NL2021984B1 - Process for improving skid resistance of rejuvenated porous asphalt road constructions - Google Patents

Process for improving skid resistance of rejuvenated porous asphalt road constructions Download PDF

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Publication number
NL2021984B1
NL2021984B1 NL2021984A NL2021984A NL2021984B1 NL 2021984 B1 NL2021984 B1 NL 2021984B1 NL 2021984 A NL2021984 A NL 2021984A NL 2021984 A NL2021984 A NL 2021984A NL 2021984 B1 NL2021984 B1 NL 2021984B1
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surfactants
road construction
asphalt road
aqueous solution
porous asphalt
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NL2021984A
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Dutch (nl)
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NL2021984A (en
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Jan Lommerts Bert
Wilhelmus Struik Johannes
Theodorus Mechtildus Marie Peters Leonardus
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Latexfalt Bv
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/18—Coherent pavings made in situ made of road-metal and binders of road-metal and bituminous binders
    • E01C7/187—Repairing bituminous covers, e.g. regeneration of the covering material in situ, application of a new bituminous topping
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01C—CONSTRUCTION OF, OR SURFACES FOR, ROADS, SPORTS GROUNDS, OR THE LIKE; MACHINES OR AUXILIARY TOOLS FOR CONSTRUCTION OR REPAIR
    • E01C7/00—Coherent pavings made in situ
    • E01C7/08—Coherent pavings made in situ made of road-metal and binders
    • E01C7/35—Toppings or surface dressings; Methods of mixing, impregnating, or spreading them

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Road Paving Structures (AREA)

Abstract

The invention relates to a process for rejuvenating a porous asphalt road construction comprising the steps of: i) applying an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, to the surface of the porous asphalt road construction, 10 ii) applying a rejuvenating liquid binder to the surface of the porous asphalt road construction obtained in step (i), and iii) forcing the rejuvenating liquid binder to penetrate the pores of the porous asphalt road construction using a compactor, preferably equipped with rubber tyres.

Description

FIELD OF THE INVENTION
The invention relates to a process for rejuvenating porous asphalt road constructions. The invention further relates to the use of aqueous compositions on the surface of a porous asphalt road construction for accelerating the return of skid resistance after rejuvenation of the asphalt road construction and to the use of aqueous compositions for increasing the wet skid resistance and/or the dry braking deceleration after rejuvenation of the porous asphalt road construction.
The invention further relates to the use of aqueous compositions on the surface of rubber tyres of a compacter for rejuvenation porous asphalt road constructions with a rejuvenating liquid binder for preventing or at least reducing contamination of the rubber tyres with the rejuvenating liquid binder.
BACKGROUND OF THE INVENTION
Porous or open courses have been used for years as surface courses or upper layers of asphalt road constructions. These layers, whose advantages are known, provide significant benefits both for the road user and for the environment. Rainwater is absorbed in the porous layer, so that rainfall will not result in water splashing up from the road. In addition, because of the porosity, the noise produced by vehicle tyres is absorbed and reduced, resulting in less noise nuisance from the road traffic in the vicinity of the road.
The majority of the road infrastructure of the Netherlands’ main road network consists of asphalt surfacing having a porous wearing course (one-layer or two-layer porous asphalt). A two-layer porous asphalt surface consists of two superposed layers of porous asphalt wherein the lower layer is a coarse-grained layer with large pores allowing sufficient throughput of water across the layer, and wherein on top of said lower layer a relatively thin fine-grained surface course is installed which is for example optimized for reducing traffic noise.
However, with their open structure, roads having an open asphalt top-layer have a greater tendency to wear by for example raveling (loss of aggregate material due to disruption of the bonds between the aggregates) and by oxidation of the bitumen. As a consequence, very open asphalt top-layers must be rejuvenated about every 4 to 12 years. Processes for rejuvenating aged porous asphalt road constructions by applying a rejuvenating liquid binder to the surface of the asphalt road construction are well known in the art. In this respect, reference is made to WO2012/169890Al and EP3103921 Al.
In order to drive on a road safely, the wearing course has to be sufficiently skid-resistant. To this end, a certain degree of friction is required in the contact area between the tyres of a vehicle and the wearing course. The extent of friction between tyre and wearing course depends on the environmental conditions. Moreover, contamination by oil or mud can have a negative effect on the coefficient of friction. It is well known that the processes for rejuvenating aged porous asphalt road constructions leave a film layer of rejuvenating liquid binder on the road surface. This film layer of rejuvenating liquid binder also adversely affects the coefficient of friction and the skid resistance of the wearing course. If a vehicle brakes with wheels blocked, the film layer of rejuvenating liquid binder will melt as a consequence of the heat generated by the friction. The coefficient of friction will drop sharply, resulting in lower braking deceleration and thus a longer braking distance.
After the rejuvenation process, the road is reopened for traffic. If the film layer of the rejuvenating liquid binder on the surface of the wearing course becomes worn by traffic, the skid resistance will improve again. Heavy traffic for a limited period of time or lower traffic during extended periods of time are needed to wear-off the remnants of the liquid rejuvenation binder that is present on the top surface of the wearing course resulting in increased skid resistance, ultimately reaching the skid resistance of the asphalt road construction before rejuvenation.
When putting a rejuvenated wearing course into use, different countries set requirements in terms of skid resistance in order to guarantee safe driving conditions. Moreover, after opening of the wearing course for traffic, the skid resistance is monitored periodically throughout the term of use of the wearing course. In The Netherlands, Rijkswaterstaat sets requirements in terms of wet skid resistance and dry skid resistance. For safety reasons, in case of reduced skid resistance, it may be necessary to inform road users about a longer braking distance, to temporarily lower the maximum speed on the road after rejuvenation of the wearing course and/or to take additional measures until the skid resistance reaches sufficiently high values to guarantee safe driving conditions.
In the past, different techniques were used for shortening the period required for recovering sufficient skid resistance of the asphalt road construction to guarantee safe driving conditions. One option is to add sand or gravel to the asphalt road construction directly after rejuvenation. Other techniques concern removal of the bituminous skin layer by planishing or planing the asphalt road construction, or by subjecting the asphalt road construction to high pressure waterjets. In this respect, reference is made to J.L.M. Voskuilen and W. Nijssen, 'Proef toont succes van afstrooien zoab+ aan', Land + Water, 4, April 2008, pp 30-31, to J. Voskuilen and F. Geijsendorpher, 'Aanvangsstroefhe id, Asfalt, 3, September 2009, pp 4-7, and to E. Vos, ‘Skid resistance on national roadsf Rijkswaterstaat, Ministry of Infrastructure and the Environment, 2015, page 35.
Still other techniques concern decreasing the thickness of the layer of the rejuvenating liquid binder, still in its liquid form, by forcing it to penetrate further into the porous asphalt road construction using a concentrated air flow, using a brush rotating at high speed or by compacting the layer of the rejuvenating liquid binder, still in its liquid form, using a compactor equipped with rubber tyres.
US2005/265784A1 discloses a method for the treatment of an asphalt structure wherein use is made of a composition for realizing both internal protection and surface protection. To carry out such a treatment, an apparatus is used by which the composition is sprayed onto the surface of the asphalt structure, after which a brush rotating at high speed forces the composition thus sprayed onto the asphalt into the asphalt structure.
EP3103921 Al discloses a method for the treatment of an asphalt structure with a liquid binder agent, wherein, in subsequent steps, liquid binder agent is sprayed onto the asphalt structure and a concentrated air flow is directed at the liquid binder agent on the asphalt structure to force the liquid binder agent to penetrate the asphalt structure. It is described in EP3103921 Al that tyre rollers comprising rubber tyres can be employed in addition to the air flow for forcing residual binder off the stones at the surface of the road, so as to prevent the road surface exhibiting insufficient skid resistance after treatment. Moreover, it is described that granular chipping material can be spread over the road surface after blowing to bind the remnants of the binder to the road surface and also to prevent insufficient skid resistance.
WO2012/169890A1 discloses the application of bituminous emulsions in repairing the surface of asphalt road constructions, in particular very open asphalt road constructions. A process for repairing the surface of an asphalt road construction is disclosed, wherein (a) a bituminous emulsion is applied to the surface of the asphalt road construction, (b) the applied bituminous emulsion is forced to penetrate the surface of the asphalt road construction, and (c) sand or gravel is added to the surface of the asphalt road construction. Examples of ways to force the applied bituminous emulsion to penetrate the surface of the asphalt road construction that are described in WO2012/169890A1 are the use of a wet rubber tyred roller, a compactor equipped with rubber tyres on which water is applied, a truck equipped with a rubber flap, or a sweeping or brushing device provided with steel or polymer brushes.
With the techniques disclosed in the prior art, the time needed after rejuvenation of the porous asphalt road construction to reach sufficient skid resistance in order to guarantee safe driving conditions is relatively long. Accordingly, it is an object of the invention to provide a process for rejuvenating of porous asphalt road constructions wherein the return of skid resistance after rejuvenating of the asphalt road construction is accelerated. Moreover, it is an object of the invention to provide a process for rejuvenating of porous asphalt road constructions wherein the wet skid resistance and/or the dry braking deceleration after rejuvenation of the porous asphalt road construction are increased.
SUMMARY OF THE INVENTION
The present inventors have found that the above objects can be met by applying an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, to the surface of a porous asphalt road construction before performing the actual rejuvenation process.
Without wishing to be bound by theory, it is hypothesized that the aqueous solution comprising the one or more first surfactants reduces the film thickness of the rejuvenating liquid binder on the (peaks of the) upper surface of the porous asphalt road construction, and further that the aqueous solution comprising the one or more first surfactants positively influences the transport of rejuvenating liquid binder from the peaks of the upper surface of the porous asphalt road construction into the inner pores by compaction and/or by using a concentrated air flow. Moreover, again without wishing to be bound by theory, it is hypothesized that the aqueous solution comprising the one or more first surfactants reduces the tendency of the rejuvenating liquid binder in the form of a bituminous binder emulsion to destabilize on top of the peaks of the upper surface of the porous asphalt road construction, and that a stable bituminous binder emulsion can be forced more easily from the peaks of the upper surface of the porous asphalt road construction to the inner pores by compaction and/or by using a concentrated air flow.
Hence, in a first aspect the invention provides a process for rejuvenating a porous asphalt road construction, said process comprising the steps of:
i) applying an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, to the surface of the porous asphalt road construction;
ii) applying a rejuvenating liquid binder to the surface of the porous asphalt road construction obtained in step (i);
iii) forcing the rejuvenating liquid binder to penetrate the pores of the porous asphalt road construction using a compactor, preferably equipped with rubber tyres; and iv) optionally distributing mineral particles or aggregates across the surface of the porous asphalt road construction obtained in step (iii).
In a second aspect, the invention relates to the use of an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, on the surface of a porous asphalt road construction, said porous asphalt road construction having a first skid resistance before rejuvenation, for shortening the period required for recovering the first skid resistance after rejuvenation of the porous asphalt road construction with a rejuvenating liquid binder.
In a third aspect, the invention relates to the use of an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, on the surface of a porous asphalt road construction for increasing the wet skid resistance as determined in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroefheidscore AS’, RWS/GPO, version 1.0, 8 July 2013, and/or the dry braking deceleration as determined in accordance with P. Kuiper, ‘Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)’, RWS/GPO, version 1.0, 18 July 2014, after rejuvenation of the porous asphalt road construction with a rejuvenating liquid binder, preferably up to 70 hours after opening of the rejuvenated porous asphalt road construction for traffic.
In a fourth aspect, the invention relates to the use of an aqueous solution comprising one or more second surfactants, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, as a film layer on the surface of rubber tyres of a compacter for rejuvenation porous asphalt road constructions with a rejuvenating liquid binder for preventing or at least reducing contamination of the rubber tyres with the rejuvenating liquid binder.
BRIEF DESCRIPTION OF THE FIGURES
Figure 1 depicts the dry braking deceleration of part of the wearing course of the A12 motorway near Veenendaal in The Netherlands after rejuvenation of the two-layer porous asphalt (ZOAB) with a process not according to the invention.
Figure 2 depicts the wet skid resistance of part of the wearing course of the Al2 motorway near Veenendaal in The Netherlands after rejuvenation of the two-layer porous asphalt (ZOAB) with a process not according to the invention.
Figure 3 depicts the dry braking deceleration of part of the wearing course of the Al 2 motorway near Veenendaal in The Netherlands after rejuvenation of the two-layer porous asphalt (ZOAB) with a process according to the invention.
Figure 4 depicts the wet skid resistance of part of the wearing course of the A12 motorway near Veenendaal in The Netherlands after rejuvenation of the two-layer porous asphalt (ZOAB) with a process according to the invention.
DEFINITIONS
The term skid resistance as used herein refers to the friction between tyres of vehicles and the road and is defined as the coefficient of friction measured under standardized conditions.
The term ‘'initial skid resistance as used herein refers to the skid resistance of the porous asphalt road construction directly after the rejuvenation process of the porous asphalt road construction and before opening the road construction for traffic.
In the context of the present invention, ‘(initial) skid resistance is expressed in terms of ‘wet skid resistance and/or ‘dry skid resistance. The term ‘wet skid resistance as used herein encompasses the skid resistance of a wet road and is measured in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroejheidscore AS', RWS/GPO, version 1.0, 8 July 2013, resulting in a dimensionless coefficient of friction. The term ‘dry skid resistance as used herein concerns the skid resistance of a dry road and is expressed in the dry braking deceleration (expressed in m/s2). Hence it is not expressed in terms of the coefficient of friction as is the case with wet skid resistance. This does not particularly matter because the dimensionless coefficient of friction and the dry braking deceleration are numerically correlated (see E. Vos, Skid resistance on national roads', Rijkswaterstaat, Ministry of Infrastructure and the Environment, 2015, page 21 and 48). Braking deceleration of a dry road surface is determined under standardized conditions in accordance with P. Kuiper, ‘Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014.
The term ‘surfactant' as used herein refers to surface acting agents that are able to reduce the surface tension of aqueous solutions to values lower than 45 mN/m at a temperature of 20°C. The surface tension as used herein is measured using the Wilhelmy plate method. Many surfactants have in certain aqueous solutions or mixtures also emulsifying properties in which case they can also be called emulsifiers.
DETAILED DESCRIPTION
In a first aspect of the invention, a process is provided for rejuvenating a porous asphalt road construction comprising the steps of:
i) applying an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, to the surface of the porous asphalt road construction;
ii) applying a rejuvenating liquid binder to the surface of the porous asphalt road construction obtained in step (i);
iii) forcing the rejuvenating liquid binder to penetrate the pores of the porous asphalt road construction using a compactor, preferably equipped with rubber tyres; and iv) optionally distributing mineral particles or aggregates across the surface of the porous asphalt road construction obtained in step (iii).
In an embodiment, the process for rejuvenating a porous asphalt road construction having a first skid resistance before rejuvenation is also a process for shortening the period required for recovering the first skid resistance of the porous asphalt road construction after rejuvenation, wherein the first skid resistance preferably is the wet skid resistance as determined in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroefheidscore AS’, RWS/GPO, version 1.0, 8 July 2013, or the dry braking deceleration as determined in accordance with P. Kuiper, Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)',
RWS/GPO, version 1.0, 18 July 2014, or both the wet skid resistance as determined in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroefheidscore AS’, RWS/GPO, version 1.0, 8 July 2013, and the dry braking deceleration as determined in accordance with P. Kuiper, Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014.
In a very preferred embodiment, steps (i) to (iii), more preferably steps (i) to (iv), are performed under dry weather conditions. Moreover, in a very preferred embodiment, at least the upper part of the porous asphalt road construction is dry when step (i) is applied.
In a preferred embodiment, the porous asphalt road construction has a mean profile depth (MPD), as determined using ISO 13473-2:2002(EN), of between 0.4 and 1.9 mm.
In another preferred embodiment, the porous asphalt road construction comprises very porous asphalt concrete (ZOAB), 2-layer very porous asphalt concrete (2-layer ZOAB), stone mastic asphalt (SMA), compacted asphalt concrete (DAB), thin low-noise asphalt top-layer (DGD), road constructions with a surface dressing of a binder and chippings, or combinations thereof. Non-limiting examples of the porous asphalt road constructions comprise AC (8) Surf DAB, AC (11) Surf DAB, AC (16) Surf DAB, SMA (8), SMA (5), ZOAB (16), 2-layer ZOAB fine, 2-layer ZOAB course and DGD (5), wherein the value between parentheses is the largest particle size of the stones applied in the porous asphalt road construction. More preferably, the porous asphalt road construction comprises very porous asphalt concrete (ZOAB) or 2-layer very porous asphalt concrete (2-layer ZOAB).
In a preferred embodiment, in a first step, before step (i), the porous asphalt road construction is cleaned. As will be appreciated by the person skilled in the art, only the upper part of the porous asphalt road construction is cleaned, or, in other words, the porous upper part of the asphalt road construction that is accessible for cleaning purposes. Cleaning preferably takes place no longer than 2 weeks before steps (i) to (iv) as defined hereinbefore. Moreover, cleaning is preferably performed after a period of humid weather conditions, since humid weather conditions improve the loosening and removal of dirt from within the porous structure of the upper part of the porous asphalt road construction. In a preferred embodiment, cleaning involves subjecting the upper part of the porous asphalt road construction to high-pressure water jets (typically 70 to 100 bar) and subsequently removing water, dirt and loose particles, such as for example sand, rubber particles and surface runoff, from the upper layer of the porous asphalt road construction by suction. As a result, the pores of the upper layer of the porous asphalt road construction are thoroughly cleaned, while the water is also removed from the surface. In this respect, reference is made to E. Vos, Skid resistance on national roads, RWS/GPO, Ministry of Infrastructure and the Environment, 2015, page 35.
In a preferred embodiment, the aqueous solution applied in step (i) has a surface tension of higher than 20 mN/m and lower than 45 mN/m at a temperature of 20°C. In another preferred embodiment, the aqueous solution applied in step (i) has a surface tension of lower than 40 mN/m at a temperature of 20°C, more preferably lower than 35 mN/m, even more preferably lower than 30 mN/m, even more preferably lower than 25 mN/m.
In another preferred embodiment, the aqueous solution applied in step (i) comprises between 0.01 and 0.1 wt%, based on the weight of the aqueous solution, of said one or more first surfactants, more preferably between 0.03 and 0.07 wt% of said one or more first surfactants. The one or more first surfactants can be chosen from the groups consisting of nonionic, anionic, cationic and amphoteric surfactants. The one or more surfactants preferably have a HLB-value of higher than 7.
The aqueous solution applied in step (i) can further comprise acids and/or bases to adjust the pH and/or the solubility of the one or more first surfactants.
Advantageously, the one or more first surfactants are chosen from the group consisting of fatty acid amine surfactants, alkyl di-amine surfactants, amido-amine surfactants, imidazoline-containing surfactants, betaine-containing surfactants and tall oil-containing surfactants. Very preferred first surfactants are fatty acid amido alkyl betaines, such as TEGO' Addibit EK 50 from Evonik Industries. Other very preferred first surfactants are N-tallowalkyl1,3-propanediamines, such as Redicote E-9 from AkzoNobel.
In a typical embodiment, application of the aqueous solution to the surface of the porous asphalt road construction in step (i) is performed using a tractor or truck equipped with a spraying device at the back or with a rubber flap at the back that is continuously wetted with the aqueous solution of step (i) and is in close contact with the surface of the porous asphalt road construction. In another embodiment, application of the aqueous solution to the surface of the porous asphalt road construction in step (i) is performed using a tractor or truck equipped with a spraying device at the front.
In a preferred embodiment, the tractor or truck equipped with the spraying device at the back or front, or with the rubber flap at the back drives with a speed of between 60 and 90 m/min during step (i). In an embodiment, the aqueous solution is applied in step (i) to the surface of the porous asphalt road construction in an amount of between 5 and 250 g per square meter of the porous asphalt road construction, more preferably in an amount of between 30 and 180 g, even more preferably in an amount of between 50 and 150 g, such as about 100 g. In this context, the wording square meter of the porous asphalt road construction’ is not synonymous to the surface area of a square meter of the porous asphalt road construction’, because the surface area of one square meter of a porous asphalt road construction is higher than 1 square meter due to the rough and/or porous surface of the porous asphalt road construction.
In an embodiment, the rejuvenating liquid binder is applied in step (ii) to the surface of the porous asphalt road construction obtained in step (i) in an amount of between 0.05 and 4 kg per square meter of the porous asphalt road construction, preferably in an amount of between 0.2 and 1.2 kg, more preferably in an amount of between 0.6 and 1.0 kg, even more preferably in an amount of between 0.7 and 0.9 kg, such as about 0.8 kg. The rejuvenating liquid binder is typically applied in step (ii) to the surface of the porous asphalt road construction obtained in step (i) at a temperature of between ambient temperature and 80 °C, preferably at a temperature of between 45 and 80 °C.
In a typical embodiment, application of the rejuvenating liquid binder in step (ii) to the surface of the porous asphalt road construction obtained in step (i) is performed using a tractor or truck equipped with a spraying bar at the back. In a preferred embodiment, the tractor or truck equipped with the spraying bar at the back drives with a speed of between 60 and 90 m/min during step (ii). In a very preferred embodiment, the tractor or truck equipped with the spraying bar at the back drives at the same speed as the tractor or truck equipped with the spraying device as used in step (i).
In a very preferred embodiment, the rejuvenating liquid binder is applied in step (ii) to the surface of the porous asphalt road construction obtained in step (i) within 3 minutes from applying the aqueous solution of step (i) to the surface of the porous asphalt road construction.
In a preferred embodiment, the tractor or truck is further equipped with a spraying device at the front for application of the aqueous solution to the surface of the porous asphalt road construction of step (i) such that both steps (i) and (ii) are or can be applied by the same tractor or truck in a single run.
The rejuvenating liquid binder is preferably chosen from the group consisting of waterborne bituminous emulsions, waterborne polyurethane resins, waterborne epoxy resins, waterborne natural or synthetic resins emulsions, waterborne vegetable, animal or mineral oil emulsions, or combinations thereof. In case the viscosity of these rejuvenating liquid binders is below 25 times the viscosity of water, the rejuvenator can also be applied in its pure form, i.e. in a non-waterborne state. More preferably, the rejuvenating liquid binder is a waterborne bituminous emulsion. Waterborne bituminous emulsions for rejuvenating porous asphalt road constructions are well known in the art and are for example described in WO2012/169890A1, which is incorporated herein by reference in its entirety.
In a preferred embodiment, the rejuvenating liquid binder applied in step (ii) is chosen from the group consisting of waterborne bituminous emulsions, waterborne polyurethane resins, waterborne epoxy resins, waterborne natural or synthetic resins emulsions, waterborne vegetable, animal or mineral oil emulsions, the one or more first surfactants in the aqueous solution applied in step (i) are chosen from the group consisting of fatty acid amido alkyl betaines, and the pH of the aqueous solution applied in step (i) is between 1.7 and 3.
In another preferred embodiment, the rejuvenating liquid binder applied in step (ii) is chosen from the group consisting of waterborne bituminous emulsions, waterborne polyurethane resins, waterborne epoxy resins, waterborne natural or synthetic resins emulsions, waterborne vegetable, animal or mineral oil emulsions, the one or more first surfactants in the aqueous solution applied in step (i) are chosen from the group consisting of N-tallowalkyl-1,3propanediamines, and the pH of the aqueous solution applied in step (i) is between 1.7 and 3.
In step (iii), the rejuvenating liquid binder is forced to penetrate the pores of the porous asphalt road construction using a compactor. In a very preferred embodiment, the compactor is equipped with rubber tyres. Without additional measures, the rejuvenating liquid binder may adhere to the compactor, such as to the rubber tyres of the compactor, during compaction, resulting in fouling of (the rubber tyres of) the compactor and an inhomogeneous layer thickness of the rejuvenating liquid binder on the surface of the porous asphalt road construction. The inventors found that this adherence of the rejuvenating liquid binder to the (rubber tyres of the) compactor can be avoided or at least reduced by applying in step (iii) an aqueous solution comprising one or more second surfactants, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, onto the compaction surface of the compactor, preferably onto the rubber tyres, in the form of a film layer before the compaction surface of the compactor, preferably the rubber tyres, contacts the surface of the porous asphalt road construction to be compacted. Preferred values of the surface tension of the aqueous solution applied in step (iii), the concentration of the one or more second surfactants and the type of the one or more second surfactants, are already described in the context of the aqueous solution applied in step (i) comprising the one or more first surfactants.
In a preferred embodiment, the concentration of the one or more second surfactants in the aqueous solution applied onto the compaction surface of the compactor in step (iii) is between 0.005 and 0.1 wt%, based on the weight of the aqueous solution, more preferably between 0.01 and 0.1 wt%, even more preferably between 0.03 and 0.07 wt%.
The aqueous solution applied in step (iii) can further comprise acids and/or bases to adjust the pH and/or the solubility of the one or more second surfactants.
In a preferred embodiment, the one or more first surfactants in the aqueous solution applied in step (i) and the one or more second surfactants in the aqueous solution applied in step (iii) are identical.
The compaction pressure in step (iii) in the interface between the porous asphalt road construction and the compactor, preferably in the interface between the porous asphalt road construction and the rubber tyres of the compactor, is advantageously between 0.5 and 2 MPa, such as 1.3 MPa.
In a preferred embodiment, the rubber tyres of the compactor are pneumatic tyres having an internal pressure of between 3 and 9 bar A.
The compactor, preferably equipped with rubber tyres, typically drives with a speed of approximately 60-90 m/min, about 10 to 40 meters behind the tractor or truck applied in step (ii) which is equipped with the spraying bar at the back.
More than one compactor, preferably equipped with rubber tyres, may be deployed.
In a very preferred embodiment, the rejuvenating liquid binder is forced to penetrate further into the pores of the porous asphalt road construction using a concentrated air flow before the optional distribution of mineral particles or aggregates across the surface of the porous asphalt road construction in step (iv) and after applying the compaction in step (iii). In a preferred embodiment, the concentrated air flow is directed into a direction perpendicular or substantially perpendicular to the porous asphalt road construction.
In a typical embodiment, the step of forcing the rejuvenating liquid binder to penetrate further into the pores of the porous asphalt road construction is performed with a road surface dryer being a truck equipped with a gas turbine which produces a large flow of air into a direction substantially perpendicular to the porous asphalt road construction, such as 7-10 m3 air/s at a temperature between ambient temperature and 475°C. In a preferred embodiment, the road surface dryer equipped with a gas turbine drives with a speed of between 60 and 90 m/min.
In a very preferred embodiment, the road surface dryer drives at the same speed as the compactor as applied in step (iii).
In another preferred embodiment, the road surface dryer is further equipped with a sprinkler system to apply an aqueous solution comprising one or more second surfactants, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, as defined hereinbefore, onto the tyres to limit adherence of rejuvenating liquid binder to the tyres during contact of the tyres with the surface of the porous asphalt road construction comprising rejuvenating liquid binder. Preferred values of the surface tension of the aqueous solution applied in this step, the concentration of the one or more second surfactants and the type of the one or more second surfactants, are already described in the context of the aqueous solution applied in step (i) comprising the one or more first surfactants.
Atypical distance applied between the compacter of step (iii) and the road surface dryer is typically between 20 and 200 meters.
In a preferred embodiment, step (iii), or the step of forcing the rejuvenating liquid binder to penetrate further into the pores of the porous asphalt road construction using a concentrated air flow, is followed by a step (iv) of distributing mineral particles or aggregates across the surface of the porous asphalt road construction. This process is also called gritting'’ in the art.
Although the distribution of mineral particles or aggregates across the surface of the porous asphalt road construction does not affect the rejuvenation of the porous asphalt road construction itself and does not or not considerably shorten the period required for recovering the skid resistance of the road construction before rejuvenation, it may provide a direct but temporary increase of the skid resistance such that the porous asphalt road construction, following rejuvenation, can be opened for traffic at an earlier stage.
The mineral particles or aggregates typically have a particle size of between 0.2 and 2 mm, preferably between 0.5 and 2 mm. It is within the skills of the artisan to choose suitable mineral particles or aggregates with a suitable particle size to temporarily increase the skid resistance. Preferred non-limiting examples of mineral particles or aggregates are optionally dried crusher sand with a d-D of 0-2 mm as determined using NEN-EN 13043:2015, optionally dried moraine sand with a d-D of 0-2 mm as determined using NEN-EN 13043:2015, grit and gravel, finely ground (blast furnace) slag, such as NeoRough® aluminum silicates, such as Eurogrit® or synthetic aluminum silicate glass melts, such as Asilgrip® with a d-D of 1-3 mm as determined using NEN-EN 13043:2015.
In a preferred embodiment, between 0.1 and 0.5 kg of mineral particles or aggregates as defined hereinbefore per square meter of the porous asphalt road construction is applied in step (iv), more preferably between 0.2 and 0.4 kg, such as 0.3 or 0.35 kg.
In a typical embodiment, the distribution of mineral particles or aggregates as defined hereinbefore across the surface of the porous asphalt road construction is performed with a gritting truck equipped with a dish spreader at the back. In a preferred embodiment, the gritting truck drives with a speed of between 60 and 90 m/min during distribution of fine mineral particles or aggregates as defined hereinbefore across the surface of the porous asphalt road construction. In another preferred embodiment, the gritting truck is further equipped with a sprinkler system to apply an aqueous solution comprising one or more second surfactants, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, as defined hereinbefore, onto the tyres to limit adherence of rejuvenating liquid binder to the tyres during contact of the tyres with the surface of the porous asphalt road construction comprising rejuvenating liquid binder. Preferred values of the surface tension of the aqueous solution applied in step (iv), the concentration of the one or more second surfactants and the type of the one or more second surfactants, are already described in the context of the aqueous solution applied in step (i) comprising the one or more first surfactants.
In still another preferred embodiment, the gritting truck is driving backwards and hence the road surface is covered with a certain amount of mineral particles or aggregates which protects the tyres of the gritting truck from contamination with rejuvenation liquid binder present on the surface of the porous asphalt road construction. This way of operation is wellknown in the art of road surface dressing or chip sealing maintenance techniques.
A typical distance between the gritting truck and the road surface dryer or the compactor applied in step (iii ) is between about 50 to about 100 meter. Distribution of mineral particles or aggregates as defined hereinbefore across the surface of the porous asphalt road construction is preferably performed between 1 and 10 minutes after surface drying.
In a second aspect, the invention relates to the use of an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, on the surface of a porous asphalt road construction, said porous asphalt road construction having a first skid resistance before rejuvenation, for shortening the period required for recovering the first skid resistance after rejuvenation of the porous asphalt road construction with a rejuvenating liquid binder.
This second aspect can also be worded as the use of an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, on the surface of a porous asphalt road construction, said porous asphalt road construction having a first skid resistance before rejuvenation, for shortening the period required for recovering the first skid resistance after rejuvenation of the a porous asphalt road construction with a rejuvenating liquid binder which is applied onto the porous asphalt road construction treated with the aqueous solution.
In a preferred embodiment, the first skid resistance is the wet skid resistance as determined in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroefheidscore AS”, RWS/GPO, version 1.0, 8 July 2013. In another preferred embodiment, the first skid resistance is the dry braking deceleration as determined in accordance with P. Kuiper, ‘Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014. In still another preferred embodiment, the first skid resistance encompasses both the wet skid resistance as determined in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroefheidscore AS”, RWS/GPO, version 1.0, 8 July 2013, and the dry braking deceleration as determined in accordance with P. Kuiper, Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014.
In a third aspect, the invention relates to the use of an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, on the surface of a porous asphalt road construction for increasing the wet skid resistance as determined in accordance with E. Vos, ‘Meet- en rekenprotocol Actuele Stroefheidscore AS”, RWS/GPO, version 1.0, 8 July 2013, and/or the dry braking deceleration as determined in accordance with P. Kuiper, ‘Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014, after rejuvenation of the porous asphalt road construction with a rejuvenating liquid binder, preferably up to 70 hours after opening of the rejuvenated porous asphalt road construction for traffic.
This third aspect can also be worded as the use of an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, on the surface of a porous asphalt road construction for increasing the wet skid resistance as determined in accordance with E. Vos, 'Meet- en rekenprotocol Actuele Stroefheidscore AS”, RWS/GPO, version 1.0, 8 July 2013, and/or the dry braking deceleration as determined in accordance with P. Kuiper, 'Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014, after rejuvenation the porous asphalt road construction with a rejuvenating liquid binder which is applied onto the porous asphalt road construction treated with the aqueous solution, preferably up to 70 hours after opening of the rejuvenated porous asphalt road construction for traffic.
In a fourth aspect, the invention relates to the use of an aqueous solution comprising one or more second surfactants, said aqueous solution having a surface tension of lower than 45 mN/m at a temperature of 20°C, as a film layer on the surface of rubber tyres of a compacter for rejuvenation porous asphalt road constructions with a rejuvenating liquid binder for preventing or at least reducing contamination of the rubber tyres with the rejuvenating liquid binder.
Preferred first and second surfactants, surface tensions and concentrations are as defined hereinbefore. Preferred examples of porous asphalt road constructions are also as defined hereinbefore.
Thus, the invention has been described by reference to certain embodiments discussed above. It will be recognized that these embodiments are susceptible to various modifications and alternative forms well known to those of skill in the art.
Furthermore, for a proper understanding of this document and its claims, it is to be understood that the verb ‘to comprise’ and its conjugations are used in its non-limiting sense to mean that items following the word are included, but items not specifically mentioned are not excluded. In addition, reference to an element by the indefinite article ‘a’ or ‘an’ does not exclude the possibility that more than one of the element is present, unless the context clearly requires that there be one and only one of the elements. The indefinite article ‘a’ or ‘an’ thus usually means ‘at least one’.
EXAMPLES
Example 1
When Modiseal ZX, a bituminous binder for rejuvenation of very porous asphalt concrete (ZOAB) from Latexfait B.V., The Netherlands, is applied to porous asphalt and a compactor equipped with rubber tyres is subsequently used, the Modiseal ZX adheres to the rubber tyres, negatively affecting the process of forcing the Modiseal ZX present on top of the peaks of the asphalt into the pores.
In order to reduce the adherence of Modiseal ZX to the rubber tyres of the compacter, a liquid can be applied to the rubber tyres before the tyres contact the surface of the asphalt with bituminous binder on top.
The following laboratory experiments were performed. A thin layer of Modiseal ZX was applied to a piece of very porous asphalt. On one side of a rubber strip, having a typical composition of rubber tyres, a thin layer of a liquid composition was applied by submerging the rubber strip into the liquid composition. The rubber strip was manually pressed onto the Modiseal ZX layer on the very porous asphalt. Subsequently, the rubber strip was carefully removed from the Modiseal ZX layer and the presence of any remnants of Modiseal ZX on the rubber strip was visually investigated.
The influence of different liquid compositions described in Table 1 on the adherence of Modiseal ZX to the rubber strip were investigated. An experiment wherein no liquid was applied onto the rubber strip was used as a reference.
Table 1: adherence of Modiseal ZXto rubber
Exp. Liquid composition Result
Ref No liquid composition Strong adherence to rubber, many remnants
1 Water Strong adherence to rubber, many remnants
2 Water with 0.05 wt% surfactant No adherence to rubber, no remnants
3 Water with 0.1 wt% surfactant No adherence to rubber, no remnants
4 Indusol 2400 No adherence to rubber, no remnants
The surfactant used in experiments 2 and 3 was TEGOR Addibit EK 50 from Evonik Industries. The weight percentages are based on the total weight of the surfactant solution. Indusol 2400 from Tristar Cleaning Products, used in experiment 4, is a cleansing/defatting composition based on aliphatic and cycloparaffinic hydrocarbons. As is clear from Table 1, the application of a thin layer of Indusol 2400 or 0.05 wt% or more of a surfactant onto the rubber strip was sufficient to prevent adherence of Modiseal ZX to the rubber strip. Indusol 2400 turned out to be less suitable than the aqueous surfactant solutions because it acted as a softening agent for the Modiseal ZX.
Similar results were found for Modimuls ZV, another bituminous binder emulsion for rejuvenation of very porous asphalt concrete (ZOAB) from Latexfait B.V., The Netherlands.
It was concluded that the application of a thin layer of a surfactant solution comprising 0.05 wt% of surfactant, based on the total weight of the solution, onto rubber tyres of a compactor before the tyres contact the surface of the asphalt with bituminous binder on top is sufficient to prevent adherence of the bituminous binder to the rubber tyres.
Example 2
The influence of the application of a thin layer of a surfactant solution comprising 0.05 wt% of surfactant onto rubber tyres of a compactor on the bituminous binder emulsion were investigated on a very porous asphalt concrete (ZOAB) road construction on Latexfait B.V.’s premises in Koudekerk a/d Rijn, The Netherlands.
Two experiments were performed on two separate ZOAB road constructions of 3.5 by 15 meter. The ZOAB road constructions comprised recycled ZOAB. Before application of a bituminous binder composition onto the ZOAB, the surface of the ZOAB was cleaned using a high-pressure jet ZOAB cleaner from Wolfswinkel Reiniging, Maarsbergen, The Netherlands. The cleaned ZOAB still had a considerable porosity.
In a first experiment, about 1.1 kg/nr of bituminous binder emulsion Modimuls ZV was applied onto the surface of the first ZOAB road construction by spraying. The spraying temperature was equal to ambient temperature.
During the first experiment, the temperature was about 23°C, the relative humidity was about 60% and it was cloudy.
In a second experiment, about 0.4 kg/m2 of bituminous binder emulsion Modimuls ZV was applied onto the surface of the second ZOAB road construction by spraying. The spraying temperature was equal to ambient temperature. During the second experiment, performed on the same day as the first experiment, the temperature was about 23°C, the relative humidity was about 70% and it was cloudy.
Directly after application of the Modimuls ZV onto the surface of the ZOAB road constructions, the road constructions were subjected to compaction using a compactor equipped with rubber tyres on which an aqueous surfactant solution comprising 0.05 wt%, based on the total weight of the surfactant solution, of surfactant TEGOR Addibit EK 50 from Evonik Industries, was applied before the tyres contacted the surface of the road construction. The surfactant solution had a surface tension of 32.9 mN/m at 20°C. The compaction pressure in the interface between the ZOAB road construction and the rubber tyres was about 1.3 MPa.
No remnants of Modimuls ZV could be visibly detected on the rubber tyres after compacting. Before compacting, the whole surface of the ZOAB road constructions treated with Modimuls ZV was black (colour of Modimuls ZV). After compacting, the upper surface of the ZOAB road constructions was brownish (thin, almost transparent, layer of Modimuls ZV on ZOAB), with black spots in between at the places of the pores. Clearly, compaction resulted in forcing at least part of the thin layer of Modimuls ZV on the peaks of the upper surface of the ZOAB structure into the pores of the ZOAB. It was further found that application of the surfactant solution onto the tyres decelerated the breaking of the Modimuls ZV emulsion. This is advantageous because it was found that a stable emulsion can be moved more easily from the peaks of the upper surface of the ZOAB structure into the pores than a broken emulsion.
After applying the compaction step, the rejuvenating liquid binder was forced to penetrate further from the peaks of the upper surface of the ZOAB road construction into the pores using an air flow directed into a direction perpendicular to the porous asphalt road construction. This stream of air caused breaking of at least part of the emulsion.
It was observed that within 5 to 10 minutes after application of the air flow, the complete emulsion had broken.
In a final step, sand was applied onto the surface of the ZOAB road construction to provide for some temporary initial skid resistance.
Comparative Example 1
On May 12th 2017, part of the wearing course of the A12 motorway, comprising twolayer porous asphalt (ZOAB), near Veenendaal in The Netherlands was rejuvenated using the following process.
One week before rejuvenation, the relevant part of the motorway was thoroughly cleaned using a high-pressure jet ZOAB cleaner from Wolfswinkel Reiniging, Maarsbergen, The Netherlands.
During the rejuvenation process, the weather was dry. Moreover, the upper layer of the wearing course to be rejuvenated was dry. The average temperature was about 15 °C.
In a first step, about 0.8 kg/m2 of Modimuls ZV, a bituminous binder emulsion from Latexfait B.V., Netherlands, was applied to the wearing course using a spray bar positioned at the back of a truck. The truck drove with a speed of approximately 80-90 m/min. The temperature of the Modimuls ZV was between 55 and 65°C.
In a second step, the Modimuls ZV was forced to further penetrate from the peaks of the upper surface into the pores of the wearing course using a compactor equipped with pneumatic rubber tyres (HAMM GRW-1801-12H). Water with 0.05 wt% of surfactant TEGO8 Addibit EK 50 from Evonik Industries, having a surface tension of 32.9 mN/m at a temperature of 20°C, was continuously distributed as a film layer onto the rubber tyres to prevent adherence of Modimuls ZV to the tyres during contact of the tyres with the wearing course comprising Modimuls ZV. The compactor equipped with rubber tyres drove with a speed of approximately 80-90 m/min, about 30 to 40 meters behind the spraying truck. This means that compaction took place between 20 and 30 seconds after spraying the Modimuls ZV on the wearing course. The compaction pressure in the interface between the ZOAB road construction and the rubber tyres was about 1.3 MPa.
In a third step, the Modimuls ZV was forced to still further penetrate from the peaks of the upper surface into the pores of the wearing course using a road surface dryer (SurfaceJet, from Wolfswinkel Reiniging, Maarsbergen, The Netherlands) equipped with a LGH2500 gas turbine Turbojet, which produces a large amount of very warm air (about 450°C). The gas turbine has a capacity of 7-10 m3 air/s. The road surface dryer drove with a speed of approximately 67 m/min, at least 20 meters behind the spraying truck. The distance between the compacter and the road surface dryer increased during the process because of their different speeds. This means that surface drying took place at least 18 seconds after compaction.
In a fourth step, for the purpose of temporarily improving the initial skid resistance, the wearing course was gritted with 0.35 kg/m2 of dried moraine sand (d-D = 0-2 mm, as determined using NEN-EN 13043:2015) using a gritting truck equipped with a dish spreader that was NIDO-calibrated on material type, grain size and specific gravity. The gritting truck was further equipped with a sprinkler system to apply water with 0.05 wt% of surfactant TEGO’ Addibit EK 50 from Evonik Industries, having a surface tension of 32.9 mN/m at a temperature of 20°C, onto the tyres to limit adherence of Modimuls ZV to the tyres during contact of the tyres with the wearing course comprising Modimuls ZV. The gritting truck drove with a speed of approximately 67 m/min, about 50 to 100 meters behind the road surface dryer. This means that gritting took place between 45 and 90 seconds after surface drying.
Dry skid resistance of the rejuvenated wearing course, i.e. dry braking deceleration, was measured in accordance with P. Kuiper, ‘Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)', RWS/GPO, version 1.0, 18 July 2014, directly before opening of the motorway for traffic (at t=0), and 1, 2, 4, 8, 16, 24, 48 and 72 hours after opening of the motorway for traffic. Results are given in Table 2 and in Figure 1 (solid line). Figure 1 also depicts the value of the dry braking deceleration directly before rejuvenation (dashed line).
Wet skid resistance of the rejuvenated wearing course was measured in accordance with E. Vos, Meet- en rekenprotocol Actuele Stroefheidscore AS’, RWS/GPO, version 1.0, 8 July 2013, directly before opening the motorway for traffic (att=O), and 1, 2, 4, 8, 16, 24, 48 and 72 hours after opening the motorway for traffic. Results are given in Table 2 and in Figure 2 (solid line). Figure 2 also depicts the value of the wet skid resistance directly before rejuvenation (dashed line).
Figure 1 and Figure 2 show that, although the initial skid resistance of the rejuvenated wearing course directly before opening the motorway for traffic is quite good, both the dry braking deceleration and the wet skid resistance sharply decrease after opening of the motorway for traffic. It takes at least ten hours to reach sufficient skid resistance (dry braking deceleration and wet skid resistance) to guarantee safe driving conditions (according to the requirements set by Rijkswaterstaat and being in force in November 2017).
Example 3
The rejuvenation process described in Comparative Example 2 was repeated on October 3O'11 2017, on a different part of the wearing course of the A12 motorway, again comprising two-layer porous asphalt (ZOAB), near Veenendaal in The Netherlands.
During the rejuvenation process, the weather was dry. Moreover, the upper layer of the wearing course to be rejuvenated was dry. The average temperature was about 7 °C.
The only difference was that in the process of October 30th 2017, the wearing course was pre-wetted with about 0.1 kg/m2 of an aqueous solution having a pH of 2 (adjusted with HC1) comprising 0.05 wt% of surfactant TEGO1 Addibit EK 50 from Evonik Industries before the bituminous binder emulsion Modimuls ZV was applied to the wearing course. The aqueous surfactant solution having a surface tension of 26.4 mN/m at 20°C was applied to the wearing course at ambient temperature. Pre-wetting was performed using a tractor equipped with a spraying device at the back. The tractor equipped with the spraying device drove with a speed of approximately 80-90 m/min. Bituminous binder emulsion Modimuls ZV was applied to the wearing course within 4 minutes from pre-wetting the wearing course with the surfactant solution.
Dry skid resistance of the rejuvenated wearing course, i.e. dry braking deceleration, was measured in accordance with P. Kuiper, Meet- en rekenprotocol Droge remvertraging (middels meting onder verkeer)’, RWS/GPO, version 1.0, 18 July 2014, directly before opening of the motorway for traffic (at t=0), and 1, 2, 4, 8 and 16 hours after opening of the motorway for traffic. Results are given in Table 2 and in Figure 3 (solid line). Figure 3 also depicts an estimate of the dry braking deceleration directly before rejuvenation (dashed line).
Wet skid resistance of the rejuvenated wearing course was measured in accordance with E. Vos, Meet- en rekenprotocol Actuele Stroefheidscore AS’, RWS/GPO, version 1.0, 8 July 2013, directly before opening the motorway for traffic (att=O), and 1, 2, 4, 8 and 16 hours after opening the motorway for traffic. Results are given in Table 2 and in Figure 4 (solid line). Figure 4 also depicts the value of the wet skid resistance directly before rejuvenation (dashed line).
Figure 3 and Figure 4 show that the initial skid resistance of the rejuvenated wearing course directly before opening the motorway for traffic is quite good and that, although the dry braking deceleration shows some decrease after opening of the motorway for traffic, the skid resistance (dry braking deceleration and wet skid resistance) remain sufficient to guarantee safe driving conditions (according to the requirements set by Rijkswaterstaat and being in force in November 2017).
Table 2: Skid resistance of the wearing course before and after rejuvenation
Comparative Example 2 Example 3
Directly before rejuvenation Dry braking deceleration [m/s2] Wet skid resistance [-] Dry braking deceleration [m/s2] Wet skid resistance [-]
7.6 0.59 7.6 (estimate) 0.55
Time after opening (at t=0) [hrs] Dry braking deceleration [m/s2] Wet skid resistance [-] Dry braking deceleration [m/s2] Wet skid resistance [-]
0 6.2 0.46 6.5 0.41
1 4.0 0.34 4.9 0.42
2 3.9 0.33 4.9 0.48
4 4.1 0.35 5.1 0.49
8 4.3 0.37 5.3 0.52
16 4.7 0.40 6.9 0.54
24 4.8 0.44
48 5.1 0.45
72 5.4 0.44

Claims (19)

CONCLUSIESCONCLUSIONS 1. Werkwijze voor het verjongen van een poreus-asfalt wegconstructie, omvattende de stappen:A method for rejuvenating a porous-asphalt road construction, comprising the steps of: i) het toepassen van een waterige oplossing die één of meer eerste oppervlakteactieve stoffen omvat, waarin de concentratie van de één of meer eerste oppervlakte-actieve stoffen in de waterige oplossing tussen 0.005 en 0.1 gew.% ligt gebaseerd op het gewicht van de waterige oplossing, waarbij genoemde waterige oplossing een oppervlaktespanning van lager dan 45 mN/m heeft bij een temperatuur van 20°C, op het oppervlak van de poreus-asfalt wegconstructie;i) using an aqueous solution comprising one or more first surfactants, wherein the concentration of the one or more first surfactants in the aqueous solution is between 0.005 and 0.1 wt% based on the weight of the aqueous solution wherein said aqueous solution has a surface tension of less than 45 mN / m at a temperature of 20 ° C on the surface of the porous asphalt road construction; ii) het toepassen van een vloeibaar verjongingsbindmiddel op het oppervlak van de poreus-asfalt wegconstructie verkregen in stap (i); en iii) het geforceerd laten indringen van het vloeibare verjongingsbindmiddel in de poriën van de poreus-asfalt wegconstructie gebruikmakend van een wals die bij voorkeur met rubberbanden uitgerust is.ii) applying a liquid rejuvenating binder to the surface of the porous-asphalt road construction obtained in step (i); and iii) forcing the liquid rejuvenating binder to penetrate into the pores of the porous asphalt road construction using a roller which is preferably equipped with rubber tires. 2. Werkwijze volgens conclusie 1, waarin stap (iii) wordt gevolgd door een stap (iv) waarin minerale deeltjes of aggregaten over het oppervlak van de poreus-asfalt wegconstructie verkregen in stap (iii) gedistribueerd worden.The method of claim 1, wherein step (iii) is followed by a step (iv) in which mineral particles or aggregates are distributed over the surface of the porous asphalt road construction obtained in step (iii). 3. Werkwijze volgens conclusie 2, waarin tussen 0.1 en 0.5 kg/m2 van de minerale deeltjes of aggregaten wordt toegepast in stap (iv), bij voorkeur tussen 0.2 en 0.4 kg/m2 Method according to claim 2, wherein between 0.1 and 0.5 kg / m 2 of the mineral particles or aggregates is used in step (iv), preferably between 0.2 and 0.4 kg / m 2 4. Werkwijze volgens één van de conclusies 1 tot en met 3, waarin in een eerste stap, vóór stap (i), de poreus-asfalt wegconstructie wordt schoongemaakt, bij voorkeur door het onderwerpen van de bovenste laag van de poreus-asfalt wegconstructie aan hoge-druk waterstralen en door het vervolgens verwijderen van water, vuil en losse deeltjes van de bovenste laag van de poreus-asfalt wegconstructie door afzuigen.Method according to one of claims 1 to 3, wherein in a first step, before step (i), the porous asphalt road construction is cleaned, preferably by subjecting the upper layer of the porous asphalt road construction to high-pressure water jets and by subsequently removing water, dirt and loose particles from the top layer of the porous-asphalt road construction by suction. 5. Werkwijze volgens één van de conclusies 1 tot en met 4, waarin vóór het distribueren van minerale deeltjes of aggregaten over het oppervlak van de poreus-asfalt wegconstructie en na het toepassen van het walsen in stap (iii), het vloeibare verjongingsbindmiddel gedwongen wordt om verder in de poriën van de poreus-asfalt wegconstructie te dringen, gebruikmakend van een geconcentreerde luchtstroom, bij voorkeur gericht in een richting loodrecht op de poreus-asfalt wegconstructie.A method according to any one of claims 1 to 4, wherein before distributing mineral particles or aggregates over the surface of the porous asphalt road structure and after applying the rolling in step (iii), the liquid rejuvenating binder is forced to further penetrate into the pores of the porous asphalt road construction, using a concentrated air stream, preferably directed in a direction perpendicular to the porous asphalt road construction. 6. Werkwijze volgens één van de conclusies 1 tot en met 5, waarin de walsdruk in stap (iii) in het grensvlak tussen de poreus-asfalt wegconstructie en de rubberbanden van de wals tussen 0.5 en 2 MPa ligt.The method according to any of claims 1 to 5, wherein the roller pressure in step (iii) in the interface between the porous asphalt road construction and the rubber tires of the roller is between 0.5 and 2 MPa. 7. Werkwijze volgens één van de conclusies 1 tot en met 6, waarin het vloeibare verjongingsbindmiddel wordt toegepast in stap (ii) op het oppervlak van de poreusasfalt wegconstructie verkregen in stap (i) in een hoeveelheid tussen 0.05 en 4 kg/m2, bij voorkeur in een hoeveelheid tussen 0.2 en 1.2 kg/m2, bij sterkere voorkeur in een hoeveelheid tussen 0.6 en 1.0 kg/m2, bij nog sterkere voorkeur in een hoeveelheid tussen 0.7 en 0.9 kg/m2, zoals ongeveer 0.8 kg/m2.A method according to any of claims 1 to 6, wherein the liquid rejuvenating binder is applied in step (ii) to the surface of the porous asphalt road construction obtained in step (i) in an amount between 0.05 and 4 kg / m 2 , preferably in an amount between 0.2 and 1.2 kg / m 2 , more preferably in an amount between 0.6 and 1.0 kg / m 2 , even more preferably in an amount between 0.7 and 0.9 kg / m 2 , such as about 0.8 kg / m 2 m 2 . 8. Werkwijze volgens één van de conclusies 1 tot en met 7, waarin het vloeibare verjongingsbindmiddel wordt gekozen uit de groep bestaande uit watergedragen bitumineuze emulsies, watergedragen polyurethaanharsen, watergedragen epoxyharsen, watergedragen natuurlijke of synthetische harsemulsies, watergedragen emulsies van plantaardige, dierlijke of minerale olie, of combinaties daarvan, waarin het vloeibare verjongingsbindmiddel bij voorkeur een watergedragen bitumineuze emulsie is.A method according to any of claims 1 to 7, wherein the liquid rejuvenating binder is selected from the group consisting of water-based bituminous emulsions, water-based polyurethane resins, water-based epoxy resins, water-based natural or synthetic resin emulsions, water-based emulsions of vegetable, animal or mineral oil , or combinations thereof, wherein the liquid rejuvenating binder is preferably a water-based bituminous emulsion. 9. Werkwijze volgens één van de conclusies 1 tot en met 8, waarin de één of meer eerste oppervlakte-actieve stoffen worden gekozen uit de groep bestaande uit vetzuuramine oppervlakte-actieve stoffen, alkyl-di-amine oppervlakte-actieve stoffen, amido-amine oppervlakte-actieve stoffen, imidazoline-bevattende oppervlakte-actieve stoffen, betaine-bevattende oppervlakte-actieve stoffen en tallolie-bevattende oppervlakteactieve stoffen.The method according to any one of claims 1 to 8, wherein the one or more first surfactants are selected from the group consisting of fatty acid amine surfactants, alkyl-diamine surfactants, amido amine surfactants, imidazoline-containing surfactants, betaine-containing surfactants, and tall oil-containing surfactants. 10. Werkwijze volgens één van de conclusies 1 tot en met 9, waarin de wals in stap (iii) is uitgerust met rubberbanden en waarin de rubberbanden pneumatische rubberbanden zijn die een interne druk van tussen 3 en 9 barA hebben.The method according to any of claims 1 to 9, wherein the roller in step (iii) is equipped with rubber tires and wherein the rubber tires are pneumatic rubber tires that have an internal pressure of between 3 and 9 barA. 11. Werkwijze volgens één van de conclusies 1 tot en met 10, waarin de waterige oplossing die één of meer eerste oppervlakte-actieve stoffen omvat, waarbij genoemde waterige oplossing een oppervlaktespanning heeft lager dan 45 mN/m bij een temperatuur van 20°C, wordt toegepast op het oppervlak van de poreus-asfalt wegconstructie in stap (i) in een hoeveelheid tussen 5 en 250 g/m2, bij voorkeur in een hoeveelheid tussen 30 en 180 g/m2, bij sterkere voorkeur tussen 50 en 150 g/m2.A method according to any of claims 1 to 10, wherein the aqueous solution comprising one or more first surfactants, wherein said aqueous solution has a surface tension of less than 45 mN / m at a temperature of 20 ° C, is applied to the surface of the porous asphalt road construction in step (i) in an amount between 5 and 250 g / m 2 , preferably in an amount between 30 and 180 g / m 2 , more preferably between 50 and 150 g / m 2 . 12. Werkwijze volgens één van de conclusies 1 tot en met 11, waarin de waterige oplossing die één of meer oppervlakte-actieve stoffen omvat welke toegepast wordt op het oppervlak van de poreus-asfalt wegconstructie in stap (i) een oppervlaktespanning heeft die hoger dan 20 mN/m is en lager dan 45 mN/m, bij voorkeur lager dan 40 mN/m, bij sterkere voorkeur lager dan 35 mN/m bij een temperatuur van 20 °C.The method of any one of claims 1 to 11, wherein the aqueous solution comprising one or more surfactants applied to the surface of the porous asphalt road construction in step (i) has a surface tension higher than 20 mN / m and lower than 45 mN / m, preferably lower than 40 mN / m, more preferably lower than 35 mN / m at a temperature of 20 ° C. 13. Werkwijze volgens één van de conclusies 1 tot en met 12, waarin de wals in stap (iii) is uitgerust met rubberbanden en waarin een waterige oplossing die één of meer tweede oppervlakte-actieve stoffen omvat, waarbij genoemde waterige oplossing een oppervlaktespanning heeft bij een temperatuur van 20°C die lager is dan 45 mN/m, toegepast wordt op de rubberbanden in de vorm van een filmlaag, vóór de rubberbanden in aanraking komen met het oppervlak van de poreus-asfalt wegconstructie welke gewalst moet worden.A method according to any one of claims 1 to 12, wherein the roller in step (iii) is equipped with rubber tires and wherein an aqueous solution comprising one or more second surfactants, said aqueous solution having a surface tension at a temperature of 20 ° C lower than 45 mN / m is applied to the rubber tires in the form of a film layer, before the rubber tires come into contact with the surface of the porous asphalt road structure which must be rolled. 14. Werkwijze volgens conclusie 13, waarin de één of meer tweede oppervlakte-actieve stoffen worden gekozen uit de groep bestaande uit vetzuuramine oppervlakte-actieve stoffen, alkyl-di-amine oppervlakte-actieve stoffen, amido-amine oppervlakte-actieve stoffen, imidazoline-bevattende oppervlakte-actieve stoffen, betaïne-bevattende oppervlakte-actieve stoffen en tallolie-bevattende oppervlakte-actieve stoffen.A method according to claim 13, wherein the one or more second surfactants are selected from the group consisting of fatty acid amine surfactants, alkyl-diamine surfactants, amidoamine surfactants, imidazoline containing surfactants, betaine-containing surfactants and tall oil-containing surfactants. 15. Werkwijze volgens conclusies 13 of 14, waarin de één of meer eerste en tweede oppervlakte-actieve stoffen identiek zijn.The method of claims 13 or 14, wherein the one or more first and second surfactants are identical. 16. Werkwijze volgens één van de conclusies 13 tot en met 15, waarin de waterige oplossing die één of meer tweede oppervlakte-actieve stoffen omvat, welke wordt toegepast op de rubberbanden in stap (iii), een oppervlaktespanning van hoger dan 20 mN/m en lager dan 45 mN/m heeft, bij voorkeur lager dan 40 mN/m, bij sterkere voorkeur lager dan 35 mN/m bij een temperatuur van 20 °C.The method of any one of claims 13 to 15, wherein the aqueous solution comprising one or more second surfactants, which is applied to the rubber tires in step (iii), has a surface tension of greater than 20 mN / m and lower than 45 mN / m, preferably lower than 40 mN / m, more preferably lower than 35 mN / m at a temperature of 20 ° C. 17. Werkwijze volgens één van de conclusies 1 tot en met 16, waarin de poreus-asfalt wegconstructie zeer open asfaltbeton (ZOAB), 2-laags zeer open asfaltbeton (2-laags ZOAB), steen mastiek asfalt (SMA), dicht asfaltbeton (DAB), dunne geluidsarme asfaltdeklaag (DGD), wegconstructies waarvan het oppervlak is behandeld met een binder en steenslag, of combinaties daarvan, omvat.A method according to any one of claims 1 to 16, wherein the porous asphalt road construction is very open asphalt concrete (ZOAB), 2-layer very open asphalt concrete (2-layer ZOAB), brick mastic asphalt (SMA), dense asphalt concrete ( DAB), thin low-noise asphalt covering layer (DGD), road structures whose surface is treated with a binder and crushed stone, or combinations thereof. 18. Werkwijze volgens één van de conclusies 1 tot en met 17, waarin het vloeibare verjongingsbindmiddel toegepast in stap (ii) wordt gekozen uit de groep bestaande uit watergedragen bitumineuze emulsies, watergedragen polyurethaanharsen, watergedragen epoxyharsen, watergedragen natuurlijke of synthetische harsemulsies, watergedragen emulsies van plantaardige, dierlijke of minerale olie, waarin de één of meer eerste oppervlakte-actieve stoffen in de waterige oplossing toegepast in stap (i) worden gekozen uit de groep bestaande uit vetzure amidoalkylbetaïnen en waarbij de pH van de waterige oplossing toegepast in step (i) tussen 1.7 en 3 ligt.The method of any one of claims 1 to 17, wherein the liquid rejuvenating binder used in step (ii) is selected from the group consisting of water-based bituminous emulsions, water-based polyurethane resins, water-based epoxy resins, water-based natural or synthetic resin emulsions, water-based emulsions of vegetable, animal or mineral oil, wherein the one or more first surfactants in the aqueous solution used in step (i) are selected from the group consisting of fatty acid amidoalkyl betaines and wherein the pH of the aqueous solution used in step (i) between 1.7 and 3. 19. Werkwijze volgens één van de conclusies 1 tot en met 17, waarin het vloeibare verjongingsbindmiddel toegepast in stap (ii) wordt gekozen uit de groep bestaande uit watergedragen bitumineuze emulsies, watergedragen polyurethaanharsen, watergedragen epoxyharsen, watergedragen natuurlijke of synthetische harsemulsies, watergedragen emulsies van plantaardige, dierlijke of minerale olie, waarin de één of meer eerste oppervlakte-actieve stoffen in de waterige oplossing toegepast in stap (i) worden gekozen uit de groep bestaande uit N-tallowalkyl-l,3-propaandiamines en waarbij de pH van de waterige oplossing toegepast in step (i) tussen 1.7 en 3 ligt.The method of any one of claims 1 to 17, wherein the liquid rejuvenating binder used in step (ii) is selected from the group consisting of water-based bituminous emulsions, water-based polyurethane resins, water-based epoxy resins, water-based natural or synthetic resin emulsions, water-based emulsions of vegetable, animal or mineral oil, wherein the one or more first surfactants in the aqueous solution used in step (i) are selected from the group consisting of N-tallowalkyl-1,3-propanediamines and wherein the pH of the aqueous solution used in step (i) is between 1.7 and 3.
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