ASPHALT MIXTURES................................129
1. Introduction:..................................................................................................................129
2. Use of cold mixes for conservation and patching:...................................................132
3. Characteristics of the asphalt cold mix by the temperature in its elaboration......133
Four. Cold mixing plants..........................................................................................................137
5. Ready mixed concrete:...................................................................................................139
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6. Asphalt plant for ready-mixed concrete:...................................................................140

7. Maintenance of the ready-mixed concrete plant.............................................................141
Plant Advantages For Ready Mix Concrete.................................................................................142
1. The mixing system...............................................................................................................142
2. Weight system..............................................................................................................142
4. The control system..............................................................................................................143
Applications:.....................................................................................................................................144
1. Introduction...................................................................................................................146
2. Processes.....................................................................................................................146
2.1. Subgrade.......................................................................................................................146
2.2. Scarification and homogenization of the subgrade.................................................146
3.4. Subgrade soil aeration.....................................................................................................148
3.5. Compaction of the subgrade...........................................................................................148
3.7 Placing the subbase material...........................................................................................150
3.8 Distribution of subbase material......................................................................................150
3.9. Compaction of the subbase layer...................................................................................151
3.10. Receive the subbase layer............................................................................................151
3.11. Subbase received layer protection..............................................................................152
3.12. BASE LAYER.................................................................................................................152
3.13. Constructive process.....................................................................................................153
3.14. Scarification of the subbase protection material........................................................153
3.15. Laying the base material...............................................................................................153
3.16. Distribution of the base material...................................................................................154
3.17. Base layer compaction..................................................................................................154
3.18. Base coat reception.......................................................................................................155
3.19. Primer irrigation..............................................................................................................156
3.20. STABILIZED MATERIAL FOR PAVING LAYERS.....................................................156
3.21. Stabilized subgrade layer..............................................................................................157
3.22. WATERING PROCESS OF THE PRIMER................................................................157
3.22. Compaction quality parameters....................................................................................159
CONCLUSIONS..............................................................................................................................161
4
RECOMMENDATIONS..................................................................................................................163
BIBLIOGRAPHIC REFERENCES................................................................................................165
5
MODIFIED ASPHALT
1.1. INTRODUCTION.
Asphalt modification is a new technique that has been implemented for the
effective use of asphalt in road paving. This innovative technique consists of
the implementation of polymers in commonly known asphalts with the sole
objective of improving their mechanical characteristics.
Polymer-modified asphalts increase the useful life of a pavement two to

three times (depending on the case of application) with an additional cost of
25% over the asphalt mix, with conventional asphalt, even with the hardest
grades, it is not It is possible to eliminate the problem of deformations
produced by canalized traffic (rutting), especially when facing temperature
conditions. An obvious solution was to improve some characteristics of the
pavements. This gave rise to new asphalt, generically they were called
"modified asphalt"
1.2. HISTORY.
6
The history of modified asphalts goes back to the first waterproofing

emulsions that later began to be used in paving as well as in irrigation as
cold surface treatments, and later asphalt cement began to be modified to be
used when an asphalt of better quality or greater resistance than that offered
by a normal asphalt cement.
The first studies of modified asphalt began in Europe (France, Germany,
Italy) in the 1960s, considering France the pioneer country of this technique,
later reaching Latin America in the mid-90s.
1.3. DEFINITION OF MODIFIED ASPHALT.
Modified asphalt materials are the product of the dissolution or incorporation

in the asphalt of a polymer or ground rubber from tires, which are substances
that are stable over time and at changes in temperature, which are added to
the asphalt material to modify its physical properties. and geological, and
reduce their susceptibility to temperature and humidity, as well as oxidation.
Modifiers increase the resistance of the asphalt mix to deformation and
tensile stresses and reduce cracking. These modifiers are generally applied
directly to the asphalt material, prior to mixing it with the stone material.
7
Figure 1. Asphalt - polymer compatibility
Figure 2. Conventional asphalt behavior vs. modified asphalt
The continuous developments of the countries is what prompts the

development of new techniques, as well as modified asphalt, also the
development of road networks along with global change poses and requires
new and greater challenges over the years.
Conventional asphalt has been fully proven to possess satisfactory

mechanical and adhesion properties in a wide range of applications and
under different weather and traffic conditions. However, at present the large
8
volumes of traffic on the criteria of vehicular design and the excess load, as
well as the increase in the inflation pressure of the tires and climatic
conditions, mean that the use of conventional asphalt in road construction
currently does not meet your expectations such as meeting a certain period
of service, that is, less resistance to aging, the poor durability of a road
reflected in deformations and figurations within an asphalt layer, however
these problems are also caused by the selection of materials in The designs,
1.4. TYPES OF MODIFIERS.
 Elastomers (SBS, SBR)

 Plastomers (EVA, Elvaloy)
 Rubbers (Tire dust)
 Fibers (Cellulose, synthetic)
 Minerals (lime, cement, zeolites)
 Additives (Amines)
The vast majority of modified asphalts used in the world are Elastomer
modifiers (SBS, SBR), generally this occurs because they have
advantages over their competitors such as elasticity, rigidity in
deformations and adherence to control flow and viscosity.
1.5. MAIN MODIFIERS USED ON ASPHALT.
9
Type 1 polymer
It is an asphalt modifier that improves the performance of both high and low
temperature asphalt mixtures. It is manufactured based on styrene blocks, on
radial elastometric polymers of the bi-block or triblock type, using
configurations such as Styrene-Butadiene-Styrene (BSB) or Styrene-
Butadiene (SB), among others.
It is generally used in asphalt mixtures for thin and structural carpets of
pavements with indecent traffic washings and heavy vehicles, in hot and cold
climates, as well as for making remulsions that are used in surface
treatments.
Type 2 polymer
It is an asphalt modifier that improves the resistance to ruts of asphalt

mixtures, decreases the susceptibility of asphalt cement to temperature and
improves its behavior at high temperatures. It is manufactured based on an
elastomer-type polymer, using configurations such as Ethyl-Vinyl-Acetate
(EVA) or high or low-density polyethylene, among others. It is used in hot
climates, in asphalt mixtures for structural pavement folders with high traffic
indices, as well as to make emulsions that are used in surface treatments.
Ground tire rubber.
It is an asphalt modifier that improves the flexibility and resistance to tension

of asphalt mixtures, reducing the appearance of cracks due to fatigue or
changes in temperature. It is manufactured based on the product of tire
grinding. It is used in thin folders with open granulometry, superficial
treatments.
10
The asphalt binder and mix properties can be designed by choosing the
correct polymer to determine application, and ensuring that it is compatible
with the base asphalt. In general, elastomers are chosen to provide greater
resilience and flexibility to the pavement, while the results with elastomers
generate a mixture of high stability and stiffness. The results obtained from
an asphalt modification process are highly dependent on the concentration,
molecular weight, chemical composition and molecular orientation of the
polymer, as well as the source of the crude oil, the refining process and the
grade of asphalt used.
Asphalts modified with elastomer-type polymers
It is required to mix three main components: asphalt, base resin and a

hardener, which complicates the modification since there must be compatibility
between them. Modified asphalt has high mechanical strength, great tensile
strength, good wetting power and adhesion to aggregates.
If the work with this type of asphalt is carried out within the correct parameters,
its life time is conditioned by the life of the aggregate, not by the asphalt; in
other words, the pavement deteriorates due to crushing or abrasion of the
aggregate rather than due to the failure of the binder (asphalt). Its resistance
to aging is excellent.
Main uses of elastomers
 Severe braking areas, where high resistance to deparraje is required

 Zone 'to resist chemical agents
 Areas where it is required to have a certain roughness for long periods
of time.
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Latex
Figure 3. Latex
Natural rubber
Figure 4. Natural rubber
SBS AND SBR
Figure 5. SBS AND SBR
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Tire rubber
Figure 6. Tire rubber
Plastomer-type polymer modified asphalt
Polyethylene
This polymer does not have high compatibility with asphalt nor does it
give it spectacular properties, asphalts modified with this type of
thermoplastic polymer when added in low proportions have the following
properties:
 Good resistance to heat.

 Good resistance to aging.
 Low viscosity.
 Good flexibility at low temperatures.
 When used in concentrations of 7%, it increases the stiffness of the
asphalt at high temperatures and good resistance to permanent
deformation.
13
Figure 7. Polyethylene
PVC
This polymer is generally scientifically known as polyvinyl chloride, it has

low compatibility with asphalt, it is not heat resistant and it decomposes
under the action of sunlight. It resists very well to water and / or chemical
agents, that is why it is not used for the modification of asphalt.
Figure 8. PVC
1.6. CONSTRUCTION PROCESS OF THE MODIFIED ASPHALT

The process of elaboration of the modified asphalt is carried out with the
following steps:
- Asphalt is transferred to the modifying tank.

- After the asphalt transfer process is complete, agitation begins.
- The asphalt is heated at a controlled temperature of 180 ° C to 190 ° C.
- The polymer is dosed depending on the volume of the tank, to prepare
a concentrate of no more than 5% of polymer.
- The polymer is added to the mill at a rate of 20 to 25 kg / minute.
14
- The asphalt must be kept in a temperature range of 180 ° C to 190 °

C. At the same time it is stirred for approximately 5 hours under
constant stirring conditions and in the aforementioned temperature
range.
- After the dispersion period has elapsed, it should be noted that the
polymer is fully incorporated into the asphalt.
- The asphalt should be controlled at a temperature of 180 ° C to 190 °
C for one hour, before going to the emulsification process.
PERFORMANCE (SAVINGS):
With the adaptation of this technology to the environment of the civil

industry, a solution is being given to the disposal of a new asphalt,
contributing to the conservation of the environment, at the same time that
a high-performance material is being produced that will result in significant
savings in maintenance and upkeep costs. All these advantages
contribute to supporting the three pillars of sustainability; economy,
environmental protection and social benefits achieving a sustainable road
infrastructure.
Polymer modified asphalts increase the useful life of a pavement two to
three times (depending on the case to be applied) with an additional cost
of up to 25% over the asphalt mix.
15
Graphics 1. Cost of laying asphalt folders
Graphics 2. Cost - Life cycle benefit of a pavement
ADVANTAGES OVER CONVENTIONAL ASPHALTS:
 Reduces thermal susceptibility and allows better sealing of cracks.
16
 Stiffer mixes are obtained at high service temperatures by reducing

rutting.
 More flexible mixtures are obtained at low service temperatures
reducing cracking.
 It reduces the exudation of the asphalt: due to the higher viscosity of
the mixture, its lower tendency to flow and its greater elasticity.
 Greater elasticity: due to long chain polymers.
 Greater adherence: due to short chain polymers.
 Greater cohesion: the polymer reinforces the cohesion of the mixture.
 Improves workability and compaction: due to the lubricating action of
the polymer or the additives incorporated for mixing.
 Better waterproofing: in bituminous seals, as it better absorbs
tangential stresses, preventing the propagation of cracks.
 Greater resistance to aging: it maintains the properties of the binder,
since the most active sites of the asphalt are occupied by the polymer.
 Greater durability: accelerated aging tests in the laboratory
demonstrate its excellent resistance to changes in its characteristic
properties.
 Improves the shelf life of mixtures: less maintenance work.
 Easily available in the market.
 They allow greater thickness of the asphalt film on the aggregate.
 Greater resistance to fuel spillage.
 It reduces the cost of maintenance and does not require special
equipment.
 Lower the noise level: especially in open mixes.
 Increases the modulus of the mixture.
 It allows the reduction of up to 20% of the thicknesses due to its
greater modulus.
17
 Higher flexural strength on the underside of asphalt mix layers

 Paved asphalt application case:
APPLICATION OF MICROFLOORING USING POLYMER-MODIFIED

ASPHALT ON THE SULLANA-AGUAS VERDES ROAD - Patricia Inés
Salinas Reto
The PEN 85-100 asphalts from the Talara, Repsol and Conchan refineries
that were tested with LG 501, Kraton and Taipol polymers are detailed.
When comparing the results obtained with the modified asphalt with
respect to a traditional asphalt, it was found that in the mix design of a
conventional asphalt the optimum percentage of asphalt was 6.4% while
that of a modified asphalt was 6.3%. This indicates that, in economic
terms, there is no “saving” during the execution of the road, however, it is
expected that the useful life of the pavement will be prolonged, which
means saving during the operation and maintenance stage.
The project is located in the departments of Piura and Tumbes, from Km.
1018 (Sullana) to Km. 1294 (Aguas Verdes). The section of the work,
crossed through the following cities and towns: Talara, Los Órganos,
Máncora, Cancas, Canoas, Zorritos, Caleta Cruz, Tumbes, Puerto Pizarro
and Zarumilla.
Comparisons were made of three important properties in asphalt
modification with conventional asphalt. Penetration test, softening point
test and torsional elastic recovery, from this comparison it was concluded
that:
18
For the process of modification of the base asphalt, a PEN 85-100 asphalt
was modified, starting from the premise that when polymer is added to the
asphalt, it will increase its softening point and the penetration will
decrease, which was verified at the laboratory.
Emphasizing that only modified asphalts have the property of torsional

elastic recovery, this characteristic is given by polymers, which have
elastic properties. To corroborate that this was fulfilled, an attempt was
made to carry out this test on a conventional PEN 85-100 asphalt,
verifying that there is no recovery angle after finishing the whole process.
In the case of the penetration test, several tests were carried out in the
laboratory of a PEN 85-100, finding that precisely a modified asphalt
decreased its penetration.
19
Graphics 3. Subgrade soil moistening Graphics4. Subgrade compaction
Graphics 5. Subgrade layer reception Graphics6. Compaction
MODIFIED ASPHALT ASSESSMENT:
1. INTRODUCTION:
The modification of asphalt with polymers of the most diverse varieties and
origins is one of the most important trends in the current road construction
industry.
The contributions of polymers to improving the rheological properties of

asphalt have been widely studied. However, every time a new product is
20
launched on the market, it is essential to carry out a thorough analysis of the

improvements that this polymer could cause to the asphalt.
The asphalt classification methodology by performance grade has become the

primary asphalt analysis tool, however, in the case of modified asphalt, its
range of application is very limited, as has been determined so far. The main
problem that there has been is that asphalt modified with different polymers
can have the same degree of performance, without being able to discern
between the individual contributions of each polymer, which could lead to the
choice of one that maximizes the characteristics of the modified asphalt.
Currently, the protocols established in NCHRP 9-10 are implementing a series

of new tests that will be able to assess which of several modifiers causes
better rheological conditions to asphalt. This contribution of NCHRP 9-10 is
essential to determine with which polymer the binder will perform best, since,
in many cases, the criteria for choosing a modifier is based solely on financial
criteria, given the same degree of performance. With this update to the
technology, financial analysis can be done considering a longer useful life of
the road.
This study was born with the main objective of analyzing different polymers
and their effect on base asphalt types AC-20 and AC-30, and to determine the
degree of performance that each one of them has, in different polymer
concentrations. This information can be of great relevance for road builders to
properly choose between the options available on the market. The result of the
first stage of the project is found in the report LM- PI - PV- IN- 18 - 02 a.
In this second stage, the results of the analysis of a base asphalt type AC-30
are presented, mixed with 6 different modifiers, and then the final product will
be classified by classifying by degree of performance, first, and later, by
21
means of the Assays indicated by the NCHRP 9-10 protocol: creep, fatigue
and zero shear viscosity
2. OBJECTIVES:
General objective:
Implement rheological tests of creep, fatigue and zero shear viscosity (Zero
Shear Viscosity) for modified asphalt binders, in accordance with the
provisions of the NCHRP 9-10 protocols.
Specific objectives:
Determine, according to the aforementioned tests, for a base binder type AC-
30 and 6 modifiers, which combination will generate the binder with the best
fatigue and permanent deformation performance
METHODOLOGICAL SCHEME:
The methodological scheme of the project is presented and later, the analysis
of figure 2 will be carried out.The indicated tests will be carried out on each of
the binders produced from the mixture of AC30 base asphalt and each
indicated modifier, in the following proportion: AC -30 + 1.5% EGA, AC-30 +
2.0% SBS, AC-30 + 3.0% PLASTOMER, AC-30 + 2.0% UPS-65, AC-30 +
12.0% SMOKE BLACK and AC-30 + 3.0% ASPHALT . The choice of these
22
modifiers is based on the fact that they represent an adequate sample of the
wide variety found on the market.
Graphics 7. METHODOLOGICAL SCHEME
EVALUATION OF CURRENT BINDERS BEHAVIOR PARAMETERS:
Permanent deformation:To evaluate the effect of the modification to the

binders, some indicators are required. These are generally derived from the
model recommended by the SHRP program. The model, defined in the
following equation, includes an initial strain (εp (1)) and a slope factor (S).
Where:
εp = accumulated total permanent deformation.
N = number of cycles.
23
It is considered that the initial permanent deformation can be affected by many

factors that are not related to the binder, and in turn, this effect is taken by the
total deformation, which is used to compare mixtures. This is why it is
considered that the value of the logarithmic slope (S) is considered as a more
representative parameter in the study of the contribution of binders to the
resistance to permanent deformation of the mixture. Finally, it is important to
highlight that studies have found low correlations between the average rate of
accumulation of deformation of the mixture (S) and the parameter G * / sinδ.
Fatigue:
A lack of correlation was also observed between the fatigue resistance of the
mixtures (when the stiffness decreases to 50% of the initial stiffness) and the
parameter G * sinδ. Because both the parameter G * / sinδ, as well as G * sinδ
do not adequately explain the phenomena of resistance to permanent
deformation and fatigue cracking, respectively, it has been sought to develop
better tests to determine these types of damage.
DEVELOPMENT OF NEW TESTS FOR THE CHARACTERIZATION OF

BINDERS:
Permanent deformation test:
In order to find a parameter that would describe the role of binders in the
permanent deformation of the mixture with greater effectiveness than G * /
sinδ, the following was proposed:
24
Graphics 8. Concept used in the

derivation of G / sin
Graphics 9. Shooting energy improvement concept
1. The strains in the binders are much greater than the strains to which
binders are subjected in the Dynamic Shear Rheometer (DSR).
2. Cyclic loading with a complete reversal of stress or strain is not appropriate

to quantify the contribution of the binder to the resistance to plastic
deformation caused by irreversible cyclic loads (known as non-reversible
cyclic strain or repeated creep).
25
The first hypothesis is due to the fact that previous studies have indicated
that modified binders vary significantly in their dependence on
deformation. Furthermore, it has been found that the rheological behavior
of the mixture is very susceptible to the level of deformation. The second
hypothesis is related to the concept of energy dissipation.
It was shown that at high temperatures (70 ° C), the binders are very
sensitive to deformation only at very high levels of deformation (they
exceed the reasonable range of 50%). Therefore it was concluded that the
sensitivity to deformation cannot be used to explain the results of the
permanent deformation tests as shown in the figure, during the reversible
cyclical load only the total energy dissipated can be estimated.
The deformation mechanism, as it occurs in the field, does not include

reversible loads that bring the pavement material to zero deformation. The
deformation is actually a repeated creep mechanism with sinusoidal load
pulses. In this case, the asphalt pavement layer is not forced to zero
deflection, but recovers from some deformation due to the elastic energy
stored in the layer material. Under this type of load, the energy is
dissipated in damping (also called visco-elasticity or hysteresis) and in
permanent flow. Damping energy is mostly recoverable, but it takes time
to be used effectively. The energy related to the permanent flow is lost.
The permanent part of the dissipated energy is believed to be the largest
contributor to the resistance to permanent deformation of asphalt mixes
and pavements. The main problem with currently used reversible cyclic
charging methods is the inability to distinguish between these two
mechanisms that result in energy dissipation.
26
For this reason a repeat creep test process was started with the DSR.
From the results, a clear distinction was observed between the
accumulated permanent deformation of the binders, which could not be
identified using the parameter G * / sinδ.
Also, there is an inversion in the ranking of the parameters, since there is

a capacity of the binders to recover under load conditions. This recovery,
however, is not detected by G * / sinδ because the parameter cannot
distinguish between the total energy dissipated and the energy dissipated
by permanent flux.
Fatigue Test:
As discussed above, it has been found that the G * sinδ parameter does
not correlate well with accumulated fatigue damage, for the fatigue beam
test under controlled strain conditions. The reason for this is considered to
be that the parameter G * sinδ is measured in the linear visco-elastic
range, using low strains. There is a fundamental problem with this
approach as it is not expected to represent the effect of cyclic loading and
changes in the properties of the binder undergoing damage.
The effort to develop a new test focused on simulating the fatigue

phenomenon in a fatigue test for the binder. The DSR was used to
perform what is known as a time sweep test. The test provides a simple
method of applying repeated stress or strain cycles at different
temperatures and load frequencies. A good correlation was also found
between the results of this test and that of fatigue for asphalt mixtures.
SELECTION OF NEW PARAMETERS:

27
Parameter for permanent deformation:
Based on previous analyzes of the repeated creep test, it was determined that
the creep and recovery test would substantially increase the estimate of
resistance to set buildup in binders and its contribution to rut resistance in
asphalt mixtures. In the derivation of a new parameter, the model that
represents the secondary creep rate as a function of the number of load cycles
was used.
Graphics 10. Parameter derivation
Although this concept has been used in asphalt mixtures, it has not been
applied to asphalt binders. Furthermore, it has been experimentally shown that
the secondary creep rate in asphalt binders is a direct function of the number
of cycles and therefore no logarithmic transformation is required. The following
model has proven to be very efficient:
28
Where:
εa = permanent accumulated strain.
I = intercept with the permanent deformation axis (arithmetic, not

logarithmic). N = number of load applications.
S = slope of the linear portion of the logarithmic relationship.
MANAGEMENT OF MODIFIED ASPHALT:
29
1. INTRODUCTION
When planning maintenance and rehabilitation in a multi-year program,

pavement engineers are faced with the decision of determining which sections
of road should be repaired, when repairs should be made, and what types of
repairs or treatment should be used. This is a major problem due to the wide
scenario of combinations between the possible choices between the large
number of homogeneous sections on the road and the different possible repair
treatments.
Pavement management is one of the most important functions in highway

operating organizations. Pavement management systems are a set of
procedures and tools that are intended to assist these organizations in the
systematic application of processes related to this aspect.
The main components of a management system include: a set of computer

programs for the information required by the system; analysis tools for the
prediction of pavement deterioration; economic evaluation of highway projects,
and the formulation of programs. The HDM-4 system, developed under the
auspices of different international road organizations and financial entities, and
marketed by the World Road Association, PIARC, constitutes a very attractive
alternative to implement analysis tools for pavement management systems.
One of the main disadvantages of the HDM-4 is that its application involves a
large number of input data (of the order of 800 for a common application),
much of which it is necessary to obtain in the field at often prohibitive costs.
From the above, the need to study the sensitivity of the internal models of the
HDM-4 emerges in order to rank each of the parameters that intervene in
them, according to their impact on the results of the system, and generate a
list of the variables whose values it is essential to obtain in the field or in the
office in order to guarantee the validity of the results generated.
30
A main objective of pavement management at the Project level is the

preparation of lists of activities to obtain optimal results and ensure that the
pavements provide the expected level of service, making the most of the
useful life period; for which corrective and preventive maintenance operations
should be considered. The importance of proper planning and scheduling of
pavement-related activities including routine maintenance, periodic
maintenance, and rehabilitation should be emphasized.
2. GENERALITIES
2.1 Infrastructure systems and the dynamics of social development
There is no doubt that the economic and social development of the

communities has always been linked to the improvement of transportation
systems. Communities grow culturally, socially and economically as there
is the possibility of communicating and moving. The foregoing can lead us
to the conclusion that the growth of a region may be limited by insufficient
means of communication, either internally or externally to other
neighboring communities.
The Manheim model is a clear example of the relationship between the

transport system and social development; points out that the social
dynamics of a city, a region, a country or a community in general can be
understood from the relationships that are verified between three essential
variables:
 Transport system,
 Activity System, and Flow Structures.
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Transport system:
The transportation system can be analyzed from three elements:

infrastructure, vehicles or equipment, and operation. The infrastructure
corresponds to the physical elements that serve as physical support to the
vehicles; such as streets, highways, railways, ports and airports. The
equipment or vehicles are the devices that carry out the proper movement
of people and goods; like cars, buses, trains, boats, and planes. The
operation or management corresponds to the way in which the vehicles
are ordered and operated on the infrastructure; example traffic lights and
signaling, air and rail traffic control systems.
By identifying these elements, it can be affirmed that interventions or

transformations in any of them imply interventions and modifications within
the Transportation System.
Activity System:
The Activity System (movement of people, goods, etc.) is related to the

economic and social reality of the analyzed communities. Among the
aspects that define it, the number and characteristics of the population, the
level of income, economic activity and land use stand out, among others.
Flow Structure:
The flow structure corresponds to the characteristics that define the trips
that actually occur in the analyzed communities: origins, destinations,
modes, routes, amounts of passengers and cargo transported. However,
this definition is incomplete if it is not associated with the concept of
Service Level; Without a doubt, it is not the same to transport a certain
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amount of passengers between a specific origin-destination pair in 10

minutes than in an hour. The level of service is associated with the
attributes that users perceive for making the trip, among which we can
mention: travel time, operating costs, tariffs, tolls, comfort, security, etc.
The definitions just presented indicate the dynamic nature of these. In

other words, a community is permanently in the presence of modifications,
be it on the transport system, the activity system or the flow structure.
These modifications are often related to each other, distinguishing three
fundamental cause-effect relationships:
Type 1 relationship:
The interaction between the transport system and the activity system
defines a certain flow structure operating at a certain level of service.
For example, the construction of a Metro line in a certain city. Such a

situation is capable of producing improvements in the service level and
therefore changing the flow structure as a result of the change in mode of
some users. On the other hand, a change in the land use of a place can
generate real estate projects that vary the location within the city and with it
the origins and destinations within the city.
Type 2 relationship
Variations in the flow structure can generate variations in the activity

system, as a result of variations in the level of service or in the resources
consumed in the provision of said services. For example, a decrease in
travel times to a certain place can motivate the housing development of that
place.
Type 3 relationship
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Changes in the flow structure can motivate transformations of the transport

system over time. This is the case of planning carried out by government
and private agents, in terms of responding to the transportation needs that
are expected to be covered in the future. These three relationships are
shown in the following figure:
Graphics 11. Relations between the transport system, the activity system and the flow structure
While there are many other factors that influence the development and
transformation of social communities, this simple model gives an idea of the
responsibility that community planners and stakeholders have, particularly
those related to transport infrastructure.
Good infrastructure decisions can bring great benefits to the entire

community; on the contrary, wrong decisions can have very dangerous
effects, especially in the long term. The challenge of analyzing
transportation systems is to intervene delicately and deliberately in society,
in order that, by using its transportation system effectively, in coordination
with other public and private actions, the goals of said societies are
achieved.
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2.2 THE PAVEMENT AS AN ANALYSIS ELEMENT FOR THE MANAGEMENT
Over time, developed countries have realized that good infrastructure

management is essential for both economic and social development of the
regions, due to this their concern for said operation has taken on great
importance, they have developed a countless systems that aim to optimize
resources to ensure that roads fulfill their function 100%. The aforementioned
systems require the continuous development of technology to study, analyze and
understand the behavior of all elements of the infrastructure. Notwithstanding the
foregoing, the basic element within the road infrastructure are the pavements,
around them all the elements mentioned above are generated. This importance
is due to the functionality that the pavement fulfills within the operation of a road,
it is this that provides the required surface for the movement of the different
means of transport; Most of the user costs depend on the pavement, it is also the
pavement that requires the greatest amount of economic and financial resources
both for its construction and for its maintenance and for this reason the
development of technologies in the road infrastructure has as a primary objective
the behavior of the pavement.
For this reason, a large part of the studies focus on the explanation of the
behavior of the pavement, as well as on the different elements that influence it.
The current transportation system includes the marine, air and land means; of
them, the marine and the railroad tracks do not use pavements. That is, the other
means in one way or another include the use of the pavement within its
operation, for which they need pavement management systems that allow
adequate operation, controlling the investment that such maintenance requires
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and the costs in which the users incurred according to the state in which they
are.
2.3 DEFINITION OF PAVEMENT
Pavement is the set of layers of selected material that directly receive traffic
loads and transmit them to the lower layers in a dissipated way, providing a
rolling surface, which must function efficiently. This rests on the foundation
ground.
The necessary conditions for proper operation are as follows: width, horizontal
and vertical stroke, adequate resistance to loads to avoid failures and cracks,
adequate adhesion between the vehicle and the pavement even in wet
conditions, present adequate resistance to destructive efforts of traffic, weather
and water, in addition to having adequate visibility and having a pleasant
landscape so as not to cause fatigue.
Since the stresses in a pavement decrease with depth, materials with a higher
load capacity should be placed in the upper layers, being of lower quality those
that are placed in the fillings in addition to being the most commonly found
materials. in nature, and consequently they are the most economical.
The division into layers that is made in a pavement is due to an economic factor,
since when we determine the thickness of a layer the objective is to give it the
minimum thickness that reduces the efforts on the immediate lower layer. The
resistance of the different layers will not only depend on the material that
constitutes it, the construction procedure is also of great influence; Compaction
and humidity being two important factors, since when a material is not
accommodated properly, it is consolidated by the effect of loads and that is when
permanent deformations occur.
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Classification
We will divide the pavements into two classes:
- Flexible pavements,
- Rigid Pavements,
- Mixed pavements
This division, although it is somewhat arbitrary, we have adopted it

because it is the best known and most generalized.
Figure 9. Digital diagram of the structure of a flexible pavement
2.4 THE PAVEMENTS AND THEIR NEED FOR CONSERVATION
The purpose of the pavements is to serve the traffic in a safe, comfortable and
efficient way, for this reason it is important to carry out adequate and timely
conservation work on them.
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The concept of conservation of pavements means the action of taking care that
their aptitude for service is prolonged for the required time, which implies an
effort of concern from those in charge and a significant disbursement of
resources on the part of the responsible agency.
The roads are vital for the community and affect the economic well-being and
development of the same, for this reason the administrators have the
responsibility to give the public the best possible service with the available funds.
Roads are one of the subsystems of the global transport system, to it is added
the subsystem of vehicles that travel on the road, both forming what is known as
the global cost of the transport system. Within this premise is inserted the need
to build good quality roads and intervene in them whenever necessary, in order
to maintain the appropriate conditions for users. As long as there is demand from
them, it is convenient to create and follow a network conservation scheme that
guarantees the following:
- Adequate conservation of the roads of the network at an

appropriate cost.
- That the road network be maintained following a long-term
program.
- That the costs and benefits of the system be optimized,
rationalizing the use of resources.
- That there is a permanent control of the effects on the
environment
- That a control of the effectiveness of conservation is
implemented.
In an intensely motorized society like ours, the importance that must be given to
road maintenance is fundamental. The country's road heritage has been
considerably enriched and continues to grow in an important progression, thus
highlighting the need to have complete information on the state of roads and
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structures, as well as a conservation action plan that allows the prevention and
correction of deterioration in a timely manner. With this objective, management
systems are used, which serve as a tool to help make the decision, selecting the
most appropriate actions, determining their cost and setting their priorities, within
the economic availability of the managing entity, be it public or private.
Since the pavements are designed to have a specific duration, the failure to carry
out adequate maintenance will mean that in the short term the pavement will
deliver less service than expected. This situation encourages the creation of
pavement management.
Pavement management is understood to be all those conservation actions that,

applied over time, maintain an adequate level of service, both in functional and
structural aspects. In fig. 3 a graph is presented that represents the general way
in which pavements deteriorate, in it it can be observed that the deterioration is
slow in the first years; however, there is a threshold at which deterioration is
accelerated, quickly reaching the end of the road's useful life.
Figure 10. Scheme of deterioration of a pavement over time
3. PAVEMENT MANAGEMENT
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A pavement management system is normally considered to be the set of

operations that aim to preserve for a period of time the conditions of safety,
comfort and adequate structural capacity for circulation, supporting the climatic
and environmental conditions of the area in which is located the road in
question. All of the above while minimizing monetary, social and ecological
costs.
In the past, the state of the pavement was visually appreciated, the
reinforcement techniques were primary and limited (basically simple patching
or surface treatments) and ecological problems were only taken into account
in accordance with the conscience of the engineers (who felt more or less
compromised). with the cause). At present the situation has changed, the state
of the road is measured through a multitude of specific parameters, the
technical possibilities for repair and conservation are multiple and the
ecological issue has gained fundamental relevance, hence the management
systems of pavements have evolved to a similar extent.
The concept of "pavement management" has evolved rapidly in the last twenty
years combining all the activities to provide and manage pavements. Its basic
objective is to use safe and consistent information to develop decision criteria,
grant realistic alternatives and contribute to efficiency in decision-making, in
order to achieve an economically optimal action program and in which
feedback on the consequences is provided. of the decisions taken, as a
means of ensuring their effectiveness. It can be added that experienced
people can generate rational programs but for an extensive network it is
essential to organize the information. In the absence of a management
program,
Pavement management planning provides benefits such as:
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· Collects a set of information, which can be shared within the

organization, between institutions or the general public.
· Achieve the best benefits with the money available.
· You can make known the consequences of one or another conservation

measure based on previous similar experiences.
In addition, pavement management is a global process that includes all those

activities involved in providing roads, including: acquisition of initial
information, planning and scheduling of maintenance, rehabilitation and new
construction, design of details of individual projects and of periodic monitoring
of existing pavements. Management identifies the best strategies, prioritizing
them for implementation.
Figure 11. Simplified diagram of the main activities that make up a pavement management system
3.1 Characteristics
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Pavement management must be capable of being used by the body in

charge of the different levels and contribute to decision-making regarding
individual projects and the network in which these projects are located. On
the other hand, the use of an adequate management system on the roads
will make it possible to obtain the optimal performance of the invested
resources, valuing the various costs involved for this purpose. To achieve
an adequate management system, it is useful to know some of its
essential requirements:
- Ability to be easily used, making it possible to add and

update data and modify it with new information without
further complication.
- Ability to consider alternative strategies within the evaluation.
- Ability to identify the optimal strategy or alternative.
- Ability to base their decisions on rational procedures, with
quantifiable attributes, criteria and restrictions.
- Ability to use feedback information to know the
consequences of decisions.
Pavements are complex structures that involve many variables:

combinations of loads they support, environmental stresses, materials and
forms of construction, maintenance, etc. And it is important to clearly
understand the technical and economic factors involved in its construction,
operation and maintenance in order to properly manage the pavements.
3.2 System concept
Before continuing to analyze the main characteristics of pavement

management, we intend to introduce the concept of systems, which was
the basis on which this new discipline of road engineering was developed.
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In general, a system is a "management model that is applied in a certain

organization that operates in a changing environment" and comprises a
collection of interrelated elements, which operate together to achieve the
objective. The effectiveness of each of these elements depends on how
each one acts in the set. By applying systems theory it is possible to
simplify a situation in order to analyze and understand its implications in
the environment. In order to further explain the idea, Fig. 12 is shown
Figure 12. General systems model
In the figure are distinguished:
- Environment: it is the medium in which the system in

question is inserted.
- Borders: they correspond to the restrictions or limitations that
distinguish the system from its environment, define what
belongs or does not belong to it.
- Tickets: are the elements that enter the system. corresponds
to those necessary for it to meet its objectives.
- Departures: are the results that the system gives, based on
the input data.
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- Process: It is the activity that transforms inputs into outputs

within the system.
- Feedback: It is the information that the system receives from
the environment once the outputs have been delivered and it
is the mechanism to correct its performance.
The system approach includes, for those who use it, the fact of assuming
an overall vision in the process, with interaction between the parties, and
the application of an analytical process on a model of reality.
The terms referring to systems are often confusing and are associated
with the problems of the definition phase, the inputs can be taken as the
factors that make up the elements of demands, such as loads, traffic, etc.,
which together with the constants usually represent the information that is
required by the problem solvers. The objectives are also part of the
information, but they usually must be developed or specified by the
problem managers themselves.
Similarly, they must decide the definition of the problems whose output will
be used in the analysis of alternative solutions and in the modeling of said
alternatives. It is important that the system under consideration is clearly
recognized and identified, otherwise there may be confusion in the
determination of the required inputs and in the specification applied to the
objectives, constants, etc.
3.3 Systems Methodology
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The systems methodology comprises a set of knowledge that has

been developed for efficient planning, for the design and
implementation of new systems and to structure the state of
knowledge of an existing system or model of an operation. It is a
comprehensive problem-solving process that was developed from the
observation of efficient and systematic project behaviors.
There are two uses of major and interrelated systems methodology:
1) The structuring of a problem, or body of knowledge.
2) The use of analytical tools to model and solve the problem.
The structure of any problem solving process must include a

systematic incorporation of all the technical, social and economic
factors that comprise it; moreover, it must be a logical simulation of the
progression of activities involved in efficient problem solving. The
continuous and iterative process is presented in Figure 6, this process
is applicable both to the global problem and to its components or "sub
problems." Basically in three main levels:
1) The approach to the system, which comprises an initial approach

and that with respect to Fig. 12 involves the phases of recognition of
the problem and its initial definition, with a partial look at the
generation of alternative solutions.
2) System analysis, which extends the previous level to a more

complete development of alternative strategies and provides a
methodology to analyze and optimize said alternatives.
3) System engineering, which is the most complete manifestation of

the systems method that includes the design, implementation and
performance evaluation of problem solving.
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The solution of problems applying the systematic method of the

figure can be efficient, but it is necessary to recognize certain
limitations in its use:
· A successful application depends on the capabilities of the

personnel who carry it out: the method is not a substitute for poorly
developed engineering.
· The point of view of the individuals or the agency; involved in the

study of the system must be clearly recognized and identified.
· The components or the extent of the system under study must be

clearly identified.
· The oversimplification of many problems by treating them as a

black box.
· The danger of generating specific solutions based on a

misunderstood problem; that is, to generate wrong solutions
regarding reality.
As previously stated, any system is inserted in an external

environment, with a certain technical, social, economic and political
level. Therefore, a certain problem has a certain definition, analysis
and conclusion in a specific setting; Any change in said scenario in
terms of the technical, social, economic or political aspects may
imply that the problem disappears, decreases or increases, and that
the originally supposed solution has no application in this new
scenario. That is why the feedback process in which it is analyzed if
the problem has been solved or if the conditions that motivated said
problem have changed is fundamental.
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Figure 13. Main phases and components of systems method
3.4 Analytical Tools for Systems Implementation
The structuring of a problem can be very general to find a useful and operational
solution; the application of analytical techniques to an improperly structured
problem can result in an inappropriate solution, that is, analytical techniques that
are used as part of systems methods to solve problems are most useful when
problems are well formulated or structured , otherwise they are useless.
There are a wide variety of techniques available for use in a system method of
solving a problem; Some of them are presented below, those that have diverse
applicability in the pavement area. The use of models or systems techniques can
facilitate a decision regarding a topic under study.
One of the most applied systems methods includes the use of linear
programming, there are also other non-linear methods that include the use of
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differential calculus, Lagrange multipliers or geometric programming for iterative

solutions searches.
Other random-type models are also applicable, for example, some consider the
Monte Carlo method, which is useful in the absence of appropriate analytical
models for a specific problem to be solved, as well as techniques that use
Markov chains or models. stochastics. In another area, the use of programming
and control methods such as CPM or PERT is also considered as supportive.
3.5 Application of the System Concept to Pavement Management
A pavement management system comprises a coordinated set of activities

related to the planning, design, construction, conservation, evaluation and
investigation of all the elements that make up the road infrastructure. Its main
objective is to establish the methodology for the monitoring and continuous
evaluation of the state of the pavements, in order to provide safety, comfort and
economy to transport, obtaining the highest possible profitability for the money
invested subject to economic, technical, political and environmental restrictions. .
For such purposes, the system must be upgradeable, allow comparison of
alternatives and identify the optimal one, basing its decisions on attributes,
criteria and quantifiable restrictions.
Pavement management can be applied to a road network or to a particular

project, these two concepts are presented schematically.
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Figure 14. System comparison at network and project level
In general, management at the network level makes it possible to determine the

needs of the works required on a set of roads; instead, project-level management
clearly defines the requirements of a particular project.
Figure 15. Main components of a pavement management system
The basic elements that make up a pavement management system can be

summarized as:
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· Network inventory information.
· Information on the functional and structural state of the elements of the road.
· Behavior prediction models during their useful life.
· Conservation standards for current and future deterioration.
· Economic evaluation of the different conservation and / or rehabilitation

alternatives.
· Configuration of an action program in the analysis period.
3.6 INFORMATION SYSTEMS
It is important to emphasize that within pavement management and, due to the

management of abundant information to implement it, it is necessary to
emphasize what it means to order the information for its processing and
interpretation.
Information Concept
The concept of information is defined as the acquisition or communication of

knowledge derived from the study, experience or instruction regarding specific
situations, which allow expanding those that are possessed regarding certain
subjects. That is, information can be considered as one more resource within the
organization of an information system and is a fundamental part of its
development.
In generic terms, information is defined as "a good (or product) that differs from
the typical economic one by not running out or depreciating when consumed.
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The information is not extinguished when shared, on the contrary, this makes it
grow." However, information is considered today as one more resource within an
organization and on which, in a certain way, its operation and its permanence
over time depend.
Information Flows
For the operation of a management system, it is necessary to specify information

flows that unite the information, analysis and implementation subsystems.The
basic concept is to carry out the various activities that decision-making involves,
with the respective information gathered. and the consequences of possible
decisions analyzed in the light of such information.
Based on this analysis, the decision is made, which is implemented and its
results are saved in data files that are made available to other administrators at
other levels. The main types of data files are those of design and construction,
maintenance history and condition of the pavement.
Figure 16. Information flows for a management system
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Figure 17. Information system
Information systems
Information systems are tools developed to manage a large amount of data that
is collected over time in order to analyze and process information quickly and
safely, obtaining results quickly.
These systems are based on highly trained personnel, computer technology and
equipment in charge of data collection (Fig. 10), this together forms an
information system and its good operation depends specifically on the
coordinated operation of all the elements mentioned above.
The need to make quick decisions has made information systems one of the
most used tools in recent times, their development has reached levels never
imagined, reaching the point of having expert systems that use deductive
reasoning, and neural networks that can "learn" based on the data you receive
over time.
A clear example of an information system is the geographic information system

(GIS), in which, in a digital way, the system is configured to show the various
elements ordered according to the established methodology, classified by layers
or layers and / or colors.
Figure 18. GIS Layered Structure
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3.7 Implementation of an information system
Implementing an information system is not an easy task, since it usually involves

important changes in organizations; therefore, it is necessary to bear in mind that
there must be a balance between strategy, organization and technology
Senior management of the organization must define a business strategy that

includes an administrative organization and adequate technology for the
proposed objectives, assigning the necessary resources to achieve the proposed
goals.
If any one of the components loses relative importance to the others, it may
mean that the desired implementation fails; that is, if, for example, during the
execution of a work we add technological resources, if the management
personnel are not trained, then the expected results will not be obtained.
Figure 19. Balance condition necessary in the implementation of a system
The other concept to keep in mind when implementing an information system is

its improvement in stages. Trying to achieve a change from having nothing to a
perfect system in a single step is an almost impossible task, either because of
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the technical difficulty that this implies or because of the possible resistance of
the people who could feel affected by said change. However, advancing in
stages allows a positive culture to be produced in the organization between
changes, especially since positive results can be obtained on a smaller scale, in
relatively short timeframes.
Figure 20. Stage in the implementation of systems
Use of Information Systems within Pavement Management
An information system is an integrated set of human and technical resources

whose objective is to provide the organization with adequate, precise and timely
information to support operations, management and decision-making; Normally a
system works through the interaction of the people and teams involved, among
which are basically computer equipment, with specially developed software, as
well as analysis, planning, control and decision-making models.
The information systems that can be used for pavement management are
detailed below:
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Geographic Information Systems (GIS):
GIS is defined as a set of methods, tools and data that are designed to act in a
coordinated and logical way to capture, store, analyze, transform and present all
geographic information and its attributes in order to satisfy multiple purposes.
GIS is a new technology that allows you to manage and analyze spatial
information, which arose as a result of the need to quickly have information to
solve problems and answer questions immediately.
The GIS can be used as a platform on which the pavement management system
can be built and operated. This GIS system can make a spatial integration of the
data used for the decision making of the management system. The functions of
the GIS include thematic maps, flexible databases, matrix manipulation,
generation of networks and integrated models and algorithms.
GIS technology can provide the basis for an integrated road information system, in
which variables such as the state of pavements, road geometry, traffic volumes,
etc., can be associated with the geographic system. For reference, a map can
facilitate the inputs and outputs of the system, as well as an easier understanding
for it.
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Figure 21. Scheme of a geographic information system
Use of expert systems:
It is a program that manifests some combination of concepts, procedures and

techniques derived from recent developments in artificial intelligence that allow
solving complex problems. In general, its basis of operation is in an analysis of
the type:
IF (if something happens or something happens) THEN (then act in such a

way)
In pavement management it can be useful to apply existing experience and

knowledge in decision making.
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Figure 22. Typical configuration of an expert system
IF (if something happens or something happens) THEN (then act in such a

way)
In pavement management it can be useful to apply existing experience and

knowledge in decision making.
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Figure 23. Typical configuration of an expert system
3.8 GENERAL STRUCTURE OF A PAVEMENT MANAGEMENT SYSTEM
A pavement management system is simply the combination of analysis

procedures, detailed forms for data acquisition, measurements, decision criteria
and tools, among which a basic one is computer programs, which provide
systematic and optimal methods to carry good management. The degree of
complexity of a system can be very varied, ranging from a database to a total
optimization, and is generally defined by the objectives of the system as a whole.
When planning the development of a management system, several important

factors must be taken into account, such as: availability of resources, information
requirements, level of sophistication, data management, reporting and
management. For this, it is necessary to have an updateable data structure that
allows managing the data, along with providing the necessary tools for analysis
and modeling of the behavior of the infrastructure. On the other hand, within a
Pavement management system, three typical modules can be distinguished:
Database, Analysis Methods and Feedback. Figure 16 illustrates the modules
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that make up a generic SGP. This figure corresponds to an adaptation of the one
presented in chapter 2 of the AASHTO Guidelines for Pavement Management
System of 1990.
Figure 24. Database
Represents the general structure of a pavement management system, in which

planning, design, construction, maintenance, evaluation, database and research can
be identified.
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Figure 25. General structure of a pavement management system
1) Planning: includes the stages of acquiring traffic information, evaluating

deficiencies in the network, assigning priorities and scheduling to carry
out the necessary work. In this phase, investment decisions are made,
recognizing budget constraints.
2) Design: acquisition of information on materials, transit, cost, etc. and

subsequent development of design alternatives, analysis and comparison
of their characteristics for the selection of one of them.
3) Construction: includes activities such as work scheduling, development

of construction operations and quality control of works.
4) Maintenance: a maintenance work program is established based on the

budget and the levels of deterioration.
5) Evaluation: a periodic measurement of functional and structural factors

already mentioned above is established.
In addition, they highlight:
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- Database: stands out as a fundamental point, which contains the

compilation of information for the different phases, and
- Research and development tasks: that must be permanent to update

and improve the system.
3.9 DEVELOPMENT OF A PAVEMENT MANAGEMENT SYSTEM
The main condition for establishing an infrastructure management system is the

willingness of the corresponding authorities to finance it; For example, in the
state case, the director of the highway agency: in the case of the commune, the
mayor and in the case of a concession, the administrator or manager of the
project, and to create the organization necessary for its operation; A country
wishing to establish a pavement management system should consider at least
the following aspects:
1) Strategy: Provision of a master plan that involves all the elements of the
system both in the implementation and in the operation over time.
2) Organization: that covers all the activities of the system including the
personnel and organizational structure, from taking data in the field to making
high-level decisions, without omitting the investigation instances to be applied,
very important to be able to update the system permanently.
3) Equipment: it must be appropriate to carry out the different processes involved

in pavement management, it must be equipped with computers, appropriate
programs and road monitoring equipment, etc.
4) Research: it is a fundamental aspect for the initial phase and the overall
development of the system.
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In addition, the management system must be structured around the following basic
actions:
1) Create a database where the characteristics of the network or project to be

managed are inventoried.
2) Proceed to a systematic and periodic collection of quantitative information on

the state of the pavement and the other elements of the road.
3) Establish the indices and parameters for the global quantification of the road
service level, with the possibility of setting intervention thresholds.
4) Define a method of choosing priorities to establish an order of application of the

available resources.
5) Choose the conservation techniques to be applied in each case based on the

information collected and proceed to their evaluation.
3.10 PARAMETERS OF THE PAVEMENT MANAGEMENT SYSTEM
A well-understood pavement management system has a set of invariable

parameters that define it, of which those that must be considered and that
depend directly on the "state of the art" (updating knowledge regarding any
subject) are:
· The model or models of behavior to be used.
· The past experience on which the knowledge of the behavior of

pavements and the main factors that it contemplates is based.
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· The quality of the instrumentation and the techniques to carry out the
measurements that determine the parameters.
· The quality and extent of the available database.
· The variability in the data set required to determine the appropriate

parameters.
To represent the current state of the pavement, it is necessary to choose the

appropriate parameters for the purpose of the management itself, the most
used indices are those that are directly related to some of the functions that are
required of the pavement. In general, these functions refer to the structure of
the pavement, the safety and the comfort it provides.
4. USE OF CURRENT TECHNOLOGIES WITHIN THE MANAGEMENT

SYSTEM: MODIFIED ASPHALTS
The last three decades have been a period of rapid technological change,
where new types of materials and pavements have emerged, and where
existing pavement design methods have not been adequate enough to
handle today's new operating conditions.
The use of new technologies of materials for paving has emerged as a

response to the need to improve the performance of the pavement, reducing
the time of appearance of structural or functional deterioration under different
scenarios that may be adverse weather conditions, disproportionate increase
in loads. traffic and improvement of safety conditions on the rolling surface,
63
among others. In addition, that many times good quality materials are not in
the place and have to be transported from distant places, which makes the
cost of transport and energy consumption excessive.
A pavement management system must provide the means to make alternate

material handling incorporations or alternate pavement types. Comparisons
between costs and performance should be able to determine the relative
benefits of using an old or new technology. In this way the costs and benefits
for new types of flooring can be compared.
The purpose of modified asphalt is to improve the performance of asphalt

mixtures, by “altering or modifying” its qualities. As they are those of the
characterization of asphalt, the indicators of the different methods of design
of mixtures, or those related to the structural and functional conditions of the
pavement.
As mentioned above, due to its nature, a pavement needs conservation, so

together with the deficient construction systems and bad conservation
techniques, modified asphalts have become products of great economic
potential in the road market, in which have had a great boom. And therefore
the need arises to put them under the perspective of management systems.
There is much documented evidence of the benefits of the use of modified

asphalt, where the modifiers used can be classified mainly in polymers,
fillers, ground rubbers, fibers, antioxidants, etc., and provide benefits in the
behavior of asphalt mixtures in terms of permanent set, fatigue cracking,
temperature cracking, susceptibility to moisture, and oxidative aging.
These benefits in the behavior of asphalt mixtures are viable alternatives for
the construction of new pavements or for conservation alternatives where
better performances are needed, contributing to reduce both the
conservation costs and those related to the operation of the road.
64
There are as many possibilities to modify an asphalt as there are modifiers in

the market, ranging from foundry slags, to high-tech microfibers, under this
diverse scenario combined with all the promises in performance, there is an
imperative need to evaluate them for know its behavior, and be able to check
or disapprove its benefits, as well as not to err when making a decision to
use the modified mixture in road maintenance
Given the above, assessing the benefits of this type of asphalt during the life
cycle of the pavement, presents us with some points to be discussed, one of
them would be the implications of predicting the behavior over time and
quantitatively assessing the properties of a modified asphalt mix.
5. IMPLICATIONS IN THE PREDICTION OF THE BEHAVIOR OF FLOOR

MATERIALS: MODIFIED ASPHALTS
Among the components of the pavement management systems are

mathematical models for estimating the future condition of the road
infrastructure and the costs incurred by users when making use of it
(operating costs, use of time, accidents, etc.)
To estimate the corrective actions that are carried out in the future within a
pavement management system, it is necessary to predict the rate of change
of those variables with which the initial condition criteria were established,
which may be serviciability, PCI, the IRI, etc.
Figure 12 shows a diagram of how the different predictions in the

conservation times of a pavement vary, based on the rate of change of its
initial condition, whether of the main deteriorations such as cracking or
surface deterioration, permanent deformations or loss of the structural
capacity.
65
This behavior of a pavement should lead to mathematical models that will

make it possible to predict the future performance of an asphalt mixture
under certain observed variables, which will serve to predict conservation
actions, and which should serve to provide feedback to the management
system when investigating whether it is behaving a pavement as predicted.
Although there are deterioration models for conventional asphalt mixtures,

which mostly come from the pavements themselves, there are few or
practically non-existent as regards mixtures with modified asphalt, this is
logical given the heterogeneity of both the modifiers and the benefits that
they preach.
Developing good deterioration models that predict with a sufficiently reliable

correlation the behavior of a pavement related to time or to accumulated
traffic loads is one of the greatest challenges in pavement engineering.
Figure 26. Typical impairment model to predict
The basic requirements for any pavement prediction model should

include:
A suitable database
66
Determination of the significant variables that affect impairment.
A careful selection of the shape of the model that represents the real-
world situation of their behavior
Criteria to know the precision of the models
It is necessary to mention that there are a large number of models

made for the design of pavements such as the ASSHTO or Asphalt
Institute methods, or the mathematical models derived from the NHCRP
1-37th research that we hope some day not too far away will result in
the new guide for empirical-mechanistic design.
Likewise, tools for the analysis of conservation alternatives such as the

HDM-4 system include their own models to predict the behavior of a
pavement, with the possibility of being adapted to particular regional
conditions.
5.1 Technical Implications

According to pavement engineering, the main models that represent the
mechanical behavior of a pavement are those related to the surface condition
such as fatigue cracking and cracking due to environmental conditions,
permanent deformation that is directly related to the characteristics of materials
and the asphalt mix, and the international roughness index IRI, which is modeled
as the aggregation of different interrelated deteriorations to derive in this indicator
that is directly linked to travel comfort and the increase in transportation costs .
To know the behavior of a mixture with modified asphalt, different alternatives

can be used, such as laboratory tests under controlled situations, up to large
section monitoring programs such as the LTPP (Long Term Pavement
Performance) program, the most appropriate tool being analysis that allows
knowing the evolution of behavior in relatively short periods.
67
The ideal situation to develop the deterioration models would be to have

monitored test sections to be able to evaluate them in the real world, with the
environmental conditions, loads and real structure, giving an adequate,
systematic and planned follow-up for all the information that this type of tests can
generate.
The scheme of monitored test sections has the advantages that it can provide a
large amount of real information on the condition of the pavements, but the great
disadvantage is the cost of implementing this type of tests is very high, and it is
also not very versatile. , since they are unique structures, thus reducing the
possibility of diversifying different structures and materials to be monitored.
Another disadvantage is that the evaluation of different test sections with different
asphalt surfaces (different conservation alternatives) will provide results in the
medium or long term, being not recommended for a short-term calibration.
Although it is evident that under this scheme the advantages or disadvantages of
modified mixtures would be more easily evident.
As the feasibility of having monitored test sections is complicated by the

aforementioned aspects, another alternative would be a laboratory for
accelerated testing of pavement-scale structures also known as test tracks. In
which there are controlled conditions, where different structures can be designed
in short sections, which will be subjected to controlled environmental conditions
and known loads. In fact, this would be the most convenient cost-benefit way to
generate pavement behavior models.
The evaluation of modified asphalt mixtures in the pavement laboratory has the
great limitation that due to its very particular nature (knowing the behavior of
materials) and so far removed from the real world, it does not allow the
development of pavement deterioration models. The only thing that would allow
serious comparisons between different variables within the same test.
68
This can be done by doing accelerated assay tests, where a large number of
samples can be compared under controlled situations. To mention some are the
tests of resistance to permanent deformation, or those of asphalt aging
susceptibility. Taking these results, some results could be extrapolated (with
many limitations) to existing deterioration models, having the disadvantage that
these models must be taken partially, given the conditions under which the
results that allow these comparisons came out.
In order to make comparisons between different tests (different alternatives) in

the laboratory, the samples must have similar initial conditions and the analysis
of the influence of the main variables that affect their behavior can be obtained
from a suitable design of experiments.
Under this scheme, calibration parameters related to the specimens can be

obtained, for some existing deterioration model, this cannot lead to differentiated
costs and benefits of different conservation alternatives.
5.2 Economic Implications
The economic implications of using this type of modified asphalt are mainly
based on the fact that there is a cost threshold to be able to use them, that is,
there is a limit that must be taken into account in which the alternative is
profitable, especially under conservation schemes with limited resources.
Including asphalt modifiers within a mix as a conservation alternative will

always entail an extra cost, however minimal, for this very reason this type of
conservation alternatives has been used mostly on toll roads, high
specifications, or where cost savings the users are much older and the
investment is amply justified.
Another important concept in the evaluation of new technologies within the

different conservation alternatives is that their purpose is to generate long-
69
term savings (a well-implemented management system should bring these

benefits or savings to light); If we start from the condition that the savings will
be true and taking into account that this implies an extra cost, they result in
expensive initial investments that will be profitable in the medium or long term
and that must be taken into account by the entity in charge of conservation.
LABORATORY TEST FOR PAVING
1. Introduction
The search for efficient transportation of passengers, tourism and products

encourages us to have a better quality control over the materials with which
the roads are built where millions of users travel daily. That is why in road
works throughout the construction process it is extremely important to verify
the properties of each of the materials used and the performance of their
combination when forming the different layers of the pavement.
The determination of the properties and performance of the materials is

achieved from a set of tests or tests established precisely to verify that said
70
materials work correctly according to ranges, limits and / or standard values

for similar or equivalent conditions. On the other hand, the characterization of
these materials is divided into two fields of engineering: civil infrastructure and
road infrastructure.
Civil infrastructure: characterization and verification of the physical-mechanical

properties of aggregates, soils, rocks, cements, concretes, steel, blocks,
pipes, etc. Road infrastructure: characterization, verification and investigation
of asphalt materials, asphalt mixtures, additives, asphalt emulsions, granular
bases, stabilized bases and how they behave structurally in a flexible and / or
rigid pavement. That is why the main tests, minimum quantities of material to
be sampled to carry them out, and the primary requirements in obtaining them
are described in this document in order to comply with the specifications and
standards stipulated in the national provisions. These tests are standardized
procedures taken from the following international standards and manuals:
• ASTM: American Section of the International Association for Testing

Materials • AASHTO: American Association of State Highway and
Transportation Officials • Asphalt Institute, United States.
2. Stages of construction of an asphalt pavement
Initially, it is essential to understand what a pavement consists of, to later

understand in what construction stages it can be divided. Perhaps a simple way to
conceptualize the conformation of a flexible or asphalt pavement is through the
following scheme, where a pavement is typically made up of four layers to resist
the loads from the passage of vehicles; the subgrade or innermost layer that is the
base of the pavement, on top of this layer of infinite thickness a layer of granular
material called sub-base is placed; Superimposed on this layer, the granular base
71
is placed, which is generally of better quality than the previous one, and finally the
rolling surface is placed, which is the observed surface pavement layer.
Now, the construction stages of the pavement go according to the conformation of

the different layers that constitute it. Therefore, three general stages are
differentiated: preliminary stage, stage in construction process and finished
pavement.
2.1 Preliminary stage
In any engineering project, it is necessary to first know certain

characteristics of the project to obtain the preliminary design, in the case
of highway projects, ballast roads, parking lots, maneuvering yards or any
other type of area in which you want to build some type of pavement, it will
be necessary initially to know the properties of the materials that will be
used in the work. Preliminarily, in all design of a pavement structure, a
basic knowledge of the characteristics and resistances or bearing
capacities of the soil where the construction of this pavement will be
carried out is required, so that it can resist the efforts and deformations for
a planned traffic, which otherwise, improvement or stabilization options
that make it resistant must be analyzed. Therefore,
Sieve grain size for soils
This test consists of the classification of the natural terrain to compare it

with the classification of soil materials, in accordance with the ASTM D
422 / AASHTO T 88 standards.
72
Atterberg limits
These tests together with the sieving granulometry are required for the
classification of the soil, in this case its consistency with respect to the
moisture content. These moisture contents at the transition points from
one state to the other are called Atterberg limits, according to the ASTM D
4318 / AASTHO T 89 standards:
 Liquid limit: the soil goes from a semi-liquid state to a plastic

state and it is possible to mold itself.
 Plastic limit: the soil goes from a plastic state to a semi-solid
state and breaks occur.
 Limit of shrinkage or contraction: state in which the soil goes
from a semi-solid state to a solid state and stops contracting
when it loses moisture, according to ASTM D 427 / AASHTO T
92.
Moisture and density ratio (Standard Proctor and / or Modified Proctor)
By means of this test the compaction or maximum density of a soil or

aggregate in relation to its moisture content can be determined. There are
two types of standardized Proctor test: Standard Proctor Test, in
accordance with ASTM D 698 / AASTHO T 99, method C and the Modified
Proctor Test, in accordance with ASTM D 1557 / AASTHO T 180, method
D. The difference between the two tests lies in the different energy used,
due to the greater weight of the ram and greater height of fall in the
Modified Proctor
73
CBR in laboratory
Determines the bearing capacity of the soil (California Support Ratio, for
its acronym in English), according to the ASTM D 1883 / AASHTO T 193
standards, in which the resistance to shear stress of a soil (subgrade) is
measured, sub-base and / or granular base of a pavement, under
controlled conditions of humidity and density. -CBR in situ or Load Ring
test Performed only in the subgrade and serves to correlate it with the
CBR in the laboratory, in accordance with the TB ENG 37 standard of the
United States Corps of Engineers. The requests for these tests are
established in accordance with the specifications of each project (bidding
poster). In general, the tests described above will require at least those
established in Table 1 for the analysis of the subgrade. When designing a
pavement, it will be necessary to know the traffic loads that it will support
during an established period of useful life, and in this way determine if the
chosen materials and the design thicknesses will have the structural
capacity to withstand said stresses. However, the analysis and
determination of this procedure is outside the scope of this document.
2.2 Stage under construction
Within the construction stage there are three categories according to the
type of pavement: low-traffic road (ballast as a bearing layer), surface
treatment and asphalt mix folder. Once the properties and characteristics
74
of the soil where the pavement structure is to be designed are known, we

proceed to characterize and evaluate the properties of the materials that
will make up the subbase and base, so that they are sufficiently resistant
to deformations caused by transit charges. To determine these
resistances or physical-mechanical characteristics of the granular base
and sub-base,
Rule Minimum Specification

Test ASTM AASHTO Description quantity of test and / or
material * Provision
Material
Sieving D 422 and classification Does not
T 88 8 kg
granulometry D 1140 by the size of apply
its particles
Determination
of consistency 300 g for each Does not
Atterberg limits D 4318 T 89
for your test apply
classification
Density as a
Standard T 99, function of Does not
D 698 15 kg
Proctor method C moisture apply
content
Shear strength
of a soil under
conditions Does not
CBR D 1883 T 193 100 kg
controlled apply
moisture and
density
must carry out the following tests:
75
With 100 kg of mixed and quartered sample or 4 bags of unmixed sample it is

possible to carry out all the tests.
Table 1. Summary of tests required in a subgrade for a Project
Sieving granulometry for aggregates
This method covers the determination of the size distribution of fine and
coarse aggregate particles by sieving. This in order to obtain the design
granulometry for the project conditions. To do this, a sample of dry
aggregate of known mass is taken and separated in a series of sieves
progressively placed from the smallest to the largest to determine its size
distribution, in accordance with the ASTM C 136 and C 117 / AASHTO T 27
standards. and T 11.
Aggregate characterization
As part of the design stage and within the quality control of the materials
in the construction stage, it is very important to evaluate the following
properties of the aggregates used both in the conformation of the
subbase and base (granular or stabilized) and in the production of
asphalt mix:
 Angel abrasion, AASHTO T 96
76
 Disintegrability (sanity) in sodium sulfate (5 cycles),

AASHTO T 104
 Durability Index (Coarse Aggregate), AASHTO T 210
 Durability Index (Fine Aggregate), AASHTO T 210
 Fractured faces, ASTM D 5821
 Free of organic matter, lumps or clays • Plasticity index,
ASTM D 4318 / AASTHO T 89
 Liquid Limit, ASTM D 4318 / AASTHO T 89
Moisture and Density Ratio (Standard Proctor and / or Modified Proctor)

Determines the compaction or maximum density of a soil or aggregate in
relation to its moisture content.
Compaction in situ
It consists of verifying the density and moisture content in the field. This
is to obtain the highest possible bearing capacity, the highest volumetric
inalterability and the highest resistance to deformation. Although the
density-strength correlation occurs frequently, it is necessary to consider
moisture and porosity in situ. In this way, a field density greater than or
equal to 95% of the maximum density measured in the laboratory is
specified, in accordance with the ASTM D 4429 / AASHTO T 310
standard.
When it comes to a base stabilized in situ with BE-25 or BE-35 cement,

in addition to the aforementioned tests, it will also be necessary to
perform:
Characterization of the cement
77
It consists of selecting the type of cement that best adjusts to the existing
type of base or sub-base, in accordance with the provisions of CR-2010,
Section 701.01.
Stabilized base granulometry
Verify the compatibility of the existing base with the cement in order to
achieve, with the stabilization, an improvement in the mechanical
resistance of said base or sub-base and especially its bearing capacity
against traffic loads, for which it must comply with what is established in
CR-2010, Section 703.05.
Moisture and density ratio (Modified Proctor) in the stabilized base
Initially, the optimal moisture content and density are obtained in the
laboratory, in order to have reference standards to buy it with that
obtained in situ. The verification during construction will be to keep the
water dosage controlled so that the bearing capacity is not lowered. This
test is carried out in accordance with standard D 1557 / AASTHO T 180,
method D; and the provisions of CR-2010, Section 302.04.
CBR of the base-cement mix
Determination of the support capacity of the base-cement mixture

according to the working formula, whose specification is established in
CR-2010, Section 302.01, for the same values that are required for a
granular base or sub-base.
3. ASPHALT
The tests used for the characterization of this visco-elastic material will be
classified by absolute viscosity at 60 ° C or by penetration at 25 ° C, this is
78
established for each project by whoever requests it; In accordance with

standard RTCA 75.01.22: 04, Central American Technical Regulation,
(Petroleum products. Asphalt. Specifications).
Classified by absolute viscosity at 60 ° C
 Absolute viscosity at 60 ° C
 Kinematic viscosity at 135 ° C
 Specific gravity at 25 ° C
 Penetration at 25 ° C
 Flash point in Cleveland cup
 Solubility in trichlorethylene
 Tests on TFOT thin film aging residue -Absolute viscosity at 60 ° C
-Ductility at 25 ° C
Classified by penetration at 25 ° C
 Penetration at 25 ° C
 Cleveland open cup ignition point
 Specific gravity at 25 ° C
 Ductility at 25 ° C • Solubility in trichlorethylene
 Tests on TFOT thin film aging residue
 Residual penetration
 Ductility at 25 ° C
79
Asphalt mix (plant production)
The purpose of in-plant asphalt mix verification is to control the optimal

asphalt content for a specific combination of aggregates, according to the
mix design and working formula established for each project.
• Graduation of the aggregates, by means of the extraction of the

asphalt by ignition, in accordance with the AASHTO T 30 and T
308 standards
• Asphalt content by ignition, AASHTO T 308
• Water content, ASTM D 95
• Density of the mixture
• Gross specific gravity ASTM D 2726 / AASHTO T 166
• Maximum theoretical specific gravity ASTM D 2041 / AASHTO T

209 • Percentage of air voids
• Percentage of voids in mineral aggregate (VMA)
• Percentage of voids filled with asphalt (VFA)
• Stability and Marshall Flow, ASTM D 6927 / AASHTO T 245 •

Retained Diametral Tensile Strength, ASTM D 4123 / AASHTO T
283
• Dust-asphalt ratio
Asphalt mix (on-site placement)
The verification of the asphalt mix before being placed for

compaction is a parallel or equivalent control of the same
80
volumetric properties of the design and working formula

determined for a given project evaluated in the plant. Therefore,
the same tests mentioned above are carried out.
Materia Test Rule Descripti Mini Specificati

l AS AAS on mum on and /
TM HTO quant or
ity of Dispositio
mater n
ial for
the
test
Aggreg Sieve granulometry C T 27 Complianc 60 kg CR
ates (Asphalt Mix Design) 136 and T e with -
and 11 requireme 20
C nts of 10.
117 quality Se
and cti
verification on:
of 70
81
resistance 3.7
Characteri Abrasion T 96 characteri 150 CR-2010.
zation of of the stics and kg Subsection
the Angels durability s
aggregate Disintegr --- T 104 418.04.02.
s ability 02,
(Asphalt (health) 418.04.02.
mix in sodium 03 and
design) sulfate 418.04.02.
(5 04
cycles)
Liquid D T 89
limit 431
8
Index of --- T 210
coarse
aggregat
e
durability
and fine
aggregat
e
Fractured D ---
faces 582
1
Free of --- ---
organic
matter,
lumps or
82
clays
Index of D T 89
plasticity 431
8
Asphal Viscosity Rating at RTCA Asphalt 2 C
t 60orC standard characteri gallon R-
zation for s 20
Penetration Rating at RTCA quality 2 10
25orC standard complianc gallon .
e s Se
and cti
design on
properties 70
of the 2.
asphalt 01
mix
Asphal Graduation of --- T 30 Granulom 3 kg CR-
t mix aggregates and T etric 2010.
Design 308 analysis Subse
in plan according ction
or to the type 418.04
before of asphalt .02.01
installa mix
tion Asphalt content --- T 308 Evaluation 3 kg CR-
of the 2010
asphalt .
content, Subs
comparing ectio
it with the n
83
design 418.
and 06.0
working 2
formula
Water content D --- Determina 1 kg ---
95 tion of the
water
content in
the
mixture
Density of the mixture D T 245 Determina 10 kg CR.2010
272 and T tion of the Section:
6 209 densities 402.17 and
and to obtain Subsection
D the 418.06.02
204 percentag
1 es of
voids in
the
mixture
Percentage of air --- --- Complianc 12 kg CR-2010
voids e Section:
verification 402.03 and
of the void Subsection
percentag 418.06.02
e of
design
Stability and flow D T 245 Checking 10 kg
697 the
84
7 optimum
asphalt
content for
the
specified
void
percentag
e,
by
fulfilling
the
maximum
allowable
strength
and
deformatio
n
VMA --- --- Amount ---
of air-
filled and
asphalt-
filled
spaces
within the
mixture
VFA --- --- Spaces ---
effectively
filled of
fines in
85
the mix
Dust-asphalt ratio --- --- Verificatio ---
n of
content of
fines in
the
mixture
Diametral Tensile D T 283 Evaluation 20 kg
Retained Strength 412 of
3 aggregate
-asphalt
adhesion
Surface treatment
Unlike conventional asphalt mixtures used as a road surface coating designed

to withstand high traffic loads, asphalt surface treatments are asphalt mixtures
usually used on low traffic volume roads on stabilized bases to protect and
waterproof the running surface. although they also function as a conservation
technique, providing an improvement to the existing wearing course
Surface treatments range from a simple and light application of asphalt cement
or bituminous emulsion, to multiple applications of asphalt materials on which
stone aggregates are distributed. The main objective of using surface
treatments is to seal the surfaces on which it is placed and extend its useful life
at a low economic cost, so these can be classified according to their application
and preparation. For surface treatments with asphalt application and distribution
of aggregates, three types of treatments are available: single, double or triple
86
(TS-1, TS-2 and TS-3 respectively). Basically their difference between each one
lies in the amount of aggregate-emulsion layers that are placed.
Aggregates used in surface treatments
Coarse aggregates (retained on the 4.75 mm mesh):
• Abrasion of the Angels, AASHTO T 96
• Loss on disintegration (sanitation) in sodium sulfate (acids), AASHTO T

104 • Durability index (coarse aggregate), AASHTO T 210
• Fractured faces, ASTM D 5821
Fine aggregates (passing the 4.75 mm mesh):
• Durability Index (Fine Aggregate), AASHTO T 210
• Sand equivalent, AASHTO T 176
Granulometry of mixed aggregates:
• Granulometry (dense or open), AASHTO T 11 and T 27
• Clay lumps and friable particles, AASHTO T 112
• Free of plant materials, garbage, clay lumps and harmful substances
Emulsion
87
Emulsions are dispersions of asphalt in water, in which special surfactants

act, called "emulsifiers" that keep the emulsion stable at temperatures
below 100 ° C.
Emulsions can be classified according to their application or the affinity

with the aggregate with which they are to be mixed. When they are
classified by their application, there are four types of emulsions: fast
breaking, medium breaking and slow breaking and accelerated breaking.
Regarding its classification with respect to the aggregate used, there are:
cationic and anionic.
The type of aggregate used most frequently on the roads of our country
are related to cationic emulsions, so most of this is the type of emulsions
used in the production of asphalt mixtures with emulsions. Now, in the
preparation of asphalt mixtures for surface treatments, a fast breaking
emulsion is required, which allows rapid evaporation of the water, leaving
the aggregate coated with the dosing asphalt.
The tests necessary for the characterization of the cationic type fast
breaking emulsion, in accordance with the provisions of ASTM D 2397 /
AASHTO M 208 and RTCA 75.01.22: 04, Central American Technical
Regulation, (Petroleum products. Asphalt. Specifications) are:
Tests on the emulsion
• Viscosity, Saybolt Furol at 50 ° C
• Storage stability test, 24h
• Demulsibility, 35 mL, 0.8% sodium dioctyl sulfocyanate
Coating ability and water resistance
88
• Particle electrical charge test
• Sieve test
Distillation
• Distilled oil per emulsion volume
•Residue
Tests on Residue from distillation
• Penetration, 25ºC, 100 g, 5 s
• Ductility, 25ºC, 5 cm / min
In the case of the asphalt mix prepared in the laboratory for the design or
even during its placement (taking a sample from the construction process),
the optimum content of asphalt emulsion per layer for multiple surface
treatments should be verified (TS-2 and TS-3 ) for each specific
combination of aggregates, as well as the following parameters:

asphalt by ignition, in accordance with the AASHTO T 30 and T 308
standards
• Dosing of emulsion-aggregate
89
90
Test Rule Description Minimum Specification
ASTM AASHTO quantity of and / or
test Provision
material *
YEAR
Sieving OF THE BICENTENNIAL136
granulometry OF and
PERU TUSMP-2021
27 and Material kg CR-2010.
C 117 T 11 classification by Sections
the size of its 301.03 and
particles 703.5
Characterizatio Abrasion of --- T 96 Determination kg CR-2010.
n of the the Angels of strength and Section:
aggregates Disintegrability --- T 104 durability of 703.5
(health) in aggregates
sodium sulfate
(5
cycles)
Liquid limit 4318 T 89
Index of --- T 210
durability
coarse
aggregate and
fine aggregate
Fractured 5821 ---
faces
Free of --- ---
organic
matter, lumps
or clays
Index of 4318 T 89
plasticity
Atterberg limits 4318 T 89 Determining 1/2 kg for CR-2010.
your each test Section:
consistency for 301.03
your
classification
Modified Proctor 1557 T 180 Density as a kg CR-2010.
method D function of Section:
moisture 91 301.03
content
CBR 1883 T 193 Shear strength kg CR-2010.
of a soil under Section:
conditions 301.03
Table 3.. Summary of tests required on a sub-base and base as intermediate or

surface layers
Compressive strength on stabilized bases
This test is carried out to verify the increase in resistance in the mixture
as a function of time and dosage of cement and water, which allows it to
be correlated with theoretical calculation parameters, in accordance with
the ASTM C 593 standard; established in CR-2010, Section 302.03.
Table 2 describes the quantities necessary to carry out the tests used in
the evaluation of the materials for sub-bases and bases, which is
established in the manual of specifications for the construction of
highways, roads and bridges of Costa Rica CR -2010.
After the placement of the sub-base and base, a quality control of the
materials used in the production of the asphalt mixture or surface
treatment, placed on said bases, must be carried out. The required tests
for aggregates, asphalt, asphalt mix, and emulsions are described below.
A. Asphalt hot mix engineered using the Marshall method
The asphalt mix is composed of aggregates and asphalt, and each of

its components should be evaluated separately first and then the mix
as a whole, according to its design and expected performance.
Aggregates used in asphalt mix for rolling layer
92
Characterization of the coarse aggregates (retained in the 4.75 mm

mesh):
• Abrasion of the Angels, AASHTO T 96

• Disintegrability (sanity) in sodium sulfate (5 cycles),
AASHTO T 104
• Durability Index (Coarse Aggregate), AASHTO T 210
• Fractured faces, ASTM D 5821
Characterization of the fine aggregates (passing the 4.75 mm mesh):
• Durability Index (Fine Aggregate), AASHTO T 210

• Sand equivalent, AASHTO T 176
Granulometry of mixed aggregates:
• Granulometry, AASHTO T 11 and T 27

• Clay lumps and friable particles, AASHTO T 112
• Free of plant materials, garbage, clay lumps and harmful
substances Characterization of light aggregates (slags):
• Crushed slag according to AASTHO M 195
Characterization of light aggregates (slags):

• Crushed slag according to AASTHO M 195
93
Material Test Rule Minimu Specification
AST AASHTO m and / or
M quantity Provision
of
YEAR OF THE BICENTENNIAL OF PERU USMP-2021 material
for the
test
Aggregates Sieve granulometry (Asphalt Mix C T 27 60 kg CR-2010.

Design) 136 and T Section:
and 11 703.9
C
117
Characterizatio Abrasion of the --- T 96 150 kg CR-2010.
n of Aggregates Angels Section:
(Asphalt Mix Disintegrability --- T 104 703.9
Design) (healing) in
sodium sulfate
(5 cycles)
Liquid limit D T 89
4318
Durability index --- T 210
coarse
aggregate and
fine aggregate
Fractured D ---
faces 5821
Free of organic --- ---
matter, lumps
or
clays
Plasticity index D T 89
4318
Emulsion Characterization of a fast Tests regulated 2 gallons CR-2010
breaking cationic emulsion in the RTCA Section:
ASTM D 2397 702.03
AASHTO M 208
94
Asphalt Graduation of aggregates --- T 30 and 3 kg CR-2010
mixture in T 308 Section:
laboratory 702.03
for Asphalt content --- T 308 3 kg CR-2010
Generals for the Construction of Highways, Roads and Bridges in Costa Rica, CR-
2010 and RTCA 75.01.22: 04, Central American Technical Regulations, (Petroleum
products. Asphalt. Specifications).
B. Finished flooring
A pavement that has already been built may be recently or long after
it has been opened to traffic, however, in both cases there are fewer
material verification tests that can be carried out. Likewise, it is
important that whoever requests them considers that these are
destructive tests, so that the sampling of the material will require
obtaining surveys on the existing pavement.
For each structural layer of the pavement, the following tests may be
carried out, by means of the extraction of material (open-air drilling):
asphalt mix blocks and cores, stabilized base cores, material in bags
of Subgrade, Granular Base and Sub-base.
Subgrade
• Sieve grain size for soils, ASTM D 422 / AASHTO T 88
• Moisture and density ratio (Standard Proctor and / or Modified

Proctor), ASTM D 698 / AASTHO T 99, method C and / or ASTM D
1557 / AASTHO T 180, method D
• CBR in laboratory, ASTM D 1883 / AASHTO T 193
• Atterberg limits, ASTM D 4318 / AASTHO T 89
Granular base and / or Sub-base

95
• Sieve granulometry, ASTM C 136 and C 117 / AASHTO T 27 and

T 11
• Moisture and density ratio (Standard Proctor and / or
• Modified Proctor), ASTM D 698 / AASTHO T 99, method C and /

or ASTM D 1557 / AASTHO T 180, method D
• CBR in laboratory, ASTM D 1883 / AASHTO T 193
• Atterberg limits, ASTM D 4318 / AASTHO T 89
Stabilized base
• Compressive strength, ASTM C 593 (when cores can be

extracted under suitable conditions) and at least 2 cores per
analysis point are required
Hot mix asphalt
• Verification of the grading of the aggregates, by means of the

extraction of the asphalt by ignition, in accordance with the
AASHTO T 30 and T 308 standards.
• Density in the mix
• Gross Specific Gravity ASTM D 2726 / AASHTO T 166 •

Theoretical Maximum Specific Gravity ASTM D 2041 / AASHTO
T 209 • Percent Air Voids
96
• Marshall Flow and Stability, ASTM D 6927 / AASHTO T 245 •

Binder thicknesses
Asphalt surface treatment

asphalt by ignition, in accordance with the AASHTO T 30 and T
308 standards
4. Average duration of tests and samplings
Summarize the average times for carrying out the most relevant tests, so that
engineers, researchers, consultants and specialized technicians in the road field
know in general the duration of the tests and can anticipate the availability of
personnel required to carry them out.
Rule Minimum
Structura Trial
quantity of
l layer Test Description duration
ASTM AASHTO material or
AASHTO (days)
specimens
97
Classification of
Sieving 422 and the material by
T 88
granulometry D 1140 the size of its
From 5 to
particles
15
Determination of
Atterberg (according
4318 T 89 its consistency
limits to the
for classification
kg or 3 humidity of
T 99, Density as a
Subgrade Standard bags per the
698 method function of
Proctor point material),
C moisture content
plus 1 day
Shear resistance
of sampling
of a soil under
for every 2
conditions of
CBR 1883 T 193 polls
humidity and
density
controlled
Compliance with
quality
requirements
Sieving 136 and T 27 and kg or 4
and verification
granulometry C 117 T 11 bags
of resistance
plus 1 day
Granular and durability
of sampling
base and characteristics
for every 2
Sub-base Determination of
Atterberg 1/2 kg for soundings
4318 T 89 their consistency
limits each test
for classification
T 180, Density as a
Modified
1557 method function of kg
Proctor
D moisture content
98
Shear resistance
of a soil under
conditions of
CBR 1883 T 193 kg
humidity and
density
controlled
Granulometric
Graduation analysis
T 30 and
of --- according to the 2
T 308
aggregates type of asphalt
mix
Evaluation of the
asphalt content, kg or 1
Asphalt
--- T 308 comparing it with block 1
content
the design and
working formula
Asphalt Determination of
mix Water the water
95 --- 1
folder content content in the
mixture
Determination of
the densities to
2726 T 245 kg or 3
Density of obtain the
and D and T cores and From 1 to 3
the mixture percentages of
2041 209 a block
voids in
mix
Verification of
Percentages
--- --- the percentage cores 1 to 2
of air voids
of field voids
99
Checking the
Stability and resistance and kg or 4
5927 T 245 2
flow maximum cores
deformation
Diametral
Evaluation of
Tensile
4123 T 283 aggregate- 8
Retained
asphalt adhesion
Strength
Granulometric
Graduation analysis
T 30 and
of --- according to the 2
T 308
aggregates type of asphalt
mix
Evaluation of the
Asphalt
asphalt content, block by
surface Asphalt
--- T 308 comparing it with point 1
treatment content
the design and
working formula
Determination of
Water the water
95 --- 1
content content in the
mixture
5. Recommendation and care
As an important consideration, it should be provided that the duration of the tests,

especially when it comes to verifying the properties of the subgrade, granular
bases and sub-bases, may take one or two days longer than that mentioned in this
100
document, since it will depend on the number of points to be evaluated in a

project, the climate and humidity of the material. Likewise, it is recommended that
quality control be carried out from the beginning of each project, trying to make
changes or improvements in a timely manner and thereby achieve the resistance
and durability expected in the pavement structure. In the case of the verification of
asphalt mixtures, the description of tests by other types of methods is left out,
which could provide an attachment to reality in terms of the performance of these
mixtures, such as is the case of the Superpave methodology or other similar ones
in which the analysis of the resistances and deformations in the pavement
considers the traffic loads dynamically and not statically, as is the case of the
Marshall method. Finally, for surface treatments it is preferable to carry out a
quality control in the design and construction process, since the tests for their
analysis after compaction may not be significantly representative of the expected
laboratory values.
Cap Rule Minimum

structur number Trial
al Test AST AASHT Description of duration
AASHT M O specime (days)
O ns
Subgra D Classificatio 100 kg or
de Sieving 422 n of the 3 bags
granulomet and T 88 material by per point 6
ry D the size of
1140 its particles
Atterberg D T 89 Determinati 2
limits 4318 on of its
consistency
101
for its
classificatio
n
Density as a
T 99, From 5
Standard D function of
method to 15
Proctor 698 moisture
C (accordi
content
ng to the
Shear
resistance
of a soil
material
D under
CBR T 193 moisture
1883 conditions of
)
humidity
and density
controlled
Granula Compliance
r base with quality
and requirement
C
Sub- s and
Sieving 136 T 27 150 kg or
base verification
granulomet and and T 4 bags 22
of the
ry C 11 per point
characteristi
117
cs of
strength and
durability
Atterberg D T 89 Determinati 1.5 kg per 2
limits 4318 on of its point
consistency
102
for
classificatio
n
Density as a
T 189, From 5
Standard D function of 3 kg per
method to 15
Proctor 1557 moisture point
D (accordi
content
ng to the
Shear
resistance
of a soil
material
D under 100 kg
CBR T 193 moisture
1883 conditions of per point
)
humidity
and density
controlled
Granulometr
Graduation T 30 ic analysis
of --- and T according to 2
aggregates 308 the type of
asphalt mix
Asphalt Evaluation
1 block
mix of the
per point
folder asphalt
Asphalt content,
--- T 308 1
content comparing it
with the
design and
formula
103
of work
Determinati
on of the
Water
D 95 --- water 1
content
content in
the mixture
Determinati
on of the
D
densities to 3 cores
2726 T 245
Density of obtain the and one From 1
and and T
the mixture percentage block per to 3
D 209
of voids in point
2041
the
mixture
Verification
Proportion of the 3 cores
--- --- 2
of air voids percentage per point
of field voids
Checking
the
Stability D resistance 4 cores
T 245 1
and flow 6927 and per point
maximum
deformation
Plants for hot mix asphalt
The "Asphalt plants", as they are commonly called in the market, both by the
manufacturers, traders and operators of this equipment, most often referring to
104
Plants for the production of hot mix asphalt, differ from plants for the cold asphalt
production, in which the aggregates are dried and mixed at temperatures between
150 ° C and 180 ° C, depending on the design conditions of the plant and the
specifications for the type of mixture to be produced. Technically, we could describe
an "Asphalt Plant" as the set of elements, devices, mechanisms, equipment and
systems arranged in some way to produce hot mix asphalt. The basic principle of the
plants for hot mix asphalt is the exact dosage of the aggregates, this being by weight,
like that of asphalt cement in a fluid form, this being within the required temperature
limits, in this way a high quality mixture is obtained according to the established
design. In order to achieve this, it is necessary to take care of the good performance
of all the elements that make up the plant, from assembly, operation-control and
maintenance.
Emergence of hot mix asphalt plants
Bituminous emulsions of the anionic type appeared at that time (1905) as a palliative
of dust, while cationic emulsions did so between 1951 and 1957 in Europe and the
USA respectively; in Argentina the anionic ones began to be produced in the mid-
1930s and the cationic ones in the late 1960s. So much activity focused on the road
field led to the talk of the "era of the automobile and road construction." The first
asphalt works in streets and roads were made with simple processes to distribute
both the binder and the aggregates (by hand), later appearing lances with sprinkler
nozzle and manual pump. The pace of road works and the need to improve works
and reduce costs made the road operation progress. Manual methods were
mechanized appearing: pressure asphalt sprinklers, stone distributors, vibrating
rollers, pressure controlled pneumatic rollers, etc. The asphalt mixes on site changed
graders and harrows for motor graders and mobile or fixed plants. The first hot mixes
3 burst onto the market around 1870 with intermittent plants (pastones) of simple
conception. By 1900 its design had been improved including aggregate hoppers,
elevators for hot and cold materials, rotary dryers, tanks for storing asphalt, mixers
105
that allowed loading wagons onto trucks. Between 1930 and 1940, conveyor belts,
dust collectors and other accessories were incorporated, in the 50s and 60s plants of
greater capacity were developed, around 1970 computerized systems for dosing and
processing, dust and noise controls were introduced. All this process kept the
fundamental operation: drying-screening-proportioning-mixing. By 1910 there were
small hot drum mixing plants in the United States, which around 1930 were replaced
by continuous mixer plants with higher production. In 1960 the process of drying and
mixing in a drum was rescued and today these plants (mixing drum) produce high
quality mixtures and also compete in the recycling of pavements. Silos for storing hot
mix are part of mixer drum plants; These sites are also usually found in discontinuous
facilities to make truck loading operations independent, or large capacity silos,
equipped with insulating lining, allow the stockpiling of hot mix for several days while
preserving its workability.
Classification of plants for hot mix asphalt
According to the way of production:
Continuous:
As its name indicates, in this type of plant each of the aggregates
reaches the mixer: coarse aggregate, fine aggregate, mineral filler and
asphalt cement continuously. The feeding mechanisms are
synchronized in order that the quantity of material supplied at all times
keeps the proper proportions. The fundamental difference between
continuous plants of the conventional type and those with a mixing
drum is that in conventional plants the drying of the aggregates occurs
independently before mixing, and in mixing drum plants the drying and
mixing processes occurs in the same barrel; being simpler in the latter.
Intermittent:
106
In this type of plants, the dosage of the aggregates is carried out by

weighing in an internal container (mixer) each one of the hot
aggregates, stored in the silos of the sieved aggregate successively
and cumulatively, in a predetermined order until the total weight is
obtained. To be mixed. This total weight is determined by the capacity
of the mixer and the weights of each one of the aggregates, by the
established proportion of granulometry foreseen in the design of the
type of mixture. The dosage of asphalt cement in this type of plant can
be done in the following ways:
a) By weight: It is weighed into a container and then poured over the
mixer.
b) By direct volume measurement: Asphalt cement is poured into a
container of known volume, which generally serves as a pump body for
injection.
c) By indirect volume measurement: By means of continuous pumps
with constant flow that supplies the amount of asphalt cement for a set
time.
107
Operation of the plants for hot mix asphalt
1.Hot mix asphalt production process:
The main objective of asphalt plants, in the hot mix asphalt production
process, is the exact dosage of the stone aggregates and the asphalt
cement, according to the mix design method and the type of mix itself.
Subsequently, the mixed drying process must be controlled, which differs
according to the type of plant and is where the temperature and humidity
of the aggregates are considered; as well as the temperature of the
asphalt cement. As mentioned in previous sections in conventional
continuous plants, such as in batch plants, the drying and mixing process
occurs completely independently, on the contrary, in dryer-mixer drum
plants it is a continuous process, which which has made mixer drum
plants more versatile and efficient. At present the production in drum
dryer-mixer plants has reached up to 600 tons / hour, with the help of the
implementation of the compensation and storage system, different
volumes of mixture can be produced. Drum-mixer plants can produce all
different types of mix without any inconvenience. At present, most of the
most modern plants are of the drum dryer-mixer type, for this reason in
the following sections greater emphasis will be placed on their operation.
72 it must be taken into consideration that prior to production in any type
of plant, certain general guidelines must be followed as the case may be:
different mixing volumes can be produced. Drum-mixer plants can
produce all different types of mix without any inconvenience. At present,
most of the most modern plants are of the drum dryer-mixer type, for this
reason in the following sections greater emphasis will be placed on their
operation. 72 it must be taken into consideration that prior to production
in any type of plant, certain general guidelines must be followed as the
108
case may be: different mixing volumes can be produced. Drum-mixer

plants can produce all different types of mix without any inconvenience.
At present, most of the most modern plants are of the drum dryer-mixer
type, for this reason in the following sections greater emphasis will be
placed on their operation. 72 it must be taken into consideration that prior
to production in any type of plant, certain general guidelines must be
followed as the case may be: for this reason in the following sections
greater emphasis will be placed on their operation. 72 it must be taken
into consideration that prior to production in any type of plant, certain
general guidelines must be followed as the case may be: for this reason
in the following sections greater emphasis will be placed on their
operation. 72 it must be taken into consideration that prior to production
in any type of plant, certain general guidelines must be followed as the
case may be:
• General review of the plant
• Establishment of the type of mixture to be produced
• Analysis of the aggregates
• Analysis of asphalt cement
• Calibration of the plant
• Review of raw material supplies
• Review of plant operating supplies (fuel, gas, lubricants).
• Availability of operators
• Consumption of the mixture
109
3.2 Operation of the aggregate feeding system:
The quality and homogeneity of the aggregates are factors of great

importance for the production of asphalt concrete, according to the
specification of the plan and in the required quality of the entire plant
group. Another important factor is care with regard to the storage and
movement of the aggregates: these must be in a wide place, so that
humidity is avoided and that the piles of different granulometry mix
with each other. The distance between the aggregate silos and the
storage place should be as small as possible, allowing the greatest
agility in the 79 feeding, increasing the production power of the plant
and the safety in the operation of provisioning. The levels of
aggregates in the silos must be kept constant, so that the density of
the aggregates is conditioned, within these and is not subject to large
variations that can alter the flow of the material. Also note that, for
any type of mix, the aggregates should not be passed from one silo
to another. For protection against the rains you can use tarpaulins or
build storage pavilions. To avoid mixing different materials, it is
convenient to build barriers or partitions between the piles. These are
usually some examples of classic recommendations on construction
sites, but other solutions must be developed in accordance with the
resources and conditions of the installation site. The operator of the
front loader when filling the shovel with aggregates, must be careful
not to scrape the soil, thus avoiding extracting foreign sludge with the
aggregates. Ideally, the aggregate heaps should be deposited on
compacted and / or prepared soil; When filling the aggregates in the
silos, the discharge from the front loader must be smooth, because
suddenly the aggregates will squeeze at the bottom of the silo,
damaging the flow, mainly of the finest aggregates.
110
111
5. Drying and mixing system:
For drum plants, after dosing the drum is the heart of the process,
the mixing drum dryer has the purpose of drying the aggregates
coming from the dosing silos and mixing them with the asphalt
binder. The dryer is designed to work in conditions of medium
humidity, up to 5% in aggregates. The humidity level above this
value will reduce the performance of the plant, making it
necessary to increase the fuel consumption of the burner, to
maintain the same production every hour.
6. fines collector system:
fine collectors are used to remove suspended particles that are

generated during the drying and mixing process; There are two
types of fine collectors, the wet fine collectors and the dry
collectors or filters.
7. Fuel supply and storage system:
The entire fuel tank has to be emptied periodically, and safety

measures must be taken when storing fuel. Fuel storage tanks
must have a volume compatible with the consumption of the
equipment and that provide easy access for unloading,
measurements, cleaning and drainage. Storage tanks must be
periodically cleaned to remove impurities that can clog the
pipeline. When changing the type of fuel 108 used in the
equipment, all fuel must be removed to avoid contamination and
redo fuel pressure settings. All safety precautions must be taken
112
in handling, transportation and storage, avoiding the risk of fires.

When using heavy oil, It is very important to keep the fuel at the
correct temperature, obeying the limits: The minimum: the
viscosity for a good burner action is 100 (SSU) or less. The
maximum: a few degrees below the fuel's flash point. Heating the
fuel can be achieved in three ways:
1- Inside the storage tanks: It can be done through electric

resistances, steam coils or heat transfer fluids (thermal
oil).
2- The circulation of the fuel in the jacketed pipes.
3- In a heat exchanger, which raises the temperature of the

fuel, to the point where it has the appropriate viscosity to
be atomized, it will also help filter the fuel.
In the following figure you can see the arrangement of the

different elements that intervene in the storage and in the fuel
supply, in this case diesel and heavy oil are used, the diesel is
injected into the burner during the first four minutes of operation
of the plant and then the operation with heavy oil is established,
preliminary to the burner shutdown, diesel should be injected
again four minutes before turning off the burner. Note the need to
heat the heavy oil to bring it to the viscosity necessary to be
burned.
113
Figure 27. Fuel supply system
At
present, most asphalt plants are totally mobile, therefore, the

tanks used for the storage of fuels are metal tanks, which are
even made up of the complete storage and feeding system all on
a trailer. The legal provisions of the place where the plant is
operated with regard to the handling and storage of fuels must be
taken into account.
8. Operation of the asphalt cement storage, heating and dosing

system:
The asphalt cement storage, heating and dosing system is an

independent system from the plant's operation control system
except for the dosing of asphalt cement which is carried out
through the dosing pump which is controlled by the control
114
system. It is necessary to consider the fact that before starting

the operation of the asphalt plant, the temperature of the asphalt
cement and that of the fuel, as the case may be, must be correct
and here the importance of the asphalt cement storage and
heating system. Asphalt cement tanks must store enough to
maintain production, even with possible delays in asphalt
deliveries.
9. Operation of the staggered conveyor and storage silo.
The stepped elevator is in charge of raising the asphalt mix

produced in the dryer-mixer drum to a considerable height so that
it can be loaded by the trucks. In small plants with a dryer-mixer
drum, the stepped conveyor does not have a storage silo, it only
has a tank at its upper end, which has a gate, which opens and
closes according to the production of the plant, this in order to to
avoid segregation of the mixture. The components of the stepped
conveyor, without storage silo, are described below. Mass silo:
Located at the tip of the mass elevator, this accumulator silo has
the purpose of avoiding the segregation of the asphalt mass. The
segregation is due to the discharge height of the silo in the bucket
of the road that causes the separation of the aggregates of
granulometry greater than that of the fines. To prevent this from
happening, the silo stores larger amounts of ready dough and
releases it for the truck bucket. The gate opening and closing
system is well timed and controlled through two timers:
115
 T1 Controls the closing time of the gate, in other words, the

number of seconds that it remains closed, while the silo is
being filled.
 T2 Controls the time, in seconds, in which the gate remains
open, for the discharge of the mass.
The asphalt mass is transported on the bottom of the slats and

has a bottom made up of replaceable, abrasion-resistant cast
iron sheets. As it is a ready dough conveyor, the asphalt (CA)
itself incorporated in the dough serves as a lubricant for the drag
system, thus guaranteeing the durability of the plates that cover
the slats. (or wear plate). The elevator works by the electric
motor with the transmission by the “V” belts to the speed reducer
directly coupled to the upper shaft. 1. Entrance hatch
PLANTS FOR THE PREPARATION OF COLD ASPHALT MIXTURES
1. Introduction:
Weather conditions, as well as the weight and number of vehicles to be driven

on the highway, highway, or developing roads, are the most important factors
to consider when choosing your asphalt mix. Any asphalt mix is the
consequence of the placement and incorporation of an asphalt material with a
stone or stone material. So, the selection and good quality of the aggregates is
another important point of the asphalt mix and a key component. We cannot
forget that there are different parameters to be able to classify asphalt
mixtures.
116
For example, if we do it by the temperature during its manufacture, they will be

classified into hot and cold mixtures. If the fraction of air voids is taken into
account in the classification, the mixtures can be compact or closed, semi-
closed or semi-closed, open and porous: or if we take into account the
granulometric curve, they can be distributed in discontinuous or continuous
mixtures.
 Cold asphalt mix:
It is a mixture of mineral aggregates with or without mineral filler, with

emulsified or lowered asphalt, the entire process is carried out at room
temperature.
Generally, cold mixtures are classified according to the binder used, the
type of mixture, its granulometry, the use of recycled material and finally
the storage or storage time.
Let us remember that the construction of a land communication route has

the following objectives:
-Integrate the population and improve their access to various

services.
-Transportation of goods and products for consumption in different

areas of the country.
- Increase the transport capacity of people and goods.
For this reason, choosing the most suitable asphalt mix based on the
characteristics and requirements of the area is a decision that must be
117
analyzed and taken by engineers who are highly trained and

knowledgeable in the field.
On the other hand, we define cold concrete-type asphalt mixtures as those

that consist of the combination of one or more aggregates and a mineral
filler (putty), if necessary, with a cationic or solvent-diluted emulsified
asphalt, which is mixed, applied and compacts cold (ambient conditions).
Although the binder can be preheated to no more than 60 ° C, the rest of
the operations, as mentioned, are carried out at room temperature. Stone
aggregates do not require drying or heating, that is, they are used as they
are in heaps, with their natural moisture. These mixes can also be
processed in the same central plant destined to process the hot mixes,
without the heating system to dry the aggregates and to heat and circulate
the asphalt.
It is also possible to install it on site, that is, on the same road where it will
be applied, for which simpler machinery and equipment will be used such
as motor graders and light single-pass mixers, type motorbike paver, etc.
Cold mixes with cationic emulsions or solvent-diluted asphalts have a
large processing margin compared to conventional hot mixes.
Firstly, because the emulsion binder is more adaptable to local stone

aggregates with a high content of hard-to-remove fines and, secondly,
because they can be mixed for a longer time. On the other hand, hot
mixing is a limited operation in this regard, to avoid cooling the mass
before compaction.
The decision to use one or the other mixture, in any particular case, will
depend on the technical-economic comparison, the size and location of
the work, the traffic, the prevailing meteorological conditions, etc.
118
These cold mixes are generally used as a substrate, substrate or

substrate.
Classification and granulometric melts:
On the basis of the percentage of final voids, cold mixes are classified into
dense, semi-dense and open. The limits are given by:
* Closed mixes (dense, DF): 3 to 6% voids.
* Semi-closed mixes (semi-dense, SF): 6 to 12% voids.
* Open mixes (AF): higher than 12%.
For each of these three types of mixtures, three granulometric screws are
also used according to the thickness that the compacted layer will have.
2. Use of cold mixes for conservation and patching:
The most frequent types of degradation in flexible road pavements are:

peeling due to aging or the action of water; various cracks; depressions;
destroyed edges, holes of various sizes, etc. Depending on the degree of
degradation of the road, the most suitable type of material or mixture must be
chosen. Thus, for example, in the case of small fissures or fissures, the repair
may consist of the application of an emulsion irrigation (whole or diluted)
followed or not by an irrigation with sand.
If it is already peeling and / or has a slight sag, apply an asphalt grout. Now,
the holes (as defined by the Asphalt Institute) are breaks in the surface,
penetrating to or below the base. To restore this type of degradation, cold
cement-based mixtures can be used, choosing the most appropriate to the
119
size of the fracture, based on its granulometric characteristics and surface

texture.
Therefore, at depths less than about 5 cm, mixtures of the "asphalt sheet"
type are used, where the maximum size of the mineral particles is of the order
of 6 mm.
If the depth to be filled does not exceed 10 cm (and the bottom is not
compromised), it is possible to use a dense cement conglomerate, with
aggregates with a maximum size of 20 mm.
When filling thicknesses greater than 10 cm, it would be inappropriate and

uneconomical to use only a bituminous conglomerate. In these cases, a fill can
be made up to about 3 cm before the road level with a stone aggregate or
(especially if the bottom is severely damaged) with cementitious, limestone,
calcareous or coarse sandy soil, etc., continuing with the adequate
compaction.
3. Characteristics of the asphalt cold mix by the temperature in its elaboration
In general, the bituminous material used to make it is low, although an asphalt

emulsion can also be used. Cold mix preparation is usually done on site,
however it can also be done on site. Once the dough is ready, it is spread and
distributed in the necessary amount, it is very important to homogenize the
dough at the time of placement.
Cold bituminous conglomerates become attractive, as an alternative to the use

of hot bituminous conglomerates, due to the growing need to find solutions
that represent an economy in investments, and that at the same time allow a
sustainable development.
120
Figure 28. Cold bituminous conglomerates
The production of these mixtures implies a saving in energy consumption, as

well as a reduction in the generation of toxic vapors and dusts. The advantage
of this type of mixture is its versatility, since it allows the use of a great variety
of aggregates and types of emulsions; In addition, they can be used in various
environmental conditions.
When it comes to bearing layers, dense grade cold mixes are generally used
for medium and light transits, but open grade mixes have been used
successfully for heavy transits.
To repair deterioration, such as surface cracks, cold mixes can be used,

selecting the one that best suits the characteristics of the deterioration. For
these reasons, it is important to deepen the knowledge of this technology, its
possible uses and specifications in order to apply it correctly in our
environment.
It is necessary to carry out a review of the laboratory tests used for the design
and characterization of the performance of these mixtures, both for the
components and for their combination.
After the conceptualization and design of this alternative, it is necessary to

highlight the construction processes that produce an adequate performance of
this technology.
121
The decision to use these mixtures will depend on some considerations such
as: the technical-economic comparison, the size and location of the work, the
traffic, the prevailing weather conditions, among others.
The objective of this research will be to provide the basis for this maintenance
alternative to be used together with all the advantages it offers in determining
the most appropriate techniques for the design, construction of the laboratory,
as well as the verification / quality control process. .
 Tests for components and for cold mixes

In Table 2 the tests with the respective denomination for the emulsions are
presented, in Tables 3 and for the lowered asphalt and in Table 5 for the
aggregates. The tests reported in Table 6 are those that are developed
directly on cold asphalt mixtures and have the purpose of establishing the
design of the mixture before applying the material, in order to select the
appropriate materials and obtain a mixture in which Aggregates and
emulsion are compatible, as well as lowered asphalt.
122
Table 2. essays
Table 3. Test type
Table 4. AASHTO designation and ASTM designation
123
4. Cold mixing plants
Cold mixing plants are suitable for working in works that require both the initial
preparation of the subsoil and the restoration of the subsoil or the old base,
mixing different components for the adequate elaboration of the desired line.
Figure 29. Cold mixing plants
It is extremely robust, and designed to process a wide variety of materials

such as cold premixes, gravel earth, lime earth, rolled concrete, gravel gravel
or gravel graded with cement to achieve an exact homogeneity in the mix
thanks to the efficient mixer where it is they add water and additives and the
emulsion is produced.
The "V" type diagonal belt system guarantees high productivity without
wasting material. All this performance and high production capacity are in
contrast to simple assembly and simple operation.
124
Figure 30. Ready-mix concrete plant
5. Ready mixed concrete:
This is the name given to concrete that is produced in a mixing plant or a plant
with a central mixer and transported fresh in a pre-mixer and delivered directly
to the job site.
Figure 31. Ready mixed concrete
Ready-mix concrete is a mixture of stone aggregates, portland cement, water,

and additives. It is designed as a 28-day compressive strength and normal
volumetric weight material. Due to its quality, it complies with the NMX-C-155
"Hydraulic Concrete - Specifications" standard. Due to its properties, Ready-
mixed Concrete is ideal for any type of element and construction in general
where the element to be cast is not subject to working conditions in aggressive
chemical environments.
125
6. Asphalt plant for ready-mixed concrete:
Based on the flexibility of the ready-mix concrete plant, it can be divided into
stationary plants and mobile plants.
Depending on the intended use, it can be divided into engineering plants and
commercial concrete mixing plants. The engineering plant is suitable for large
construction, hydraulic and road works. Therefore, commercial concrete plants
are suitable for companies specializing in the production and sale of concrete.
According to the aggregate transportation method, it can be divided into

cement belt plant and cement hopper plant. The belt plant has fast feeding
speed and long conveying distance. Meanwhile, the hopper plant has low cost,
small size and simple structure.
Figure 32. Asphalt plant
126
7. Maintenance of the ready-mixed concrete plant
- Keep the machine and its surroundings clean.

- Clear accumulated material in the hopper in good time. Therefore, it
guarantees the accuracy of the weighing sensor.
- Always check and verify all concrete plant systems. If there are ash
leaks, lubricants and electricity need to be dealt with in a timely manner.
- Check if the lubricant is sufficient at each lubrication point.
- Check if the motor or electrical equipment is overheating or making
strange noises, and if the meter reading is normal.
- The agitator in the cement silo dust collector vibrates often. For you to
clear the stuck dust and make sure it works smoothly.
- Always clean the mixer outlet to prevent too much concrete from sticking.
So that the moving concrete can be properly unloaded into the mixer
truck.
Plant Advantages For Ready Mix Concrete
1. The mixing system.
127
The mixing system of the ready-mix concrete plant has the advantages of a good
concrete mixing unit, short mixing time, long service life, a high degree of
automation, easy operation, stable performance and convenient maintenance.
Manual cleaning is not necessary to keep the interior of the mixing drum clean. At
the same time, the mixer charging process is completely closed so that there is no
environmental impact.
Figure 33. Mixing system
2. Weight system.
The concrete batching plant employs the latest electronic weighing design,
computer control, digital display and other control technologies. There is a high
measurement precision. Therefore, the aggregate loading system adopts the
conveyor belt, which is the ideal choice for most construction companies to
produce high-quality concrete.
3.Conveyor devices.
The aggregate conveying system of the ready-mix concrete plant uses a belt or
hopper. The outside of the conveyor belt is covered with a cover. Therefore, it
ensures that the dust does not rise during the transportation process and protects
the environment. In addition, the conveyor belt is equipped with idle rubber rollers.
128
They can reduce damage to the lowest level.

The screw conveyor is the device for conveying cement and fly ash from cement
silos. It is made of high-quality steel tubes and has good rigidity and does not lose
dust. Furthermore, our bearings are made of imported bearings and highly wear-
resistant alloy materials. They have low noise and long service life.
4. The control system.
It uses advanced automatic control mode and has manual control. You can easily
realize manual and automatic conversion and control of the production process. At
the same time, the electrical control system of the ready-mix concrete plant uses
imported components, which have efficient and reliable performance, convenient
operation and use. Also a longer useful life.
Applications:
Structural or retaining walls
The retaining wall is a structure that is subject to bending due to having to

withstand horizontal thrusts of various materials, solid, granular and liquid.
129
Figure 34. Structural walls
Ready-mixed concrete flooring
Specially designed for road pavements, presenting itself as a more profitable and
sustainable alternative in the construction of durable and safe roads.
Figure 35. Ready-mix concrete flooring
Gutters
Ditches are longitudinal ditches located on both sides of the road or, failing that, on
one side, lined or uncoated, in order to capture, conduct, and adequately evacuate
surface water flows.
Figure 36. Gutters
130
Advantages of ready-mix concrete:
-Elimination of waste or leakage of materials.
-Adequate quality control of the delivered concrete
-Faster pouring and more efficient work progress
Figure 37. Advantages of ready-mix concrete
Construction procedure of the pavements
1. Introduction
The procedure described below explains the steps taken in the construction of
a new flexible road pavement track, which is made up of the pavement structure
in ascending order as described below.
2. Processes
2.1. Subgrade.
131
The preparation of the soil that will function as the subgrade, consists of
a series of previous operations, the execution of which is necessary and
very important to cement the placement of the sub-base layer on the
subgrade.
2.2. Scarification and homogenization of the subgrade.
The procedure consists of disintegrating the soil surface along what will
be the roadway at a specified depth, allowing it to acquire a loose
condition. This procedure is carried out with a crawler tractor, or with
harrow or disc scarifiers. Stone extractor rakes made up of several
curved teeth inserted in a horizontal frame driven by a motor grader are
used to remove coarse elements. Generally, the extraction is carried
out in two passes, in the first with 7 to 9 teeth, the elements thicker than
100 mm are extracted. At 250 mm and in the second with 15 to 18
teeth, the medium gravels are extractedgreater than 50 mm
Figure 38. Scarification of the subgrade surface
3.3. Subgrade soil moistening.
After scarification and homogenization of the material, if the soil is

very dry according to the specified humidity of the material to be
132
compacted, it can be moistened using traditional irrigation systems

to bring it to a condition of ± 2% with respect to humidity. optimum
compaction, obtained in the laboratory by means of the Proctor test.
3.4. Subgrade soil aeration.
If the natural humidity is higher than optimal, the soil should be

aerated by stirring it from one side to the other by means of a motor
grader (see fig.) Or compacting and scarifying the soil in several
passes, until it reaches a condition of ± 2%. Optimum Compaction
Moisture, According to Proctor Test Specifications
Figure 40. Subgrade soil aeration
3.5. Compaction of the subgrade.
133
When the compaction operation is carried out, after leveling with a

motor grader to the required height of the subgrade layer, by means
of conventional techniques in earthmoving, compaction is carried
out with a goat foot compactor roller, and / or roller vibratory
depending on the type of material, which seeks a density that
complies with that of the Proctor. To terminate this operation, the
verification of the quality of the material that has been controlled by
the laboratory and the levels that must be controlled by the
topography must be complied with. The finished surface of the
subgrade section must not visually show deformations or ups and
downs, which, if any, must be corrected so that the compacted
section can be received as finished.
3.6. Subgrade layer reception.

The parameters to be taken into account for the reception of the
completed subgrade section will be done in accordance with the
provisions of the rules established by the technical specifications for
road construction or in accordance with the provisions of the
project, which will be:
to. The degree of compaction of the subgrade layer.
b. The thickness of the compacted subgrade layer.
c. The quality of the material that meets the technical

specifications, made by the laboratory.
d. Verification of levels of the subgrade surface.
The layer will carry its compaction control in advance and

subsequently, its approval by the supervision before the
134
contractor proceeds to place the back layer and so on until the

full thickness of the subgrade shown in the plans is completed.
135
3.7 Placing the subbase material.
The granular material for the subbase will be placed on the surface
of the subgrade, avoiding its segregation, starting at the site
indicated by the resident Engineer. In no case should layers of
subbase material be placed greater than 20 cm, nor less than 10
cm. If a greater thickness is desired, the Resident Engineer must
order the contractor to place the total thickness in several layers.
3.8 Distribution of subbase material.
The subbase material in a loose state will be spread with a moisture

content of ± 2% with respect to the optimum moisture, in a
thickness necessary so that after being compacted, it will have the
design thickness. Spreading should be done with the proper
equipment, either a finisher or a motor grader to produce a layer of
uniform thickness across the required width, conforming to the
cross sections shown on the drawings. The Contractor is obliged to
place level plugs at the ends of the road to control thickness during
the placement, spreading and compaction of the subbase material.
3.9. Compaction of the subbase layer.
The compaction procedure of the subbase layer is carried out by

means of mechanical compactors such as smooth rollers, rollers
136
with pneumatic wheels or with other equipment approved for

compaction, which produces the results required by the technical
construction specifications.
The compaction should proceed gradually, on tangents, from the

edges to the center and in the curves from the inside edge to the
outside, parallel to the axis of the road and uniformly overlapping
half the width of the previous pass. The procedure shall be
continued alternately until a density that meets the Proctor's
specification, per specification, is achieved throughout the thickness
of the layer.
3.10. Subbase layer reception.
The parameters that will be required for the reception of the

finished subbase section will be made in accordance with the
requirements established by the technical specifications for road
construction or in accordance with the provisions of the project,
which will be:
to. The degree of compaction of the subbase layer.

b. The thickness of the compacted subbase layer.
c. The quality of the material that meets the technical
specifications, made by the laboratory.
d. Subbase surface level verification.
The layer will carry its previous compaction control and
corresponding approval by the resident Engineer before
the contractor proceeds to place the back layer and so
on until completing the total thickness of the subbase
shown in the plans..
137
3.11. Subbase received layer protection.
When the conformation of the sub-base layer is finished and its

reception has been satisfactorily approved, the surface of this is
prepared for the placement of a protective layer, which consists
of 10.0 cm. Thickness composed of select material for the base,
which when finished being laid has to be compacted properly.
The objective of this process is to protect the sub-base layer from
a possible rain or the movement of some unexpected vehicles
that may cause damage to the sub-base layer.
3.12. BASE LAYER.
It is the layer of the pavement whose main function is to

distribute and transmit the loads caused by the traffic in the tread
layer to the subbase. The material to be used must consist of a
combination of good quality gravel, sand, and soil in its natural
state, all of them previously classified to be placed on the surface
of the subbase.
3.13. Constructive process.
For the process of shaping the base layer, the supply of granular
aggregates is made, which will be placed in accordance with the
vertical alignments, slopes and dimensions indicated in the project
plans or established by the supervising Engineer.
138
3.14. Scarification of the subbase protection material.
The protective material placed on the surface of the sub-base will

be scarified, to be mixed and homogenized with the new material
that will be placed to form the base layer. The scarifying operation
will be carried out with a motor grader or with any other equipment
approved by the supervision or the resident engineer. The scarifier
should be a model with fixed teeth, complete, of thickness and of
sufficient length to effect a total and uniform scarification.
3.15. Laying the base material.
The granular base material will be placed on the surface of the

subbase avoiding its segregation, starting at the site indicated by
the resident Engineer. In no case should layers of base material
be placed greater than 20 cm., Nor less than 10 cm. If it is
desired to place a thickness greater than 20 cm, the Resident
Engineer must order the contractor to place the total thickness in
several layers.
3.16. Distribution of the base material.
The base material in a loose state will be spread with a moisture

content of ± 2% with respect to the optimum moisture, in a
thickness necessary so that after being compacted, it will have the
design thickness. Spreading should be done with the proper
equipment, either a finisher or a motor grader to produce a layer of
139
uniform thickness across the required width, conforming to the

cross sections shown on the drawings. The contractor is obliged to
place blocks to level the ends of the road, and control the
thickness during the placement, spreading and compaction of the
base material.
3.17. Base layer compaction.
The compaction procedure of the base layer is carried out by

means of mechanical compactors such as: smooth rollers, rollers
with pneumatic wheels or with other equipment approved for
compaction that produces the required results. Compaction should
proceed gradually, on tangents, from the edges to the center and
on curves from the inside edge to the outside, parallel to the axis
of the road and evenly overlapping half the width of the previous
pass. The procedure will be continued alternately until a density
that meets that of Proctor T-180 or T -99, depending on the
specification, is achieved throughout the thickness of the layer.
3.18. Base coat reception.
The parameters that will be required for the reception of the

finished base section will be made in accordance with the
requirements established by the technical specifications for road
construction or in accordance with the provisions of the project,
which will be:
to. The degree of compaction of the base layer.

b. The thickness of the compacted base layer.
140
c. The quality of the material that meets the specifications

techniques, carried out by the laboratory.
d. Checking Base Surface Levels
.
The layer will carry its compaction control in advance and
subsequently, its approval by the supervision before the
contractor proceeds to place the back layer and so on until the
total thickness of the base shown in the plans is completed.
3.19. Primer irrigation.
The primer irrigation will be carried out with an asphalt binder

and a blotting material, which comply with the specification and
must cover the entire surface of the base layer, according to a
pre-established irrigation rate..
3.20. STABILIZED MATERIAL FOR PAVING LAYERS.
Stabilized soil: It is a material that is composed of a combination of

soil and a stabilizing agent (cement, lime or asphalt emulsion), to
improve the mechanical and load-bearing qualities, used in
circumstances in which the material does not meet the support
requirements of loading required by the pavement design.
Once the stabilizing agent that is going to improve the
characteristics of the soil to be used has been selected, the design
141
of the mixture should be carried out by a laboratory, depending on

the properties to be obtained in the stabilized soil.
The loads that are generated on the surface of the tread layer
produced by the vehicular traffic that pass over it, produces a
pressure in the layers of the pavement, which are transmitted to
the lower layers of the subsoil. This principle is applied to layers of
material stabilized with cement, lime or asphalt emulsion, since in
the structure of a pavement it is not allowed to stabilize a
subgrade and leave the subbase or base unstabilized; Since the
stabilizing agent must be added to the layer that is closest to the
pavement surface, where the maximum stresses caused by
vehicular traffic are generated, therefore, one of the following
combinations can be made:
• Add a stabilizing agent to the base, leaving the subbase and

subgrade in granular condition.
• Add a stabilizing agent to the base and sub-base, leaving the

subgrade in granular condition.
• Add a stabilizing agent to the base, sub-base and subgrade.
3.21. Stabilized subgrade layer.
The stabilization procedure that will be carried out on the

subgrade material will be a mixture with aggregates (in-situ) and a
stabilizing agent, which may be cement, lime or asphalt emulsion;
Due to the fact that the soils of the place may contain an
inadequate granulometry, present plastic properties or because on
the road that is planned to build a road where very heavy traffic
will circulate; Therefore, it will be necessary to improve the bearing
or structural properties of the layer in question.
142
3.22. WATERING PROCESS OF THE PRIMER.
The function of the primer is to protect the surface of the base

once it has been compacted, which consists of supplying and
applying an irrigation of asphalt material, including the placement
of the drying material, if required, on said previously prepared
layer and approved, in accordance with the technical
specifications of the project in accordance with the plans or as
indicated by the resident Engineer.
Primer spray is an asphalt emulsion application that covers the

Base Coat. It serves three purposes:
- Help prevent the possibility of a slip plane

developing between the base layer and the surface
layer.
- Prevents base material from shifting under traffic
loads, during construction, before asphalt layer is
laid.
- Protects the base coat from the elements.
- Waterproof the surface
- Close capillary spaces
- Reverse and stick loose particles on the surface
- Harden the surface
- Facilitate maintenance
- Promote adhesion between the surface on which it
is placed and the first layer of asphalt mix
on it placed.
143
3.22. Compaction quality parameters
The quality of the finished pavement is highly dependent on the

success of the compaction process. Three criteria are used to
pass or fail a finished portfolio. These are: surface texture, surface
tolerance, and density.
- Surface texture.
- Defects that appear during compaction and that cannot
be
- corrected with additional passes, should be replaced
with hot mix
- cool before the temperature of the surrounding folder
drops to
- a point that is not workable.
- Surface tolerance.
- Variations in the smoothness of the mat should not
exceed 6 mm under a
- 3 m ruler placed perpendicular to the center line and 3
mm when
- it is placed parallel to the center line.
- Density.
- Density tests should be done to determine the
effectiveness of the
144
- compaction. These tests can be done by removing a

core already
- finished and analyzing it in the laboratory or using a
nuclear density meter, which
- measures density directly on the pavement surface.
The density
- must be at least 98% of the mean density obtained in
the laboratory, which is the reference density
145
CONCLUSIONS
 Within a theoretical concept, a pavement management system should be able
to identify the needs for feedback, monitoring and future research on
pavements. In Peru we are still understanding the advantages of these
systems and the different stages of a management system are still being
managed separately. And these needs for follow-up and feedback are still
perceived as distant by those who are in charge of road maintenance.
 The proper functioning of a management system depends to a large extent on
past experience, which provides the basic knowledge of the behavior of
pavements and its most important factors, as well as the quality of the
measurement techniques available to determine the main indicators. .
 With certain alternative mixes generated for comfort and safety reasons, the
new modified asphalt would be more durable when subjected to high traffic
intensities. Modified asphalt has been fully proven to have satisfactory
mechanical and adhesion properties in a wide range of applications and under
different climatic conditions.
 The conclusion of the great importance of the methods of sampling and
quartering of construction materials. Since by means of these methods we can
obtain a small sample of a large amount of material which are easier to
transport to the laboratory in which the different tests can be carried out since
the elaborations of these tests are made in a faster and more efficient way. It
is one of the main methods to obtain the characteristics of a certain material
on a small scale, which helps us to identify the properties of the material from
which the sample was taken.
 With the tests carried out in the laboratory we have been able to learn the
proper way to use the materials and the steps to follow in order to determine
the liquid limit, plastic and plastic index.
146
 Laboratory tests are carried out, recording the procedural description of both
the Casagrande method and the Fall Cone Penetrometer that allowed
determining the consistency limits for the combination of the clay sample, the
development of the respective tests is presented as well such as the
photographic record for obtaining it, which provide a clearer idea of the test
execution methodology, materials used, equipment and procedural framework,
which would allow a qualitative and quantitative analysis of the Liquid and
Plastic Limits, for each method executed.
147
RECOMMENDATIONS
 It is recommended that, when carrying out these types of tests, there may be
factors that alter the results obtained, such as generators due to the passage
of what is retained in each mesh. This test is obtained with the precision
necessary for safe application in engineering and other areas.
 It is recommended to take into account the granulometry of a terrain, to know
the degree of consistency of the same.
 Once the granulometry test has been carried out, we have found the
aggregate's fineness modulus in order to know what type of aggregate to use
in a certain work, since with respect to each aggregate, concrete fulfills
different functions.
 This test is very important before carrying out a construction of a house,
bridges, sanitation works, finishes and plastering.
 For proper calculation, the test must meet the ASTM D 422 indicators to
obtain accurate data.
 When asphalt binders are low viscous, with high penetration, they make the
asphalt mixtures very susceptible to plastic deformation or rutting, therefore it
is recommended to use harder asphalt cements (higher viscosity) in hot
climates for construction of pavements.
 The use of low penetration asphalts reduces the risk of plastic deformation in
asphalt mixtures, also the use of asphalt modifiers, especially EVA polymers,
greatly favors their behavior, increasing resistance to high temperatures,
which which leads to an elastic behavior of the same, recovering all the
deformations induced by traffic loads and thus avoiding the formation of ruts.
 The characteristics of asphalt mixtures, which have an important implication in
the resistance of asphalt concretes to plastic deformations, are mentioned
below:
148
 Continuous granulometries, that manage to compose a dense asphalt mixture,

which can mitigate the effects of ruts in the asphalt pavement layers. These
asphalt concretes at the time of their placement must be adequately
compacted and must be designed with a low percentage of voids, to increase
the contact points between the particles that make up the asphalt mixture and
reduce the propensity for the mixture to densify due to causes. traffic
solicitation.
 The texture of the aggregates is important and a rough texture is required,
particularly in thick layers of asphalt in hot climates.
 Asphalt mixes should be made with angular aggregates obtained mainly from
crushing, to make the asphalt mix more stable than those made with pebble
materials.
 Low viscosity in the asphalt used, makes the mix less rigid or hard and
therefore more susceptible to ruts (hard) more viscous asphalt should be used
in thick pavement thicknesses in hot climates.
 Laboratory tested specimens have to be compacted with densities comparable
to that of the pavement layers at the site where they will receive traffic loads.
BIBLIOGRAPHIC REFERENCES
 Spanish Association for Standardization and Certification. (1994b). UNE
103501 Compaction test. Modified proctor. AENOR.
 Standardization, RDNIY & National Institute of Rationalization and
Standardization (Spain). (1979b). Soil tamping test by the modified Proctor
method. National Institute for Rationalization and Standardization. IRANOR.
149
 Certification, NDEAY & Spanish Association for Standardization and

Certification (1986-...). (1994b). UNE 103501. AENOR.
 de Vialidad, BAUDVSDO & Barcelona. City Hall. Roads Unit. Road Works
Subunit. (1971). Laboratory of pavements and works. Academy Press.
 Pallet, AS & Barcelona. Paving Service. Roads Operational Unit. (1967).
Laboratory of pavements and works. Paving Service, Road Operative Unit,
Barcelona City Council.
 ÁLvarez, MJLM (2018). Heavy Machinery for Construction: (Earthworks)
(Spanish Edition). Spanish Academic Editorial.
150

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Translated from Spanish to English - www.onlinedoctranslator.

YEAR OF THE BICENTENNIAL OF PERU USMP-2021

TITLE: MODIFIED ASPHALTS: EVALUATION AND ROAD

No Student Universitary Code

4 OCHOA SOLANO, ANGELLO SALVATTORE. 2019117178

5 PÉREZ TORRES, SANDRO VÍCTOR MANUEL 2019142005

8 VILLEGAS REQUES, ALEXANDRA JANETH 2018221676

PROFESSOR: CESAR JIMENEZ RUIDIAS

ACADEMIC SEMESTER: 2021-II

3.6 INFORMATION SYSTEMS................................................................................................55

6. Asphalt plant for ready-mixed concrete:...................................................................140

Polymer-modified asphalts increase the useful life of a pavement two to

The history of modified asphalts goes back to the first waterproofing

1.3. DEFINITION OF MODIFIED ASPHALT.

Modified asphalt materials are the product of the dissolution or incorporation

Figure 1. Asphalt - polymer compatibility

Figure 2. Conventional asphalt behavior vs. modified asphalt

The continuous developments of the countries is what prompts the

Conventional asphalt has been fully proven to possess satisfactory

1.4. TYPES OF MODIFIERS.

 Elastomers (SBS, SBR)

1.5. MAIN MODIFIERS USED ON ASPHALT.

It is an asphalt modifier that improves the resistance to ruts of asphalt

Ground tire rubber.

It is an asphalt modifier that improves the flexibility and resistance to tension

Asphalts modified with elastomer-type polymers

It is required to mix three main components: asphalt, base resin and a

Main uses of elastomers

 Severe braking areas, where high resistance to deparraje is required

Figure 4. Natural rubber

SBS AND SBR

Figure 5. SBS AND SBR

Figure 6. Tire rubber

Plastomer-type polymer modified asphalt

 Good resistance to heat.

This polymer is generally scientifically known as polyvinyl chloride, it has

1.6. CONSTRUCTION PROCESS OF THE MODIFIED ASPHALT

- Asphalt is transferred to the modifying tank.

- The asphalt must be kept in a temperature range of 180 ° C to 190 °

With the adaptation of this technology to the environment of the civil

Graphics 1. Cost of laying asphalt folders

Graphics 2. Cost - Life cycle benefit of a pavement

ADVANTAGES OVER CONVENTIONAL ASPHALTS:

 Reduces thermal susceptibility and allows better sealing of cracks.

 Stiffer mixes are obtained at high service temperatures by reducing

 Higher flexural strength on the underside of asphalt mix layers

APPLICATION OF MICROFLOORING USING POLYMER-MODIFIED

Emphasizing that only modified asphalts have the property of torsional

Graphics 3. Subgrade soil moistening Graphics4. Subgrade compaction

Graphics 5. Subgrade layer reception Graphics6. Compaction

MODIFIED ASPHALT ASSESSMENT:

The contributions of polymers to improving the rheological properties of

launched on the market, it is essential to carry out a thorough analysis of the

The asphalt classification methodology by performance grade has become the

Currently, the protocols established in NCHRP 9-10 are implementing a series

Graphics 7. METHODOLOGICAL SCHEME

EVALUATION OF CURRENT BINDERS BEHAVIOR PARAMETERS:

Permanent deformation:To evaluate the effect of the modification to the

It is considered that the initial permanent deformation can be affected by many