Emulsions STP1079

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STP 1079
Asphalt Emulsions
Harold W. Muncy, editor
ASTM
1916 Race Street
Philadelphia, PA 19103
Library of Congress Cataloging-in-Publication Data
Asphalt emulsions / Harold W. Muncy, editor.
(STP; 1079)
"ASTM publication code number (PCN) 04-010790-08."
Includes bibliographies and index.
ISBN 0-8031-1457-5
1. Asphalt emulsion mixtures. I. Muncy, Harold W., 1927-
II. Series: A S T M special technical publication; 1079.
TE275.A86 1990
625.8'5---dc20 89-49641
CIP
Copyright 9 by AMERICAN SOCIETY FOR TESTING AND MATERIALS 1 9 9 0
NOTE
The Society is not responsible, as a body,
for the statements and opinions -
advanced in this publication.
Peer Review Policy
Each paper published in this volume was evaluated by three peer reviewers. The authors
addressed all of the reviewers' comments to the satisfaction of both the technical editor(s)
and the ASTM Committee on Publications.
The quality of the papers in this publication reflects not only the obvious efforts of the
authors and the technical editor(s), but also the work of these peer reviewers. The A S T M
Committee on Publications acknowledges with appreciation their dedication and contribution
of time and effort on behalf of ASTM.
Printed in Ann Arbor, MI

February 1990
Foreword
This publication, Asphalt Emulsions, contains papers presented at the symposium of the
same name held in Phoenix, Arizona on 7 Dec. 1988. The symposium was sponsored by
ASTM Committee D-4 on Road and Paving Materials. Harold W. Muncy, Elf Asphalt,
Inc., presided as symposium chairman and was editor of this publication.
Contents
Overview
Laboratory Test Methods and Field Correlations for Predicting the Performance
of Chip Seals--M. STROUP-GARDINER, D. E. NEWCOMB, J. A. EPPS, AND
G. L. PAULSEN
Towards Understanding the Behavior of Grave Emulsions by Means of

Laboratory Study--M. J. BRENNAN, M. HUET, J. F. LAFON, AND J. L. PAUTE 20
Classification of Emulsified Recycling Agents--s. G. MUrqCY 36
Mix Design Practices for Cold in-Place Recycled Pavements--T. SCHOLZ,

R. G. HICKS, AND D. ALLEN 44
Asphalt Emulsion Slurry Seal and Wheelpath Inlay--R. F. BAKER 65
Studies of Polymer-Modified Microsurfacing Materials in Highway Maintenance---

G. H. REINKE, W. R. BALLOU, S. L. ENGBER, AND T. M. O'CONNELL 80
Evaporation-Filtration Test for Emulsion Inversion---J.-L. MARCHAL 106
STP1079-EB/Feb. 1990
Overview
Asphalt emulsions are widely used because of the many advantages they offer to the
paving industry. Only simple application and compaction equipment are required for chip
seals, as described by Stroup-Gardiner et al. in the Nevada study, "Laboratory Test Methods
and Field Correlations for Predicting the Performance of Chip Seals." This study compares
laboratory and field methods for predicting the performance of chip seals. The success of
these seals is dependent upon several variables. Four emulsions were applied at different
rates, and three sources and three gradations were selected for the five types of aggregates.
The aggregates and emulsions were applied at various spread rates using two construction
techniques. The results from the laboratory are compared to corresponding field projects.
Mixing grade emulsions have been used for many years. In Spain and France a cold
bituminous mixture called grave emulsions has been used for over 30 years. This is a dense
mixture for medium-traffic roads that is being used more and more. Greater demand has
called for increased research on the material. Grave emulsions are a particular type of
mixture. Brennen et al. offer results of the studies of the Laboratorie Central des Ponts et
Chaussees (LCPC) Paris, France. The study shows that stiffness of the mixture depends on
the voids content.
At some point in the life of a pavement, reconstruction becomes necessary. Recycling
may be the best method of correcting the problem. Muncy describes a classification of
emulsified recycling agents (ERA). Recycling has been an important reconstruction method
for about ten years. In this short time new equipment has been designed and emulsions
have been developed to apply to each process. Techniques of hot and cold, in-situ and off-
site recycling include emulsions, rejuvenators, and polymer-modified emulsions.
Scholz et al. have analyzed four years of recycling in Oregon. Cold in-place recycling
(CIR) using a single unit or a recycling train can produce a suitable base course or wearing
surface. Pavement ratings taken during 1988 indicated that the structural contribution of
properly designed and constructed CIR mixtures were nearly equivalent to that of conven-
tional asphalt mixtures. Of the 52 projects completed over this four-year period, 92% are
performing very well.
Baker reports in "Asphalt Emulsion Slurry Seal and Wheelpath Inlay" that slurry seal
can be cost effective on moderately traveled pavements for three to four years longer.
Reinke et al. likewise observed that proper consideration given to the design of microsur-
facing materials will preserve and extend the life of existing surface ("Studies of Polymer-
Modified Microsurfacing Materials in Highway Maintenance").
A phenomenon with all emulsified asphalts is that point at which the water-in-oil emulsion
changes to the oil-in-water emulsion. The emulsion inversion point (EIP) technology is
described by Marchal. The filtration-evaporation test (EFT) determines the breaking point.
This test aids in understanding emulsion stability and early chip seal cohesion.
These papers present a montage of emulsified asphalt technology. The laboratory methods,
mix designs, and application of materials using emulsified asphalt only scratch the surface.
Continued use and research will expand the knowledge of this versatile material.
Harold W. Muncy
Elf Asphalt, Inc., Terre Haute, IN
47808; symposium chairman and
editor
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M. Stroup-Gardiner, 1 D a v i d E. N e w c o m b , 2 Jon A . Epps, 3 and
Greg L. Paulsen 4
Laboratory Test Methods and Field

Correlations for Predicting the Performance
of Chip Seals
REFERENCE: Stroup-Gardiner, M., Newcomb, D. E., Epps, J. A., and Paulsen, G. L.,
"Laboratory Test Methods and Field Correlations for Predicting the Performance of Chip
Seals," Asphalt Emulsions, ASTM STP 1079, H. W. Muncy, Ed., American Society for Testing
and Materials, Philadelphia, 1990, pp. 2-19.
ABSTRACT: Eighteen chip seal test sections were place in two states (Washington, Nevada).
Four emulsions were used in the construction of these sections: cationic rapid set (CRS-2),
cationic medium set (CMS-2), latex modified cationic rapid set (LMCRS-2), and a high float
(HFE 100S). Variations in aggregates included: aggregate source, aggregate gradation, and
precoating of aggregates.
Laboratory testing with the Vialet test was performed using construction materials and
quantities. Laboratory test results were evaluated for the presence of excess aggregates and
the set rate of the emulsions. Laboratory results were then compared to field comments.
Guidelines to avoid construction problems were outlined. In general, Vialet test results of
less than 30% material retained indicate that problems with aggregate pickup on rollers could
be expected. Results of less than 65% indicate potential damage by early brooming of new
chip seals. Results greater than 80% provided satisfactory field performance after one month
of low-volume traffic.
KEY WORDS: chip seals, Vialet test, emulsions
Two major problems influencing the performance of chip seal surfaces are difficulties
during construction and allowing traffic on newly placed sections too soon. Problems with
construction such as aggregate pickup by the rollers or early brooming can damage a section
before traffic is allowed on the surface. Traffic on a newly placed section that has not cured
can result in damage to the new surface and to automobiles from dislodged stones. Currently,
judgments made by the field engineer are the only guidelines for avoiding these problems.
A laboratory test to identify potential construction problems or early traffic damage would
be helpful in placing a successful chip seal. Ideally, this laboratory test should be able to:
1. Simulate field construction in such a way that potential problems may be identified.
2. Determine the time it takes for different binders to cure.
One laboratory test that appears to fit these requirements is the Vialet test. Samples are
constructed on a small scale similar to field construction. Samples tested at various curing
IResearch associate, University of Nevada-Reno, SEM 105, Reno, NV 89557.

2Assistant professor, University of Minnesota, CME Department, Minneapolis, MN 55455.
3Dean, College of Engineering, University of Nevada-Reno, SEM 132, Reno, NV 89557.
4Engineer, ARE, Inc., 20 Victor Square, Scotts Valley, CA 95066.
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STROUP-GARDINER ET AL. ON CHIP SEALS 3
times indicate the progress of the set rate of the binder and if the design aggregate quantity
is adequate.
While there appear to be several advantages to the Vialet test, correlation with field
experiences and laboratory results is necessary. This correlation has been developed for field
observations for 18 field test sections placed with various types of emulsions and concurrent
laboratory Vialet testing.
Research Program
The research program used data and materials collected from 18 test sections placed in
Washington (2 sections) and Nevada (16 sections) during the summer of 1988. A number
of variables were covered by these test sections:
1. Four emulsions.
a. Two cationic.
b. One latex modified cationic,
c. High float.
2. Various target binder application rates.
3. Five types of aggregates.
a. One lightweight aggregate.
b. Two precoated aggregates.
c. Three sources of crushed stone.
4. Three gradations.
5. Various aggregate spread rates.
6. Two construction techniques.
a. One-layer system.
b. One-layer with choke stone.
Not all variables were considered with each binder. Specific variables for each of the 18 test
sections are described in detail in the Field Project section.
Field evaluations for all test sections were recorded both during and one month after
construction. Materials were obtained during or immediately after construction for concur-
rent laboratory testing. Not all construction variables were evaluated in the laboratory due
to the limited availability of materials.
Materials
Binders
The cationic emulsions were a CRS-2 and a CMS-2. These emulsions were used to construct
the two Washington test sections. Samples of these binders were obtained during construction
of the test sections. Physical properties of the CRS-2 and CMS-2 were not available at this
time.
The latex modified cationic and the high float emulsions were LMCRS-2 and H F E 100S,
respectively. These emulsions were used to construct the Nevada test sections. While binders
were not sampled during construction, all suppliers shipped duplicate batches of binders
within one week of construction of the test sections. These duplicate materials were used
to prepare the laboratory specimens.
The physical properties of the LMCRS-2 and H F E 100S emulsions used for the test sections
are shown in Table 1 and were supplied by the Nevada Department of Transportation
(NDOT).
4 ASPHALT EMULSIONS
TABLE 1--Physical properties of the LMCRS and HFE IOOS used in

constructing the Nevada test sections.
Binder Test LMCRS HFE 100S
Viscosity at 122~ (50~ 132.8 92.7

Residue by distillation 69% 68%
Penetration of residue 75 94
Charge Positive ...
Float test ... 3943 + second
Aggregates
The Washington test sections used one-sized aggregates from a Spokane, Washington
source. The chip stone and choke stone were from the same source. The physical properties
and gradations of these aggregates are shown in Table 2. These aggregates are labeled
WSDOT for brevity in both tables and text.
The Nevada test sections used three sources of aggregates, two in Nevada and one from
Utah. The first Nevada source (NV) produced an NDOT 0.958-cm (3/8-in.) chip stone of
crushed river gravel. The second Nevada source (TX) produced a gradation conforming to
a Texas Grade 4 [1]. The differences in the gradations are shown in Table 3.
The Utah (UT) aggregate was lightweight synthetic aggregate produced from expanded
clay. The gradation for this aggregate is also shown in Table 3.
Stockpiles of precoated aggregates for both the NV and TX aggregate sources were created
(NV-P, TX-P). Three quarters of a percent of an A R 4000 asphalt cement was used to
precoat both aggregates. Aggregates were stockpiled at least two to three weeks prior to
use.
Field Projects
All test sections for both the Washington and Nevada projects were evaluated both during
and one month after construction. Materials were obtained from suppliers during or im-
mediately after construction for the laboratory phase of the research program.
TABLE 2--Physical properties of aggregates used for the

Washington test sections.
Chip Stone Choke Stone
Bulk specific gravity 2.653 2.606

Bulk specific gravity,
saturated by surface (SSD) 2.681 2.668
Apparent specific gravity 2.729 2.780
Absorption capacity, % 1.1 2.4
Gradation, percent passing:
3/4in. 100 NA
t/2 in. 100 NA
~'s in. 56 100
#4 7 82
#8 3 54
#16 37
#30 26
#50 19
#100 13
#20O 9
TABLE 3~Physical properties of aggregates used for the

Nevada test sections.
NV TX UT Lite
Bulk specific gravity 2.655 2.552 ...

Bulk specific gravity, SSD 2.655 2.602 ...
Absorption capacity, % 1.6 1.9 ...
Gradation, percent passing:
1/2in. 100 100 98
3/8in. 65 73 79
#4 8 3 3
#8 1 2 1
#16 1 2 1
#40 1 2 1
#50 1 2 1
#100 1 2 1
#200 0 1 0
Washington Project
Two test sections were placed 19 and 20 July 1988 on Washington State Department of
Transportation (WSDOT) State Route (SR) 31 in Pend Oreille County, Washington, be-
tween mileposts 18.9 and 19.0. This section of SR 31 is close to the Canadian border and
experiences very low traffic volumes. Due to the border station and the low volume of
traffic, this road is typically closed to traffic from midnight to 6:00 a.m. daily.
The same aggregate was used for both sections; the only difference between the two test
sections was the type of cationic emulsion (CRS-2, CMS-2). Quantities of binder and ag-
gregate were held constant for both sections. These quantities were:
1. 1.9 L/m2 (0.42 gal/yd2) binder.
2. 71.0 kg/m 2 (27 lb/yd2) chip stone.
3. 15,8 kg/m 2 (6 lb/yd2) choke stone.
Aggregates, both the chip and choke stone, were damp at time of application.
Construction of the test sections was consistent. Binder was sprayed, followed within 10
to 15 s by the chip stone. Rubber tire rollers completed initial rolling of the test sections
within 10 min of aggregate application. The choke stone was then spread and the final rolling
sequence completed. The weather was sunny and warm with a slight breeze. There was
some shade on the southbound lane. All sections were broomed the following morning
before the border station opened the roadway to traffic.
Field comments during construction are shown in Table 4. Construction went well; ag-
gregate quantities appeared to be excessive.
Nevada Project
These test sections were placed in west central Nevada from 31 August through 10 Sep-
tember 1988 on U.S. 50, crossing both Churchill and Lyon counties, between mileposts CH
10.85 and LY 33.94. Average daily traffic for the length of this project is between 1290 and
1720 vehicles per day.
Variables included in these test sections were two emulsions, various aggregate sources
and spread rates, and binder spread rates. Table 5 presents the variables incorporated in
these test sections.
The TX and NV aggregates were damp at the time of application. Both the precoated
6 ASPHALT EMULSIONS
TABLE 4--FieM notes f o r Washington test sections.
Binders, Aggregates" Field Performance Comments
CRS-2, 0.47, WSDOT 33b Dusty aggregates, excessive speeds on

new chip seals by rollers and aggregate
trucks, appeared to be excess aggregate
CMS-2, 0.47, WSDOT 33b Same as above
NOTE: gal/yd 2 = 4.53 L/m2; Ib/yd2 = 2.63 kg/m 2.

~Listings include type of binder, quantity (gal/yd2), aggregate type,
quantity (lb/yd2).
blncludes 6 lb/yd 2 choke stone.
TABLE 5--Variables included in the Nevada test sections.
Binders, gal/yd 2
LMCRS HFE 100S

Aggregates,
lb/yd 2 0.40 0.45 0.48 0.50 0.55 0.35 0.40 0.45 0.50 0.55
TX 12
16 X X
18
22 X X X X X
NV 12
16 X X X
18
22 X X X X
TX-P 12
16
18
22 X X
NV-P 12
16
18
22 X
Ute Lite 12 X
16 X
18
22
NOTE: Underlined marks indicate field sections with corresponding laboratory Vialet data; gal/yd z =
4.53 L/m2; lb/y2 = 2.63 kghn z.
T X a n d N V and the U T lite aggregates were applied dry. Section 22 was p r e p a r e d with dry
T X aggregates as a c o m p a r i s o n for the section with d a m p aggregate.
All sections were c o n s t r u c t e d in a consistant m a n n e r . T h e w e a t h e r was p r e d o m i n a t e l y
sunny and hot. T h e aggregate was applied within 10 to 15 s after the binder. R u b b e r tire
rollers c o m p l e t e d the rolling within 10 min of the aggregate application. P r o b l e m s n o t e d
were aggregate pickup by the roller a n d d a m a g e to o n e section by too early b r o o m i n g .
Because of the d a m a g e d section, a decision was m a d e to hold the b r o o m s o n all e m u l s i o n
sections for 2 to 3 h after aggregate application. Field c o m m e n t s d u r i n g c o n s t r u c t i o n are
p r e s e n t e d in T a b l e 6.
0
0 ~" 9~ o ~ .~
Z -~ 2 ; .S
9= ~ ,~
= _--
~4
0 e~
.=
_ ~ ~ ~.o ~ = ~ ~
g
"N
rn
s
U~ 7
de~
<
N.-~ ~
~i==
. . . . %1 , ~ .. se e
0 0"~ 0 e~ ~ m C ~ 0 ~ ~ U"
~,~ 0 0 0
~z
~.un
8 ASPHALTEMULSIONS
Sections damaged either during construction or by initial traffic required posttreatments.

A majority of the posttreatment consisted of sanding in either the late afternoon for sections
placed in the morning or the following morning for sections placed in the late afternoon.
This was done to prevent excessive pickup of aggregate by traffic or to cover binder showing
between stones. The sections with the precoated aggregates were especially prone to traffic
pickup due to the warm afternoon weather. Flush seals were used to prevent aggregate loss
in sections that showed evidence of lack of aggregate retention. All posttreatments of test
sections are shown in Table 7.
Laboratory Testing
The Vialet test was used to determine the percent of aggregate retained after various
times of sample curing. Use of this test method provides information on:
1. Appropriateness of aggregate design quantities.
2. Resistance of aggregate to an impact force over several time intervals.
3. Rate of set of binder.
Equipment--This test uses a 0.62-cm (0.25-in.) steel plate 17.5 by 17.5 cm (7 by 7 in.)
square as a sample preparation medium. A 0.62-cm. (0.25-in.) rim prevents binder runoff.
A force was imparted to an inverted chip seal sample by means of a dropping steel ball 5
cm (2 in.) in diameter from a height of 45 cm (18 in.).
TABLE 7--Posttreatments of Nevada test sections.
Binder, Aggregates~ Field Performance Comments
LM CRS
0.45 NV 16 (16) Posttreated with sand
NV-P 22 (13) Posttreated with sand
TX 22 (19) Posttreated with sand seal
TX-P 22 (14) No posttreatment
0.48 NV 22 (18) ??heavy sand
0.50 NV 16 (17) Posttreated with sand
TX 16 (2) Posttreated with sand
TX 22 (1) No posttreatment
(20) No posttreatment
(22) D Posttreated with sand
0.50 TX-P 22 (3) No posttreatment
0.55 NV 16 (12) No posttreatment
NV 22 (11) Posttreated with sand
0.55 TX 22 (8) No posttreatment
HFE 100S
0.40 UT 16 (33) No posttreatment
TX 22 (32) Posttreated with flush seal
TX 22 (31) Posttreated with flush seal
NOTE: gal/yd2 = 4.53 L/m2;lb/yd2 = 2.63 kg/m2.

~ include type of binder; quantity (gal/yd2), aggregate type,
quantity (lb/yd2), and section number in parentheses.
Sample Preparation--Both the plates and emulsions were preheated to 60~ (140~ A
quantity of binder equal to field application rates was applied to the steel plate. The plate
was rotated until the binder was evenly distributed over the surface. Aggregates, again
duplicating field section quantities, are immediately applied to the plate. Rubber tired rolling
was simulated with a weighted tire [396 to 440 kg (180 to 200 lb)] and a tire pressure of
14.8 kg/cm2 (40 psi).
Three passes (one pass = forward and backward cycle) of the tire were required for one
complete coverage of the plate. Two complete coverages were accomplished by starting with
three passes, rotating sample 90~ then applying a final three passes. When choke stone was
used, it was applied after the first three passes.
Procedures--A total of 15 samples were prepared and three samples tested at 10-min, 30-
min, 2-h, 5-h, and 24-h intervals. A separate set of three samples were prepared for each
time interval. All samples were stored at 25~ (77~ [plus or minus 1.3~ (5~ and a
relative humidity of less than 30%.
An initial weight of the sample and plate were obtained, then the specimen was inverted
in the test apparatus for 10 s. A second weight was then taken. The percent of material
retained on the sample plate was then calculated by
% retained = 100 -
(original wt - wt after invert) x 100
(original wt)
The plate was then immediately reinverted in the apparatus and a steel ball dropped in the
center of the plate three times within a 10-s period. A final weight was then taken; percent
material retained after impact was calculated.
Use o f Test Results--The data can be used to indicate the presence of excess aggregate
and the rate of set of the binder by monitoring the increase in the material retained with
time. The material lost during the initial invert testing at the 5 and 24-h test times represents
excess aggregates; plotting the percent material retained after impact versus time indicates
the curing characteristics of the binder.
Statistics for Test Method--Table 8 shows the standard deviations and range of average
percent material retained for the various test intervals. At the earlier times, less material
was retained and the standard deviations are greater. This indicates that the ability of the
binder to form an adhesive bond was more variable at the earlier times. As more material
was retained, both before and after impact, the standard deviation decreases. This indicated
that there was a progressively more consistent bond between the binder and aggregate as
curing continued.
TABLE 8--Statistics for Vialet test results,a
Three Drops, Including

Initial Invert Initial Invert
Standard Range of Percent Standard Range of Percent

Vialet Test Times Deviation Material Retained Deviation Material Retained
10 min 9.8 44-98 11.5 7-64

30 rain 13.8 85-99 8.6 19-93
2h 8.5 86-99 5.6 63-97
5h 1.3 88-99 0.8 90-99
24 h 2.2 82-99 2.0 94-99
NOTE: gal/yd2 = 4.53 L/m% lb/yd2 = 2.63 kg/m2.

~Statistics for a set of three samples-ten sets of three samples used to develop statistics.
10 ASPHALT EMULSIONS
Test Results
Washington Project
The Vialet test results are presented in Table 9. The initial invert test results show a
consistent 10% loss of material, regardless of time of testing. This is an indication that the
design aggregate spread rate was too high, and problems with excess stone on the highway
were expected. Inspection of the sample prior to testing showed that aggregates were m o r e
than one stone deep on the plate. An examination of the material lost during testing con-
firmed that the aggregates lost had little or no binder. This excess aggregate is evident with
both the CRS-2 and the CMS-2 binders.
Figure 1 indicates the rate of set. Differences between the two emulsions were only evident
after the application of the impact force as the curing time increases. While there was little
difference between binders up through the 5-h impact test, there was a slight but significant
difference at 24 h. These test results indicate that the CRS-2 had set up somewhat faster
than the CMS-2.
Nevada Project
These Vialet test results are presented in Table 10. All of the H F E 100s samples had less
than 45% of material retained when initially inverted at the 10-min test time. Only the
LMCRS-2 prepared with the T X aggregate showed this same low percent of retained ma-
terial. Virtually all differences between emulsions and aggregates disappeared for the re-
maining initial invert test times. A check of the 5- and 24-h initial invert test indicated that
no excess aggregate was present.
Figure 2 compares three aggregate sources at the same spread rate with various quantities
of LMCRS-2. These Vialet test results, after impact, showed several trends:
1. The precoated aggregate formed a stronger, faster bond with the emulsions.
2. Differences in the rate of set were noticeable between the N V and T X aggregates.
Since the binder quantities for these two samples were not the same, it was impossible to
determine if this difference was because of a chemical reaction between the aggregate and
binder, a difference in the gradations, or the quantity of binder.
Figure 3 compares various quantities of the N V aggregate p r e p a r e d with a constant
quantity of L M C R S - 2 [2.49 L/m 2 (0.55 gal/yd2)]. The 10-rain, 30-min, and 2-h impact test
TABLE 9---Vialet test results for Washington test sections.
Emulsion Aggregate~ Percent Material Retained
Source Quantity Source lb/yd2 10 min 30 min 2h 5h 24 h
INITIAL 10 SECOND INVERT

CRS-2 0.47 WSDOT 33b 84.7 87.5 93.1 87.9 81.9
CMS-2 0.47 WSDOT 33b 88.2 85.4 88.4 91.3 88.5
IMPACTPORTION (INCLUDESMATERIALLOST ON INITIALINVERT)

CRS-2 0.47 WSDOT 33b 44.6 58.7 63.4 75.0 81.2
CMS-2 0.47 WSDOT 33b 52.3 59.3 63.2 73.7 73.2
NOTE: gal/yd2 = 4.53 L/m2; lb/yd2 = 2.63 kg/m2.

~ include type of binder; quantity (gal/yd2), aggregate type, quantity (lb/yd2), and section
number in parentheses.
blncludes 6 lb/yd2 choke stone.
Vtalet Test Results, Aften Impact

Gal./Sg. Yd = 4 . 5 3 L./Sq.M.
Lb./Sq.Yd. = 2.63 Kg./Sq.M.
10o
m ORS-2
80.
r~ ~v~a J
60.
ReLained.
Z
|0 Ntn. 30 N t n . 2Hou~ 5 Holms 24 Hou~

Time,
Hours
FIG. 1--Vialet test results for Washington test sections (CRS-2, CMS-2).
TABLE lO---Vialet test results for Nevada test sections.
Emulsion Aggregate" Percent Material Retained
Source Quantity Source lb/yd2 10 min 30 min 2h 5h 24 h
INITIAL 10 SECOND INVERT

LMCRS 0.45 NV-P 22 96.7 94.8 97.8 98.7 99.1
LMCRS 0.55 NV 22 97.5 94.2 98.7 97.6 98.2
LMCRS 0.55 NV 16 94.9 92.5 86.4 99.9 99.9
LMCRS 0.50 TX 22 31.2 98.7 99.9 98.7 99.3
HFE 100S 0.50 TX 22 19.9 84.8 99.5 99.4 99.7
HFE 100S 0.50 NV 22 32.7 94.3 99.8 NA 99.7
HFE 100S 0.45 NV 22 42.6 85.8 99.3 NA 99.3
HFE 100S 0.45 TX 22 44.3 99.3 99.5 99.8 99.3
IMPACTPORTION (INCLUDESMATERIALLOST ON INITIAL INVERT)

LMCRS 0.45 NV-P 22 63.6 61.0 82.9 90.1 94.2
LMCRS 0.55 NV 22 23.2 29.3 93.0 89.8 95.6
LMCRS 0.55 NV 16 9.5 47.9 83.4 97.1 98.0
LMCRS 0.50 TX 22 5.4 56.5 96.2 95.9 97.0
HFE 100S 0.50 TX 22 7.0 59.8 96.0 98.3 99.4
HFE 100S 0.50 NV 22 18.6 52.3 75.9 NA 99.3
HFE 100S 0.45 NV 22 11.1 18.9 82.8 NA 99.2
HFE 100S 0.45 TX 22 29.4 93.9 97.2 99.3 98.9
~Listings include type of binder; quantity (gal/yd2), aggregate type, quantity (Ib/yd2), and section
number in parentheses.
Vialet Test Results. After l w a c t

Gal./Sq. Yd. = 4.53 L./Sq.M.
Lb./Sq. Yd. = 2.63 Kg./Sq.M.
Reterlal
Retalner
Z
40.
20.
o , ,
, , , , ,
t0 Nin. 30 Ntn. 2 Hmw 5 Hours 24 Hou~

Tile.
Hours
FIG. 2--Vialet test results for Nevada test sections constructed with LMCRS-2 and 22 lb/yd 2 aggregate
(binder quantities vary).
Ytalet Test Results, After Iepact

G a l . / S q . Yd. = 4.63 L./Sq.M.
Lb./Sq. Yd. = 2.53 Kg./Sq.M.
1r I
SO
Hsterialso
Retained,
Z
40
10 Ntn. 30 Ntfx. 2 Hours 5 HOURS 24 Ho~s

Time,
Hours
FIG. 3~Vialet test results for Nevada test sections constructed with 0.55 gal/yd 2 LMCRS-2 and various
quantities o f Nevada aggregates.
results indicate that the rate of the emulsion set was dependant upon the quantity of ag-
gregate. The influence of aggregate quantity disappeared for tests after 2 h.
The influence of the quantity of H F E 100s on test results for both the TX and NV
aggregates is shown in Figs. 4 and 5, respectively. While binder quantities affect the 10- and
30-rain test results for both aggregates, the trends are not consistent. The lower binder
quantity with the TX aggregate exhibited a faster rate of set. The faster rate of set was
obtained with the NV aggregate at the higher binder quantity. Since the aggregates differ
both by source and gradation, the only valid conclusion is that the rate of set appears to be
either source and/or gradation dependent.
Figures 6 and 7 examine the effect of changes in aggregates while holding the binder
quantities constant. Figure 6 shows a slightly slower rate of set for H F E 100s [2.26 L/m 2
(0.50 gal/yd2)] with the NV aggregate. Figure 7 shows that this difference is accentuated by
reducing the binder quantity from 2.26 to 2.04 L/m 2 (0.50 to 0.45 gal/yd2). Figure 7 also
shows that decreasing the binder slows the set rate for the NV aggregate while increasing
it for the TX aggregate. Again, since the NV and TX aggregates varied not only by aggregate
source but also gradation, it was impossible to determine whether one or both variables
were responsible for the differences in test results.
Comparison of Field and Laboratory Observations and Results
Construction
Each test section was monitored during construction, and these comments are presented
in Table 4. These comments a~ well as laboratory comments for selected test sections are
presented in Table 11. It is interesting to note that field sections that prompted comments
V[elet Test Results, After Impact

Gal./Sq.Yd. = 4.63 L./Sq.M.
Lb./Sq. Yd. = 2.53 Kg./Sq.M.
tO0
HaterialsO
Retained.
Z
40
0,
*0 Nin, 30 Hin, 2 Hours 5 Flours 24 Houra
Time,
Hours
FIG. 4---Vialet test results for Nevada test sections constructed with various quantities o f HFE IOOS
and 22 lb/yd2 of Texas grade aggregates.
Vtalet Test Results, After I w a c t

G a l . / S q . Yd. = 4.63 L+/Sq.M.
L b , / S q . Yd. = 2.53 Kg./Sq.M.
Haterialeo
Retained.
Z
40
20
t0 NIn. 30Nlfl. 2Houro 5Hours 24Hom,e

Tile.
HOuris
F I G . 5--Vialet test results for Nevada test sections constructed with various quantities o f HFE 1005
and 22 lb/yd2 of Nevada aggregates.
Vielet Test Results, Aften /Rpact

G a l , / S q . Yd. = 4.63 L./Sq.M.
L b . / S q . Yd. = 2.53 Kg./Sq.M.
iO0
80
)later ie ) 60
Retained,
40,
20,
t0 Mtn. 30 #lfl. 2 Houra 5 Houra 24 Ho~8

Tim.
Hour's
F I G . 6--Vialet test results for Nevada test sections constructed with 0.50 gal/yd 2 HFE IOOS and 22 lb/
yd 2 of various aggregates+
Vialet T e s t R e s u l t s , After Impact

Gal./Sq.Yd. = 4.63 L./SQ.M.
Lb./Sq. Yd. = 2.53 Kg./Sq.M.
t00
m
8O ~-
Material 6 o
Retained, ----
40.
20- __----
I0 Mln, 30 Mln. 2 Hours 5 Hours 24 Hours

Time,
Hours
FIG. 7--Vialet test results for Nevada test sections constructed with 0.45 gal/yd2 HFE IOOS and 22 lb/
ycF of various aggregates.
such as bailing and aggregate pickup caused virtually the same comments by technicians
while preparing laboratory samples.
Table 12 summarizes construction problems noticed and lists limits on Vialet test values
at specific times. These times were chosen to correspond roughly with when the problems
occurred during construction.
The 5- and 24-h initial invert portion of the Vialet test was selected to establish the
presence of excess aggregate for two reasons. First, excess aggregate should not require an
impact force to dislodge the chips; excess aggregate is typically an additional layer of stone
not in contact with the binder. Secondly, examination of all test results indicates that emul-
sions have substantially set by 5 h. Using the later initial invert tests insures a measurement
of excess aggregate and not a loss of bond between the binder, aggregate, and plate.
Both the initial invert and impact test results at 10 min are tabulated under the heading
of "Pick up by rollers" (Table 12). Since the rollers followed within 10 min of aggregate
application, this was a logical test time to choose for comparison. The wide range of results
for the initial invert indicated this was not a test result that could be used to identify this
construction problem. Only the results from the impact portion of the testing were considered
in correlation with field comments.
Because the brooms tended to lag somewhat behind the rollers, the 30-min initial invert
and impact test results were tabulated under "damage by early brooming" (Table 12). The
lack of differentiation between test results for the 30-min initial invert indicated that this
portion of the testing was not indicative of construction problems.
Two exceptions to the impact test results are noted in Table 12. The first involves the
NV-P aggregate, which showed problems with pickup on the rollers while showing Vialet
10-min impact test results of over 60% material retained. A close examination of the field
16 ASPHALTEMULSIONS
TABLE l l--Comparison o f field notes with laboratory notes.
Emulsion, Source Quantity Aggregate, Source

(Sect. No.), gal/ydz Quantity, lb/yd 2 Field Notes Laboratory Notes
WASHINGTON TEST SECTIONS

CRS, 0.47 WSDOT, 33 ~ Dusty because of dirty ag- Some aggregate
gregate, rubber tired roll- pickup
ers delayed 10 rain behind
application
CMS, 0.47 WSDOT, 33~ Dusty because of dirty ag- Some aggregate
gregate, rubber tired roll- pickup
ers delayed 10 rain behind
application
NEVADATEST SECTIONS
LMCRS, 0.45 (13) NV Slightly tacky when pre- Tires of rollers
Precoat, 22 coated aggregate warmed dusted to prevent
in afternoon aggregate pickup
LMCRS, 0.55 (11) NV, 22 Dusty chips, picked up on Same as above
rollers
LMCRS, 0.55 (12) NV, 16 Some pickup on rollers Same as above
LMCRS, 0.50 (3) TX, 22 Some pickup on rollers, Same as above
tracking
HF 100S, 0.50 (31) TX, 22 Slower cure than LMCRS Tires of rollers
brooms held back 2 to 3 h dusted to prevent
aggregate pickup
HF 100S, 0.50 (35) NV, 22 Same as above Same as above
HF 100S, 0.45 (34) NV, 22 Same as above Same as above
HF 100S, 0.45 (32) TX, 22 Same as above Same as above
NOTE: gal/yd 2 = 4.53 L/m2; lb/yd2 = 2.63 kg/m z.

qncludes 6 lb/yd2 choke stone.
~Washington test sections had excess aggregate greater than 10 percent of the original weight.
TABLE 12--Relationship between construction problems and Vialet

test results.
Construction Problems Vialet Test Results
Excess aggregate 5-, 24-h initial invert: less than 97%

material retained
Pickup on rollers 10-min initial invert: ranged from
97 to 19% material retained
10-min impacta: less than 30% ma-
terial retained with one exception
Damage of new surface by 30-min initial invert: more than
early brooming 85% material retained
30-min impact": less than 65% ma-
terial retained with one exception
apercent material retained includes material lost during initial invert.
records showed that aggregate pickup was a problem only in the afternoon when the warm
weather made the precoated aggregates exceptionally tacky.
The second exception occurred for a sample prepared with the HFS 100S emulsion. Vialet
test results showed greater than 90% material retained at 30 min. Since brooming was
arbitrarily delayed after the first emulsion section was damaged by early brooming, it is
possible that this section could have been broomed without damage.
In summary, Vialet impact test results appear to depict construction problems. Vialet test
results with less than 30% material retained at 10 min indicate potential problems with
aggregate pickup. Less than 65% material retained at 30 min suggest that brooming should
be delayed. No damage was reported for sections with more than approximately 65%
material retained at 2 h. These general limits are presented graphically in Fig. 8.
Postconstruction
A selected summary of the field condition surveys conducted approximately one month
after construction are shown in Table 13. Also included in this table are the 24-h impact
Vialet test results.
With three exceptions, all test sections received an overall rating of 6 or better on a scale
of 1 to 10. This overall rating is a subjective evaluation of the general condition of the new
surface. Factors considered in this rating were aggregate embedment depth both within and
between the wheel paths, aggregate covering, and appearance of the finished surface.
Virtually all sections retained 95 to 100% of the aggregate in the wheel paths. Since these
percentages are somewhat subjective, they should be used only for a general impression of
aggregate remaining on the pavement. Aggregate embedment depths after one month of
traffic ranged from 35 to 60% of the average height of the aggregate. Most values were
between 35 and 40%. No problems with excess binder were noted for any of the test sections.
AO0.
IIIIIIIIIIIIIIIIIIIIIIIIII IIIIIIII
-tllllllJlllll[l[I
,HH,,H,,HIIIIIIIIIII1111111111
60.
iilelyed Or'ooliln~ - Vlelet Test

Materlal ~1t8 i t 30 Mln.
Retalned,
40-
FIG. 8--Vialet test results related to field observations.

O0
"-d
',~ AA
.,_.;
0
O
[..
Z
0 <
exl
S
z
Z
O0
~z~ ~z~
e~
< <
O
t~
All of the Nevada test sections showed 24-h impact Vialet test results greater than 96%
material retained. The Washington test sections, when 10% excess aggregate is considered,
had 83 and 91% material retained. This appears to indicate that materials with 24-h test
results greater than approximately 80% retained aggregate will be performing satisfactorily
in the field after one month under low traffic volumes.
Conclusions
The laboratory portion of this research program led to the following conclusions:
1. The rate of set of the emulsions used for this research program appear to be influenced
by the quantity, the source, and/or the gradation of the aggregate.
2. The rate of set of emulsions appears to be influenced by the quantity of binder used.
3. The rate of set for up to 5 h is unique for each combination of aggregates and binders.
A comparison of laboratory Vialet test results and field construction comments indicated
that:
4. Problems with excess aggregate can be identified with the 5- or 24-h initial invert Vialet
test.
5. Problems with aggregate pick up on rollers during construction are related to the 10-
min impact Vialet test results showing less than 30% material retained.
6. Problems with surface damage with early brooming are indicated by the 30-min impact
Vialet test results of less than 60% material retained.
7. Field sections showing good performance after one month under low-volume traffic
conditions generally have 24-h impact Vialet test results of greater than 80% material
retained.
Acknowledgments
The authors would like to thank the Federal Highway Administration and the Nevada
Department of Transportation for the use of their research data in preparing this report.
Reference
[1] Texas Standard Specifications, Texas Highway Department, 3 Jan 1972.
Michael J. Brennan, 1 M o n i q u e Huet, 2 Jean F. Lafon, 3 and
Jean L. Paute 4
Towards Understanding the Behavior of

Grave Emulsions by Means of Laboratory
Study
REFERENCE: Brennan, M. J., Huet, M., Lafon, J. F., and Paute, J. L., "Towards Under-
standing the Behavior of Grave Emulsions by Means of Laboratory Study," Asphalt Emulsions,
ASTM STP 1079, H. W. Muncy, Ed., American Society for Testing and Materials, Philadel-
phia, 1990, pp. 20-35.
ABSTRACT: The evolution of new grave emulsions rich in binder (about 4%) has permitted
the coring of materials in situ for laboratory studies. The modulus of poorly conditioned grave
emulsion was found to depend on the sum of the restraining forces in a repeated triaxial
compression test. However, there was a trend for the modulus of the well-conditioned material
to be stress independent. Moduli estimated from direct tension tests using cores of grave
emulsion after more than five years service were of the order of one third of the value for a
typical dense bitumen macadam. Gyratory compaction studies showed that grave emulsion
requires double the compactive effort to achieve the same density as a dense bitumen macadam.
Moreover, a compaction plant is less efficient on site with grave emulsion due to the limited
ability of pneumatic-tired rollers to expel water from the material.
KEY WORDS: emulsified asphalt mixtures, emulsion, triaxial tests, compaction, fatigue, grave
emulsion
Grave emulsion is recognized as a roadmaking material in several E u r o p e a n and South

American countries [1,2]. It is also used in the U n i t e d States, where it is classified as a dense
graded emulsified asphalt mixture ( E A M ) [3].
Grave emulsion can be distinguished from dense cold mixes because of the thin films of
bitumen that surround the coarse aggregate particles due to low bitumen contents of the
order of 4%. In France, the term dense is reserved for material having residual bitumen
contents greater than 5% while the two materials can have the same grading. Grave emulsion
was officially recognized in 1974 with the publication of the French specifications [4].
In comparison with traditional hot-mix materials, there have been very few laboratory
studies on its structural behavior [5]. This problem was due mainly to the fact that, for many
years, most grave emulsions had residual bitumen contents of the order of 3.5%, which
made the material difficult to core in situ and to saw in the laboratory for standard flexural
fatigue tests. Indeed, the lack of rational studies has contributed to the omission of grave
emulsion from the standard French catalogue for dimensioning new roads [6]. The continued
use of grave emulsion as an overlay for strengthening and reprofiling old roads and its
growing use as a base course for new roads has increased the need for research.
~Statutory lecturer, University College, Galway, Ireland.

2Adjoint Scientifique, Ecole Polytechnique F6d6rale de Lausanne, CH-1015 Lausanne, Switzerland.
3Chef de Section Route, Laboratoire R6gional de Toulouse, 31400 Toulouse, France.
4Deputy Director, Laboratoi['e R6gional de Saint-Brieuc, 22015 St. Brieuc, France.
20
Copyright* 1990 by ASTM International www.astm.org
BRENNAN ET AL. ON GRAVE EMULSIONS 21
This article describes the findings of recent research work carried out at the Laboratoire
Central des Ponts et Chauss6es. Included in this work are triaxial compression tests, using
the appareil triaxialpneumatique d chargements rdp~t(s, compaction studies using the gyratory
compactor, presse a cisaillement giratoire, and the field tests, planches d'essai, and mea-
surements of strength and nonlinearity in direct tension tests, traction directe. The emulsions
used in the study are acidic in nature and do not encompass the total realm of emulsified
asphalts.
General Developments
Some regions in France, such as Clermont-Ferrand, continue to use the traditional 0/20
formula of the 1974 French directive with residual bitumen contents varying from 3 to 4%.
Other regions such as Toulouse prefer a new 0/14 formula with bitumen contents varying
from 4% in base courses for new roads to 4.5% for reprofiling old roads. Table 1 presents
the grading curves currently used in France. The emulsions are mainly cationic with 60 to
65% bitumen. The grade of bitumen varies from 180/220 pen for reprofiling work to 80/100
pen and 40/50 pen for heavily trafficked roads.
In addition to the usual requirements for grading and bitumen content, grave emulsion
and its constituent materials are required to comply with many other regulations. In the
Duriez compression test in which the material is allowed to cure at 18~ at a relative humidity
of between 50 and 55% for two weeks after laboratory compaction, the axial resistance of
the standard mould, 120 mm in diameter and 120 mm in height, to compression at a rate
of 1 mm/s is required to exceed 2 MPa in the case of a 180/220 pen bitumen. In addition,
the loss in strength due to immersion at 18~ during the latter half of the two-week curing
period should not exceed 45%. The voids content is always required to be less than 15%
[4]. Subsequently on site, 95% of the in situ density measurements made are required to
exceed this value [7]. Hence, the objective of the French laboratory tests is to satisfy minimum
strength requirements and not to look for an optimum bitumen content as has been attempted
in the United States for several years [3]. In this context it is also interesting to note that
the American Emulsion Manufacturers Association has decided to use a double-acting static
load to produce laboratory specimens of asphalt emulsion [8]. This method of compaction
has been successfully used for many years in France to compact grave emulsion specimens
with water contents of the order of 6%; the water is expelled during the compaction process.
The durability of the aggregates is controlled by the Los Angeles (LA) and Micro Deval
en prdsence d'eau (MDE) coefficients. For medium-trafficked roads, for example, the LA
and the M D E should be less than 25 and 20, respectively. The cleanliness of the sand fraction
(-<2 ram) is controlled by the equivalent de sable ?z 10% defines (ES 10%) and the valeur
au bleu de m~thyldne (VB). The former should exceed 60, whereas the latter should be less
than 1 g. Both crushed rock and crushed gravel aggregate are used. However, strict control
is exercised to ensure a sufficient number of angular faces in the case of a crushed gravel
[4,9].
TABLE 1--Grading curves for the 0/20 and 0/14 grave emulsions.
Nominal
Size, mm 20 14 6 2 0.5 0.08
0/20 (4) 100 " 48-61 31-44 17-26 4-8

0/14" 100 9~99 50-68 32-45 18-28 5-8
~ R6gional de Toulouse.
22 ASPHALTEMULSIONS
The emulsifiers used continue to remain secrets of the industry. Indeed, a recent report
of the Organisation for Economic Cooperation and Development reports that the local
supplier often provides good council on matching emulsions with different aggregates [10].
The technology used to produce an emulsion can vary from one supplier to another. For
this reason, it is not possible to generalize on specifications for the emulsions used. An
appreciation of the technology involved can be obtained from the observations made on the
emulsions that have performed successfully in the Midi-Pyrrnres. An indice de rupture aux
fines siliceuses greater than 140 is required in general and greater than 160 for reprofiling
material. The p H of the emulsion should be greater than 2 for siliceous aggregates and
greater than 3 in the case of calcareous aggregates; however, it should be less than 3.5 to
ensure stability during the mixing process. It has also been observed that the behavior of
an emulsion is good when the mean diameter of the micelles of bitumen is less than 8 ~m
with a coefficient of variation less than 65% measured using the Coulter counter. The
emulsion is usually supplied at 60~ during the mixing process, whereas the aggregates are
used at the ambiant air temperature. This process requires the dose of emulsifiers to be of
the order of 6 kg/tonne. The suitability of an emulsion for a particular aggregate is assessed
using a standard coating test in which the emulsion is required to provide at least 75%
coating.
The total water content (emulsion and added) can significantly affect coating. Water
contents of the order of 6 to 6.5% are usually required.
The fact that grave emulsion is an entirely cold mix process gives it significant advantages
over hot mixes with regard to energy saving and environmental control. The cold process
also gives it greater flexibility on site as it can be stockpiled, spread with a blade grader,
and compacted at ambient air temperatures. For this reason, it has found much favor for
reprofiling light-to-medium trafficked roads with less than 300 trucks per lane per day.
Indeed, several design charts have evolved for deciding the required thickness of grave
emulsion in both overlays and new roads with respect to traffic flow and foundation support.
However, overlays and base courses of the order of 10 cm are usually adopted. The ability
of grave emulsion to prevent the rising of thermal and shrinkage cracks in materials bound
with hydraulic binders has been well established [11].
The structural value of grave emulsion has been estimated to vary from 0.8 for hot mixes
to 2 or 3 for wet-mix macadam [10,12]. These values are, however, somewhat provisional
in the absence of conclusive performance characteristics quantifying its modulus and fatigue
life. Moreover, recent claims that cold mixes and hot mixes are equivalent when the bitumen
in the cold mix is similar in viscosity or stiffness to the bitumen recovered from the hot mix
provides another factor for research in this debate [9].
Traditionally, grave emulsion has been a low-cost product. For this reason, it is unlikely
that cement or modifiers will be added to the binder as they require a proportional increase
in performance on heavily trafficked roads.
Triaxiai Compression Tests

The standard test specimens for the appareil d chargements r~p~Ms measure 320 mm in
height by 160 mm in diameter. The specimens are compacted using the appareil de confection
d'dprouvettes shown in Fig. 1 [13]. The current practice is to apply an axial load of 0.2 MPa
with a vibration of 250 Hz in a turbovibrator that is fixed to the side of the mould. A required
density is obtained by compacting the required weight of material to the standard size. The
water can escape at the top and at the bottom of the mould during compaction.
The aggregate was a crushed granite which complied with the 0/20 specification (see
Table 1). The emulsion had a water content of 39% and a pH of 2.2.
A preliminary objective of the compaction process was to investigate the effect of two
bitumen contents, namely 3 and 4%, and two compaction temperatures, namely 20 and
FIG. 1--Appareil de confection d'~prouvettes par vibrocompression.
30~ on the uniformity of the compacted specimens. The effect of temperature was studied
because the heat generated by friction between the aggregate particles during vibrocompres-
sion can affect the break of the emulsion. Experience with aggregates and soil had shown
that the uniformity would be good when the required time to compact a specimen was less
than 2 min. The uniformity of each compacted specimen was verified using gamma radiog-
raphy on the banc gammadensim~tre [14].
Preliminary experiments had shown that it would not be possible to obtain uniform
specimens at the same voids content of 13% obtained in the Duriez test procedure. However,
it was possible to obtain uniform specimens with voids contents of 18 and 15%, which
corresponded with the densities obtained in situ immediately after compaction and after one
year of trafficking, respectively. The total water content was 6.5% initially in each case.
Table 2 summarizes the compaction times necessary.
The main result was that compaction at 30~ required 2.6 to 3.6 times longer than com-
paction at 20~ to obtain a voids content of 15%. In accordance with the long compaction
times for the specimens with 4% bitumen compacted at 30~ there were large variations
of voids content within the specimens as shown in Fig. 2. It seems that there was a premature
break of the emulsion during compaction at 30~ The reason for the discrepancy between
TABLE 2--Mean times required to compact the specimens9
Compaction Time
Bitumen Content, % Voids Content, % 20~ 30~
3 18 .. 40 s
15 3"1 s 1 min 54 s
4 18 23 s
15 1 min 9 s 3 min 1 s
320mm .
10 bottom top
o
:.. f""..,.....,,..,-
..........
-".,,....,....~..~
t2J" "'" ,f"./ "
ut
*g_
0
>
2O
~ \ compaction at 30"C
FIG. 2--Results obtained using the "gammadensim~trie" for a specimen compacted at 20~ and a
specimen compacted at 30~149
the density obtained during compaction and that measured on the banc gammadensim~tre
was due to a swelling of the specimens that occurred after drying for five days at 30~
Although the water could escape, the residual water content remained high at the end of
the compaction process: 6.2% for the specimens with 3% bitumen and 4.5% for specimens
with 4% bitumen. The expulsion of water from grave emulsion on site requires the kneading
action of pneumatic-tired rollers after the action of vibrating steel-tired rollers. Conse-
quently, residual water contents of the order of 3% are obtained on site. It seems, therefore,
that the appareil de confection d'dprouvettes has a limited capacity to expel water during
compaction. The voids content of 13% resulting from the Duriez test was obtained by
applying a double acting pressure of 10.6 MPa for a period of 5 min. Moreover, the volume
of a Duriez specimen is less than one quarter the size of the specimen produced by the
appareil de confection d'(prouvettes.
The compacted specimens were left to cure at 20~ for a period of six months before
testing. During this time the water contents decreased to less than 0.5%. The objective of
the repeated triaxial tests was to measure the stiffness modulus at 18 and at 30~ This
objective required several preliminary studies.
The appareil triaxial pneurnatique ?t chargements r(p~t~s was originally developed for the
study of soils and wet-mix macadam [15]. Such materials are not temperature susceptible.
On the contrary, bituminous materials are susceptible due to their viscoelastic behavior.
Therefore, it was necessary to introduce the means of controlling the temperature into the
cell of the apparatus. The modifications, which were made by J. L. Paute and R. Lefort at
the regional laboratory at Saint-Brieuc, included the addition of a spiral copper tube carrying
either cold or hot water in the cell and a sensor for measuring temperature in the middle
of the specimen (see Fig. 3). Consequently, it was possible to carry out experiments at
constant confining pressure.
Specimens at each combination of bitumen content and voids content were tested using
FIG. 3--Appareil triaxial pneumatique d chargements r(p(tds.
the range of stresses given in Table 3 with the objective of fixing optimum values for
subsequent experiments. Each specimen was conditioned using 100 applications of these
stresses at a rate of 35 cycles per minute and a load duration of 0.6 s.
This combination of stress paths had the effect of increasing the voids contents of the
specimens: the lateral deformation was more than twice the vertical deformation. T h e
increase in voids content was up to 2%.
The moduli subsequently measured were found to depend on the sum of the principal
stresses as observed by Monismith and Wallace for an open-graded asphalt emulsion in an
uncured condition
M r = kO" (1)
where
M r = deviator stress (~ru)/reversible deformation,
0 = bulk stress (~, + 2cr3),
or3, ~r, = lateral pressure and vertical stress, respectively, and
k, n = experimentally determined coefficients.
TABLE 3---Range of stresses applied to the specimens.
Confining Pressure, MPa Deviator Pressure, MPa
0.005 0.06
0.12
0.20
0.05 0.10
0.20
0.30
0.40
The values of k and n obtained, as well as the coefficients of regression, are given in
Table 4.
For comparison purposes, one can cite the values of k and n obtained for an average wet-
mix macadam as 570 and 0.76, respectively [16]. The corresponding curve is shown in
Fig. 4 with those for the grave emulsion at 18% nominal voids content. This comparison
shows that the modulus of the grave emulsion at 18~ is greater than that for the wet-mix
macadam and that this advantage is greater when the bulk stress is small.
These preliminary experiments showed that a stress path using a confining pressure of 0.5
MPa was well suited for conditioning the specimens. H o w e v e r , only one experiment was
feasible at 18~ using a specimen with a nominal voids content of 18%. The values of k and
n were, respectively, 520 and 0.10. The corresponding curve, shown in Fig. 4, shows that
the modulus is greater for low bulk stresses and therefore less dependent on the confining
pressure. This corroborates the results of Monismith but needs to be confirmed by further
experimentation.
Compaction Tests
The compaction tests comprised laboratory studies using the gyratory compactor presse
?t cisaillement giratoire and field tests, known as planches d'essai, that are required to verify
a contractor's ability to achieve the densities set out in the specifications. The aggregates
comprised a 0/20 crushed quarry limestone and a 0/14 crushed G a r o n n e gravel.
Moreover, the same tests were carried out on dense bitumen macadams that were man-
ufactured using the same aggregate frameworks and bitumen contents in the case of the
laboratory studies and on similar materials in the case of the field studies so that comparisons
could be made between the compactive efforts required to compact cold and hot mixes.
TABLE 4--Values of k, n, and the coefficients of regression with respect to voids content,
bitumen content, and temperature.
Nominal Voids Content 15% 18%
Bitumen content 4% 3% 4% 3%
Temperature, ~ 18~ 30~ 18~ 30~ 18~ 30~ 18~ 30~
k 735 602 554 429 531 334 742 487

n 0.492 0.563 0.432 0.453 0.352 0.371 0.444 0.382
r2 0.95 0.98 0.98 0.98 0.97 0.98 0.84 0.80
500
wett-cqhd it ione~ _ _ _ . , ~ - ' - - - ~ - - - L . ~
~ 400
~'300 |
'
~
~
9 9149
9 9 9 * 9
tO
_~200
~- 100 ',......'
t i .......
" f 9
~
grave emulsion 4*/,bit.
grave emulsion 3% bit.
le
I
........I average wet mixI
mac
0 0.1 0.2 0.3 0.4 0.5
@ = ( ~ + 2 ~)(MPa)
FIG. 4--Modulus versus the sum of the principal constraints for the specimens at 18% nominal voids
content.
The presse~ cisaillement giratoire (PCG) is shown in Fig. 5 [17]. Compaction was carried
out using a vertical pressure of 0.6 MPa and an angle of inclination of 1~
The grave emulsions were mixed at a total water content of 6%, the value indicated by
the standard coating tests. About 8000 g of material are required to produce a specimen
measuring 160 mm in diameter and 150 mm in height.
Figure 6 shows the results obtained. Not only do the behaviors differ according to the
material used (limestone or granite) but also according to the process (grave emulsion or
dense bitumen macadam). After 200 gyrations, the dense bitumen macadam was 2 to 3%
more dense than the grave emulsion.
The crushed limestone produced better final densities at 200 gyrations. This result was
explained by the facts that: (1) the aggregate grading of the limestone was almost a perfect
Fiiller's curve, whereas 40% of the aggregate particles of the crushed gravel were between
6.3 and 12.5 mm; and (2) the flakiness index was 5.3% for the former and 11.7% for the
latter. A comparison of the compaction curves for the two grave emulsions suggests that
the complete angular form of the particles in the crushed rock produced a more efficient
kneading action for the expulsion of the water, thereby providing a greater density. A
comparison of the curves for the two aggregates shows that the grave emulsion made from
limestone aggregate has a lower voids content than the dense bitumen macadam made from
crushed gravel aggregate for a given compactive effort using the PCG.
The results of the planches d'essai for similar materials are given in Table 5. In this context
it is relevant to note that experience has shown that the difference between a 0/20 and a
0/14 grave emulsion is negligible when the grading curves below 6.3 mm are the same. The
general trend in Table 5 is that grave emulsion is less dense after a greater compactive effort.
This is reasonable as the compaction of grave emulsion requires the expulsion of water.
Moreover, a vibrating roller is required to compact grave emulsion of the order of 10 cm
in thickness. The vibrating compaction is stopped before the development of positive pore
water pressure causes transverse fissures on the surface. At this stage, to continue with
FIG. 5--Presse a cisaillement giratoire.
vibrating compaction would cause superficial cracking and decohesion in the material already
compacted. Consequently, the compaction is completed with pneumatic-tired rollers which
expel the water by kneading action.
The density at 200 girations, C200, obtained in the PCG is often considered to be the
value that can reasonably be obtained on site. How, therefore, can one explain the fact that
the voids content of the limestone grave emulsion is 3% less than that of the gravel dense
bitumen macadam after 200 girations (see Fig. 6) and that the difference in voids content
is of the order of 5% in the opposite sense on site? (see Table 5). It seems reasonable to
suggest that the difference is due to the difference of efficiency with which the PCG and
the pneumatic-tired rollers expel water from the material. The PCG was perfected to simulate
the kneading action of pneumatic tires on hot-mix materials. This process requires only the
expulsion of air from the voids. The compaction of cold mixes requires, in addition, the
expulsion of water. This expulsion can only take place when the voids are saturated with
water due to a continuity of the films of water which surround the aggregate particles. The
PCG applies a constant pressure which prevents the water already expelled from reentering
the material.
An analogy can be made between the operation of a pneumatic-tired roller on grave
700
Percentage' of Maximum' Ii
95 Theoretical Density ~ }Limestone
~ I Aggregate
90 ~"~*'~4, I Grave[ j./,.
//.:..'! Aggregate
85
,g ' .,~..;,4-
~. .j [ ~
,,
80
/f~.~cP"GE : grave-emulsion
75 !~-r;''~'" DBM :dense bitumen macaclan'
( ) =bitumen content %
II
70 I I I I
10 100 1000
Number of Gyrations
FIG. 6~-Evolution of the densities in the French gyratory compactor.
emulsion and the expulsion of water from a sponge by cyclic pressures at a very low fre-
quency: the water can reenter the material after being expelled. Therefore, pneumatic-tired
rollers are less efficient for compacting cold mixes, and, in practice, it is often not possible
to obtain the same densities as those obtained for hot mixes compacted with the same
compactive effort.
A comparison of Fig. 6 and Table 5 indicates another reason why the grave emulsion
should be less dense than the dense bitumen macadam on site. The dense bitumen macadam
was compacted on site to a voids content equivalent to 500 girations of the PCG. At 500
girations the material has a voids content 4% less than that at 200 girations. This trend has
been observed at the Laboratoire R6gional de Toulouse for several years.
Direct Tension Tests

The direct tension test traction directe was carried out using cores that were obtained from
three roads in service for many years in the Midi-Pyr6n6es. One limestone grave emulsion
was laid in 1977. Two materials using crushed Garonne gravel were laid in 1984 and 1981.
The gradings were close to those used for the PCG experiments. The bitumen contents were
approximately the same at 4.15, 4.05, and 3.90%, respectively, with corresponding voids
contents of 9, 14, and 12%.
The standard 80-mm-diameter by 20-mm-long specimens for the test were drilled from
cores extracted on site.
30 ASPHALTEMULSIONS
T A B L E 5--Results of three "planches d'essai" and one estimation for the compaction on site of two
grave emulsions and two dense bitumen macadams.
Cumulative N u m b e r of Passes
Vibrating Pneumatic Evolution of the

Material Roller Roller Voids Content, %
Ptanche d'essai 4 -- 17.4

Grave emulsion 0/16 8 -- 15.9
Crushed G a r o n n e gravel 12 -- 15.1
4.2% residual b i t u m e n -- 12 12.8
l l - c m compacted layer -- --
Planche d'essai -- 12 13.0

D e n s e bitumen m a c a d a m 0/14 2 -- 11.8
C r u s h e d G a r o n n e gravel 4 -- 8,8
4,2% bitumen 6 -- 7.0
12-cm compacted layer 8 -- 6,2
Planche d'essai 4 -- 18.8
Grave emulsion 0/14 8 -- 16.5
Crushed limestone 12 -- 16.4
4% bitumen -- 8 13.8
12-cm compacted layer -- 12 13.0
-- 16 12.5
Estimation -- -- --
D e n s e bitumen m a c a d a m 0/20 -- 10 12.0
Crushed limestone 6 -- 5.0
4.0% bitumen -- -- --
12-cm compacted layer -- -- --
The experiment was carried out using the standard nonservocontrolled LCA compression
machine which produces deformations of the parabolic form
= at" (2)
where
E = strain,
t = loading time,
a = coefficient dependant on the gear, and
n = c o e f f i c i e n t p a r t i c u l a r t o a m a c h i n e (1.5 -< n -< 1.8).
T h e t e s t m a c h i n e is s h o w n in Fig. 7 [18].
T h e t e s t s w e r e c a r r i e d o u t at t h r e e t e m p e r a t u r e s , - 1 0 , 0, a n d + 10~ a n d at t h r e e
pseudospeeds of 1/V'-~ mm/s, 1 mm/s, and 1/X/~ mm/min, producing maximum strains of
10 -4 a n d 5 - 1 0 _5.
The relationships between the modulus and the loading time obtained for the limestone
m a t e r i a l u s i n g t h e t h r e e t e m p e r a t u r e s a n d t h e t h r e e r a t e s o f d e f o r m a t i o n a r e s h o w n in F i g u r e
8. T h e s e c u r v e s w e r e s u b s e q u e n t l y u s e d to o b t a i n t h e m a s t e r c u r v e s b y h o r i z o n t a l t r a n s l a t i o n
at t h e t h r e e t e m p e r a t u r e s u s i n g t h e p r i n c i p l e o f t i m e t e m p e r a t u r e e q u i v a l e n c y . F i g u r e 8
s h o w s t h e m a s t e r c u r v e s c o r r e s p o n d i n g to t h e t h r e e g r a v e e m u l s i o n s .
T h e m o d u l i at 10~ a n d at a l o a d i n g t i m e o f 0.02 s a r e o f t h e o r d e r o f 4 4 0 0 M P a a f t e r
m o r e t h a n five y e a r s o f s e r v i c e . T h i s v a l u e c o r r e s p o n d s to a b o u t o n e t h i r d o f t h e m o d u l u s
of a standard dense bitumen macadam.
Indian Institute of Technology Kharagpur pursuant to License Agreement. No further reproductions author
FIG. 7--Appareillage Four I'essai de traction directe.
The nonlinearity experiment is carried out to indicate the extent to which a specimen is
damaged by large strains up to 5.10 4 The test is carried out at 0~
To obtain the moduli for a loading time of 300 s, it is necessary to extrapolate the values
using the master curves obtained in Fig. 8. The process used for the limestone material is
shown in Fig. 9.
Figure 10 shows the relationships between the moduli and strain for a loading time of
300 s for the three grave emulsions.
In this experiment, Linder has defined the nonlinearity as (1 - F), where F is given by
the following expression
Sn modulus at 9 = 5-10 -4
So estimated modulus at ~ = 0
The modulus at 9 = 0 is obtained by extrapolation.

To estimate the fatigue life of hot mixes in flexion, the following correlation has been
developed
96 = 10 4[2.68 - 5.13 (1 - F) + 1 . 6 5 . S . 1 0 '~

10'
M'odutus iMPa) ' 'v2 '. -,,
I ~ . . . . . . ~ T = - I O C: E=5.10
J "~.~ Horizontal ~"~v
'.:..-:.~ translation 3
~ 9 ~
9":..-,,
O.O~2s ' " ~ "T = V 2 0 oC:&=10 .,

,,~ "'"~~.~,a~v3
"'~ J
ld
Limestone grctve emulsion "-; I

.......... :lGravel grave emulsions
v,,v2 ,v3 = loading speeds 1//6-"0,.,,,~,1,,,,,,Is ,1//6-0~,~.,
T= temperature ~; = strain
9 = experimental result
| point used to construct F~gure 5
10 I I I I
10-2 10" 1 10 10 2 103
Loading Time (seconds)
FIG. 8--Master curves for the three grave emulsions.
where
~6 = allowable strain that halves the stiffness of the material after 1 million cycles
in the standard constant strain flexural fatigue test [19],
(1 - F) = nonlinearity,
S = modulus in Pa at 0~ 300 s, and e = 1 • 10 -4.
The relevant values of (1 - F) and S are given in Table 6.
Grave emulsion is a particular material. Its cold mix process, high penetration residual
bitumens, and sand fraction rich in binder give it a specific behavior. Accordingly, the
correlation between the allowable strain, ~0, in fatigue and the values of the stiffness, S,
and the nonlinearity, (1 - r ) , in the direct tension test can not be applied.
Table 6 shows that the stiffness depends on the voids content. A high value of nonlinearity
(0.492) was obtained for the limestone material after twelve years of trafficking. The lowest
value of nonlinearity (0.286) corresponds to a special grave emulsion that was produced
using a very fine emulsion with a low pH (<2). It is necessary to note also that the grave
emulsion of the national road R N l l 7 , which has a relatively high nonlinearity, was laid on
site in 1981 under heavy traffic with more than 300 trucks per lane per day. At present, this
material is providing an excellent performance under traffic.
1G T 1"
Modulus
(MPa)
vertica[
t r a n s t a t ion
":>:.
lo g 5X "
l -" \
~VCkx \
~2 = 1 x 10-" ~"5 ,a ~ . % '%
~\ \ " \
~3 = 2x 10-' \ \ \ ~,
E, = 3 x 10-' verticat ,,~\\
s / , x l O -~ transLation
~, = 5 x 10-"
|
J- experimental result I
lO
10-' 1 10 10 2 10 3 10'
Loading T i m e (seconds)
FIG. 9~Extrapolation process for estimating the moduli of the limestone grave emulsion at a loading
time of 300 s.
Conclusions
Much more research work will be necessary to quantify the structural value of grave
emulsion in terms of its modulus and fatigue life. The evolution of new grave emulsions
rich in binder (about 4%) with 0/14 grading curves permits the coring of materials heretofore
impossible for such laboratory studies.
The moduli estimated by the direct tension test on materials after more than five years
of trafficking (4400 MPa at 10~ and a loading time of 0.02 s) are of the order of one third
of the modulus of a dense bitumen macadam. The high nonlinearity obtained for a limestone
material after twelve years of service may have been due to fatigue after long service on
site. In order to verify this hypothesis, it would be useful to carry out measurements of
nonlinearity for a given highway at successive stages of trafficking in the course of its fatigue
life.
The compaction of grave emulsion using vibrocompaction in the appareil de confection
d'~prouvettes does not produce densities equal to those obtained on site nor in the Duriez
test procedure. It seems reasonable to propose that vibrocompaction followed by compaction
using a double-acting static load, as in the Duriez test, could expel more water and con-
sequently increase the densities of the specimens.
1100/ I' , , ,
10o01~.. J limestone grave emulsion
~" 9oo~ ~ ..... }gravel grave emulsions
8oo
600 :" . . . . . " - ~ . ~ . ~ - --. . . . . . c0984
"O
o 500 ............ 9 T. . . . . "-e _C.D.9_9.9..--
:E . . . . . . . . . . . 0. R.N ;;.7
4OO
- J. experimental result J
0 i I i I
0 1.10". 2.10-' 3.10-' 4.10-' 5.10"

Strain
FIG. lO---Moduli versus strain for a loading time of 300 s for the three grave emulsions.
TABLE 6---Nonlinearities and moduli of the grave emulsions.
Material Voids, % (l - F) S, MPa
Limestone grave emulsion (CD 984) 9 0.492 840

Gravel grave emulsion (CD 999) 14 0.286 620
Gravel grave emulsion (RN 117) 12 0.400 595
Using a frequency of 35 Hz and a loading time of 0.6 s in the appareil triaxialpneumatic

chargements r#p#t#s, a modulus of 480 MPa was obtained for a grave emulsion with 3%
bitumen, a voids content of 20%, and a temperature of 18~ However, the modulus de-
pended on the sum of the principle stresses at the low densities achieved according to the
expression M, = K0", where k and n are experimental parameters,
Compaction studies carried out using the French gyratory compactor show that a grave
emulsion has the same density after 200 gyrations as a dense bitumen macadam after 100
gyrations. A compaction plant comprising a vibrating roller and a pneumatic-tired roller is
less efficient with a grave emulsion than with a dense bitumen macadam. The reason for
this limitation is that pneumatic-tired rollers can not expel sufficient water by a kneading
action at a very low frequency.
Traditionally, grave emulsion has been a low-cost material. The use of modified binders
or additives would increase the cost and, thereby, require a better performance under the
action of heavy traffic.
The emulsifiers used are industrial secrets. However, the quality of an emulsion can be
assessed using laboratory tests such as the rupture index using siliceous fines, the pH test,
and the particle size distribution using the Coulter counter in addition to the standard tests.
It would equally be necessary to verify the characteristics of the base bitumen.
Indian Institute of Technology Kharagpur pursuant to License Agreement. No further reproductions authori
References
[1] Hicks, R. G., "Emulsion Practices in Europe,"Tenth Annual Meeting of the Asphalt Emulsion
Manufacturers Association, 22-25 March 1983, Palm Springs, CA, Asphalt Emulsion Manufacturers
Association, Washington, DC.
[2] Inurrieta Sanchez, J. M., "Mezclas Densas en Frio, Mezclas Para Base: Grava-Emulsion, Mezclas
Densas para Capas de Rodadura," Jornadas Tecnicas Sobre Tecnologia en Frio, Asociacion Es-
panola de la Carretera, Madrid, Spain, April 1981, pp. 156-208.
[3] Puzinauskas, V. P. and Jester, R. N., "Design of Emulsified Asphalt Paving Mixtures," National
Cooperative Highway Research Program, Report 259, Transportation Research Board, Washing-
ton, DC, September 1983.
[4] Minist6re de I'Equipement, "Directive pour la r6alisation des assises de chauss6es en grave-
6mulsion," Service d'Etudes Techniques des Routes et Autoroutes (SETRA)--Laboratoire Central
des Ponts et Chauss6es (LCPC), Paris, December 1974.
[5] Nakkel, M. E., "Question I I ~ o n s t r u c t i o n et Entretien des Chaussdes. Rapport G6n6ral--2--
Chauss6es Souples," XVII~me Congr~s Mondial de la Route, Sydney, 1983, Association Inter-
nationale des Congr6s de la Route, Paris.
[6] Minist6re de l'Equipement et de l'Am6nagement du Territoire, "Catalogue 1977 des structures
types de chauss6es neuves," Laboratoire Central des Ponts et Chauss6es, Service d'Etudes Tech-
niques des Routes et Autoroutes, Paris, December 1977.
[7] Minist~re des Transports, Direction des Routes, "M6mento des sp6cifications fran~aises chaus-
s6es," Service d'Etudes Techniques des Routes et Autoroutes, Laboratoire Central des Ponts et
Chauss6es, February 1984.
[8] Dybalski, J. N., "Bitumen Emulsion Cold Mix," Bitumen Emulsion Workshops; program and
papers, Melbourne, 10--11 October 1985 and Sydney, 15-16 October 1985, Australian Road Re-
search Board.
[9] Minist~re des Transports, "Sp6cifications relatives aux granulats pour chauss6es," Laboratoire
Central des Ponts et Chauss6es, Service d'Etudes Techniques des Routes et Autoroutes, Paris,
April 1984.
[10] Organisation de Coop6ration et de D6veloppement, "Liants Routiers et Economies d'Energie,
Recherche en mati~re de routes et de transports routiers," Paris, 1984.
[11] Langumier, G., "Fini le temps des fissures," Revue G~n~rale des Routes et des A~rodromes, No.
617, March 1985, pp. 29-34.
[12] L6v~que, J., "La grave-6mulsion," Revue G~n~rale des Routes et des A~rodromes, No. 544, July-
August 1978, pp. 24-32.
[13] Dac-Chi, N., Baucheron de Boissoudy, A., Astesan, A., Dinh, A., and Bivert, L., "Nouvelles
m6thodes d'6tude en laboratoire des propri6t6s m6caniques des mat6riaux d'assises trait6es aux
liants hydrauliques," Laboratoire Central des Ponts et Chauss6es, Centre d'Etudes Techniques de
l'Equipement de Nantes, Nantes, 6-8 May 1974.
[14] Gabilly, Y., "Le banc d'essai h rayonnement gamma," Bulletin de Liaison des Laboratoires Routiers
Ponts et Chauss~es, Radio Isotopes, Special P, 1970, pp. 5-20.
[15] Paute, J. L. and Lefort, R., "Triaxial pneumatique h chargements r6p6t6s pour l'6tude des graves
non trait6es et des sols supports de chauss6es," Rapport des Laboratoires, S~rie: Construction
RoutiOre CR-8, Laboratoire Central des Ponts et Chauss6es, February 1987.
[16] Martinez, F., "Contribution au dimensionnement des chauss6es souples, comportement des ma-
t6riaux et m6thodes de calcul," Rapport de th~se de Docteur-lng~nieur, INSA, Rennes, 1980.
[17] Moutier, F., "'La presse h cisaillement giratoire module de s6rie," Bulletin de Liaison des Labora-
toires des Ponts et Chauss~es, No. 74, November-December 1974, pp. 137-148.
[18] Bonnot, J., Doan, T. H., and Linder, R., "Etudes en laboratoire des propri6t6s m6caniques des
enrob6s bitumineux," Annales de l'Institut Technique du B~timent et des Travaux Publics, S~rie:
Travaux Publics, No. 181, March 1979, pp. 10-31.
[19] Bonnot, J., "Etudes compar6es des essais de module complexe et de r6sistance a la fatigue des
enrob6s bitumineux," Bulletin de Liaison des Laboratoires des Ponts et Chauss(es, No. 116, No-
vember-December 1981, pp. 33--43.
Steven G. M u n c y I
Classification of Emulsified Recycling

Agents
REFERENCE: Muncy, S. G., "Classification of Emulsified Recycling Agents," Asphalt Emul-

sions, STP 1079, H. W. Muncy, Ed., American Society for Testing and Materials, Philadelphia,
1990, pp. 36-43.
ABSTRACT: The use of pavement recycling has steadily gained momentum over the last ten
years. This includes various methods of both hot and cold recycling. Recycling has proven to
be a reliable alternative to conventional methods of rehabilitation. The end product is of high
quality and may be compared to similar methods employing only virgin materials.
Though the use of these methods has increased, a method of selecting and specifying recycling
agents has lagged behind. ASTM now has A Standard Practicefor Classifying Hot Mix Recycling
Agents (D 4552-87). A similar standard for emulsified products is now being investigated.
This paper presents a classification system for the selection and use of emulsified recycling
agents. This classification system is derived from currently used practices and extensive field
observation of the interaction between materials and methods. Terminology, methods for
selection, and general use guidelines are discussed.
Recycling is an important part of any pavement management system (PMS). The Federal
Highway Administration has mandated the adoption of a PMS for all states. A PMS will be
used to select the appropriate rehabilitation and maintenance procedure based on accepted
criteria. A standard system of classification and terminology will place recycling in its proper
position within the PMS.
Several state DOTs have established specifications for emulsified recycling products. As
needs vary, so have these specifications. States and regions have reduced the full spectrum of
products to those serving local needs. The classification system will allow easier transfer of
technology as the terminology is standardized.
The classification system defines the emulsified recycling agents by composition as well as
by intended performance. With this system in place, engineers will be able to select products
on the basis of equipment on hand, traffic constraints, and intended vehicle capacity. This
system may be used in application from rural roads to interstate highways.
KEY WORDS: emulsions, recycling, recycling train, stabilization
The history of asphalts and emulsions for p a v e m e n t construction and maintenance is

interesting in several respects. It began around the turn of the century with surface treatments
and in-place mixing. The asphalts were not manufactured in the same sense as they are
today. There were no recognized specifications. The asphalts were the resulting by-products
of the crude oil refining industry, whose processes were still in their infancy. As the industry
matured, the need for more control evolved. Specifications were developed and techniques
improved. Field engineers kept faithful records and related the performance to asphalt
chemists. Several organizations were formed to update specifications for materials as tech-
nology evolved and needs arose. The Federal Highway Administration was formed to pro-
mote uniformity and the upgrading of the transportation system.
Responding to the needs of highway engineers, the technology was d e v e l o p e d to provide
1Marketing representative, Elf Asphalt, Inc., Raleigh, NC 27622.
36
Downloaded/printed
Copyright9 by
by ASTM lntcrnational www.astm.org
MUNCY ON CLASSIFICATION OF AGENTS 37
emulsified asphalts for cold application. New equipment was designed with enhanced features
and precise control.
Everything seemed as needed until the early 1970s. Real or imagined, the oil shortage
created a dramatically different climate for crude oil refiners as well as the affected highway
industry. Materials were in short supply and now at a higher price. As time passed, we felt
several blows. We experienced the deregulation of oil prices and the lost allocation of crude
oils to smaller independent refiners. Most of these refineries closed or consolidated with
major refiners. This shortage mandated further study in pavement recycling. A high quality,
lower cost alternative to thick overlays was needed.
Recycling has been used for several reasons: to correct conditions in the roadway such
as improper base installation, pavement profile, and cracking. In many of these instances,
these problems are solved by stabilization rather than asphalt recycling.
Asphalt pavement recycling has enjoyed a healthy growth over the last decade. The
refinement of asphalt modifiers, recycling equipment, and construction methods has con-
tributed to an acceptance of recycling as a proven maintenance technique. While almost
every state has some sort of recycling program, the methods and philosophy employed may
differ.
We will examine the historic methods of recycling and the state of the art today. We will
pay particular attention to the fine details, so important to the success of a project. The
chemical as well as the mechanical factors of recycling will be discussed.
Recycling is one of the newest forms of rehabilitation available to the highway engineer.
Thus, the extensive research data available on other paving and rehabilitation methods is
just now becoming available for the field of recycling. This paper addresses the subject
based on ten years of field observations.
The varied factors of recycling cannot be viewed as separate parts. All factors are inter-
related. Therefore, recycling must be viewed as a system.
Asphalts have a finite life expectancy. The life of the pavement is determined by the
traffic loads, environment, crude source, refining method, aggregates, underlying layers,
and initial design. Failure of the pavement is indicated by cracking, rutting, and increased
need for attention. The cause of these failures is quite simple. The forces encountered in
the roadway are greater than the strength of the pavement. Left to deteriorate further, the
pavement will require complete reconstruction, which may include the underlying base due
to water damage from the porous surface. Over time the asphalt may become brittle and
nonadhesive. The objective of recycling is to restore the adhesion and flexibility of the
asphalt binder, to correct any aggregate deficiencies, and to upgrade the pavement to current
standards.
A cracked, rutted, and broken pavement could be resurfaced with new asphalt to correct
all of these conditions. This solution is often employed. But it does not correct the problem
under scrutiny. The best way to correct cracking is to eliminate the crack. Field observations
indicate that cracks reflect through new overlays at the rate of approximately 1 in. per year.
A 4-in. overlay will show the same surface in four years. By the process of milling to obtain
reclaimed asphalt pavement (RAP), we cut through the crack and eliminate it within the
depth of cut.
Rutting may have several causes: stripping of the asphalt, improper compaction, deficient
design, instability in the underlying layers, unforeseen changes in traffic, or water entrap-
ment. Each of these factors may be addressed directly through recycling. None of these
problems is addressed with an overlay.
The availability of quality virgin materials is of major importance in considering an overlay
versus recycling. Local supplies of quality aggregates may have diminished over time. Recent
investigations [1,2] into the chemistry of asphalts suggest current asphalt specifications are
not performance indicators. Temperature susceptibilities, penetration and ductility at re-
alistic temperatures, and Thin Film Oven Test (D 1754-87) (TFOT) results must be noted
by today's highway engineers.
Emulsions have been used successfully for a variety of maintenance and reconstruction
procedures for many years. The ability to handle emulsions without the need for additional
heat make it ideal for several of the current recycling methods. Emulsions are 30% water.
The extra volume of liquid due to this water provides better coating and dispersion. As the
water evaporates, only the residue remains; therefore, the problems of excess asphalt binder
and low void content are reduced.
Recycling Techniques
The Asphalt Recycling and Reclaiming Association ( A R R A ) defines five technical re-
cycling disciplines. It will be beneficial to describe each and their use of emulsion to un-
derstand their different needs. The disciplines are:
1. Cold planing.
2. Full-depth stabilization.
3. Hot in-place.
4. Cold in-place.
5. Hot or plant recycling.
These are divided on several grounds. They differ in the equipment used, the construction
methods employed, the expected results, the asphalt products used, and the type of problems
each address.
Cold Planing
Cold planing is used to remove the present pavement surface in preparation for further
rehabilitation. It may be used to allow clearance for a new overlay under existing overhead
structures. It may be used to provide sufficient curb depth to allow drainage prior to re-
surfacing. Removal of distressed pavements is the largest use of this technique. Cracks are
eliminated through their removal. Rutted or irregular pavement surfaces may be planed to
correct grade. The result of the cold planing process is reclaimed asphalt pavement (RAP).
The necessity for cold planing prior to any rehabilitation provides great economy and
makes recycling a logical method of construction. Because it provides an essentially crack
free and smooth surface for consistent compaction, cold planing must be done, and thus
the in-place cost of the R A P is essentially zero. Utilization of the R A P with in-place methods
also saves the hauling costs associated with removal. The generated R A P provides the basis
for hot recycling, cold recycling, and in some instances hot-in-place recycling.
Most states employ cold planing and have developed specifications for the process. It is
performed with large milling machines that remove the surface to a specified depth with
bullet-shaped teeth mounted on a rotating drum. The teeth may cut in either the up or
down mode depending on the design of the machine. These machines are available in various
configurations to suit the job at hand. The machines range from small utility planers to
machines which allow the planing of a full lane width in a single pass. Intermediate width
machines are useful around median strips and where the road widths are irregular. There
are both front and rear discharge machines. The rear discharge machines are employed
when further manipulation of the R A P is needed, as with in-place recycling methods, or
they may discharge into a truck with a conveyor.
Full-Depth Stabilization
Full-depth stabilization is employed on roads that need major reconstruction and corrected
design. This would include low-volume roads that need to be upgraded to support changing
traffic needs. These roads typically have a thin bituminous layer that may consist of multiple
chip seals, slurry seals, thin overlays, or combinations of these.
There are now available cutter/pulverizers addressing reconstruction and recycling of these
lower volume asphalt pavements. These stabilizing machines offer reasonable accuracy,
consistency, and speed and are of great value. These machines allow the pulverization of
the existing bituminous materials and the incorporation of untreated base materials. By the
addition of an emulsion to stabilize the aggregates, the roadway's greater pavement thickness
gives an increase in bearing capacity.
These machines may incorporate the same bullet teeth as the milling machines or tines
which remove and size the existing materials. The bituminous materials are typically 2 to 4
in. in depth and are mixed with 4 to 12 in. of the underlying untreated base. A pump and
meter discharges the emulsion through a series of nozzles, similar to those on a distributor,
into the cutting chamber where mixing will occur. This system proportions the emulsion
according to the depth of cut and forward speed. Alternately, the emulsion may be applied
directly with a transport truck or a pressure distributor and mixed with a motor grader or
by an additional pass of the stabilizing machine. The mix is then shaped with a blade and
compacted.
A similar methodology has been used where the pulverization and removal is performed
with a series of scarifiers, portable hammermills, portable crushers, blades, grid and sheeps-
foot rollers, and other appliances. The mixing and placement is then completed with a blade
and compacting rollers. This method is tedious and time consuming. Additional untreated
base materials are incorporated into the mix with each machine's pass, making the process
subject to errors. This process has been used for years and, therefore, must be mentioned.
Hot In-Place Recycling

Hot in-place recycling (HIR) is used to restore flexibility, eliminate small cracks, and
make minor corrections to the grade in pavements. Many pavements are experiencing
deterioration due to aging in the surface layer. The surface is oxidized and brittle due to
sun exposure, deicing salts, high porosity, and pollutants. H I R addresses these problems.
Hot in-place recycling has two subclasses. The one-pass method and the two-pass method.
Although the result of the hot in-place method may be used as the riding surface, many
times it is covered with a seal coat or hot mix asphalt (HMA).
The one-pass method incorporates the H I R and the thin overlay into a single pass. This
process has several methods. The HIR is completed and the H M A placed directly on top
of it with the same construction machine. Other equipment lifts the hot scarified pavement
and mixes it with virgin or recycled H M A and places a single monolith.
The two-pass method separates these operations into H I R and the surface layer. Only
the two-pass methods allow the use of surface treatments as the riding surface. This seal
coat may be slurry, microsurfacing, sand or chip seal, cape seal, or a sandwich seal. These
waterproofing methods are often employed where curb depth is at a premium.
Both approaches have some similarities. Heat is applied to the road surface in a controlled
fashion. Often two separate heaters are employed to gently bring the pavement to temper-
ature without overheating and further oxidizing the asphalt. After each heating pass, scarifier
teeth penetrate the surface and loosen the pavement. These scarifiers are mounted on springs
or air bags to give way over manhole covers and other obstructions. (HIR contractors report
that the heating process does not seem to penetrate through separate lifts in the pavement
efficiently. A 1-in. surface course would be limited to a 1-in. scarification depth. It would
not penetrate into the binder course.) The emulsions are applied and mixed with the scarifiers
or supplemental augers and placed much as H M A . In the single-pass monolith method the
emulsions are mixed with the new H M A and heated pavement in a pugmill.
40 ASPHALTEMULSIONS
Cold In-Place Recycling

Cold in-place recycling (CIR) utilizes existing bituminous materials, restores their prop-
erties, and places the new paving material without removing it from the roadway. This on
site use of materials provides an economical rehabilitation method. Additional aggregates
may be incorporated, but are seldom needed.
There are two types of CIR: the single-unit method and the multiunit or "train" method
of recycling. They vary in the amount of equipment required as well as in the control allowed.
The R A P is removed with a milling machine to a textured plane. This texture is advantageous
for the extra surface it provides for bonding to the new pavement layer. The cutting is set
for a nominal depth of 10 to 20 cm (2 to 4 in.). This depth serves to break the pattern of
any underlying cracks. An emulsion is then added to the R A P , mixed, and then replaced
and compacted. The steps and equipment between the generation of the R A P and placement
may differ depending on the contractor.
The single-unit method has been used for more than a decade. Early projects used a
distributor as a portable supply of emulsion. The distributor pump and metering system
were used to apply the emulsion through a spray bar in the cutting chamber. This spray bar
is normally used to apply water to the teeth for cooling and to control dust.
The machines used today have their own pumping system and a spray bar fitted in the
cutting chamber which supplies the emulsion from a supply truck. The emulsion is propor-
tioned and synchronized with the forward speed of the milling machine. Screens fitted to
the rear of the cutting chamber do not allow oversized pieces of R A P to pass into the
windrow. The mix may be placed with a blade or paver utilizing a pick up device.
The cold in-place recycling train deserves further discussion. This process whereby R A P
is obtained with a grade-controlled milling machine, sized with accessory equipment, mixed
with a computer-controlled pugmill, then placed with a paver offers many benefits in the
cold recycling process. We will examine them as we move through the train.
The Recycling Train

After milling, the next step is to process this RAP through a portable sizer/screener
combination. Pulverization techniques will set the time table for all subsequent actions in
the cold process. This process yields material meeting top size requirements, controlled
depth of cut, and grade. The sizing of R A P can determine the quality of the project. It is
desirable to have consistently sized materials. A more consistent gradation will minimize
changes in emulsion application rates. The sizing avoids the slow progression of the process
when trying to meet these requirements with the milling machine alone. It also reduces the
overproduction of fine aggregate which can adversely affect the mix.
In most projects, the R A P is broken at the asphalt/aggregate interface. Aggregate particle
crushing and shattering is normally avoided. Newly exposed aggregate surfaces require an
adjustment in the mix design for asphalt demand as well as the type and amount of emulsion.
Additional adjustments are also needed for gradation and any additional aggregates. The
greatest problem with crushing aggregate is in properly testing the R A P and determining
the mix design. The top-sized aggregate as originally placed must be considered.
The final discharge from the sizer is then taken over a belt scale connected to a central
computer. This computer takes this weight measurement and apportions the emulsion into
the pugmill. This has proven very accurate. By using the pugmill to incorporate the emulsion
into the well-mixed, well-sized RAP, a consistent final mixture is obtained.
The homogeneous mix leaving the pugmill can be placed in a windrow which can later
be placed into a paver. An extended conveyor can also place the recycled mix directly into
the paver. One additional method is to use the conveyor to set the material onto the shoulder
or another lane to expose the base for further manipulations. The mix would then be placed
at the appropriate time.
The high production of the recycling train requires an emulsion that allows immediate
compaction, high water resistance, and flexibility to reduce crack reflection. The emulsion
should mix quickly and soon become tacky for adequate densification and opening to traffic.
Some cold recycling is performed at a central plant. The reasons for this may vary:
1. The existing pavement must be removed to allow base stabilization.
2. RAP has been stockpiled from prior milling projects.
3. An extreme change to mix design is desired.
The RAP is then mixed with emulsion in a pugmill and taken to a paver or stockpiled for
patching.
Hot Recycling
Hot recycling is not usually associated with the use of emulsions. If a hot mix asphalt
facility will produce 500 000 tons of mix and will have access to 50 000 tons of R A P in a
year, it would seem prudent to establish a mix design using 10% R A P in all mixes. The use
of this amount of RAP would allow the typical asphalt grade to go unchanged.
This scheme is only reasonable with a fixed plant location. In many western states, portable
plants are moved adjacent to the project and use 30 to 50% R A P in their mixes. This may
require a change in asphalt grade. Emulsions can be formulated on a project-specific basis
for best results. Emulsions are employed extensively in stockpile mixes. Their use in recycled
mixes would receive the same benefits.
Other Uses
Another technique used in several areas is the restorative seal, which uses an emulsified
rejuvenator applied directly to the surface of the pavement. This emulsion restores the
flexibility of the surface, which is lost from oxidation in the plant and from arid climates.
Small surface cracks are filled and may be arrested. Some agencies apply this seal over all
new H M A after one year.
The emulsion is diluted with water 2:1 (emulsion:water) and applied at the rate of 0.08
to 0.15 gal/yd2. A sand covering may be applied at the rate of 2 to 3 lb/yd2. This sand is
used to protect traffic while the rejuvenator penetrates the surface. If needed, it may be
swept in a few hours.
Testing the surface for proper application quantities is required. A template is used to
contain the emulsion application. The quantity of emulsion applied should be adjusted to
simulate the anticipated application rate. The time for absorption should not exceed 20 min.
Several tests should be run to verify the quantity. The test is simple and should be performed
the day before application, assuming like weather will follow. It is preferred to underapply,
thus not exposing traffic to a slick surface.
Classifying Emulsified Recycling Agents

The methods for recycling asphalt pavements vary greatly. They differ in the desired
results, candidate pavements, and equipment needed. The emulsions to be used in these
processes must answer the needs of the specific process to assure a successful project. The
emulsions for use in recycling fall into several distinct classes. These classes are defined by
the process that use them and also by their residue composition. The following system is
suggested:
Emulsified Recycling Agents

Class 1--Rejuvenator.
Class 2--Combined rejuvenator and asphalt.
Class 3---Combined rejuvenator and polymer-modified asphalt.
Class 4--Polymer modified asphalt.
Class 5--Asphalt.
All classes would have two subclasses: emulsion and cationic emulsions. All classes except
Class 1 would, in addition, have a high-float subclass. It is appropriate to discuss the classes
individually and how they integrate with the various recycling methods.
Class 1--Rejuvenator
This class of materials is defined as light petroleum derivatives that can return aged asphalt
to original specification tolerances. These materials are highly refined, nonvolatile, and
essentially free of asphaltenes. They restore flexibility, ductility, and balance the asphaltene/
maltene ratio. They have been in use for many years, and several users have established
specifications for them. These materials are used in the restorative seal treatment, H I R two-
pass methods, and CIR single unit methods.
These methods have one of two characteristics that make Class i materials an easy choice,
heat or time. Added heat and sufficient time in the loose-mixed state allow the rejuvenator
to flux with the aged asphalt and restore flexible characteristics. The materials are used in
very small quantities due to their rapid effect on aged asphalt. Without the heat or stockpile
time they act as a lubricant in the RAP and make compaction difficult and a slick surface
almost inevitable.
Class 2--Combined Rejuvenator And Asphalt

These products combine the benefits of restorative efficiency and the adhesion of asphalts.
They are used in the HIR single-pass methods, CIR single-unit methods, hot recycling, and
full-depth stabilization. Within this class would be several grades that vary the proportioning
of the rejuvenator and asphalt fractions. These would closely coincide with the proportion
of RAP to untreated aggregates. These materials are used when aggregates are added as in
hot recycling or when select fill is incorporated into the mix in the full-depth stabilization
process.
With the asphalt in these mixes, quicker placement is possible while moderate fluxing
takes place in the pavement. These emulsions need adequate mixing time or heat to help
incorporate the rejuvenator. Materials of this class have been used for over a decade, and
specifications for them are in place in several areas.
Class 3--Combined Rejuvenator And Polymer-Modified Asphalt

The uses of this class of products are the same as those of Class 2, and the same construction
constraints apply, although adhesion is achieved earlier through the modification. The ben-
efits of the polymer modified are discussed under the next class.
Class 4--Polymer-Modified Asphalt

This class of products is used extensively in the CIR recycling train. Its uses could be
extended to the CIR single-unit method and hot recycling. These materials complement the
train method with extremely quick development of adhesive properties. These materials
retard crack propagation and have exhibited superior water resistance. These emulsions
have been used on high-volume roads including interstate highways. Several states have
specifications for this product in recycling.
Class 5--Asphalt
This class does not need new specifications. For years, standard emulsified asphalts and
cationic emulsified asphalts have been used in recycling. Their greatest use is in the full-
depth stabilization methods.
Summary
Recycling has grown as a rehabilitation method due to improvements in equipment and
methods. Field use of these methods demonstrate the performance and economic benefits
of recycling. With generalacceptance of these methods comes a desire to standardize the
methods and materials employed.
The diversity of recycling methods demonstrates the need for several classes of emulsified
recycling agents. Within these classes, several grades will surely be needed. Today emulsions
are made to specifications that reflect their intended use. Emulsions for recycling should be
specified in a similar manner.
ASTM is currently working to establish specifications for emulsified recycling agents.
Emulsions that have provided good performance in field use should be included. Emulsions
that have been replaced in common practice should be eliminated. Emulsion specifications
should be updated as new equipment and techniques are developed.
Only through a responsible and dedicated effort will the materials best suited for recycling
be manufactured. A constant monitoring system, as provided by ASTM, allows modification
to standards to reflect the field performance of these materials. The first step is an initial
standard to provide a base for comparison.
References
[1] McLeod, N. W., Pen-Vis Number (PVN) as a Measure of Paving Asphalt Temperature Susceptibility
and Its Application to Pavement Design," Miniworkshop on Paving in Cold Areas, Japan/Canada,
Ottawa, Canada 20-24 July 1987, published in behalf of the Conference by the Research and
Development Branch of Ontario Ministry of Transportation and Communication (MTC) on Paving
in Cold Regions, Toronto, Canada, Vol. I, p. 147.
[2] Goodrich, J. L., "Asphalt and Polymer Modified Asphalt Properties Related to the Performance
of Asphalt Concrete Mixes," Proceedings, Association of Asphalt Paving Technologists, St. Paul,
MN, Vol. 57, 1988.
T o d d Scholz, 1 R. G. Hicks, 2 and Dale A l l e n 3
Mix Design Practices for Cold In-Place

Recycled Pavements
REFERENCE: Scholz, T., Hicks, R. G., and Allen, D., "Mix Design Practices for Cold In-
Place Recycled Pavements," Asphalt Emulsions, ASTM STP 1079, H. W. Muncy, Ed., Amer-
ican Society for Testing and Materials, Philadelphia, 1990, pp. 44-64.
ABSTRACT: Since 1984, the Oregon State Highway Division has constructed 724 km (450
centerline miles) of cold in-place recycled pavements. During this period, an intensive study
was undertaken by the Oregon Department of Transportation (ODOT) and Oregon State
University (OSU) with the following purposes:
1. To develop an improved mix design procedure for cold in-place recycled pavements.
2. To evaluate the structural contribution of cold in-place recycled pavements.
3. To develop improved guidelines and specifications for the construction of cold in-place
recycled pavements.
This paper summarizes the development of a mix design process and describes the early
procedures used and their limitations.
The first section of the paper describes the recycling process used during the 1984-1988
period. The second part of the paper describes the evolution of the mix design process used
during this period. It describes the steps needed to estimate the emulsion content from prop-
erties such as RAP gradation, residual asphalt content, and asphalt properties (penetration
and viscosity). Also described are the mix design criteria developed to date (stability, modulus,
etc.). The third part describes the expected ranges in strength properties (stability, modulus,
etc.) for cold recycled mixes.
The last part of the paper presents significant conclusions from the work performed to date
as well as recommendations for further study.
KEY WORDS: cold in-place recycling, mix design, mix properties, modulus, fatigue, stability,
emulsion
With the national trend away from new construction to preservation of existing pavements,
several highway agencies are turning to cold in-place recycling (CIR) as an approach to
rehabilitating distressed pavements. However, m a n y agencies remain skeptical of the use
of C I R due to the lack of long-term performance data and adequately d o c u m e n t e d field
engineering studies. Furthermore, due to variability in construction processes with substan-
tially different design concepts and end results [1-3], the term C I R is often misunderstood.
Recycling may be defined as the reuse, after processing, of a material that has already
served its intended purpose. For the purpose of this paper, the different construction pro-
cesses for cold in-place recycling are defined as follows:
1. Class L This recycling treatment is performed on a uniform p a v e m e n t designed and
built to specifications. It is expected that a rational C I R mix design can be prepared a n d
produced. The treatment could handle medium to heavy traffic volumes, usually as a base
IResearch assistant, Department of Civil Engineering, Oregon State University, Corvallis, OR 97331.
2professor of civil engineering, Oregon State University, Corvallis, OR 97331.
3Region engineer, Oregon State Highway Division, Bend, OR 97708.
44
Copyright* 1990 by ASTM International www.astm.org
SCHOLZET AL. ON RECYCLED PAVEMENTS 45
on high-volume roads or as a wearing course on low-volume roads. The recycling train

method would normally be used; however, depending on the degree of distress, a single-
unit train could also produce a Class I treatment. Treatment width is normally 3.6 m (12
ft).
2. Class II. This recycling treatment is performed on a pavement with significant main-
tenance patches over a uniform pavement or a pavement with minimal design used in the
original construction. Either the recycling train or the single-unit train can produce millings
of sufficient quality for reasonable mix designs. The finished mix can be used as a base or
wearing course as in the case of the Class I process. Treatment width is normally 3.6 m
(12 ft).
3. Class IlL This treatment is used on low-volume highways where considerable variation
in pavement structure exists and may incorporate additional aggregates. The design of the
mix is limited. Various milling and pulverizing units can be used to perform this operation.
The treatment is normally used as a stabilized base course. Treatment width varies from
1.2 to 3.6 m (4 to 12 ft).
The Oregon State Highway Division is one of several agencies that has attempted cold in-
place recycling as an approach to rehabilitating distressed asphalt concrete (AC) pavements.
Oregon first experimented with partial depth CIR work in 1984, totaling 22 km (14 miles).
An additional 110 km (68 miles) of A C pavement was cold recycled in 1985. Spurred by
the initial success of these projects and recognition of the need for a formal mix design
procedure, O D O T and OSU, in 1986, undertook a joint study of cold in-place recycling.
The study involved investigating 7 of 13 projects cold recycled in 1986 in order to develop
an improved understanding of the relationship between mix design and field performance
of cold recycled pavements. The specific objectives of the study were to develop an improved
mix design, evaluate the structural contribution and durability, and develop improved con-
struction guidelines and specifications for cold in-place recycled pavements.
This paper describes the history of CIR in Oregon from 1984 to 1988 including project
information and the construction process used on the projects, the evolution of the mix
design process for CIR, and ranges of strength properties (modulus, stability, etc.) to be
expected from cold recycled mixes. Also presented are significant conclusions from the work
completed to date as well as recommendations for further research.
History of Cold Recycling in Oregon

Project information associated with the 1984--88 CIR work as well as the process used to
construct the projects are described in this section.
Project Information
To date 724 km (450 miles) have been cold recycled in Oregon since 1984. All projects
were constructed in Regions 2, 3, 4, and 5. Table 1 summarizes construction information
for all of the Region 4 projects totaling 619 km (385 miles) constructed between 1984 and
1988. Information for the projects constructed in Regions 2, 3, and 5 was unavailable at the
time this paper was written.
Construction Process
Oregon's first efforts (1984) at CIR involved exclusively Class III recycling. The construc-
tion process was accomplished with a roto mill having a 2.0-m (6.540 milling head and a
motor grader. The surface was milled with the roto mill, which discharged the millings into
46 ASPHALTEMULSIONS
a windrow to the side of the cut. Water and CMS-2S emulsion was then applied to the
windrow. The windrow was then mixed with the motor graders and bladed into the cut.
All subsequent work (1985-88) was accomplished using either the "recycling train" or a
"single-unit" machine. The work done with the recycling train was contracted out to a
construction company that owned the equipment, and most of their work would be classified
as Class I or Class II treatments. The Oregon D O T maintenance team, on the other hand,
relied on the use of a single-unit machine (Class I or Class II treatments). Both construction
methods are discussed below.
Recycling Train--In the train method, the train was led by a water tanker and then a CMI
1000 roto mill having a 3.8-m (12.5-ft) milling head. The mill pulled a trailer-mounted screen
deck, roll crusher, and pug mill followed by a nurse tanker for the emulsion.
The existing pavements were milled using the CMI 1000 to depths between 3.8 and
5.7 cm (1.5 to 2.25 in.). The millings were transferred via conveyor belt to the screen deck
and screened over 3.8 to 5-cm (1.5 to 2-in.) screens. The oversized millings were crushed
such that 100% passed the 5-cm (2-in.) screen. Emulsion was added and mixed with the
millings in the pug mill. This mixture was deposited in a windrow on the roadway. A diluted
CMS-2S tack was applied to the milled surface using a spray bar attached to the rear of the
train.
The train has controls to monitor the quantity of emulsion and water. To avoid difficulties
in handling of the mixture, the paving machine was operated within 30 to 60 m (100 to
200 ft) of the train. After laydown, a two-stage compaction was specified. The initial com-
paction was accomplished using a rolling pattern of one pass vibratory and one pass static
with an Ingersoll Rand model DA-50 double drum vibratory roller and one pass static using
a Hyster model 15-7 tandem steel wheel roller. The mat was opened to traffic immediately
following initial compaction. The second stage compaction followed within three to twelve
days. The variation in days elapsed until second compaction is due to the amount of cure
the recycled pavement has undergone, which is dependent primarily on pavement temper-
ature and moisture content. That is, with high pavement temperatures and low moisture
content, second compaction may be appropriate after only three days following pavement
recycling while up to twelve days may be appropriate for low pavement temperatures and
high moisture contents following pavement recycling. This consisted of at least two passes
of a Hyster 71-kN (8-ton) double drum roller in static mode and at least two passes with a
178-kN (20-ton) pneumatic roller. It should be noted that the second stage compaction is
more effective than the initial compaction. This is because second stage compaction results
in a mat at the same (or nearly the same) density that exists in the wheel tracks which have
been compacted under traffic since initial compaction. That is, the second stage compactive
effort merely "levels" the surface to match the compaction in the wheel tracks due to traffic.
If humps or rough spots existed in the recycled mat after second compaction, they were
removed with a milling machine or corrected with skin patches before sealing. Two weeks
or more after recycling, the pavement was covered with a 10 by 2-mm (3/8 in. by No. 10)
single chip seal [using a CRS-2 or a polymer modified (HFE-150) emulsion[ or a fog/sand
seal. Through experience it has been found that a fog/sand seal is best for pavements with
a relatively tight surface and having soft asphalt properties. A chip seal, on the other hand,
would be appropriate for a cold recycled mat with an open texture.
Single-Unit Train--The single-unit process involved use of a R A Y G O Barco Mill 800.
This unit has a 3.8-m (12.5-ft) milling head and was serviced by a water and emulsion tanker.
A modification was made to the unit to include a spray bar for applying tack immediately
ahead of the windrow. Placement was accomplished using a conventional paver. Initial
compaction was the same as for the recycling train, but the second stage compaction was
normally done with only a vibratory roller since a 178-kN (20-ton) pneumatic roller was not
available.
SCHOLZ ET AL9 ON RECYCLED PAVEMENTS 47
TABLE 1 Projects constructed in Oregon (1984-88).

9 Depth
Traffic of Emulsion
Volume LengthI Cut2 Type Class of Performance
Year Highway Project Name (ADT) (km) (cm) (Content) Surface Treatment Spring 1986
Treatment
I I
1984 OR 372 iSand Shed- 820 7.7 4 CMS-2S Class I I I , Surface l e f t open Good
=Mr. Bachelor (I-2%) State forces, winter of 1984,
(Intermittent) grader laid
i
4isc. Bend area Up to 14.5 4 CMS-2S Class I11, About50% chip Good
2000 (1-2%) State forces, sealed
grader laid
k
1985 US 26 Sisters-Redmond 1450-83001
'I 30.2 4 CMS-2S Class I I Chip seal placed on I Good
about 75% of work
I (1-2%) Class I
US 395 Harney Co. Line- 220 i 49.4 4-8 CMS-2S 3 : I Chip seal Good
Hogback Summit I (I-2%)
Drews Gap-
US 140 Drews 1000 16.6 4-5 CMS-2S Class I Polymer chip sealed Fair
Lake,
Lakeview (I-2%)
I I
Misc. Bend area Up to 19.3 4-5 CMS-2S Class I 80% chip sealed Good
23,000 (I-2%)
I l
1986 US 26 Warm Springs 2850 27.8 5-10 CMS-2S Class I Polymer chip sealed Fair-Poor
(1%)
I !
OR 41 Powell Butte- 3600 15.8 5 :MS-2S Class I Chip seal Fair-Poor
Prineville 1.2%)
IFE-150
1.2%)
1 I
OR 270 Lake of the 1750 10.2 6-10 CMS-2S Class I Chip seal Very Good
Woods (I,4%) j
US 20 Bend-Powell 4800 5.1 4-5 CMS-2S Class I Chip seal Good
Butte (1.5%)
I i
OR 371 MP 18.0-Powell 2200 29.0 4-5 CMS-2S Class I I Chip seal Good
Butte i (1'I-1"3%)I
US 26 Ochoco Dan~- 1100 17.0 4-5 CMS-2S Class I I Chip seal Good
MP 35.0 (i,I-1.6%)
I I
US 26 MP 73.4-MP 81.6 600 13.2 4-5 CMS-2S Class I I 8 cm overlay Good
(1.8-2,6%)
I i
US 26 MP 89.6- 600 14.0 4-5 CMS-2S Class I Chip seal Very Good
Jct. OR 19 (1.4-1.5%)
I I
US 20 MP 75.0-MP 84.0 1000 14.5 4-5 CMS-2S Class I 2 cm ~ i l mat Fair
I (1"5-I'6%)1
OR 423 US 97-0R 39 BOO i 11.3 4-5 CMS-2S Class I Chip seal N/At
' (1.5%)
OR 140 iDairy-Ritter Rd. 2000 9,6 4-5 CMS-2S Class II Chip seal Fair
(1.2-1.9%)
! b i
OR 140 Sprague River 2700 28.6 4-5 CMS-2S Class I I Chip seal Fair
Rd.-Bly : (1.5%)
I I I
US 97 MP 235.3- 3400 9.6 4-5 CMS-2S iClass I Chip seal Poor
Spring Creek (0.9%)
Ii I I
OR 7 W-Horse Ridge- 900 14.8 8 CMS-2S Class I Chip seal Good
Crooked River (1.7%)
Hwy
L i
OR 372 Kiwa Springs- 880 9.0 5 CMS-2S Class I Chip seal Good
Sand Shed (1.0%) ,
48 ASPHALTEMULSIONS
T A B L E 1--Continued.
IOepth
Traffic LengthI Cu~ imulsion )erformence
Volume Type Class of
Year Highway Project Name {ADT) (km) (cm) (Content) Treatment Surface Treatment Spring 1988
1987 OR 41 Antone-MP89.6 520 1Z.9 4 CMS-2S Class I Chip seal Good

(Z.7%)
OR 293 Jct. US 97- 200 14.5 5 CMS-2S Class I Chip seal Good
Tub Springs Rd. (2.8%)
OR 360 Jct. US 97- 1000 14.5 5 CMS-2S Class I Chip seal Good
SE RammesRd. (1.6%)
OR 380 Conant Basin 180 14.6 5 CMS-2S Class I Chip seal Good
Rd.-Shotgun Rd. (I.0%)
OR 4 FuegoRd.- 3350 15.9 5 CMS-2S Class I None Poor
Forge Rd, (1,2%)
OR 427 Modoc Secondary 450 18.0 2.5 CMS-2S Class I Chip seal Poor
(1.3%)
1988 OR 4 Shaniko Jct,- 390 20.6 5 HFE-150 Class 1 3/4 in. cold mix Good
Quaale Rd. (D.8-I.2%) overlay
OR 41 Prineville- 2200 11.3 5 HFE-150 Class I Good-

Ochoco Dam (1.8%) Very Good
OR 41 Ochoco Ranger 800 31.7 5 HFE-ISO Class I Chip seal Very Go~d4
Sta.-Ruch Creek (0.6%) Poor~
OR 380 Jet, Ochoco Hwy- 3100 33.3 5 HFE-150 Class 1 Good

Conant Basin Rd. (2.6%)
OR 50 Merill Jct,- 3600 4.2 5 CMS-2S Class I None Good

Hatfield Hwy (1.2%)
OR 426 Jct. Klamath 2350 4.8 5 CMS-2S Class I None Good
Falls-Malin Hwy (0.5%)
Ito Calif. Line
OR 42 DeMoss Springs- 1800 8.0 5 HFE-ISO Class I Chip sealed with Very Good
Moro (Z,0%) HFE
OR 19 Cogswell Creek- 600 9.2 5.5 CMS-2S Class l Chip sealed with Good
New Pine Creek {1.7%) HFE
OR 206 Beatty- 980 15.3 5.5 CMS-2S Class I None N/A

Ivory Pine Rd. (0.3%)
OR 22 Fort Klamath- 550 8.7 5 HFE-150 Class I Sand seal Very Good
Crooked Creek (1.1%)
OR 49 Lake Abert- 260 6.4 5 CMS-2S Class I Chip seal Good

Valley Falls (i.0%)
OR 22 Crater Lake Hwy- 520 5.6 5 CMS-2S Class ] Chip seal Good
Frontage Rd. (1.7%)
~11.HFE-150
mile = 1.609 km
i in. = 2.54 cm
and HFE-150S were also used. but only for test
415.3 km
~16.4 km
bone lane only
tNot Available
SCHOLZ ET AL. ON RECYCLED PAVEMENTS 49
Evolution of Mix Design Process

This section describes the evolution of the mix design process used for cold in-place
recycled pavements in Oregon.
Initial Design Process: 1984--86

Formal mix designs were not available for the 1984 projects. Emulsion and water contents
were established in the field using trial-and-error procedures by experienced paving per-
sonnel; this work would be classified as Class III recycling. In general, the emulsion contents
were about 1.5%, while the water contents varied from 2 to 4%.
A formal mix design procedure (Table 2) for Class I and Class II recycling was first
attempted by Oregon in 1985. This procedure used the existing Oregon standard open-
graded mix design procedure, which is basically a modification of Oregon's hot-mix pro-
cedure. Design criteria used for the 1985 projects were:
Film thickness Sufficient-thick

Hveem Stability
After first compaction at 25~ (77~ >20
After second compaction at 60~ (140~ >10
Voids after second compaction 5to8%
Index of retained strength (IRS) 60% minimum
Modulus ratio Not used
Using the above criteria, recommended emulsion and water contents were given to field
personnel. The recommended values, however, were almost always too high and were
adjusted in the field to eliminate rutting and flushing.
The same procedure was used at the onset of the 1986 construction season. However, it
was found in most cases that the recommended values still resulted in emulsion and/or water
contents that were too high, resulting in unstable mixes. Also, a review of Oregon's 1985
mix design procedure compared with those used by other agencies (1985) found that sig-
nificant differences existed in the various methods used to: (1) determine the amount of
recycling/reclaiming agent (emulsion) to be added; (2) cure the laboratory samples; (3)
compact the samples; (4) evaluate the strength of CIR mixes; and (5) evaluate the mixes
for stability [4].
Because of these differences and having to significantly field adjust the recommended
design, O D O T developed revised mix design guidelines and criteria (midsummer 1986) for
Class I and Class II recycling. A summary of the revised guidelines is given in Table 3,
while Table 4 summarizes the initial and revised design criteria for the 1986 projects. The
significant differences between this design procedure and that used in 1985 include:
1. The 1985 procedure calls for the initial laboratory sample cure to be at 25~ (77~ for
24+ h while the revised procedure calls for 60~ (140~ for 15 h.
2. The revised procedure calls for a second cure (after first compaction) at 60~ (140~
for 24 h while the 1985 procedure calls for 60~ (140~ for 15 to 24 h.
3. The revised procedure replaces the unconfined compressive strength ( A A S H T O T165--
Effect of Water on Cohesion of Compacted Bituminous Mixtures) used in the 1985 procedure
with the ASTM Method for Indirect Tension Test for Resilient Modulus of Bituminous
Mixtures (D 4123) and modulus ratios [5] (freeze-thaw and vacuum saturated).
In reviewing the design emulsion and water contents with those actually used during
construction, it was found that the revised design procedure also recommended emulsion
TABLE 2--M/x design procedure used for the 1985 C1R projects.
1) Determine gradation of millings from reclaimed asphalt pavement (RAP).
2) Extract asphalt using hot reflux and recover asphalt using modified
Abson procedure and determine penetration at 25"C (77"F), kinematic
viscosity at 135"C (275"F), and absolute viscosity at 60"C (140"F).
3) Determine percent asphalt in the RAP and gradation of the Aggregate
after asphalt extraction.
4) Determine mix design moisture content that would provide saturated

surface damp (SSD) millings.
5) Make 4 t r i a l mixes by varying the CMS-2S emulsion content (I, 2, 3,
and 4%) increments while holding the water content constant. Record
the coating (film) thickness for each emulsion content.
6) Place mix in bread pan at 25"C (77~ for 24+ hours.

7) Place mix in compactionmold at 25~ (77"F) and apply 20 tamping blows
at 1.7 MPa (250 psi) pressure and then compact with 150 blows at 3.4
MPa (500 psi) pressure.
8) Cure compacted specimen at 60"C (140"F) for 15 to 24 hours in mold.
g) Determine Ist Hveems t a b i l i t y at 25"C (77~ and bulk specific
gravity.
1o) Return specimen to mold and compact using 6.9 MPa (1000 psi) static
load and determine 2nd Hveems t a b i l i t y at 60~ (140"F) and bulk
specific gravity.
11) Return specimen to mold and cure at II6"C (240~ for 3 to 4 hours and
continue compactionwith 150 blows at 3.4 MPa (500 psi) pressure.
12) Determine 3rd Hveems t a b i l i t y at 6D'C (140~ and bulk specific
gravity.
13) Determine Rice specific gravity and percent voids.
14) Determine dry and wet unconfined compressive strength by AASHTOT165
procedure and calculate Index of Retained Strength.
and/or water contents that were better but still too high.' It was clear that neither the 1985
nor the revised design procedures could accurately r e c o m m e n d emulsion and/or water con-
tents and that an improved procedure was needed.
Improved Design Process: 1987--88

D u e to the limitations of the 1985 and revised design procedures (namely the inability to
recommend accurate emulsion and/or water contents), Oregon developed an improved
design procedure for Class I and Class II recycling [6] prior to the 1987 construction season.
The improved procedure used on the 1987 projects consists of estimating the design emulsion
(CMS-2S) and water content.
~Test sections of 60 to 90 m (200 to 300 ft) were used with emulsion contents --_1 and _+2% from
design. At the design emulsion content or above, the sections became unstable within one week or
flushed immediately after rolling.
TABLE3---Oregon's 1986mix design guidelines for CIR (rev~edmid-sumrner 1986).

1) Determine gradation of reclaimed asphalt pavement (RAP) millings.
2) Extract asphalt using hot reflux and recover asphalt using modified
Abson recovery to determine penetration at 25~ (77"F), kinematic
viscosity at 135~ (275"F), and absolute viscosity at 6OoC (140*F).
3) Determine percent asphalt content in the RAP and gradation of

aggregate after asphalt extraction.
4) Determine mix design moisture content to provide saturated surface
damp (SSD) condition.
5) Preparet r i a l mixes at ].O, 2.0, 3.0, and 4.0% CMS-2S emulsion based
on dry weight while holding the moisture content obtained in (4)
constant.
6) After mixing for 2 minutes, place mix in bread pan and cure in the
oven for 15 hours at 6O~ (140'F).
7) Place mix in compactor and apply 20 tamping blows at 1.7 MPa (250 psi)
and then compact with ]50 blows at 6O~ (140~
8) Cure compacted specimen at 6O~ (140~ for 24 hours in the mold.

9) Determine Ist Hveems t a b i l i t y at 25~ (77"F) and bulk specific
gravity.
]O) Return specimen to mold and compact specimen using 6.9 MPa (1000 psi)
static load and determine 2nd Hveem s t a b i l i t y at 60~ (140~ and
bulk specific gravity.
11) Return sample to mold and cure sample at 116"C (240"F) for 3 hours
and continue compactionwith 150 blows at 3.4 MPa (500 psi).
].2) Determine 3rd Hveems t a b i l i t y at 60% (140"F) and bulk specific

gravity.
13) Determine Rice specific gravity and percent voids.

14) After Ist compaction of r e s i l i e n t modulus specimens, put samples in
air bath at 25"C (77~ for 24 hours and determine unconditioned
r e s i l i e n t modulus.
i5) Vacuum saturate samples for 30 minutes at 68.6 cm (27 in.) of Hg,
rest samples for 30 minutes, and place in 25~ (77"F) water bath for
3 hours, and then determine saturated r e s i l i e n t modulus.
]6) Vacuum saturate for 30 minutes, double wrap sample, and place in
freezer for 15 hours; remove and place in 6O~ (140"F) bath for 30
minutes, removewrapping, and re-place sample in 60% (140"F) bath
for 24 hours; place in 25~ (77"F) bath for 3 hours, and then
determine freeze-thaw r e s i l i e n t modulus.
17) Determine index of retained modulus after vacuum saturation and after
one freeze-thaw cycle.
TABLE 4--Mix design criteriafor 1986 projects.
a) I n i t i a l 1986 Criteria
Item Criteria
I) Film thickness Sufficient
2) Coating 70% min
3) Moisture Surface Damp
4) Void content after:
Ist stability 6-10%
2nd stability 5-8%
3rd stability 1-3%
5) UnconditionedResilient Modulus (MR) 1.0 GPa (150 ksi) min
6) MR Ratio (vat. sat.) .70 min
7) MR Ratio (freeze-thaw) .50 min
b) RevisedMix Design Criteria (mid-1986)
Item Criteria
I) 2nd stability 10 min
2) Void content after 3rd stability 4-6%
3) Film thickness Dry-sufficient
(60% coating)
4) Minimumemulsion content I%
Further refinement of the procedure allowing the use of a high float emulsion (HFE-150)
was developed prior to the 1988 construction season. Prior to 1988 the CMS-2S emulsion
was used exclusively except for one experimental project. Table 5 summarizes the specifi-
cations for the CMS-2S and HFE-150 emulsions. Most 1988 CIR work utilized the HFE-
150 emulsion because Oregon had (by 1988) considerable experience with the CMS-2S
emulsion and was interested in finding out if the high floats would work as well. The specific
details of the improved design procedures are described in the following paragraphs. Ref-
erence to the CMS-2S emulsion corresponds to the 1987 projects while reference to the
HFE-150 emulsion corresponds to the refinements developed and utilized on the 1988 proj-
ects.
Estimating Design Emulsion Content--Estimation of the design emulsion content begins
with establishing a base design emulsion content and making adjustments based on the
results of the laboratory findings. Oregon has found, through experience with the CMS-2S
emulsion, that a base design emulsion content of 1.5% (1.2% for HFE-150) by dry weight
of recycled asphalt pavement (RAP) is a good starting point. Adjustments are then made
to this base content according to softness of extracted asphalt, gradation of millings
[41 cm (16 in.) mill], and the percent of recovered asphalt. Table 6 shows the calculations
to be made with the adjustments. The final estimated design emulsion content for CMS-2S
can be as low as 0.4% and as high as 2.6% (0.6 to 1.8% for HFE-150). The adjustments
are discussed in detail below:
1. Softness of Asphalt. The penetration (ASTM D5--Test Method for Penetration of
Bituminous Materials) and absolute viscosity (ASTM D 2171--Test Method for Viscosity
of Asphalts by Vacuum Capillary Viscometer) laboratory test results are used to determine
the softness of extracted asphalt. Figure 1 indicates the ranges in these values that have
been found in CIR completed to date. By plotting the values obtained from the laboratory
on this figure, an adjustment of up to _+0.5% can be selected for the CMS-2S emulsion,
TABLE 5--Specifications for the CMS-2S and HFE-150 emulsions.

Test CMS-2S HFE-150
Viscosity at 50"C (122"F) 50-450 50 min
Sieve 0.1 max 0.1 max
I day storage s t a b i l i t y , % I max 1 max
Residue at 250~ (500"F), % 60 min 65 min
Charge + Pass - Pass
Residue Tests CMS-2S HFE-150
Penetration 100-250 100-300
Oil D i s t i l l a t e , % 5-15 0-7
Float Sec 60"C (140~ 1200 min
Solubility, % 97.5 97.5
while an adjustment from 0 to + 0 . 3 % would be selected for an HFE-150 emulsion. For

example, the adjustments made for an HFE-150 emulsion would be + 0 . 3 % for a hard
asphalt (>80 000 poises), while no adjustment (0%) is made for a soft asphalt (10 000 to
35 000 poises). Note that the adjustments for the CMS-2S emulsion range from + 0.5% for
a hard asphalt to - 0 . 5 % for a soft asphalt.
2. Gradation Adjustment. Measurements of R A P gradations from CIR completed to date
resulted in a wide range of values for percent passing the 12.7-mm ('/2-in.), 6.4-mm (l/,-in.),
and 2.0-mm (No. 10) screens. Figure 2 indicates the range of values when sampling is per-
formed with a 41-cm (16-in.) mill and the expected R A P gradation when using a 3.8-m
(150-in.) mill. By using this graph, a maximum adjustment of -+0.3% is made to the base
design emulsion content. R A P with a coarse gradation would result in adding an adjustment
for the CMS-2S emulsion of up to 0.3% to the base design emulsion content, while up to
0.3% would be subtracted for R A P with a fine gradation. It was initially felt that the mixes
treated with CMS-2S behaved like an open-graded mix; hence thicker films would be per-
mitted with coarser gradations. Further, whenever fine R A P materials were used, early
failures (e.g., rutting) were noted. This could be due to the type of cutter (e.g., naphtha)
used in the CMS-2S emulsion.
For the 1988 projects (using HFE-150), R A P with a coarse gradation would result in
adding an adjustment of up to 0.3%, while up to 0.3% would be subtracted to the base
design emulsion content for R A P with a fine gradation. Findings to date indicate that if a
R A P gradation is fine on the 12.7-mm (1/2-in.) screen, it will also indicate a fine gradation
on the 6.4-mm (l/4-in.) and 2.0-mm (No. 10) screens. The same holds true for a coarse or
average gradation [4,6].
3. Asphalt Adjustment. The percent of asphalt recovered from the R A P (ASTM D 1856--
Test Method for Recovery of Asphalt from Solution by Abson Method) was plotted giving
the expected range of asphalt content. Figure 3 shows this range as well as the adjustment
range of -+0.3% for the CMS-2S emulsion and from 0 to - 0 . 3 % for the HFE-150 emulsion.
R A P with a high residual asphalt content would result in subtracting up to 0.3% (for both
the CMS-2S and the HFE-150 emulsions) from the base design emulsion content, while up
to 0.3% CMS-2S (0% HFE-150) would be added for R A P with a low residual asphalt
content.
The final estimated design emulsion content is determined as shown in Table 6.
TABLE 6---Proposed adjustments from base design.
a) Adjustments
HFE-150
Base Design, % 1.2
Adjustment for Softness, % 0 to +0.3
Adjustment for Gradation, % +0.3

Adjustment for Asphalt, % 0 to -0.3
Final Estimated Design, %
Lowest Design, % 0.6

Highest Design, % 1.8
b) Example
CMS-2SH~
Base Design, % I 1.5 I 1.2

Softness is average with I I
absolute viscosity 50,000 i i
poises and/or penetration I l
Z5d. i 0.0 i +0.1
Gradation is very coarse with I i
5% passing the #10 and 30% I I
Extracted asphalt content is I

7% or higher j-o2 ]j -o3
Final Estimated Design, %J 1.6 J 0.8
Estimating Total Fluid Content--Once the final estimated design emulsion content is de-
termined, it is necessary to estimate the total fluids (water and emulsion) content. This
is accomplished with the modified Oregon State Highway Division test method O S H D TM-
126 (CTB test) [4]. The objective of the test is to determine the amount of water (total
fluids content minus emulsion content) required for the mix. The test may also be used in
the field to spot-check the mix for total fluids content. Briefly, the modified CTB test is
conducted as follows:
1. Samples are prepared at the final estimated design emulsion content and at incremental
water contents (e.g., 0.5, 1.0, 1.5%), and each sample weight is recorded.
2. Each sample is placed and rodded in a split mold in two lifts.
3. Each sample is gradually compressed to a total load of 111 kN (25 kips)--1 rain to
achieve 89 kN (20 kips) plus 1/2 min to achieve the additional 22 kN (5 kips). The l l l - k N
(25-kip) load is held for 1 min.
4. The specimen weights are then determined. The difference between the initial sample
weight and the weight of the compacted specimen is the liquid loss.
100,000
CMS-2S HFE-150
80,000 1~] Hard (+) ~ Hard (+)
60,000
).
40,000
!iiii iiiito,o+o.-
iiiii
< 20,000
:fill
, ~ - - S o f t (-)
.... ..... Soft (Zero)
0. ,H.~ I
50~
CMS-2S HFE-150
40~ ...... Soft (Zero)

liiiii4 sof,~->
55~5~
=- 3 0 - /11,1
.2
20-
BiJJii
--'ii!i~i iiiiito,o+o,%P
HHS
.IH,r
10- Is/.s, :~IIII
H/.s. ,..tt
~e Hard (+) : .... Hard (+)
0
FIG. 1--Softness of asphalt in old pavement.
Sieve Size
1/2-in. 1/4-in. #10
100
80
t~ 60
40
41 cm Mill --
3.8 m Mill
20
0
12.7
--E I
6.4 2.0
Sieve Size, ram
FIG. 2--Range of milling (RAP) gradations from 41-cm (16-in.) mill and 3.8-m (150-in.) mill on
train.
10
CMS-2S HFE-150
8 High(-) High(-)
g 6 ~
<
~4 Low(+) ..... Low(Zero)
[_+0.3% [ [ 0to-0.3% [
42
FIG. 3---Adjusted for residual asphalt content.
The total fluids content that results in a liquid loss of 0 to 4 mL (0 to 4 g) is used as the
design total fluids content. From this the water content can be calculated (total fluids content
minus emulsion content). It should be pointed out that this test is valid for determining
total fluids and cannot directly determine the water content (i.e., the water must be cal-
culated).
Final Design--Up to the present time, the emulsion and water contents determined above
were used in construction. It is proposed, however, that for future projects the final emulsion
content be determined from tests on samples prepared at the final estimated design emulsion
content (determined above) and at the final estimated content _+0.4%. Figure 4 summarizes
the steps to select a final design emulsion content where CIR pavement will become part
of the structural design to upgrade the surface. The samples should be prepared using either
the Hveem (ASTM D 1561--Method for Preparation of Bituminous Mixture Test Specimens
lsion ]
l. Col 'tent ]
Dete
Tc ~me ~
Liq aids I I .......
Compact and Cure Test ]

Samples at EstimatedDesign
and at Estimate _+0.4%
1
Test For:
9 Stability
9 Modulus
9Fatigue
I
I SelectFinal
Water and
Emulsion
Content
FIG. 4--Suggested mix design process--future projects.

by Means of California Kneading Compactor) or Marshall (ASTM D 1559--Test Method

for Resistance to Plastic Flow of Bituminous Mixtures Using Marshall Apparatus) compac-
tion method. Table 7 gives a suggested sample preparation procedure for either method.
Once compacted and cured as prescribed, the samples are tested for stability, resilient
modulus, and fatigue. Suggested criteria (as of 1988) for selection of the final emulsion
content are given in Table 8.
Field Adjustments--In addition to the calculated adjustments to the base design emulsion
content (described above), field adjustments are made to the final estimated design emulsion
content. These include adjustments for (1) differences in RAP gradation, (2) isolated fat
TABLE 7--Suggested sample preparation procedurefor CIR.

1) Millings are s p l i t into approximately 5500 g batches; this size
sample provides sufficient material for four 6.4 cm (2.5 in.) high
specimens with an 1100 gm sample for moisture determination.
2) Sample is screened on the 2.5 cm (I in.) sieve. The material re-

tained on the 2.5 cm sieve is reduced in size to 100%passing 2.5 cm
sieve using 13.4 N (3 Ib) hammer. This is because the retained 2.5 cm
is too large for 10.2 cm (4 in.) molds.
3) Batch five 1100 gm samples of millings at the average gradation.

4) Determine moisture content of one batch by drying 24 hrs at I00~
(230"F).
s) Samples are heated to 60'C (140"F) • prior to mixing (I-2 hrs).
6) Water is added to the millings in the appropriate proportion based

on the dry weight of the millings: % water = 4.5 total liquid - %
added emulsion. Water is thoroughly mixed into millings by hand.
7) Water is added to the premoistened millings after water addition

using the recommendedcontent. The added emulsion is based upon
the dry weight of the millings. The emulsion is preheated to 60*C
(140~ • (1 hr) and mixed thoroughly into the batch by hand or using
a mechanized mixer.
8) The material is spread into a 30.5 cm x 41.2 cm (12 in. x 17 in.)

baking pan and allowed to cure for i hr at 60"C (140~ • to
simulate average time elapsed between paver laydown and i n i t i a l com-
paction during actual construction.
9) Samples are molded using standard Marshall or Hveemprocedures to

produce 6.4 cm (2.5 in.) • high briquets as described below:
a) Molds are preheated to 60~ (140~ •

b) Compactsamples using standard 50-blow compactive e f f o r t for
Marshall procedure or 150 blows at 3.1MPa (450 psi) for the
Hveem procedure.
c) Cure overnight at 60"C (140~ and recompact using 25 blows per
side for the Marshall procedure and 75 blows at 3.1MPa (450
psi) for the Hveemprocedure.
d) The molds are laid on t h e i r side and the briquets are cured for
24 hrs at 60~ (140~ • prior to extrusion.
e) Briquets are extruded with the compression testing machine.
f) Briquets are laid on t h e i r side to maximize surface exposure
and cured for 72 hrs at • room temperature prior to testing.
10) Specimensare tested for s t a b i l i t y , modulus, and fatigue at 25"C

(77~
TABLE 8---Suggested mix design criteria (1987-88). *

Property RecommendedValue
Hveem Stability > 10 after 2nd comp.
Resilient Modulus @25~ (77"F) 1.0-2.1 GPa
(150-300 ksi)
Modulus ratio @25"C (77~ after saturation >0.6
Fatigue Life @I00 #e @25"C (77"F) > 5,000
*Marshall Stability c r i t e r i a are currently being developed.
spots or unstable mixtures, and (3) visual appearance of the mat 2 to 3 h after rolling. The
field adjustments to the final estimated design emulsion content are described in detail below:
1. R A P Gradation. R A P gradation is checked frequently during construction. If differences
from the R A P gradation used to estimate the emulsion content occur, the emulsion content
is changed as described above (i.e., using Fig. 2).
2. Isolated Fat Spots and Unstable Mixes. Isolated fat spots and unstable mixes are noted
ahead of the mill. The emulsion content is dropped 0.2% in areas that appear slightly fat
and dropped 0.4% in areas that are obviously unstable and rutted. These adjustments are
made only if field samples were not taken at the exact locations of the distress.
3. Visual Appearance. Minor adjustments of +_0.1 to +_0.2% are made by visual ap-
pearance of the mat 2 to 3 h after initial compaction. Additional emulsion is added (up to
+ 0 . 2 % ) if the mat remains brown and is prone to raveling. On the other extreme, the
emulsion content is reduced 0.2% if the mat is very black and shiny and no raveling is
apparent.
Expected Ranges in Strength Properties

Mix property tests were performed on cores taken from the 1986 projects as part of the
O D O T / O S U study [7]. These tests included:
1. Resilient modulus (ASTM D 4123) and fatigue at 23~ (73~ at an initial tensile strain
of 100 microstrain (100 x 10 6), at a load duration of 0.1 s, and at dynamic loading frequency
of 1 Hz.
2. Marshall stability and flow (ASTM D 1559) at 60~ (140~ and at a static loading rate
of 5 cm/min (2 in./min).
Six 10-cm (4-in.)-diameter field cores were extracted from 7 of the 13 1986 projects in the
fall of 1986 (3 months after construction) and in the fall of 1987 (15 months after con-
struction). Three cores from each project were used for the modulus and fatigue tests, while
the remaining three cores from each project were used for the Marshall stability tests. The
results of these tests as well as expected ranges in these properties are discussed in the
following paragraphs.
Modulus and Fatigue

The results of the resilient modulus and fatigue life tests are summarized in Table 9, while
Fig. 5 summarizes these results graphically. All results represent the average of the three
o Q o o
c~ ~ e~J
~ ~ i ~
h -- ! I , -,
~
o ~
b '
~ .~ 0 0 o
u
o
r
g,
M _J
<
IL I l I
(J~ ,--4 ,-4
= i ~ .~
. I . I , I _. '
60 ASPHALTEMULSIONS
FIG. 5--Resilient modulus and fatigue life test results (selected 1986 projects): (a) modulus; (b) fatigue.
cores from each project. As indicated, the modulus values ranged from 1.2 to 3.5 GPa (175
to 513 ksi) in 1986 and from 1.7 to 4.0 GPa (242 to 587 ksi) in 1987. Fatigue lives ranged
from about 5900 to 33 000 in 1986 and from about 32 000 to 72 000 in 1987. The moduli
increased appreciably or remained about the same over time while, in all cases, the fatigue
lives increased significantly (Fig. 5).
It should be noted that for the Ochoco Highway project (MP 89.6 Junction O R 19), data
were included to indicate the extremes, to date, in the expected ranges. Excluding this data
would result in the following expected ranges for the remaining six of the seven projects:
1. M o d u l u s - - l . 4 to 3.4 GPa (200 to 500 ksi) at 3 months after construction and 1.7 to
3.4 GPa (250 to 500 ksi) at 15 months.
2. Fatigue----6000 to 16 000 load repetitions at 3 months after construction and 32 000 to

54 000 at 15 months.
Stability and Flow

The Marshall stability test results are summarized in Table 10, while Figure 6 displays
these results graphically. All results represent the average of the three cores from each
project. The results indicate that the stability values range from 1.0 to 3.5 kN (226 to
793 lb) in 1986 and from 2.7 to 4.6 kN (614 to 1032 lb) in 1987. Flow values ranged from
0.4 to 1.5 mm (17 to 59 mil) in 1986 and from 0.4 to 0.5 mm (16 to 20 mil) in 1987. Figure
6 shows that, as expected, the stabilities generally increased over time, while the flow values
generally decreased over time. Note that the stability test results support the modulus test
results. That is, when Fig. 5a is compared with Fig. 6a, the same trends (strength versus
time) are apparent.
Conclusions and Recommendations
Conclusions
The following conclusions appear to be warranted as a result of the contents of this paper:
1. Class I or Class II cold in-place recycling using either the recycling train or the single-
unit machine can produce a treatment suitable for a wearing or base course (the surface is
usually sealed if the treatment is used as a wearing course).
2. Cold recycled mixtures are quite variable, necessitating a simple procedure for esti-
mating emulsion and water content.
3. The improved mix design procedure (1987-88) accurately estimates (within 0.2%) the
design emulsion content for starting CIR projects.
4. The modified CTB test can be used to estimate the total fluids content in design and
during construction.
5. Current mix design criteria (1988) need to be verified for confirming the estimated
design emulsion content.
6. During the period 1984-88, 52 projects were completed. Pavement ratings in 1988
showed that 48 (92%) were performing very well and 4 (8%) had some unstable/rutted areas
that required repairs.
7. Based on the data to date, the structural contribution of properly designed and con-
structed CIR mixtures is nearly equivalent to that of conventional asphalt concrete mixtures.
Recommendations
The following recommendations for further study of cold in-place recycling in Oregon
include:
1. Confirm the mix design criteria (1988) by preparing and testing laboratory samples as
prescribed by the mix design procedure.
2. Continue to monitor the performance of the CIR projects constructed to date to obtain
and document long-term field performance of the cold in-place recycled pavements.
3. Continue to test field cores from the CIR projects to track mix properties of cold in-
place recycled pavements over time.
o c~ c~ c~
9 ~ ~
o o c~
~ ,::; ,::; 9
o
o
c~
,
c~ c~ c~ c~
-~, ~ ,~ 9 ~
aO
(D
o~ cO co ~ o~
0o
~ ~
c~ o
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.J~
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o
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o
FIG. ~-Marshall stability test results (selected 1986 projects): (a) stability; (b) flow.
References
[1] Dybalski, J. N., "Asphalt Emulsion Cold Mix Design," Proceedings, Fifteenth Annual Meeting of
the Colorado Asphalt Paving Seminar, January 1988, Colorado State University, Fort Collins, CO.
[21 Castedo, H., "Significance of Various Factors in the Recycling of Asphalt Pavements on Secondary
Roads," TRR 1115, Transportation Research Board, Washington, DC, 1987, pp. 125-134.
[3] Pemberton, R. A., "Design of an In-Place Cold Recycling Mix Using the AEMA Proposed Cold
Mix Design Method, Proceedings, Fourteenth Annual Meeting of the Asphalt Emulsion Manufac-
turers Association, Washington, DC, March 1986.
[4] Hicks, R. G. et al., "Development of Improved Mix Design and Construction Procedures for Cold
In-Place Recycled Pavements," interim report, Vols. I and II, FHWA-OPURD-87-6, Salem, OR,
February i987.
[5] Lottman, R. P., "Predicting Moisture-Induced Damage to Asphaltic Concrete," NCHRP Report
192, Transportation Research Board, Washington, DC, 1978.
[6] Hicks, R. G. et al., "Project Design Considerations for Cold In-Place Recycling," Proceedings,
AEMA Conference on Recycling with Asphalt Emulsions, AEMA, Washington, DC, November
1987.
[71 Scholz, T. et al., "Development of Improved Mix Design and Construction Procedures for Cold
In-Place Recycled Pavements," final report, Vol. III, FHWA-OR/RD-89-01, Salem, OR, June
1988.
[8] Quinn, W. J. et al., "Mix Design Procedures and Guidelines for 1. Asphalt Concrete; 2. Cement-
Treated Base; 3. Portland Cement Concrete," MTLS-87-0002, Materials and Research Section,
Oregon State Highway Division, Salem, OR, April 1987.
Robert F. B a k e r I
Asphalt Emulsion Slurry Seal and

Wheelpath Inlay
REFERENCE: Baker, R. F., "Asphalt Emulsion Slurry Seal and Wheelpath Inlay," Asphalt
Emulsions, ASTM STP 1079, H. W. Muncy, Ed., American Society for Testing and Materials,
Philadelphia, 1990, pp. 65-79.
ABSTRACT: This report documents the development of a slurry seal and wheelpath inlay
study. The objective of this study is to develop quick inexpensive procedures to improve skid
resistance, extend the useful life of a pavement, and to reduce wheelpath rutting on bituminous
concrete pavements.
A two-course asphalt emulsion slurry seal was constructed on two sites to monitor the
extension of useful pavement life and improved skid resistance. The slurry seal increased the
useful pavement life for at least three years and improved the skid resistance by approximately
30%.
A wheelpath inlay was constructed on a severely rutted bituminous concrete pavement. Rut
depth and skid resistance data were taken before and after construction. The inlay appears
to offer an effective, alternate, less costly procedure for correcting wheelpath rutting.
Recommendations are presented for the use of the slurry seal and the wheelpath inlay.
KEY WORDS: pavements, asphalt emulsions, highway maintenance, slurry seal, skid resis-
tance, rutting
Introduction
Objective
The objective of this study is to develop quick inexpensive procedures to improve skid
resistance, to extend the life of a pavement, and to reduce wheelpath rutting on bituminous
concrete pavements. This report describes the results of a two-phase study to satisfy those
objectives:
1. To develop a two-course asphalt emulsion slurry seal for improved skid resistance and
for the extension of useful pavement life on a mainline pavement surface with moderate
traffic.
2. To develop an alternate, less costly procedure for correcting wheelpath rutting using
an inlay mixture of latex-modified asphalt emulsion, aggregates, Type I portland cement,
water, and an additive to accelerate breaking and curing.
Background
Slurry Seal--The need for an inexpensive means to extend the time span between pavement
overlays in a period of limited highway maintenance funds necessitates a rehabilitation
~Research engineer, New Jersey Department of Transportation, Division of Research and Demon-
stration, Bureau of Transportation Structures Research, Trenton, NJ 08625.
Copyright by ASTM Int'l (all rights reserved); Thu Dec65

22 07:38:25 EST 2011
Downloaded/printed
Copyright9 byby
ASTM International www.astm.org
mechanism such as a two-course slurry seal. Although slurry seal is reportedly able to provide
several years of service on low-trafficked pavements, there was concern as to the material's
skid-resistant characteristics and durability on medium-volume pavements. Previous New
Jersey projects indicated that blast furnace slag aggregate can provide acceptable initial skid
resistance.
Wheelpath lnlay--Wheelpath rutting of bituminous surfacing resulting from heavy wheel
loadings can necessitate premature pavement overlays. Poor drainage in the rutted wheel-
paths is one of the primary causes of hydroplaning and skidding accidents. Ponded water
in ruts also contributes to water seepage through cracks and joints, thus accelerating pave-
ment deterioration. To correct this rutting, expensive measures such as the use of a leveling
course or milling often must be undertaken prior to resurfacing.
Construction and Data
Slurry Seal Tests

Route U.S. 206, Burlington County, and Route 1-78, Somerset County, were selected for
slurry seal applications. The bituminous concrete surface of both routes appeared dry and
lifeless with numerous cracks. It was also desirable to enhance the skid-resistance properties
of the pavement. Neither route showed extensive structural deterioration.
Route U.S. 206, Burlington County--The two-course slurry seal surface treatment was
applied on Route U.S. 206 from milepost 26.8 to milepost 28.3 in Springfield Township,
Burlington County, in May 1982. At this location, Route U.S. 206 is a four-lane undivided
bituminous concrete highway in a rural area of central New Jersey. The 1984 average annual
daily traffic ( A A D T ) was 11 200 vehicles, of which less than 10% are heavy trucks.
The existing pavement section consisted of several maintenance overlays over an original
bituminous pavement. A pavement condition survey indicated numerous longitudinal and
map cracks probably caused by oxidation of the bituminous surface. Figure 1 shows the
pavement surface before slurry seal.
Construction data--The asphalt emulsion slurry seal consists of a top course (Type II) and
a bottom course (Type Ill). The surface course aggregate was blast furnace slag from Warner
Co., MorrisviUe, Pennsylvania and was applied at 5.431 kg/m 2 (10 Ib/yd2). The bottom course
of 9.5-mm (3/8-in.) stone and screenings from Glen Mills, Pennsylvania was mixed at the job
site and applied at 5.693 kg/m 2 (15 lb/yd2). The job site blending did not provide adequate
mixing and resulted in an uneven bottom course surface which created a wavy, uneven
surface course. The material sources and aggregate gradations are shown in Table 1. The
slurry seal construction is shown in Figs. 2 and 3.
The application rate of the surface treatment was recorded by the resident engineer for
each day's application. The highest rate was 14 416 m 2 (17 244 yd ~) per day for top course
and 14 175 m z (16 956 yd 2) per day for bottom course. An average day's application was
12 122 m 2 (14 500 yd 2) for Route U.S. 206. The mobile slurry seal unit applies material at
0.61 m (2 linear ft) per second or about 1.84 m (2.2 yd 2) per second (3.5 m wide) (10 ft
wide).
Skid resistance--Skid resistance tests were made with the Department's skid tester one
week after the slurry seal application and at two-week intervals thereafter. Beginning in
August 1982, skid tests were made on one- to two-month intervals as conditions permitted.
The average skid numbers (SN) of the skid-resistance tests on the slurry seal are shown
in Table 2. Before the application of the slurry seal, the 1980 average skid resistance (SN)
was 40. Immediately after the application, the skid resistance was 52, which is an improve-
ment of 30%.
Surface appearance--During construction of the slurry seal, some uneven distribution,
BAKER ON SLURRY SEAL 67
FIG. l--Route U.S. 206--Surface bs slurry seal construction.
'FABLE l--Material gradation and s'upplier, Route U.S. 206, P,urlington County.
TYPL ll--SLu~gv S~AI -ToP Couast~

Screenings: Warner co., Morrisville, PA (slag) L.A. Abr. 40
Mineral Filler: Coplay cement (portland cement) local supply
Water: Local supply
Asphah Emulsion: Windsor Service, Inc., Reading, PA (Type CSS-1I-t)
TYPE II1--St,urrY SEAI.--BoTIOM COURSE

Screenings: Gencral crushcd stone, Glen Mills, PA
~/~in. stone: General crushed stone, Glen Mills, PA L.A. Abr. 23
Mineralfiller: Coplay cement (portland cement) local supply
Water: Local supply
Asphalt emulsion: Windsor Service, Inc., Reading, PA (Type CSS-1H)
The combined aggregate and mineral filler conforms to the following gradations:
Sieve Size Type II, Percent Passing Type III, Percent Passing
1/2 in, 100 100

3/8in. 100 90-100
No. 4 85-100 70-90
No. 8 65-90 45-70
No. 16 45-75 28-50
No. 30 30-55 19-34
No. 50 18-35 12-25
No. 100 10-21 7-18
"washboarding," of the material was noted as it left the spreader box, which was hung from
the rear of the truck. The washboarding was caused primarily by the inadequate on-site job
mixing of coarse aggregate and fines. The squeegee's action on the segregated mix as it left
the unsupported spreader box compounded the effect. By supporting the spreader box with
stabilizer bars, the washboarding reportedly could be eliminated on future jobs. As the
surface aged with traffic, the washboarding decreased in severity. The overall appearance
is acceptable and is shown in Fig. 4.
The overall surface texture is moderately coarse, but shows considerable variation with
FIG. 2--Mobile slurry seal unit.
FIG. 3 Appliealiml r~/,slurrv seal.
some smooth areas at the intersection at either end of the project. The smoofll texture is
attributed to tile consolidation of the slun-y seal due to the stopping action of traffic rather
than excessive wear.
Route 1-78, Somerset COunty--The two-course slurry seal was applied on Route 1-78
eastbound from Milepost 32.6 to Milepost 33.6 and from Milepost 35 to MiLepost 36 in
Bernards Township and Warren Township, Somerset County. The eastbound pavement
section is three lanes (six-lane divided highway) of bituminous concrete in a rural area of
northern New Jersey. The 1979 A A D T and the 1984 A A D T were 14 800 and 17 100,
respectively. This section has few heavy trucks.
The original pavement was built in 1971 and consists of 102-mm (4-in.) bituminous surface
course, 102-ram (4-in.) bituminous stabilized base course, 102-mm (4-in.) quarry-processed
stone base course, 204-ram (8-in.) macadam base course, and 306-ram (12-in.) granular
subbase.
The initial pavement condition survey which was performed in August 1981 indicated
numerous transverse, longitudinal, and map cracks. Most cracks were approximately
TABLE 2--Skid resistance tests: Route U.S. 206, Burlington County (average SN value).
Northbound Southbound
Date Outside Lane Inside Lane Outside Lane Inside Lane
21 May 1982 50 54 53 52
4 June 1982 53 54 51 52
25 June 1982 51 47 47 49
9 July 1982 50 54 51 51
27Aug. 1982 39 51 45 50
27Oct. 1982 43 51 47 50
19Nov. 1982 38 49 43 47
2Dee. 1982 43 55 47 52
6May 1983 48 55 49 53
25 July 1983 45 56 51 54
19Aug. 1983 38 44 46 54
22 Sept. 1983 45 59 48 55
9April 1984 44 59 48 55
25 June 1984 41 56 46 52
23Oct. 1984 42 57 44 54
26Mar. 1985 45 54 49 53
15 July 1985 39 54 51 52
7Oct. 1985 42 52 46 50
12Nov. 1985 42 52 46 49
FIG. 4---Typical close-up of finished surface.
6.4 mm (1/4-in.) wide and are attributed to oxidation of the asphalt top course. T h e typical
surface is shown in Fig. 5.
Construction data--The asphalt emulsion slurry seal consists of the b o t t o m course of
9.53-mm (3/8-in.) stone and screenings, which was plant-mixed material from L i m e s t o n e
Products, Lafayette, New Jersey. The plant-mixed material provided a m o r e uniform bottom
course, which results in a more uniformly distributed surface course. The surface course
aggregate was blast furnace slag from the W a r n e r Co., Morrisville, Pennsylvania. The
material sources and aggregate gradation are shown in Table 3.
The contractor began application of the bottom course on 17 May 1982 and c o m p l e t e d it
on May 20. The top course placement began on May 25 and was c o m p l e t e d on June 2. The
70 ASPHALTEMULSIONS
FIG. 5--Route 1-78--Surface before slurry seal construction.
TABLE 3--Material gradation and suppliers, Route 1-78, Somerset County.
TYPE H--SLURRYSEAL--ToPCOURSE
Screenings: Warner Co., Morrisville, PA (slag) L.A. Abr. 40
Water: Local supply
Asphalt emulsion: Windsor Service, Inc., Reading, PA (Type CSS-1H)
TYPE III--SLURRYSEAL--BoTTOMCOURSE
Screenings: Limestone Products, Lafayette, NJ
3#-in. stone: Limestone Products, Lafayette, NJ L.A. Abr. 35
Water: Local supply
Asphalt emulsion: Windsor Service, Inc. Reading, PA (Type CSS-1H)
The combined aggregate and mineral filler conforms to the following gradation:
Sieve Size Type II, Percent Passing Type III, Percent Passing
1/2in. 100 100

3/sin. 100 90-100
No. 4 85-100 70-90
No. 8 65-90 45-70
No. 16 45-75 28-50
No. 30 30-55 19-34
No. 50 18-35 12-25
No. 100 10-21 7-18
slurry seal was applied 11.58 m (38 ft) wide in three 3.05-m (10-ft) passes and one
2.44-m (8-ft) pass. A total of 38 158 m 2 (45 643 yd 2) of each course was placed. Rainy
weather delayed construction and curing of the slurry seal.
Skid resistance--The 1980 skid test survey (before the slurry seal) indicates that the average
skid resistance (SN) was 41. Skid resistance tests of the slurry seal were made with the
Department's skid tester one week after the final application. The average SN of the slurry
seal measurements are shown in Table 4. The average initial skid resistance (SN) on the
slurry seal was 53, which is a 30% improvement from the original surface. The numbers
TABLE 4--Skid resistance tests, Route 1-78, Somerset County (average SN).
Eastbound
Date Outside Lane Center Lane Inside Lane
11 June 1982 52 54 51
26 July 1983 55 55 57
22 Aug. 1983 47 57 62
23 Sept. 1983 55 59 63
25 June 1984 46 56 62
23 Oct. 1984 54 59 65
1 April 1985 54 60 64
20 Sept. 1985 51 54 61
show a normal seasonal variation and suggest that there has been little, if any, loss of skid
resistance.
Surface appearance--pavement condition surveys were conducted periodically over the
three-year evaluation to analyze pavement cracking and surface appearance. Reflection
cracks were noted on the surface shortly after construction. These cracks were less than
l/s in. wide and were not detrimental to the pavement surface. In contrast to the moderately
rough surface texture of the Route U.S. 206 application, the Route 1-78 slurry seal has a
sharp texture throughout the project. The typical cracking and texture on the slurry seal is
shown in Fig. 6.
The untreated (no slurry seal application) pavement surface, which is before and after
the slurry seal section on Route 1-78, was periodically monitored for cracking and pavement
deterioration. The deterioration of this pavement progressed to severe alligator cracking
where pieces of bituminous concrete became loose. Figure 7 shows typical alligator cracking
and loose bituminous concrete. This cracking is characteristic of pavement failure which
Copyright by ASTM Int'l (all rights (~-Cracking

FIG.reserved); on the
Thu Dec slurry seal--Route
22 07:38:25 EST 2011 1-78.
72 ASPHALTEMULSIONS
FIG. 7--Cracking on the untreated section--Route 1-78.
requires rehabilitation and resurfacing. The slurry seal application delayed the occurrence
of this condition for three to four years.
Cost of Alternate Materials--The bid price of Type III slurry seal was $1.14/m 2 (95 cents/
yd 2) and the Type II slurry seal was 0.96/m-' (80 cents/yd 2) for a total slurry seal bid price
of $2.09/m 2 ($1.75/yd2). The cost of a typical 38-mm (l'/2-in.)-thick bituminous concrete
surface course overlay in 1982 was $2.91/m 2 ($2.43/yd2). It follows then, if the slurry seal is
to be cost effective in comparison to a thin overlay, it must provide a serviceable, skid-
resistance surface for more than five years, assuming an average life of seven years for a
38-mm (l'h-in.) bituminous concrete overlay ($2.09 per m~/5 years, $2.91 per m2/7 years)
(1.75 dollars per yd~/5 years, 2.43 dollars per yd2/7 years).
The 1986 cost of two-course slurry seal is estimated to be $1.91/m 2 ($1.60/yd2), and the
1986 cost of a 38 mm (11/2 in.) overlay is about $3.89/m 2 ($3.25/yd2). Under these cost
conditions the slurry seal has a 31h-year breakeven point.
Wheelpath Inlay Tests

The wheelpath inlay site is located on Route 1-295, Westville, Gloucester and Camden
Counties. This section of Route 1-295 is an urban six-lane divided bituminous concrete
pavement. The 1984 A A D T is approximately 50 000. Several years prior to the construction
of the inlay, the original bituminous concrete pavement was overlayed with a variable
thickness bituminous concrete. After a few years, severe rutting was noted on the entire
section.
Construction Data--The wheelpath inlay material is a microsurfacing emulsion which is
a mixture of aggregate, latex modified asphalt emulsion, Type I portland cement, water,
and an additive which controls the breaking and curing time of the mix. The material cures
from the bottomup through a chemical reaction that releases water to the surface. The
chemical reaction is the primary difference between this material and the previous slurry
seal.
Because the breaking and curing are chemically triggered, the aggregate must be com-
patible with the latex modified emulsion. The chemical reaction, which is indicated by a
change from a pH 2 (acidic) in the pugmill to a pH 10 (basic) behind the spreader box,
provides the quick set. For that reason, a gneiss aggregate (Fig. 8) from Mt. Holly Devault
stone was used instead of the more skid-resistant blast furnace slag. A cationic (positive
charge) type CSS-1H latex-modified emulsion was used on the Route 1-295 project.
The general contractor for the construction was United Slurry Seal of Wenonah, New
Jersey, and the subcontractor was Bituminous Paving Systems of Hilliard, Ohio. The con-
struction began 6 May 1986 by inlaying both wheel ruts in the northbound and southbound
100
90
80
70
L.3
6O
Z
<
L~
I--
5O
Z
uJ
L_J
LcJ
o.. 40
30
20
10
100 30 10 4 3/8
Sieve Size
FIG, 8--Gradation chart microsurfacing emulsion aggregate.
center and outside lanes for two miles. The southbound inside center and outside lanes were
overlayed with a full width application. The construction was completed on 12 May 1986.
In the construction process, the aggregate, latex-modified emulsion, and water are dis-
charged from a specially built hopper truck into the self-propelled mixer. The mixer pro-
portions and mixes the truck-discharged materials, adds Type I portland cement, and dis-
charges the mixture into a spreader box which is pulled behind the mixer. The spreader box
is equipped with auger paddles that move the mixture from the center to the ends along
the rear squeegee that brings the mixture back to the center along the front of the box.
Since the mixture is thixotropic, the auger paddles create the required agitation to prevent
the premature breaking and curing of the mixture and create a uniform mixture distribution
throughout the box. The inlay construction process is shown in Fig. 9, and the mixer is
pictured in Fig. 10.
The wheelpath rut filling used a 1.83-m (6-ft) spreader box. This specially designed box
has two metal screeds with rubber inserts that are angled from the sides toward the center.
Augers are used ahead of the first strikeoff plate to uniformly spread the mix.
After the inlay was placed, the surface was rolled with a pneumatic-tired roller: The inlay
is rolled immediately behind the paver.
The average application rate was 205 metric tons (226 tons) per day for the rut filling. A
total of 1181 metric tons (1302 tons) was applied in both directions.
The pavement was opened to traffic from 1/2to 6 h after placement, depending on weather
conditions. Essentially, curing time was dependent on air temperature and was based on
the judgment of the contractor. The typical surface and completed rut filling are shown in
Figs. 11 and 12.
Rutting--Rut depth data are shown in Table 5. In the northbound lanes, the rutting before
the inlay construction was 27 mm (11/16 in.) before construction and approximately 5 mm
(3/16 in.) immediately after construction.
The 4-mm (3/,~-in.) rutting after construction and subsequent 6 mm (1/4in.) in December
and 10 mm (3/8 in.) to July are attributed to compaction by heavy trucks.
In the southbound lanes where the inlay was constructed and an overlay was applied, the
rutting was 22 mm (7/8in.) before the inlay construction. After the overlay, the rutting was
5 mm (3/16in.). By July, the rutting had increased to approximately 8 mm (5/16in.), which is
slightly less than the 3/8 in. in the northbound lane.
FIG. 9--R~affftling con.~trucmm.

FIG. l() Inlay construction equipment.
Skid resistance Skid resistance data are s h o w n in T a b l e 5. T h e initial skid resistance

values (SN) before c o n s t r u c t i o n are 33 for the n o r t h b o u n d a n d 36 for the s o u t h b o u n d lane.
T h e average skid resistance wdues after c o n s t r u c t i o n of the inlay and overlay in July i n c r e a s e d
to 47 in the n o r t h b o u n d a n d 55 in the s o u t h b o u n d . T h e s e values are r a t e d good. T h e latest
average skid resistance values are 41 for the n o r t h b o u n d and 48 for the s o u t h b o u n d . T h e s e
values are also r a t e d good, but are slightly less t h a n the wtlues i m m e d i a t e l y after c o n s t r u c t i o n .
FIG.
Copyright by ASTM Int'l (all rights 11 7~vpical
reserved); wheelpalh
Thu Dec inlayEST
22 07:38:25 sutja~e
2011
76 ASPHALTEMULSIONS
FIG. 12 Complete rut.filling,
The lower values are probably due to the loss of texture which resulted from consolidation
of the aggregate by heavy truck traffic, Since this project had no stopping areas, skid values
were not available for those areas.
Costs--The in-place cost of the 1986 inlay construction is $148.85/lnetric ton ($135 per
ton) or about $3.78/m-" ($3.16/yd'-). This cost is undoubtedly affected by the expcrinlental
nature of the project and the out-of-state contractor. Lower costs would be anticipated with
a greater volume of work and the availability of qualified local contractors.
TABLE 5--Rut depths and skid resistance, Route 1-295, Westville.
Rut Depths Northbound Southbound
Before inlay construction 27 mm (1 in.) 22 mm (7/8in.)

Data 5/12/86 4 mm (3/16in.) 4 mm (3/16 in.) (overlay)
Data 12/10/86 7 mm (1/4in.) 7 mm (~/4in.) (overlay)
Data 7/31/87 9 mrn (3/8in.) 8 mm (5/16in.) (overlay)
Data 6/23/88 9 mm (3/8in.) 9 mm (3/8in.) (overlay)
SKID RESISTANCE(SN)
Before inlay construction Range 28-37 Range 31-43
Average 33 Average 36
Data 6/19/86 Range 45-64
Range 43-52 Average 54
Average 47 (overlay)
Data 6/25/87 Range 39-54
Range 38-43 Average 48
Average 41 (overlay)
Data 8/17/87 Range 37-45 Range 48-60
Data 6/8/88 Range 38-47 Range 43--58
However, the use of the microsurfacing emulsion as a rut-filling procedure compares

favorably with the cost of milling and overlaying. The present average cost of milling,
including maintenance support, is $2.39/m 2 ($2.00/yd2). The cost of a 38-mm (ll/2-in.) bi-
tuminous overlay ranges from $3.00 to $4.19 per m 2 ($2.50 to $3.50 per yd2). A t this time,
a pavement is not milled without overlaying. The average cost of milling and overlaying is
about $6.00 per m 2 ($5.00 per yd 2) as compared to the $3.78 per m 2 ($3.16 yd 2) for the
microsurfacing emulsion. Obviously, the significance of these initial costs will have to await
a determination of inlay life. A t that time, life cycle cost comparisons can be made.
Conclusions
The study developed two quick inexpensive procedures to improve skid resistance, to
extend the life of a pavement, and to reduce wheelpath rutting on bituminous concrete
pavements. The first procedure is a two-course asphalt emulsion slurry seal with a blast
furnace slag aggregate for skid resistance.
The slurry seal application on the Route U.S. 206 project has increased the useful life of
the existing pavement by at least three years. The aggregate and fines mixing on the Route
U.S. 206 project was done by a front-end loader from stockpiles of aggregate and fines. On
the Route 1-78 project, the aggregate and fines were plant mixed, which made a more
uniform distribution of material resulting in no delaminated areas.
The slurry seal application on the Route 1-78 project has appreciably slowed the deteri-
oration of the existing pavement as compared with the adjacent areas. The project has a
uniform texture and no areas of delamination. Although reflection cracks have appeared
on the surface, the cracks have not been detrimental to the slurry seal surface. The slurry
seal application and the bituminous concrete pavement under it have not deteriorated. In
contrast, the bituminous pavement not treated with the slurry seal has further deteriorated
to the point that it now shows serious alligator cracking and dislodged pieces of bituminous
concrete.
Skid-resistance tests indicate that the slurry seal application initially increased the skid
resistance by approximately 30% for both routes. Subsequent data show that the skid
numbers have not significantly changed on either project with the exception of the outside
lanes on Route U.S. 206. The blast furnace slag surface course provided a very good skid
resistance on both projects.
The total in-place bid costs of the two-course slurry seal was $2.69 per m 2 (1.75 dollars
per yd 2) in 1982. In contrast, the cost of a 38-mm (l'/2-in.)-thick bituminous concrete surface
overlay was $2.91 per m 2 ($2.43 per yd 2) in 1982. The bid price of the slurry seal on these
projects undoubtedly reflects the relatively long haul distance associated with the aggregates
and asphalt emulsion. The present cost of slurry seal is estimated to be about 18 cents less
per m 2 (15 cents less per yd 2) ($1.91 per m 2) (1.60 dollars per yd 2) for a two-course application.
The present cost of a 38-mm (l'h-in.) bituminous concrete overlay is about $3.89
per m 2 ($3.25 per yd~). A t the current costs, a slurry seal has to provide 31/2 years service
to be competitive with a bituminous overlay. Since the slurry seal provides at least that and
possibly more, the slurry seal is cos~ effective.
The second procedure uses an inlay material which consists of a latex modified asphalt
emulsion with an additive to improve breaking and curing. A gneiss aggregate was used for
the inlay.
The inlay procedure appears to be an effective, alternate, less costly procedure for cor-
recting wheelpath rutting. The inlay fills wheel ruts quickly by eliminating major construction
delays and provides good skid resistance for mainline pavement.
Rut depth measurements prior to inlaying indicated that existing ruts averaged 25.4 mm
(1 in.) in depth. After rut filling, rut depths were 4 mm (0.16 in.). In June 1988 the rut
depths increased to 10 mm (0.39 in.) (northbound) and 9 mm (0.36 in.) (southbound), which
is attributed to consolidation of the inlay under traffic. Rut depth measurements will continue
to be monitored for two years.
The average skid-resistance values of the mainline pavement increased by 43 and 53%
for the northbound and southbound lanes, respectively. The present skid-resistance values
are good. Skid resistance will also be measured twice a year during the evaluation. Since
this project had no stopping areas, skid data were not available for those areas.
The total in-place cost of the rut filling is $3.78 per m 2 ($3.16 per yd2). This compares
favorably with the approximate $6.00 per m 2 ($5.00 per yd 2) cost of milling and overlaying.
Recommendations
A two-course asphalt emulsion slurry seal is recommended as a maintenance improvement
on worn and slippery bituminous pavement to improve skid resistance. In cases of hazardous
surface conditions, the slurry seal is a quick remedy which renews the old surface without
the need to raise manholes and inlets. The slurry seal application can be effective on
moderately traveled pavements (10 000 A A D T ) for three to four years.
The slurry seal is recommended for use on structurally adequate bituminous pavements
for a temporary surface prior to a major reconstruction and rehabilitation. As an expedient
maintenance overlay, the slurry seal will retard further deterioration of an oxidation-cracked
pavement for three to four years.
The intent of the slurry seal is to provide an alternate overlay procedure to the 38-mm
(ll/2-in.) bituminous overlay under conditions which necessitate an expedient remedial action.
Since the quality control of the normal 38-mm (11/2 in.) bituminous overlay is significantly
better than the slurry seal, it should not be substituted routinely for a bituminous overlay.
The slurry seal coarse and fine aggregates should be plant mixed to assure thorough
blending and to avoid segregation and resultant washboarding and delamination.
Blast furnace slag aggregate should be used in the surface course of a two-course slurry
seal to ensure improved skid resistance.
On future slurry seal projects, the spreader box should be equipped with a hydraulically
powered auger to ensure that the mixture is spread uniformly across the spreader box width.
Stabilizer bars should be used to attach the spreader box to the truck. The stabilizer bars
will reduce chatter and washboarding.
Based on the initial satisfactory performance of the rut-filling inlay as a maintenance rut-
filling process, it is recommended that additional sections of the inlay be constructed as
appropriate sites become available. The use of the inlay solely as an antiskid treatment was
not considered to be one of the primary objectives of this study. Its use in many of the areas
subject to rutting, i.e., stopping areas at traffic signals, would require a high degree of skid
resistance. Although the skid resistance properties to date appear satisfactory, additional
rut filling installations at stopping areas would provide further evidence. Future sites could
be selected with this requirement.
Implementation Statement
The information developed during the course of this study has provided by the New Jersey
Department of Transportation with guidance as to slurry seal and wheelpath inlay construc-
tion methods and performance. The work has confirmed that a slurry seal and wheelpath
inlay materials are viable alternatives for temporary surface improvement and skid-resistance
improvement on moderately traveled bituminous pavements.
Implementation of the study findings will require that the Department's maintenance and
design units consider the use of slurry seals on a case-by-case basis in accord with the usage
guidelines recommended herein.
Notice
This publication is disseminated in the interest of information exchange. The opinions,
findings, and conclusions expressed in the publication are those of the author and not
necessarily those of the New Jersey Department of Transportation or the Federal Highway
Administration. This report does not constitute a standard, specification, or regulation.
Trademarks and manufacturers' names appear herein only because they are considered
essential to the object of this report.
Gerald H. Reinke, 1 William R. Ballou, 1 Steve L. Engber, t and
Timothy M. O'Connell I
Studies of Polymer-Modified Microsurfacing

Materials in Highway Maintenance
REFERENCE: Reinke, G. H., Ballou, W. R., Engber, S. L., and O'Connell, T. M., "Studies
of Polymer-Modlfied Microsurfacing Materials in Highway Maintenance," Asphalt Emulsions,
ASTM STP 1079, H. W. Muncy, Ed., American Society for Testing and Materials, Philadel-
phia, 1990, pp. 80-105.
ABSTRACT: A brief discussion of the nature and design of polymer-modified microsurfacing

materials is followed by a study comparing the resilient modulus of field cores from a rut-
filling project with laboratory-generated cores of a similar nature. Resilient modulus testing
was performed at temperatures ranging from - 3 0 to 100~ (-34.4 to 37.8~ on cores cut
from two different projects. The cores consisted of modified and control sections. Laboratory
cores based on the polymer-modified product were made using three curing and compaction
schemes; an unmodified set of controls was prepared also. Data comparing the resilient modulus
characteristics and core densities of field sections and laboratory cores are presented. Finally,
creep modulus data for the field modified and control sections are presented.
KEY WORDS: microsurfacing, resilient modulus, polymer, emulsion, creep modulus, stiff-
ness, quick traffic
After a brief history of these modified binders relative to unmodified, we will present
new data essential to understanding these surface dressings.
The binder film thickness, voids in the asphalt-aggregate mixture, and the flexibility and
stiffness at temperature extremes are essential ingredients of a bituminous mixture resisting
movement or deformation. This paper describes test results done experimentally and in the
field that show the performance of these modified cold-applied emulsion mixes and their
acceptance and overwhelming approval among pavement engineers and maintenance per-
sonnel. This paper will not be slanted toward any producer group; it will address our
understanding of the system and the quality aspects necessary to make it successful.
Koch Materials Co. began taking an active interest in the resurgence of polyelastomer
modified binders in 1983. Elastomers have been used for many years to modify the tem-
perature susceptibility of asphalts and to improve stability. The energy crisis accelerated
research aimed at improving emulsions by the addition of elastomers. Although a number
of interstate highways, residential streets, and runways have bearing capacity, their original
surface characteristics have been partially or totally lost with time and wear.
This paper describes a cold-applied emulsion mix using a controlled setting cationic mod-
ified emulsion by co-milling natural rubber in the water phase.
Characteristics of these mixes include
1. Pavement durability and resistance to loss of skid numbers due to abrasion.
2. Resistance to permanent deformation.
1Koch Materials Co., Wichita, KS.
80
Copyright9 1990 by ASTM lntcrnational www.astm.org
REINKE ET AL, ON MICROSURFACING MATERIALS 81
3. Wide service temperature range to resist movement at high temperatures and reduce
brittleness in cold extremes.
4. Good adhesion to existing pavements both asphaltic and portland cement.
5. No loose aggregates as with other surface applications.
6. Environmentally safe--no emissions.
7. Noise reduction while maintaining maximum roughness for antiskid properties and
drainage of the surface.
The introduction of emulsified bitumens in the early 20th century made possible the use
of thin layered, cold-applied emulsified bitumen aggregate mixes in the treatment of pave-
ment surfaces. The original slurry seal developed in the 1920s and 1930s was applied in very
thin layers as a mass crack sealer and surface dressing. Since that time there has been a
long and steady trend toward the use of thicker and coarser mixes ranging from the early
3 to 6 Ib/yd2 (1.63 to 3.26 kg/m 2) through the more normal 15 to 22 lb/yd 2, but now more
commonly in the 15 to 30 lb/yd 2 (8.16 to 16.3 kg/m 2) range (Fig. 1).
Equipment to produce and lay these heavier slurries and cold mixes has evolved to the
highly sophisticated, continuously self-loading machines of the present day. Production rates
of 500 to 700 tons per day are common with these machines. As many as 15 lane-miles per
day have been achieved.
Productivity restraints caused by the use of conventional "slow-set" and "quick-set"
emulsion-aggregate systems have stimulated the development of "quick-traffic" systems.
The demand for improved bitumen properties and for improved aggregate quality brought
about by heavier, multilayered applications has, in turn, stimulated the rise of "performance"
material systems [1].
After early development of microsurfacing in Europe, it was introduced to the United
States in 1980. Trials were made, and acceptance spread rapidly. Today 12 to 15 states use
FIG. 1--Typical pavement core showing microsurfacing layer (rut fill) and underlying pavement.
82 ASPHALTEMULSIONS
this material routinely, while another 20 are evaluating test sections applied in the last
several years. Material approval and funding has come from both the Federal Highway
Administration and the Federal Aviation Administration for use of this high-type surface
application [2,3].
Microsurfacing is a chemically triggered latex modified bituminous emulsion mixed with
selected crushed aggregates, water, and mineral filler to produce a cold laid asphalt concrete
pavement. It is a low-energy system targeted to maintenance and construction of high-
density expressways, residential arterials, and airport runways. Early work to explain dif-
ference between modified and unmodified binders is shown in Table 1.
Normal properties of an unmodified AC 20 are shown; those values are: viscosity at 140~
(25~ of 2000 poise, softening point of l18~ (47.8~ and a penetration 67 at 77~ (25~
100-g load for 5 s. Ductilities are normal at ambient and cold temperatures.
Other elastomer systems modify the same control AC quite differently, and their use is
normally centered about their enhanced properties. Viscosities are increased, penetrations
are lowered, and cold ductilities and brittleness changes are evident. The natural-occurring
isoprene rubber contained in the microsurfacing binder has changed properties dramatically.
Viscosity is high, though accuracy may be suspect in that the test temperature is below the
softening point temperature; more properly these should be referred to as apparent viscos-
ities. They are much higher than for the other elastomers using the same loading by weight
of asphalt cement. Softening point and cold temperature brittleness are enhanced consid-
erably. These are prime factors in analyzing resistance to permanent deformation or rutting
and loss of adhesion resulting in chip loss or movement. Simply stated, rubber-modified
mixes are more flexible at low temperatures and stiffer at high temperatures relative to the
unmodified mix. Oklahoma data generated from a control section clearly show improved
rutting resistance with microsurfacing mixes over an adjacent hot mix section [4].
Cold mix asphaltic mixtures have the advantage of using the effects of the residual emul-
sifying agent and additives to improve adhesion and cohesion as well as improving high-
and low-temperature properties [1].
Microsurfacing contains a special emulsifier additive. This material acts as a cationic
emulsifier at low pH, then becomes a strong antistrip adhesion agent at high pH final set.
This unique controlled process is a reaction between the emulsifier system and the aggregate
mineral filler system. It can be observed that a pH change has taken place on the roadway
immediately after placement of the mix. Because these microsurfacings bond chemically
and do not require immediate compaction, excellent adhesion and desired density are uni-
form across the entire overlay. A liquid system initially after placement allows small cracks
to fill and insures a permanent bond to the old surface. Tacking is not necessary except on
portland cement roadways.
The mix design for this material was developed in Europe and later modified for use in
the United States (Table 2). The emulsion manufacturer is responsible for formulating the
mix design. Stability, flow, density, and voids are factors affecting the performance of this
product (Table 3). Well-graded, clean aggregates with good hardness and soundness qualities
insure good mix cohesion. Sand equivalent values are used in determining suitability along
with more specialized tests including methylene blue, Schultz-Breuer adhesion tests, and
cohesion tests measuring setting and quick traffic characteristics. The suitable aggregates
must be compatible for the necessary mixing and lay down procedure. Aggregates may be
blended to overcome reactivity or gradation inadequacies [3].
The present design methods, however, do not address some problems. When dense graded
emulsion mixes are applied in variable thicknesses (single and multiple stone depth) as is
required in rutfilling and leveling, special design problems arise. As water is removed from
the mix, additional voids are created. The prediction of the degree of traffic compaction, if
any, becomes important if the rutfilling or reprofiling operation is to succeed since both
Marshall and Hveem methods currently use high-temperature impact compaction. They do
REINKE ET AL. ON MICROSURFACING MATERIALS 83
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84 ASPHALTEMULSIONS
TABLE 2--1SSA guide.
Aggregate Gradation Microsurface Binder, % Slurry Binder, %
ISSA Type I: 0/2 mm 6.5-8.0 10-16

ISSA Type II: 0/3 mm 5.5-7.0 7.5-13.5
ISSA Type III: 0/5 mm 5.0--6.0 6.5-12
NOTE: These values are based on ISSA Guide S-105, while the French emulsion producers require
a binder content of 11 to 13% (based on dry weight) for a normal 17 to 25 lb/yd2 (8 to 12 kg/m2)
application.
MICROSURFACE-~OVERLAYS
0/#10 (0/2 ram) 11-21 lb/ydz (6-12 kg/m 2)
0/#6 (0/3 ram) 14-26 lb/ydz (8-15 kg/m2)
0/#4 (0/5 ram) 21-35 lb/yd2 (12-30 kg/m2)
0/5/16 (0/8 ram) 32-44 lb/yd2 (18-25 kg,/m2)
0/7/16 (0/11ram) 44-62 lb/ydz (25-35 kg/ra2)
NOTE: The optimum microsurface binder content is determined from established Marshall methods
normally used for hot-mix application.
TABLE 3---Marshall data (Joplin Chat 7.0 Bit).
Stability Density,
Materials at 140~ Flow, in. lb/ft3 Voids, %
Control AC 20 2533 16 131 6

3.5 SBR A 3164 17 133 8
3.5 SBR B 3353 18 132 8
3.5 SBR C 3190 17 132 8
3.5 Chloroprene D 1920 14 129 9
3.5 Chloroprene E 2265 11 130 9
3.5 Natural Polyisoprene 3190 17 132 8
not simulate the ambient temperature rolling and traffic compaction void content typical in
field performance. Early specimens of cores taken after one year in place showed that voids
in the 9 to 11% range were common and performing adequately. Thought has been given
that these voids insulate underlying materials from temperature extremes, thereby decreasing
movement of those layers. Conventional slurry seal design is not generally applicable to
multilayers because the bitumen contents required are too high. Normal slurries may contain
up to 40% more residue than a modified microsurface due to increased mix stability. Mul-
tistone thickness slurries would therefore bleed and slick as the uppermost stones are pushed
into the underlying layers.
Studies are now in progress using ambient temperature static loads in an attempt to more
closely identify cold process performance. This testing could show different properties where
premature hardening of the asphalt is not a factor as with hot applied materials.
O n e area presently explored by Koch to increase understanding of these elastomer prop-
erties and their effects on asphalt mixtures is evaluation through the use of resilient modulus
(Mr).
Modulus can be described as the stress divided by the strain [5]. Conditions change when
using viscoelastic material. Modulus numbers obtained by short duration loading are known
as resilient or stiffness modulus and are much higher values than long loading periods. Long
loading values are generally referred to as creep modulus due to flow occurring. The Mark
VI resilient modulus device functions by applying a 250-ms load pulse across the vertical
diameter of the core specimen, sensing the horizontal diametral deformation for 0.05 to
0.10 s after the beginning of the deformation. The specimen's diameter may be from 3.5 to
4.0 in. and its thickness to 23/4 in. (50.8 to 19.1 mm) (Fig. 2).
There is field evidence that microsurfacings laid in ruts as thick as 1.5 in. (38.1 mm) have
resisted rerutting while conventional AC-20 hot mixes laid in similar ruts as control sections
have rerutted. In an effort to explore and compare the properties of these mixes, cores were
cut from Highway 64 at Sand Springs, Oklahoma (Fig. 3). This project was completed in
1983. These cores were both conventional AC-20 hot mix and polymer-modified microsur-
facings. While these materials are fundamentally different, the basis of comparison is that
the conventional mix was the alternate material of choice to address this rutting problem.
We want to stress that this is not a comparison between a polymer-modified asphalt and its
nonmodified counterpart. We are not comparing just binders, but the entire mix; it is the
mix which must perform regardless of the properties of the binder. Too much attention has
been paid to the easily measured and impressive values that polymer-modified binders can
generate; more time and dollars are needed to study the less glamourous, harder to obtain
characteristics of mixes made from those modified binders.
At low temperatures and short loading times, a conventional asphalt binder will behave
as a hard, brittle, and elastic material. On the other hand, the same material will be a soft,
ductile, and viscous material at high temperatures and long loading times. Temperature
extremes and traffic conditions continually challenge the elastic or viscous components of
flexible pavements.
Tables 4 and 5A-G show the sample core origination, sample number, core density, and
the test temperature versus resilient modulus data for each core. Samples such as "Mn,XX"
were tested at a low strain value of 25 -+ 5 txin. Samples such as "MR,XXX" were tested
at a high strain of 100 _+ 20 Ixin. The high-strain and low-strain tests were run on the same
core; the nomenclature distinction is one we used to keep data separate for further analysis.
FIG. ~Sectioned sample mounted in frame.

In Fig. 4 we plotted low strain data for two of the microsurfacing cores and the low strain
data for one of the AC-20 cores. The AC-20 data show little variation, but the microsurface
has some variability; therefore, it seemed prudent to show more than one set of data rather
than average the data sets. The graphical presentation of the data shows that the resilient
modulus of the microsurfacing cores is substantially lower than the AC-20 at the coldest
temperatures and is actually equal to and greater than that of the AC-20 mix at temperatures
in excess of 37.8~ (100~ When one observes the lower densities of the microsurfacing
cores, the lower resilient modulus at cold temperatures may not seem surprising; however,
the higher Mr values at high temperatures is out of the ordinary. In fact, the field observations
of these pavements in service bear out these findings. The microsurfacing filled ruts are not
rerutting after five years in service, and the densities after that period of time are still in
the 127 to 130 lb/ft 3 (2038 to 2087 kg/m 2) range. It would seem that the high apparent viscosity
and the increased softening point typically imparted to the binder by the natural latex does
play an important role in enabling the mix to maintain a low density after an extended
period of time. On the other hand, the low temperature ductility generally is not changed
substantially; although a low-temperature ductility of 7 to 12 cm is quite good for a material
with an apparent viscosity at 60~ (140~ of 10000 + poise. In Fig. 5 similar data is shown
for the high strain data of both cores. Figure 6 shows data from the Highway 64 cores plotted
with core data from Kipp Road in Saline County, Kansas. This project was completed in
1980. Kipp Road was surfaced with a thinner layer of microsurfacing, and as a result only
about 40 to 60% of the core was modified mix while the remainder of the core was the
existing bituminous surface. As you can see from Fig. 6, the data lie intermediate between
the AC-20 and the microsurfacing cores of Highway 64.
In an effort to explore the behavior of mixes made with modified emulsion and AC-20
hot mix, lab samples were prepared and tested. Samples " A " were modified emulsion mixes
in which the emulsion was mixed with the aggregate, cast into a pan, and allowed to cure
at 60~ (140~ overnight. The next day the cured mix was broken into pieces, heated to
137.8~ (280~ compacted with 25 blow Marshall, and then further compacted with an
8000-1b static load. Samples "B" were modified samples prepared in standard hot mix fashion
used in preparing microsurfacing cores. The emulsion is mixed with the aggregate until the
mix breaks and crumbles. The mix is than cured three days at ambient temperature, com-
pacted at 137.8~ (280~ Samples "C" were cast cold into the mold, allowed to drain
overnight while remaining in the mold at 60~ (140~ That mix was then further compressed
to achieve desired density and cured at 140~ to constant weight. Samples " D " were AC-
20 hot mix cores prepared in the normal fashion. Figure 7 is a resilient modulus comparison
between two laboratory prepared cores. As can be seen, the microsurface has a lesser slope
than does the AC-20, thus exhibiting the same properties that were found in the field samples.
Since we attempted to obtain cores of similar density for comparison purposes, it seems
that the AC-20 mix suffers more at high temperatures than the field-obtained counterpart.
In a comparison of data (Fig. 8) taken from cores " A , B, C, and D" as well as cores "F2"
and "3B" from Highway 64, the hot mix (AC-20) cores always had the highest resilient
modulus value at temperatures below -17.8~ (0~ None of the laboratory-prepared
samples of microsurface had resilient moduli curves approaching the field cores, but the
laboratory-prepared cores all had densities of 5 to 9 lb/ft3 (80.3 to 144.5 kg/m 3) greater than
the field samples. Samples prepared using procedure "C" showed the least correlation to
the field or to samples prepared using the other two procedures, and no further work along
those lines is contemplated. It is suggested that the cold-mix, warm-temperature procedure
be abandoned. It is also suggested that for further comparative studies of this sort that lower
compaction temperatures be used in the elevated temperature mixtures of microsurface in
an effort to produce samples of lower density, more closely resembling the results in the
field. While a fairly typical Marshall procedure is followed to obtain optimum bitumen
content for the microsurface mixes, it is clear from the foregoing discussion that high-density,
FIG. 3(A)--Technician coring highway section: (B) Specimen bein~ sized," ( C) Microsut:face specimens
cut from paw'rnent cores.
FIG. 3C.
low-voids mix in the field is neither obtained nor needed. If we are to gain greater insight
as to why these mixes perform, we are going to have to explore laboratory samples that
exhibit properties similar to field cores.
At 37.8~ (100~ and higher, the use of resilient modulus of the AC-20 mixes must be
considered suspect. We are in the process of running creep tests on some of these cores at
this time. One set of data was available for inclusion in this paper. Cores from Highway 64
were tested in creep condition at both 10~ (50~ and 37.8~ (100~ at loading times of
10, 100, and 1000 s. These data are in Table 6; the data are presented in Fig. 9. The loading
applied in the creep test was the loading that would produce a 25-1~in. deformation during
the resilient modulus test. At 10~ (50~ a 32-1b (142.3 N) load was used for the micro-
surfacing and a 66-1b 1423-N load was used for the AC-20 core. At 37.8~ (100~ an l l -
lb (49-N) load was used for the microsurface and an 8-1b (35.6-N) load was used for the
AC-20 mix. As Fig. 9 shows, at both temperatures the microsurface cores exhibited greater
resistance to creep deformation, especially at the 1000-s loading time.
This series, carried out over a wide temperature range, clearly demonstrates that these
modified mixes are more flexible at low temperatures and stiffer at high temperatures relative
to unmodified binders. Direct benefit from these rheological changes are reduced high-
temperature brittleness change, causing rutting and load-associated, low-temperature crack-
ing. Fatigue properties can be expected to be improved using these modified binders.
More study is needed of the properties of these mixes and their performance behavior
compared to conventional overlay products. This study is certainly not an exhaustive treat-
ment of the subject. We feel we have revealed an extremely interesting relationship between
mix properties and pavement rerutting characteristics as well as the susceptibility of the
pavements to thermally crack at low temperatures. As more of these pavements are down
TABLE 4A--Preparation methods and identification codes for laboratory study specimens.
Sample Series Source
A1-AA3 Lab-prepared Ralumac cores. Aggregate mixed with emulsion and cast unbroken
into a pan and allowed to cure overnight at 140~ Mix was then broken in pieces,
heated to 280~ put in molds and compacted with 25 blow Marshall. Finally the
material was compacted with a 8000-1b static load at 140~ to achieve target
density.
B1-BB3 Lab-prepared Ralumac cores. Material mixed until emulsion broke. Allowed to
cure overnight at 140~ heated to 280~ compacted with 25 blow Marshall.
Finally a 8000-1b static load was used to compact the cores to target density.
C1-CC3 Lab-prepared Ralumac cores. Material mixed and cast into molds. Allowed to cure
overnight at 140~ while allowing the water to drain from the cores. The cores
were then compacted with a 8000-1b static load to target density.
NOTE: TO convert ~ to ~ use (~ - 32) 9/5; to convert pounds of force to newtons multiply by
21.56.
TABLE 4B--Preparation method and identification codes for AC-20 laboratory specimens and
identification codes for cores taken in the field.
Sample Series Source
D1-DD3 Lab prepared AC-20 hot mix cores. These cores were prepared in conventional
Marshall fashion using 35 blow Marshall to achieve density comparable to the
Ralumac cores.
E1-EE3 Cores from Kipp Road in Saline County, Kansas. This project was completed in
1980. It was a Ralumac rut fill of about 1 in. in depth.
F1-FF3 AC-20 hot mix rut fill overlay from Highway 64 in Sand Springs, Oklahoma. This
project was finished in 1983.
3A-33A Ralumac rut fill overlay from Highway 64 in Sand Springs, Oklahoma. This project
was completed in 1983.
for longer periods of time in the United States, we will have opportunities to explore these
relationships further.
Maintenance engineers and pavement specialists are aware that preserving and extending
the life of existing road surfaces is a high-priority goal in most highway agencies. Devel-
opments in p a v e m e n t m a n a g e m e n t systems, p a v e m e n t m a n a g e m e n t techniques, and new
or improved material technologies have greatly accelerated in the last few years. Many of
these activities have been directed toward repairing and extending the service life of pave-
ments. Although many design deficiencies exist in cold-applied thin layers, much benefit
can result; our data indicate that the load-supporting ability of the roadway was enhanced,
resistance to rut deformation improved, and p a v e m e n t stiffness characteristics associated
with low-temperature cracking reduced while overall life expectancy of the roadway in-
creased. Costs involving utility adjustment and guardrail height as well as overpass clearance
are expensive considerations; cold milling can only result in loss of bearing capacity and
must be replaced; traffic control has enormous side effects if the project is lengthy; and, of
course, environmental aspects cannot be overlooked. Modified cold-mixed, thin-lift leveling
courses and bridge applications can be shown to be both economical and beneficial when
their service life and special features are taken into consideration. Making a product nearly
foolproof requires proven technology, precise engineering, and rigorous quality control. W e
believe material modified in this manner will continue to grow and enhance highways of the
future.
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Acknowledgments
Special thanks to Dwight Hixon and William J. Schuller, Oklahoma Department of Trans-
portation Research Division, and to the various state district engineers helping to secure
core specimens for this project. We also thank Robert Tromble and Michael Rogers for
doing the coring and much compiling of data for this paper.
References
[1] Benedict, C. R., "Laboratory Design of Conventional Monolayer Slurry Seal and Multilayer Dense
Graded Cold Mixes," Proceedings, ISSA, Washington, DC, 1988, p. 2.
[2] FHWA Federal Register, Vol. 53, No. 16, January 1988, "Revising AASHTO Interim Guide for
Design of Pavement Structures, 1978."
[3] FAA Standard Specifications for Slurry Seal, Federal Aeronautics Administration, Washington,
DC, 1987.
[4] Pederson, C. M. and Schuller, W. Jr., "Micro Surfacing With Natural Latex Modified Asphalt
Emulsions: A Field Evaluation," Transportation Research Board, January 1988, p. 10, Fig. 4.
[5] "Instructions for The Mark VI Resilient Modulus Nondestructive Testing Device," 1986, Retsina
Co., Oakland, CA.
Jean-Luc Marchal ~
Evaporation-Filtration Test for Emulsion

Inversion
REFERENCE: Marchal, J.-L., "Evaporation-Filtration Test for Emulsion Inversion," Asphalt

Emulsions, ASTM STP 1079, H. W. Muncy, Ed., American Society for Testing and Materials,
Philadelphia, 1990, pp. 106-111.
ABSTRACT: An evaporation-filtration test has been developed which attempts to characterize

asphalt emulsions by inversion point. At usual asphalt contents, emulsions are of the oil-in-
water type. After spraying, the water evaporates from the emulsion and the asphalt content
increases, leading to coalescence, which would be expressed in terms of inversion to the water-
in-oil type. The point at which this inversion occurs depends on many parameters. An inves-
tigation of some of these parameters is proposed.
KEY WORDS: emulsion inversion point, evaporation-filtration test, early cohesion, particle
size distribution
There are several reports in the literature [1-3] on the breaking mechanisms of cationic
asphalt emulsions. The understanding of these mechanisms is now rather complete. They
describe what happens on the aggregate surface when the emulsion is in contact with the
mineral surface. In the case of chip seal applications, it is known that two mechanisms are
involved before the surface dressing is cured: the breaking on the mineral surface and the
formation of the asphalt continuous phase between the aggregates [4]. These two mechanisms
can be respectively related to adhesion and cohesion.
Based on studies dealing with emulsion inversion point (EIP) [5], this last mechanism has
been thought to be related to the propensity to invert from the oil-in-water to the water-
in-oil type emulsion, as a function of the increasing asphalt concentration.
In this paper, the concept of emulsion inversion point of asphalt emulsions is proposed
to be investigated with the help of a simple procedure, the so-called evaporation-filtration
tests (EFT). The purpose consists in opening the discussion towards a better understanding
and prediction of asphalt emulsion stability and early chip seal cohesion.
According to the former aspects, the EFT procedure is carried out in the absence of
aggregates. It provides an investigation of the bulk emulsion behavior.
Experimental
Materials
Laboratory scale emulsions were manufactured using a specific EXXON process that is
able to produce emulsions having different particle size distributions, all other parameters
being constant, by varying shear rate or temperature of emulsification.
Several asphalts and cationic emulsifiers were used. Asphalts were emulsified plain or
modified with 5% mass of different commercially available polymers.
Research engineer, ESSO Research Centre, Mont Saint Aignan, France.
106 EST 2011

Copyright by ASTM Int'l (all rights reserved); Thu Dec 22 07:38:25
Copyright*1990 by ASTM International www.astm.org
MARCHAL ON EVAPORATION FILTRATION TEST 107
Only the cumulative distribution in volume is taken into consideration and the resulting
median diameter, written D50 when appropriate in the text,
The particle size of the emulsions was determined with a Coulter Multisizer. The standard
deviation (SD) of the size distribution is defined by
SD = 1/2 log D84/D16
in which D84 and D16 are, respectively, the abscissas of the 84% and 16% points of the
cumulative distribution curve [6]. The standard deviations are given, where appropriate, in
the text.
The emulsion specimens were sampled according to the conventional procedure and then
sieved at 160 p,m just before being tested. The asphalt content was 65% in all cases. The
tests were carried out under ambient conditions with temperature varying from 21 to 24~
(70 to 77~ and humidity between 60 and 70%.
Procedure
Twenty grams of emulsion is poured into each of a series of 100-cm2 flat plates in order
to have a 2-mm-thick film. The water is allowed to evaporate at ambient temperature. At
various times, the emulsions are examined to determine the weight of evaporated water.
Just after they are weighed, the specimens are redispersed with a 0.2% mass solution of
chlorhydrated tallow propane diamine. Once the specimens are diluted and redispersed,
they are passed through a 160-pLm sieve. The weight of coalesced asphalt is determined as
the weight of asphalt which is retained on this sieve.
The per cent coalesced asphalt is then plotted against the asphalt content of the emulsion,
which increases as the evaporation proceeds (Fig. 1).
The time required for this test can be approximately 10 h. Samples can be tested every
2 h, unless the evaporation trend is varied by factors such as ambient temperature or
100-
.................. i................... i................... i................... i................... !................... !...............

lO- .................. ! ................... ~. . . . . . . . . . . . . . . . . . . i ................... i ................... i ................ i ................... !
II0- .................. i ................... i ................... i ................... i ................... i ................. i ...................
70- .................. i ................... i ................... i ................... i ................. i ................... i ...................
CP
W SO-
50- ~-~.~-i..-. . . . . . . 91- . . . . . --4 . . . . . ~-i,.,- . . . . -.i--~ .... .--i ...... ~-!
at
r 40- ..................~...................i...................~...................~ ................~...................i...................
30l .................. i...................i................... i. . . . . . . . . . . . . . . . . i................... i................... i ................... i
10-
I0- ................ i ................... i ...........
0 !
15 10 75 O0 15 I0 15 I00
Asphalt X
FIG. 1--EFT--200 pen asphalt emulsion.
humidity. After a first series has been tested to screen the behavior of the sample, a second
test may be carried out in such a way that the evaporation-filtration curve may be drawn
from more representative figures.
Basis of the Method
Significance
The abscissa of the 50% coalesced asphalt point is arbitrarily taken as the inversion point
of the emulsion. Indeed, if the evaporation was perfectly homogeneous, the inversion should
rapidly occur, leading to a dramatic slope of the curve from 0 to 100% coalesced. Thus,
because of a somewhat uneven evaporation, the abscissa at 50% coalesced represents a
more significant value.
Interpretation
As water evaporates from the emulsion (or as settlement of asphalt droplets proceeds)
the asphalt content increases and the droplets are closer to each other. It may be assumed
that if the repulsion barrier is higher than the internal cohesion of the binder, the droplets
will distort, leading to a flocculated emulsion [7]. In this case, the asphalt content is expected
to reach a very high level before coalescence. This type of emulsion will redisperse, whereas
a coalesced one will not.
If the internal cohesion is higher than the repulsion barrier, the droplets will coalesce as
soon as they are sufficiently close to each other. Since the droplets will tend to maintain
their spheric form, much water will be encapsulated inside the material. Because of the high
viscosity of the continuous phase, this kind of material cannot be redispersed.
On the other hand, since the strength of the electrostatic repulsion between droplets is a
function of chemical parameters such as nature and amount of emulsifier or presence of
inorganic salts in the water phase, this phenomenon is partly related to the chemistry of the
emulsion.
Results
Precision of the EIP Determination

Four tests were carried out on the same emulsion. The EIP, as defined above, does not
vary more than 3% (Fig. 2), which indicates a satisfactory repeatability of this method.
Effect of the Emulsion Particle Size Distribution

Figure 3 shows that EIP depends on the standard deviation of the emulsion particle size
distribution. These emulsions were prepared from the same 200 pen asphalt with 0.15%
tallow propane diamine neutralized with hydrochloric acid to a pH of 2.5. Only the standard
deviation is varied when the median diameter is in the range 4.5 to 5.5 Ixm.
The results obtained are not surprising. The SD is related to the dispersion of the droplets
diameter. Thus, the lower the SD the higher the water content between the droplets, and
consequently the lower the EIP.
That means that the EIP determined through this method must be associated with the
corresponding SD of the particle size distribution.
MARCHAL ON EVAPORATION FILTRATION TEST 109
100-
t i i i i i~4 i
S0- .................. ~................... +................... i ................... ~................... ~................ ~ : ~ . ~ i e ~ " - - i
60- .................. ~................... , ................... , ................... i ................... i ......... ,~..~. "... ......... i
70-
..................
+
~...................
i
t ...................
i
I ...................
i
! ...................
i,,.7./..~ ........!
C'/ I" ....... : .................. "~
r
03 60-
.................. +................... i ................... i ................... i .............. :~Y"/ ............ i .............. I-,,.,,I
00-
~J
O
! !
4o- .................. i ................... i ................... i ................... i.....,..-/....i
~ ,9'/ +
................... +..............
r~
H
,30- .................. i ................... i ................... :::::::::::::::::::::::::::::::::::::::::::::::::::i
.... 2~+i +i.............. ...................
20- .................. i ................... i ................... +........ ;..~,.. i ................... i ........ .......~...i ................... i
I 0 - .................. , ................... j.........~,..................L...............L.................

0 ii I .... ~ ~
65 70 75 00 05 DO 15 100
Asphalt. Z
FIG. 2--EFT--200 pen asphalt emulsion repeatability.
100-
9O-
00-
................... +...................................... +................ ~~.-~?:'i
r .............................................................
...................i...................i...................i................ +...................' ............. i...................'

no 6O- ...................
,"~ 50. . . . . . . .
L
+ ......
..............~ .............~lll ...........Lil f ':ll"ll"i~/ ...............
, ..... ,. . . . . . .
~ .......
l ..... l .......
.......................
_: .... I ' * 0 "

i_!o.o.,,
O40-
...................i...................i...........;T:;::;iT..~;:;..~ ................+........, ,,o,~
H ................... i................... i........../ ~ ~ ~ - : " .................. i................... i
2o-
IO- ...................
i...................iY .......i~Y ..................+......................................
......................... 7 ~ ......... .,. .................. , ................... :
0 J t
65 70 75 80 85 90 95 I00
Asphalt X
FIG. 3~EFT--200 pen asphalt emulsions effect of standard deviation.
Effect of Emulsion Chemistry

Different Asphalts--According to the observation above, three different asphalts have
been emulsified in such a way that the emulsions produced have similar SD. In this case,
only the operating conditions have been slightly varied. Results are summarized in Table
1.
These asphalts exhibit a penetration at 25~ (77~ in the range 120 to 170 and vary by
their crude source.
Polymer Modified Asphalts--Asphalt A has been modified with 5% mass of three different
polymers. With all other parameters held constant, the emulsions have been made and
evaluated (Fig. 4) through the EFT procedure.
These emulsions exhibit a standard deviation around 0.35 and a median diameter in the
range 8.0 to 10.0 Ixm. Their filler index is in the range 90 to 120.
Emulsifying Agent--In order to evaluate the effect of the emulsifier, asphalt B, modified
with 5% mass of polymer C, has been emulsified with two different chlorhydrated amines,
all other parameters held constant. These two emulsions exhibit different EIP (Table 2).
This case illustrates that the EIP may change when altering one of the chemical parameters.
One of the advantages of this method is that it allows the quantification of modifications
which change the emulsion behavior.
TABLE 1--EIP values. Different asphalts.
Asphalt D50 SD EIP, %
A 4.2 0.19 81
B 3.5 0.17 73
C 3.7 0.18 72
100- . . . . . . . . . . . . . . . . . . i . . . . . . . . . . . . . . . . . . . o . . . . . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . . . . . . . . . . . ~ . . . . . . . . . . . . . . . .
i ~ ~ i i ~. . . . . ~ 9
10- .................. ! ................... i ................... i ................... ~................. i.,...-.'.'.'.'.L~.....'...l..i
i i ~ "." . . . . ~ ,-"i f/r !!
60- ..................i...................;...................;............,.".; ................,~..~ ............. ;..~..:~'........-.i
70-
0
m 10-
50-
i ! - ~,, i i/ i i
i i : /! i "~ i i
0 40-
U ! i:! i i 9 i i
30- .................. i ................... i...:..t .......... i ................... i.lJ.... ....... ~ ........ il - p' l ymr e
N
20- i
..................i..................".rl ................i........",....
i-, i /_Z i...................~...................i
il .
I0- 9:a i]]i]]]]]]]]]]i]]]i]]]]]]]]]]il- ,,,' ,,,,,,,
I !
65 70 75 DO 05 10 15 100
Asphalt Z
FIG. 4--EFT--Modified asphalt emulsions.
MARCHAL ON EVAPORATION FILTRATIONTEST 111
TABLE 2--EIP values. Different amines.
Amine D50 SD EIP, %
A 6.8 0.30 79
B 6.4 0.30 86
Discussion
Conducted with common lab equipment, the E F T procedure has been found to provide
interesting information on asphalt emulsions because it allows quantification of behavior
that is not always easy to detect through conventional analysis.
Ambient conditions were chosen because of the lack of an air-conditioned room in which
to carry out the tests. Other evaporation equipment was tried, such as a ventilated oven or
vacuum oven, but the evaporation rate could not be accurately controlled, and skin formation
was often observed. On the other hand, the droplets hexagonal distortion is time dependent.
Under vacuum conditions the coalescence mechanism may not be representative of actual
field conditions because of too fast an evaporation.
Optimization is still necessary, e.g. by better control of temperature and humidity, but
this first approach has emphasized:
1. The importance of the emulsions particle size distribution as a crucial characteristic for
early chip seal cohesion.
2. The ability to quantify changes in behavior when varying chemical parameters.
There is a critical equilibrium between stability and breaking rate of the emulsion. The
EIP measurement provides an additional means to predict the emulsion behavior or adapt
its chemistry to its final use.
Acknowledgments
The author wishes to thank the management of EXXON Chemical Americas and EXXON
Company U.S.A. for permission to publish this work.
References
[1] Gaestel, C., Chemistry and Industry, 1967, pp. 221-224.
[2] Scott, J. A. N., Theory and Practice of Emulsion Technology, A. L. Smith, Ed., Port Sunlight
Laboratory, England, 1974, pp. 151-172.
[3] Bourrel, M. and Chambu, C., "On the Mechanisms of Cationic Bitumen Emulsion Breaking,"
1987, ISSA world congress, Geneva, International Slurry Seal Association, Washington, DC.
[4] A Basic Asphalt Emulsion Manual, The Asphalt Institute, College Park, MD 20740, 1984, p. 14.
[5] Marszall, L., "Emulsion Inversion Point and Required HLB of Oil-in-Water Emulsions," Cosmetics
and Toiletries, Vol. 91, August 1976, pp. 21-27.
[6] Ajour, A. M., "Chemical Aspects of the Formulation of Bituminous Emulsions," 1977, ISSA world
congress, Madrid, International Slurry Seal Association, Washington, DC.
[7] Smith, A. L. and Mitchell, D. P., Theory and Practice of Emulsion Technology, A. L. Smith, Ed.,
Port Sunlight Laboratory, England, 1974, pp. 43-56.

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Harold W. Muncy, editor

Copyright 9 by AMERICAN SOCIETY FOR TESTING AND MATERIALS 1 9 9 0

Peer Review Policy

Printed in Ann Arbor, MI

Towards Understanding the Behavior of Grave Emulsions by Means of

Classification of Emulsified Recycling Agents--s. G. MUrqCY 36

Mix Design Practices for Cold in-Place Recycled Pavements--T. SCHOLZ,

Asphalt Emulsion Slurry Seal and Wheelpath Inlay--R. F. BAKER 65

Studies of Polymer-Modified Microsurfacing Materials in Highway Maintenance---

Evaporation-Filtration Test for Emulsion Inversion---J.-L. MARCHAL 106

Laboratory Test Methods and Field

KEY WORDS: chip seals, Vialet test, emulsions

IResearch associate, University of Nevada-Reno, SEM 105, Reno, NV 89557.

TABLE 1--Physical properties of the LMCRS and HFE IOOS used in

Binder Test LMCRS HFE 100S

Viscosity at 122~ (50~ 132.8 92.7

TABLE 2--Physical properties of aggregates used for the

Chip Stone Choke Stone

Bulk specific gravity 2.653 2.606

TABLE 3~Physical properties of aggregates used for the

Bulk specific gravity 2.655 2.552 ...

TABLE 4--FieM notes f o r Washington test sections.

Binders, Aggregates" Field Performance Comments

CRS-2, 0.47, WSDOT 33b Dusty aggregates, excessive speeds on

NOTE: gal/yd 2 = 4.53 L/m2; Ib/yd2 = 2.63 kg/m 2.

TABLE 5--Variables included in the Nevada test sections.

LMCRS HFE 100S

Sections damaged either during construction or by initial traffic required posttreatments.

TABLE 7--Posttreatments of Nevada test sections.

Binder, Aggregates~ Field Performance Comments

NOTE: gal/yd2 = 4.53 L/m2;lb/yd2 = 2.63 kg/m2.

TABLE 8--Statistics for Vialet test results,a

Three Drops, Including

Standard Range of Percent Standard Range of Percent

10 min 9.8 44-98 11.5 7-64

NOTE: gal/yd2 = 4.53 L/m% lb/yd2 = 2.63 kg/m2.

TABLE 9---Vialet test results for Washington test sections.

Emulsion Aggregate~ Percent Material Retained

Source Quantity Source lb/yd2 10 min 30 min 2h 5h 24 h

INITIAL 10 SECOND INVERT

IMPACTPORTION (INCLUDESMATERIALLOST ON INITIALINVERT)

NOTE: gal/yd2 = 4.53 L/m2; lb/yd2 = 2.63 kg/m2.

Vtalet Test Results, Aften Impact

|0 Ntn. 30 N t n . 2Hou~ 5 Holms 24 Hou~

TABLE lO---Vialet test results for Nevada test sections.

Emulsion Aggregate" Percent Material Retained

Source Quantity Source lb/yd2 10 min 30 min 2h 5h 24 h

INITIAL 10 SECOND INVERT

IMPACTPORTION (INCLUDESMATERIALLOST ON INITIAL INVERT)

Vialet Test Results. After l w a c t

t0 Nin. 30 Ntn. 2 Hmw 5 Hours 24 Hou~

Ytalet Test Results, After Iepact

10 Ntn. 30 Ntfx. 2 Hours 5 HOURS 24 Ho~s

Comparison of Field and Laboratory Observations and Results

V[elet Test Results, After Impact

Vtalet Test Results, After I w a c t

t0 NIn. 30Nlfl. 2Houro 5Hours 24Hom,e

Vielet Test Results, Aften /Rpact

t0 Mtn. 30 #lfl. 2 Houra 5 Houra 24 Ho~8

Vialet T e s t R e s u l t s , After Impact

I0 Mln, 30 Mln. 2 Hours 5 Hours 24 Hours

TABLE l l--Comparison o f field notes with laboratory notes.