ASPHALT

What is Asphalt?
- is a mixture of aggregates, binder and fi ller, used for constructi ng and
maintaining roads, parking areas, railway tracks, ports, airport runways,
bicycle lanes, sidewalks and also play- and sport areas.
- also known as bitumen is a sticky, black, highly viscous liquid or semi-solid form of
petroleum. 

3 Main Types of Asphalt:

1. Hot Asphalt -  is the type of asphalt that you mostly see when driving past a
construction crew. Use mostly for paving and patching, Hot Asphalt, as its name
suggest, is easiest to work with when the temperature of the asphalt is high. Hot
Asphalt is a permanent solution to a problem, but must be used almost
immediately after purchasing. As the asphalt cools, it becomes increasingly difficult
to work with, and once completely cool, it hardens like a rock.
2. MC Cold Mix – is an asphalt that can be used as a temporary fix. Since the asphalt is
used at cold temperatures, it is slow to cure and best used in areas that have little
to no traffic.

3. UPM -  is also a cold mix asphalt, but unlike MC Cold Mix, it can be used as a
permanent fix to any asphalt or concrete problem, designed to work in any
weather condition, UPM can be used to fix both wet and dry holes, allowing you to
make any repair in any situation. Once that asphalt has been compacted, it is
immediately ready to be tread upon.
Other Different Types of Asphalt:
1. COURSE GRADED ASPHALT - This type of asphalt mix is coarse and used to
provide support for fi ner mixes that are typically uti lized for surface lift s
on driveways, roads, and parking lots.  These mixtures are typically called
“binder mixtures” or base layers.

2. POROUS ASPHALT - Known as an EPA best practi ce because of porous

asphalt being an environmentally friendly soluti on. This is a popular
soluti on for most businesses because of the tax benefi ts that result from
choosing this environmentally friendly opti on. Being porous means that
this asphalt mix has ti ny holes in the material which allows for opti mized
water maintenance by letti ng water travel under the pavement into the
ground where it naturally belongs.
3. TOP LAYER ASPHALT – “SURFACE MIX”- By far the most commonly used asphalt
mix. These mixtures are placed aft er being heated to between 300-350
degrees Fahrenheit and uti lized as a fi nish layer which is visually
appealing because it has smaller stones which when compacted form a
ti ght surface appearance.
4. WARM MIX ASPHALT - A more fuel-effi cient opti on than hot surface mix,
only being heated to 200-250 degrees Fahrenheit. In lieu of the heat
being lowered, in order to place and spread at this lower temperature,
more binding materials are needed.  The principal benefi t of warm-mix
asphalt is environmental as it uti lizes less compacti ve eff ort during
constructi on and emits less CO2 as a result.  Warm-mix asphalt tends to
be more expensive as an off set to the benefi ts it creates but is a viable
soluti on for clients seeking “green soluti ons”.

5. COLD MIX ASPHALT - Mainly used for pothole repairs; this cold mix remains
soft in any cold temperatures and repels water quite well at any
temperature. As a consequence of the soft nature, it tends to have a
short life-span and should only be used as a temporary or last resort for a
repair.
Benefits of Asphalt
 Safe—Asphalt pavements offer high skid resistance and provide high contrast in
color between asphalt pavement and road markers, giving drivers better road
visibility in any weather condition. Unharmed by ice and snow chemicals, asphalt’s
dark color also reduces glare and melts ice and snow more rapidly than other
pavement types. Open-graded asphalt, a special type of road surface, can minimize
splash and spray during rainstorms and reduce crashes and fatalities on highways.
Asphalt pavement materials also eliminate potentially dangerous and expensive
pavement blowups.
 Smooth—Asphalt pavements provide a more uniform surface unmatched by other
pavements. Smooth roads are safer because rough, uneven surfaces increase driver
fatigue and diminish control. Smooth asphalt roads also reduce rolling resistance
(the friction between tires and pavement), which means better fuel economy and
reduced carbon dioxide emissions. Smooth roads allow superior contact with vehicle
tires for a safer (and more enjoyable) ride.
 Cost-Effective—Smooth roads aren’t just safer, they also save money. Reduced
wear and tear on vehicles due to fewer bumps in the road brings down vehicle
operating costs. Also, increasing a roadway’s smoothness by 25% extends its lifespan
—upwards of 10 percent—which saves taxpayers money. Asphalt roads can be built
more quickly and cost-effectively than other pavements as well, and they can be
designed as a Perpetual Pavement that needs only periodic maintenance to remain
in good shape indefinitely.
 Quiet—Roadway noise is a distraction in your car and at home. Asphalt roads can
reduce highway noise by as much as seven decibels. For scale of reference, reducing
noise by just three decibels is the equivalent to doubling the distance from the
source of the noise to the listener. Asphalt roads also reduce the need for costly and
unsightly sound barriers, often exceeding $2 million per mile.
 Traveler and business friendly—Asphalt roads do not require curing time or
extensive site preparation and traffic is permitted as soon as the rollers are finished.
They can be paved just a lane at a time, minimizing disruption to citizens and
reducing congestion through speedy construction processes, saving taxpayers
thousands of dollars in user delay costs. Projects can often be completed in one
short day, even overnight, leaving routes open for travelers and providing street
access for stores and businesses.
 Environmentally friendly—Asphalt is 100% recyclable and the most recycled
product in America. The asphalt industry reuses and recycles 100 million tons of
asphalt pavement a year, saving taxpayers over $2 billion annually. Asphalt also
requires 20% less energy to produce and construct than other pavement materials.
Post-consumer waste such as used tires and shingles can also be reused in new
asphalt pavement, reducing landfill space and conserving natural resources.
  Attractive—Many hours are spent designing aesthetically pleasing infrastructure
and great curb appeal starts with an asphalt pavement. A new road is an investment
in the appearance of our communities and in the safety of our citizens. Asphalt
pavements have no built-in, unsightly cracks. They blend with and enhance the
natural surroundings.
 Durable—Asphalt pavements have long lives. All asphalt pavements have a bridging
action and are flexible, which means they can withstand occasional overloads
without serious damage. They can be designed to suit any conditions of traffic, soils,
and materials. Asphalt only needs periodic maintenance to remain in good shape
indefinitely.

Why is asphalt used for Road Surface?

a. Safer Roads
o Asphalt creates the smoothest surface to drive on. Open-graded asphalt, a
special type of road surface, can even minimize splash and spray during
monsoon and reduce accidents and skids on roads. This way, asphalt gives
people a smooth and comfortable ride.
b. Quick Construction
o Asphalt roads can be paved just a lane at a time, minimizing disruption and
long congestions. Also, the paving projects can often be completed in one
short day, even overnight, leaving routes open for people. The material dries
so fast that roads will not be blocked or held up for very long.
c. Economical Option
o As the asphalt paving projects are completed in short duration, the overall
cost involved in the construction process (including the labor charges,
contractor and engineer fees, machinery rent, etc.) is also lower. Moreover,
the cost of maintenance of asphalt roads is also relatively lower than
the alternative materials. As a result, asphalt is an economical paving
material.
d. Durable Roads
o Other benefits of asphalt roads are that they are durable and resilient. As there is
hardly any material mixing involved before laying the asphalt layers, there are
lesser chances of incorrect asphalt paving which may lead to issues in the future.
Asphalt is resistant to extreme weather conditions. Also, spalling, flaking or
cracking are not the issues with asphalt roads.
e. Recyclable and Environment-friendly Roads
o Another great thing about asphalt is that it is 100% recyclable. It can be used
over and over, and its life-cycle never ends. Asphalt roads can be dug up and
then reused again. Post-consumer waste such as used tires and shingles can also
be reused in new asphalt pavement. This means that asphalt roads are highly
eco-friendly too.
 f. Higher Energy Efficiency
o Smooth asphalt reduces the friction between tires and roads, which means
better fuel economy and reduced carbon dioxide emissions. Special warm mix
asphalt roads can be constructed at lower temperatures, further reducing the
energy required to heat asphalt materials for road paving.
g. Ideal Winter Solution
o Lastly, asphalt provides comfort during extreme winters and snowfall.
Asphalt helps keep roads free from ice and snow. Its black color absorbs the
sun’s heat efficiently. This means the snow melts faster, thus reducing the
cost of labor and the effort of maintaining it.

Advantages of Asphalt Pavement

Economical Advantage
- Asphalt is very cost-effective material and time-efficient too. Asphalt dries very fast
and doesn’t need to block the road for a long time.
Durability
- Asphalt is a reliable weather resistant material which can be used for low and high
traffic as well. Asphalt can withstand the harshest weather condition.
Safety
- Asphalt paved road will have a feature that it gets smooth like finish. It offers drivers
skid resistance, splash back and better visual distinction between road markings.
Recycling
- Asphalt is a recyclable material. You can use it all over again because its lifecycle is
endless. When you’re repairing road then all the dug up asphalt can be used again
for the resealing.
Maintenance
- Asphalt is time-efficient and easy when it comes for repairing. If you provide your
asphalt a little routine maintenance then the deterioration of the surface can be
delayed.

Disadvantages of Asphalt Pavement

Care and Sealing
- Asphalt pavement is more of maintenance than concrete. You need to reseal it every
3-5 year to prevent it from cracking. And after applying sealers you don’t have to
drive on the surface from a few hours to days.
Cracks
- If you’ve not mixed and laid asphalt properly then it’ll erode. Before paving you
should also take care or uneven surfaces and previous cracked surface. First, make
them compact and then pave.
Construction
- If you’d likely to get the best result from the asphalt then you should heat it to 250
to 350°F. Once the asphalt has been paved on the surface then it must be covered
with the sand or other aggregates to get more compaction and durable lifespan.
Environmental Issues
- Since asphalt is created from petroleum, it causes pollution when hydrocarbons are
released. Cutback asphalt which is used in creating asphalt cement releases more
hydrocarbons.
Equipment
- Asphalt, irrespective of the type used for the pavement requires heavy-equipment to
install. Unless you’ve paving equipment’s you won’t be able to lay down the asphalt.

Asphalt mixtures can be produced at different temperatures:

A. Hot Mix Asphalt (HMA) - Hot asphalt mixes are generally produced at a
temperature between 150 and 180 °C. Depending on the usage, a
diff erent asphalt mixture can be used. For more details of the diff erent
asphalt mixtures, go to “Asphalt products”

B. Warm Mix Asphalt (WMA) - A typical WMA is produced at a temperature

around 20 – 40 °C lower than an equivalent Hot Mix Asphalt. Signifi cantly
less energy is involved and, consequently, less fumes are produced (as
rule of thumb, a reducti on of 25ºC produces a reducti on of 75% of fumes
emission). In additi on, during the paving operati ons, the temperature of
the material is lower, resulti ng in improved working conditi ons for the
crew and an earlier opening of the road.

C. Cold Mix Asphalt - Cold mixes are produced without heati ng the
aggregate. This is only possible, due to the use of bitumen emulsifi ed in
water, which breaks either during compacti on or during mixing. Producing
the coati ng of the aggregate. Over the curing ti me, water evaporates and
strength increases. Cold mixes are parti cularly recommendable for lightly
traffi cked roads.
Different Asphalt layer:
Surface course
- The surface course consti tutes the top layer of the pavement and should
be able to withstand high traffi c- and environmentally-induced stresses
without exhibiti ng unsati sfactory cracking and rutti ng. Its main mission is
to provide an even profi le for the comfort of the user, while providing
enough texture to ensure minimum and safe skid resistance. Depending
on local conditi ons, functi onal characteristi cs such as skid resistance,
noise reducti on and durability are oft en required for wearing courses. In
some cases, rapid drainage of surface water is desired while in other
cases, the wearing course should be impermeable in order to keep water
out of the pavement structure. A wide range of surface layer products can
be used depending on specifi c requirements. Surface layer types are:
a. Asphalt Concrete (AC)
b. Béton Bitumineux Mince (Thin Layer Asphalt Concrete – AC-TL)
c. Asphalt Concrete Very Thin Layers (AC-VTL)
d. Asphalt Concrete Ultra Thin Layer (AC-UTL)
e. Stone Masti c Asphalt (SMA)
f. Hot Rolled Asphalt (HRA)
g. Porous Asphalt (PA)
h. Double layered Porous Asphalt (2L PA)
i. Masti c Asphalt (MA)
j. Soft Asphalt (SA)
Binder course
- Binder courses are designed to withstand the highest shear stresses that
occur about 50 – 70 mm below the asphalt surface. The binder course is
therefore placed between the surface course and base course to reduce
rutti ng by combining qualiti es of stability and durability. Stability can be
achieved by suffi cient stone-on-stone contact and sti ff and/or modifi ed
binders.

Base course
- The base course is perhaps the most important structural layer of the
pavement, which is intended to eff ecti vely distribute traffi c and
environmental loading in such a way that underlying unbound layers are
not exposed to excessive stresses and strains. This oft en implies
comparati vely high sti ff ness of the base course. Next to this the base
course should also show adequate fati gue resistance.
Unbound materials and foundati on
- Since the formati on and sub-soil oft en consti tute relati vely weak
materials, it is of utmost importance that the damaging loadings are
eff ecti vely eliminated by the layers above. In this case, unbound road-
base or sub-base layers consisti ng of uncrushed or crushed aggregate can
be suitable.

Mixture formulations
i. Hot-mix asphalt concrete (commonly abbreviated as HMA) - This is produced by
heating the asphalt binder to decrease its viscosity, and drying the aggregate to
remove moisture from it prior to mixing. Mixing is generally performed with the
aggregate at about 300 °F (roughly 150 °C) for virgin asphalt and 330 °F (166 °C) for
polymer modified asphalt, and the asphalt cement at 200 °F (95 °C). Paving and
compaction must be performed while the asphalt is sufficiently hot. In many
countries paving is restricted to summer months because in winter the compacted
 base will cool the asphalt too much before it is able to be packed to the required
density. HMA is the form of asphalt concrete most commonly used on high
traffic pavements such as those on major highways, racetracks and airfields.
It is also used as an environmental liner for landfills, reservoirs, and fish hatchery
ponds.

ii. Warm-mix asphalt concrete (commonly abbreviated as WMA) - This is produced by

adding either zeolites, waxes, asphalt emulsions, or sometimes even water to
the asphalt binder prior to mixing. This allows significantly lower mixing and laying
temperatures and results in lower consumption of fossil fuels, thus releasing
less carbon dioxide, aerosols and vapors. Not only are working conditions
improved, but the lower laying-temperature also leads to more rapid availability of
the surface for use, which is important for construction sites with critical time
schedules. The usage of these additives in hot mixed asphalt (above) may afford
easier compaction and allow cold weather paving or longer hauls. Use of warm mix is
rapidly expanding. A survey of US asphalt producers found that nearly 25% of asphalt
produced in 2012 was warm mix, a 416% increase since 2009. Warm mix asphalt
represents a concrete opportunity to create, develop, and implement a cleaner
pavement process which leads to a significant decrease of pollutants and
greenhouse gas emissions.
iii. Cold-mix asphalt concrete - This is produced by emulsifying the asphalt in water with
an emulsifying agent prior to mixing with the aggregate. While in its emulsified
state, the asphalt is less viscous and the mixture is easy to work and compact. The
emulsion will break after enough water evaporates and the cold mix will, ideally,
take on the properties of an HMA pavement. Cold mix is commonly used as a
patching material and on lesser trafficked service roads.
iv. Cut-back asphalt concrete - Is a form of cold mix asphalt produced by dissolving the
binder in kerosene or another lighter fraction of petroleum prior to mixing with
the aggregate. While in its dissolved state, the asphalt is less viscous and the mix is
easy to work and compact. After the mix is laid down the lighter fraction evaporates.
Because of concerns with pollution from the volatile organic compounds in the
lighter fraction, cut-back asphalt has been largely replaced by asphalt emulsion.

v. Mastic asphalt concrete, or sheet asphalt - This is produced by heating hard grade
blown bitumen (i.e., partly oxidized) in a green cooker (mixer) until it has become a
viscous liquid after which the aggregate mix is then added. The bitumen aggregate
mixture is cooked (matured) for around 6–8 hours and once it is ready, the mastic
asphalt mixer is transported to the work site where experienced layers empty the
mixer and either machine or hand lay the mastic asphalt contents on to the road.
Mastic asphalt concrete is generally laid to a thickness of around 3⁄4–1 3⁄16 inches (20–
30 mm) for footpath and road applications and around 3⁄8 of an inch (10 mm) for
flooring or roof applications.
vi. High-modulus asphalt concrete, sometimes referred to by the French-language
acronym EMÉ (enrobé à module élevé) - This uses a very hard bituminous
formulation (penetration 10/20), sometimes modified, in proportions close to 6% by
weight of the aggregates, as well as a high proportion of mineral powder (between
8–10%) to create an asphalt concrete layer with a high modulus of elasticity (of the
order of 13000 MPa). This makes it possible to reduce the thickness of the base layer
up to 25% (depending on the temperature) in relation to conventional
bitumen, while offering as very high fatigue strengths. High-modulus asphalt layers
are used both in reinforcement operations and in the construction of new
reinforcements for medium and heavy traffic. In base layers, they tend to exhibit a
greater capacity of absorbing tensions and, in general, better fatigue resistance.
 vii. In addition to the asphalt and aggregate, additives, such as polymers, and
antistripping agents may be added to improve the properties of the final product. A
variety of specialty asphalt concrete mixtures have been developed to meet specific
needs, such as stone-matrix asphalt, which is designed to ensure a very strong
wearing surface, or porous asphalt pavements, which are permeable and allow
water to drain through the pavement for controlling storm water.

Why choose asphalt?

There are many reasons why asphalt pavement has become the preferred choice of road
pavement material. Most roads are constructed in layers, with each layer playing a part in
delivering the best infrastructure possible. When asphalt pavement is used it brings
numerous benefits that all can enjoy.

Tips To Increase The Lifespan Of Asphalt Pavement

Tip #1: Prevent Water Damage

The best thing to do is to prevent water intrusion through or under the pavement as much
as possible. Water is susceptible to freezing and thawing, which prematurely damages the
pavement. Try to get good drainage away from the driveway as well. Your paving contractor
can help with this as they are going through the paving process.
Tip #2: Sealcoat and Fill Cracks
If there are cracks in the pavement, seal them as adamantly and frequently as needed.
Sealcoating periodically will help keep the elements from oxidizing the surface. However, do
not overseal, as that will shorten the life of the pavement. Wolf Paving recommends
sealcoating every few years. Sealcoat only when the previous sealcoat is worn off by traffic
to a point where significant portions of the bare pavement below the sealcoat are showing.
Tip #3: Consider Replacing the Asphalt
If you have followed the above two steps and your pavement still looks worn out, it may be
time to think about replacing the asphalt. It may be time to replace the asphalt if it stops
functioning mechanically, meaning it does not drain properly, is bumpy, or there is too
much settling.
Another reason you may want consider replacing the asphalt is if it just looks bad. If it
doesn’t look its best anymore, even after crack filling and sealcoating, replacement is
the only option.
Safety concern is an additional reason to replace the asphalt as well. Slips, falls, or damage
to vehicles may be signs the pavement should to be replaced. 
In the end, it is up to the customer and what best fits their needs and budget.
The life expectancy varies based on climate, traffic, and maintenance. It is possible to have
asphalt pavement last 25-30 years, but this depends on how strong the base is, the soil
types underneath, how well those soils drain, how think the original road, parking lot, or
driveway was paved.