Information
About us
Fanico General Trading LLC, headquartered in Dubai, UAE, with Laringum Knowledge Enterprise as its scientific and production subsidiary, is proud to introduce Mamaton–asphalt and bitumen filamentous polymer modifier.
Mamaton enhances the functional and engineering properties of bitumen, thereby improving the durability and lifespan of asphalt. Additionally, it has the potential to reduce construction costs by up to 40%.
Some of the features of this product, all of which have been proven under standard laboratory conditions as well as in practice and during the execution of various projects, in different weather conditions, are as follows:
1. Enhancing the Performance Grade (PG) of bitumen.
2. Achieving over 100% increase in asphalt lifespan.
3. Attaining over 1000% increase in asphalt rutting resistance.(Wheel Track)
4. Elevating bitumen softening point in accordance with ASTM D36 standard.
5. Decreasing bitumen penetration degree as per ASTM D5 standard.
6. Eliminating bitumen bleeding.
7. Minimizing sunlight reflection from the asphalt surface.
8. Preventing slippage of the asphalt surface during rainy conditions.
9. Ensuring optimal braking performance of vehicles on polymerized asphalt surface.
10. Extending the shelf life of markings and paintings on polymer asphalt surface.
11. Offering potential reduction in asphalt thickness by 20-40%.
The Use of Polymer-Modified Bitumen in Asphalt
Generally, the use of polymers in combination with bitumen aims to achieve the following two objectives:
1-Improving the existing performance properties and bringing them to the required quality.
2-Increasing the longevity and preserving the quality of bitumen in asphalt for consecutive years.
Although bitumen alone typically constitutes 4 to 5.5 percent of the total asphalt concrete, and it may seem that the role of bitumen in the behavior, durability, and performance of asphalt layers is not particularly significant, the truth is that bitumen and its physical and chemical properties have an important impact on the desirable performance, longevity, and stability of asphalt mixtures. Adding polymer to bitumen has positive effects on its properties and performance at high and low temperatures, altering all the characteristics of bitumen, which we will discuss further.
Today, a significant portion of government expenditures in various countries worldwide is allocated to asphalt pavement repairs, while these pavements deteriorate over time due to various factors such as loading and environmental variables, ultimately requiring substantial costs for repair, maintenance, or replacement of defective asphalt surfaces. Due to loading, asphalt pavements undergo deformation and experience stresses. Whenever the amount of horizontal tensile stresses in a pavement layer exceeds the tensile strength of its materials, it leads to cracking and breaking of that layer. Tensile strength is one of the most important parameters used to assess fatigue resulting from tensile stress in asphalt.
This parameter is calculated using appropriate laboratory methods and testing of suitable asphalt samples. As a result of studies conducted on the mixing of ordinary bitumen with Mamaton elastomeric polymer modifier which is produced in the form of filamentous polymer strands, all the performance parameters of bitumen have been enhanced, and in the asphalt mixture composition, it has successfully passed all laboratory tests formulated according to global standards.
Performance Grade (PG )(High-temperature range performance in summer and low-temperature range performance in winter): When asphalt is exposed to temperatures of 40 to 45 or -10 to -20 degrees Celsius, it undergoes significant degradation of its properties such as adhesion, softening point, ductility, and other characteristics, and it cracks due to shrinkage in freezing conditions (contraction cracks) and softens and flows at high temperatures in summer, raising the question of why, despite ideal grading, appropriate aggregate, optimal bitumen content according to the workshop formula and control, and monitoring of other specifications to an acceptable level, after one or two winters, asphalt deteriorates or, by retaining water for any reason, its surface becomes rough and uneven, and colloquially, the asphalt becomes naked.
Even a minor asphalt failure is like an open wound, and if not quickly repaired, with the penetration of water and air, especially water from the point of damage, asphalt degradation worsens and covers large areas, and under the influence of water, the fine particles of basic materials beneath the asphalt layer take on a fluid state and cause the asphalt to excessively flex, creating alligator cracks in it.
To achieve higher PG, polymers are used to produce highly resistant asphalts that can easily withstand a time span of 7 to 10 years and optimize expenditures in civil engineering.
Another important issue that justifies the use of polymer is the necessity of its use in asphalt with siliceous aggregates. As it is clear, if the aggregates used in asphalt are siliceous, the problem of bitumen separation from the aggregate arises over time. In other words, siliceous aggregates are bitumen repellent, meaning that good adhesion between them and bitumen does not occur, and with the presence of water in the asphalt body, which is inevitable due to rainfall, bitumen on the surface of the asphalt tends to separate from the aggregate and the phenomenon of aggregate stripping occurs, which is easily observable in asphalt pavements with a lifespan of several years, but with the emergence of polymer and its use in combination with bitumen, this problem is seriously addressed.
Next, we will discuss two other phenomena and problems in bitumens that affect the quality of asphalt.
As mentioned, with the passage of winter or excessive summer heat, many bitumen properties such as adhesion and ductility decrease, as well as its softening point. With the emergence of this problem, two other phenomena and crises arise, including aging of asphalt and early hardening of asphalt. Bitumen and asphalt hardening and aging are defined as follows:
Asphalt is always exposed to air, sunlight, environmental humidity, and ultimately oxidation. With the escalation of bitumen volatiles, asphalt experiences more oxidation and changes from dark to light colors, becoming harder and brittle over time. When the ductility and adhesion properties of bitumen decrease, the process of asphalt hardening and aging intensifies. Polymer materials maintain bitumen properties, delay hardening, and aging of bitumen, and increase the service life of asphalt.
The use of polymer materials in combination with bitumen improves all bitumen properties, prevents environmental factors from affecting it, and results in the following outcomes:
By using Filamentous Elastomeric Polymer, the following achievements are obtained:
-Prevention of aggregate stripping in asphalt mixtures. -Prevention of thermal contraction cracks.
-Reduction of deformation phenomena and bitumen bleeding on asphalt surfaces. -Prevention of asphalt cracks and the occurrence of reflective cracks.
-Reduction of hardening and aging of bitumen.
-Increase in fatigue resistance of asphalt mixtures.
-Increase in tensile strength of asphalt.
-Increase in bitumen softening point.
-Flexibility at low temperatures and no brittleness at the highest temperatures.
-Increase in compaction and reduction of air voids in asphalt.
For optimal utilization of polymer-modified bitumen in asphalt, a proper list of controls and inspections must be carried out. Failure to adhere to each of them will result in the asphalt not meeting the desired specifications, despite the use of polymer-modified bitumen.
The mentioned process is divided into 3 stages:
Stage One - Production of Materials and Storage at the Plant:
In the production of materials, adherence to the following parameters is essential:
1-Control of Los Angeles abrasion for coarse aggregate materials
2-Maximum weight loss with sodium sulfate (durability test) in coarse and fine aggregate materials
3-Maximum water absorption in coarse and fine aggregate materials
4-Maximum aggregate adhesion coefficient
5-Control of fracture percentage
6-Control of sand equivalent in the cold and hot intermediate stages
7-Quality control of filler (gradation - minimum binder content)
8-Gradation of coarse, intermediate, and fine aggregate materials
9-Control of proper stockpile formation at the asphalt plant site
10-Sampling of bitumen with supervision and conducting fivefold tests
11-Sampling of materials with supervision, conducting fivefold tests, and mixing design
12-Control of mixing design and its conversion into workshop formula
Stage Two - Calibration and Performance of the Plant and Control of Weighing and Production Systems:
1-Calibration assurance of weighing system
2-Control of bitumen storage location and tanker system, and heating method for bitumen reservoir
3-Weighing system control in bitumen and materials
4-Ensuring the integrity of screens and screeds
5-Control of dryer and heating method for materials, ensuring no settlement of fines on materials inside the dryer
6-Control of bitumen mixing time and conversion in the production tower
7-Control of bitumen temperature in the bitumen flux
8-Control of asphalt temperature during discharge to trucksStage
Stage Three – Asphalt Spreading, Compaction, and Operation:
This stage involves approximately 20 control points during asphalt spreading and execution.
First Use of Mamaton Modifier Polymer:
Regarding the use of polymer-modified asphalt, Mamaton polymer compound in a ratio of 1 to 10 was mixed with bitumen 60/70 and this project was implemented as a pilot for the first time in Iran and in the industrial town projects of the Markazi province. Asphalt sampling showed that the Marshall stability test had an upward trend and improved by 40% (between 1300 to 1350), and the flow of asphalt decreased to the range of 2.2 to 2.5. These results indicate a significant increase in shear resistance, load-bearing capacity, and fatigue resistance of asphalt. Alongside workshop tests, the laboratory located at the asphalt plant daily sampled bitumen ready for mixing in the bitumen flux and the results of penetration and softening point tests were recorded as follows over 6 sampling periods:
Softening 49-56 | Penetration 60-70 |
Celsius | 0.1 mm |
65 | 51 |
64 | 50 |
64 | 51 |
63 | 52 |
63 | 50 |
64 | 50 |
The above results indicate a decrease in penetration and an increase in softening point, showing a noticeable improvement. The increase in Marshall stability and softening point and the decrease in penetration and asphalt flow generally indicate an improvement in the performance of bitumen and asphalt, meaning greater durability and reliability of asphalt. Also, during PG tests previously conducted with this percentage of bitumen (10% blending with pure bitumen), the bitumen has upgraded from PG 64-22 to PG 76-28. Therefore, with this improvement, prevention of contraction and thermal cracks that usually occur in severe winters is achieved, and the polymer-bitumen combination with bitumen 60/70 increases the adhesion of aggregates to bitumen to an acceptable level, preventing aggregate stripping. Another achievement of using polymer-modified bitumen is obtaining desirable results in the Hamburg Wheel Tracking Test, which, under laboratory conditions, during the wheel tracking cycle of the Hamburg Wheel, in rutting conditions, has recorded approximately 50 times less change in asphalt layer compared to normal asphalt and no stripping problem that occurred for asphalt with pure bitumen without polymer has occurred for asphalt with polymer-modified bitumen. And as a result of the Sharpe test, the ductility and adhesion properties of bitumen have improved significantly.
All these advancements in polymer-modified asphalt indicate that despite a slightly higher financial burden of approximately 20% compared to regular asphalt during execution, polymer-modified asphalt is cost-effective overall due to its enhanced stability, durability, and longevity.
According to reports from various laboratories, up until the time of writing this text, no instances of deterioration have occurred in projects utilizing this type of polymer (Mamaton elastomeric polymer). Therefore, it has been well received by employers for use in other projects. It is worth mentioning that due to the high resistance and significantly improved properties of the asphalt, in many projects, reducing asphalt thickness by 20% has been feasible, offsetting the price increase resulting from the use of polymer. In other words, by reducing asphalt thickness by 20% and using 10% polymer-modified asphalt, project quality can be improved without incurring additional costs.
Mamaton polymer is employed in heavily trafficked routes in Iran, including Shiraz and Ahvaz, as well as in hot and humid regions of Sistan and Baluchestan province and in the route between Marivan and Sanandaj in Kurdistan province, which experiences cold weather conditions. After more than 10 years since the implementation of these projects, there have been no instances of technical problems such as reflective cracking, fatigue cracking, asphalt rutting and aggregate raveling reported from any project.
English translation of a number of statements issued by employers and their laboratories that confirm the validity of this claim are attached to this report.
It is worth mentioning that Laringum Knowledge Enterprise operates under the management of Fanico Holding, based in the United Arab Emirates. The filamentous elastomeric polymer modifier produced by this company has been registered under the trade name “Mamaton” in the UAE.
Fanico Group
Mamaton Expert Panel
I.R.Iran Number: 8590/171
|
Ahvaz Municipality Urban Development Organization
Ahvaz Municipality Urban Development Organization
|
Tehran Municipality
With reference to the services provided and the collaboration undertaken with the knowledge enterprise Laringum in the field of purchasing and utilizing elastomeric polymer for application in asphalt, and considering the time elapsed and the absence of any issues in the completed work sample, we hereby express our satisfaction with the provided product. We hope that, if necessary, continued collaboration with the company will be feasible.
|
Ahvaz Municipality
Ref: 1700/43189
Technical Deputy of the Organization for Planning and Budget and Secretary of the Technical Council of the Province
Following the reviews conducted by the technical and civil administration deputy of Ahvaz Municipality to address the undesirable conditions of urban streets in Ahvaz, and the numerous inspections and field visits, along with the solutions and actions taken in this regard, it is hereby notified. You are aware that Ahvaz city, located in the low-lying and depressed areas of Khuzestan plain with a high level of saline groundwater and waterlogged soils, is unsuitable for the implementation of sub-base and pavement layers. Given the periodic floods, the subgrade and pavement layers up to the asphalt sub-base are saturated, and it has been evident that traditional methods employed over the years are incapable of coping with this situation. Therefore, the need for the use of innovative methods in asphalt implementation is essential. Following the activities carried out over the past 12 years, the results obtained from the new asphalt mixing schemes in critical and waterlogged areas, as well as the use of polymer asphalt, have been remarkably significant. These schemes were piloted on Kianpars Street in 2013 and 2014, and the asphalt laid there, despite enduring repeated floods and stresses on the underlying layers, is operating without any issues. However, similar streets, resurfaced during the same period, have been frequently repaired and often remain in poor condition, indicating the coverage of underlying deficiencies and the durability and flexibility of the modified asphalt layer with this type of polymer. It is worth mentioning that the polymer in question belongs to Laringum knowledge-based company, the producer of the asphalt and bitumen modifier polymer, which is patented and certified by the Elite Foundation and endorsements issued by the Road and Urban Development Research Center and the Institute of Bitumen and Asphalt of the country.
1 of 2 Brief Benefits of Polymer Asphalt:
2- Possibility of reducing asphalt thickness by 20 to 40%, fully compensating for polymer usage costs during implementation. 3- Elimination of asphalt rutting, preventing surface roughness and light reflection. 4- 1000% resistance to rutting, a major problem in this region’s asphalt. 5- Increased lifespan of traffic markings and coloring, which have short lifespans in hot climates. 6- Improved Performance Grade (PG) of bitumen, preventing asphalt softening in hot summer weather. 7- Increased softening point, improving quality during implementation. 8- Reduction in permeability, leading to asphalt isolation and waterproofing.
Technical and Civil Deputy signed & Sealed
|
Ministry of Roads and Urban Development No. S/93/40109/
With reference to the request of Laringum Company in letter number 191/93 dated 27/02/2015, it is hereby informed that the implementation of filamentous polymer asphalt practically and experimentally on the Neiriz-Qatruyeh axis, between kilometers 770+60 to 205+65, by the contractor of this provincial administration, has been carried out. The outcome of the work performed, after three years and upon confirmation by the Institute of Bitumen and Asphalt of Iran and the opinions expressed by the Technical and Soil Mechanics Laboratory of Fars Province and the relevant consultant, is deemed acceptable and positive by this provincial administration. Therefore, the necessary measures are to be taken accordingly. This certificate is issued solely upon the request of Laringum Company and for submission to the Deputy of Planning and Strategic Supervision.
Director General Signed & Sealed
|
I.R.Iran Number: 13950
Subject: Performance Confirmation Certificate Following the contract concluded under number 13940 on 08/02/2017 regarding the purchase of Asphalt & Bitumen Filamentous modifier polymer, we hereby certify and confirm that the municipality is fully satisfied with the implementation of polymeric asphalt and the performance of your company. This is issued for informational purposes.
|
Mamaton
The Superior
Asphalt Modification System
What is Mamaton?
Mamaton refers to elastomeric polymer fibers utilized as modifiers for bitumen and asphalt in various applications within the realm of highways and airfield pavements. These fibers play a crucial role in enhancing the performance of asphalt mixes, particularly in terms of durability and resistance to cracking. The incorporation of Mamaton takes place during hot mix production, installation, and compaction, utilizing standard construction equipment. Specifically, a specialized mobile blender is deployed at the hot mix plant to facilitate the production of modified asphalt cement through an innovative process. This meticulous approach ensures that the resulting asphalt mix meets the stringent performance standards required for high-quality road construction
This production method offers several distinct advantages:
- Reduction in Transport Costs: By directly utilizing the asphalt mixture from contractors’ storage tanks for modification, transport costs for the modified asphalt cement are significantly reduced.
- Streamlined Process: The avoidance of extra tank storage when different binders are required streamlines the production process, reducing logistical complexities and enhancing efficiency.
- Prevention of Degradation: This method prevents possible degradation caused by extended storage and large temperature fluctuations, which often lead to diminished quality and performance of pre-blended modified binders.
- These benefits collectively contribute to a more efficient and cost-effective approach to producing high-quality modified asphalt for road construction projects.
Mamaton Polymer-modified bitumen is meticulously produced under the supervision of seasoned technicians who remain on-site throughout the duration of the project. Their presence ensures meticulous oversight and guidance, offering invaluable advice on the optimal utilization of the polymer in both the production and installation phases of modified asphalt mixtures.
Extensive laboratory investigations and field applications of Mamaton Polymer have unequivocally demonstrated its remarkable performance, showcasing the following benefits:
- Reduction of Permanent Deformation: Mamaton Polymer effectively reduces permanent deformation (rutting) of asphalt pavements caused by traffic, particularly in high-temperature environments.
- Mitigation of Cracking: By utilizing soft base asphalts, Mamaton Polymer mitigates cracking at low temperatures, ensuring enhanced pavement durability.
- Extension of Pavement Life: Mamaton Polymer significantly extends the lifespan of asphalt pavements by at least 100 percent. This is achieved through the enhancement of mixture strength, reduction of fatigue damage, and increased resistance to aging.
- Improved Aggregate Adhesion: The polymer exhibits superior adhesion to aggregates, thereby enhancing tensile properties both before and after exposure of the mixture to water. This improved elasticity makes Mamaton Polymer ideal for the production of specialized mixtures such as Open Graded Friction Course, Stone-mastic Asphalt, Hot Rolled Asphalt Concrete, and stress-abating membranes like SAM and SAMI.
- Polymer-Modified Bitumen (PMB) is meticulously formulated and produced directly at the hot mix plant. This critical stage involves skillfully tailoring the binder’s properties to:
• Excel in Local Climatic Conditions: PMB properties are meticulously adjusted to excel under the specific local climatic conditions to which the pavement will be subjected.
• Optimize Aggregate Synergy: The binder is formulated to synergize effectively with locally sourced aggregates, optimizing overall performance.
• Enhance Pavement Component Properties: PMB customization focuses on enhancing the key properties essential for the performance of each pavement component, including the base course, binder course, and wearing course.
• Ensure Timely Project Completion: PMB formulation is designed to fulfill all hot mix production and pavement construction schedules, ensuring timely project completion.
This meticulous customization process ensures that the PMB meets the exact requirements of each project, resulting in durable and high-performing road surfaces.
Mamaton Polymer Binders Types
- The Mamaton Polymer additives encompass a comprehensive system of modified binders tailored for various applications:
• Mamaton 2020: Specifically designed for use in base and binder courses.
• Mamaton 2030: Engineered for high stability and binder courses, ensuring superior performance.
• Mamaton 2040: Specifically formulated for dense wearing courses, offering exceptional durability.
• Mamaton 2050: Optimized for open graded friction courses, enhancing surface traction and safety.
• Mamaton 2060: Tailored for thin overlays, SAM, and SAMI membranes, providing versatile solutions.
• Mamaton 2070: Suited for special mixtures such as stone-mastic asphalt, hot rolled asphalt concrete, and other customized applications, meeting diverse project requirements.
- The significant extension of asphalt pavement life provided by the polymer modifier results in a drastic reduction in maintenance and reconstruction requirements. Consequently, the life cycle costs of highways and airfield pavements constructed with polymer binder experience a substantial decrease.
Method of Utilization
Developed by a team of experts and refined over several years, Mamaton Elastomeric Polymer has been deployed across diverse climatic zones, consistently demonstrating superior performance across various applications. Its proven efficacy lies in the customized design and production of the modified binder, meticulously tailored to meet the unique requirements of each project. This polymeric binder enables the production of high-quality asphalt mixtures using locally available raw materials, ensuring efficiency and sustainability in road construction.
The capacity of a pavement to adequately support traffic loads hinges significantly on the mechanical and rheological properties of the constituent components of the asphalt mixture. This presupposes a structurally sound pavement design and subgrade soil capable of withstanding the intended traffic. By incorporating a proven modifier, the temperature range within which an asphalt concrete mixture can sustain a design load without experiencing undue distress is significantly.
The reduction in temperature susceptibility of the mixture is attained by lowering the temperature limit at which the binder film within the mix would crack and simultaneously increasing the upper temperature limit at which the binder would soften. This proactive measure effectively mitigates rutting and cracks in the pavement, ensuring enhanced durability and longevity.
Unmodified asphalt, limited by its inherent constraints, demonstrates satisfactory performance only within a narrow temperature range. Mamaton binder elevates the properties of asphalt mixtures in the following manner:
The first step in applying the polymeric modifier involves selecting a base bitumen with specific properties, including penetration and viscosity. These properties are carefully chosen to prevent cracking at the lowest anticipated temperature at the project site.
To extend the temperature range, special additives within the polymer binder system are selected.
The modification of the asphalt mixture elevates its softening point, as measured by the Ring and Ball test. This elevation significantly reduces rutting, particularly under the highest temperatures expected at the project site.
The polymerization of the asphalt mixture widens the desirable temperature range within which asphalt mixtures primarily respond elastically. This ensures that both low and high temperature boundaries are selected to meet the climatic needs of each individual project.
The modification process involves adding carefully selected hydrocarbon-based polymers to the asphalt, a method known as the planted polymer process. This is carried out using mobile blenders set up at the site of asphalt hot mix production.
The polymerized hydrocarbons, primarily polyolefin, have a significantly higher molecular weight compared to the components of the base bitumen. The polymer additive consists of a long-chain backbone with small side branches that regulate the degree of crystallinity and enhance adhesion to the aggregates. This enhanced adhesion is the reason why the polymer binder improves the tensile properties of the mixture both before and after exposure to moisture.
The concepts outlined above apply consistently to all types of Mamaton Polymer and to all asphalt mixtures produced with it.
The most important enhancements provided by the Mamaton Modifier Polymer to asphalt hot mix can be summarized as follows:
- Significantly improved resistance to rutting.
- Decreased formation of cracks at low temperatures.
- Enhanced load distribution capacity of the pavement.
- Reduced fatigue resulting from traffic loads.
- Increased adhesion and decreased stripping due to moisture exposure.
- Diminished aging, particularly as a result of UV radiation exposure.
- Improved resistance to damage from lubricating oil and fuel.
Characteristics and uses
Mamaton 2020 is designed for Base and Binder Courses, which are crucial components of pavements in terms of overall durability, resistance to permanent deformation, fatigue resistance, and the ability to withstand heavy and frequent axle loads. Over the past 5 years, Mamaton 2020 binder has demonstrated remarkable success in base and binder courses. It has significantly enhanced the stability and durability of pavements, thereby increasing their resistance to permanent deformation and fatigue-related distress. This type of binder is highly recommended for use in asphalt base and binder courses on highways subjected to heavy traffic, as well as on airport runways and taxiways.
Mamaton 2030 is specifically designed for High Stability Base and Binder Courses. Building upon the advancements of Mamaton 2020, the 2030 binder offers enhanced strength and durability of mixtures, particularly in terms of resistance to fatigue and rutting. Mixtures made with the 2030 binder exhibit minimal creep and permanent deformation, while boasting the highest load distribution capacity, durability, and resistance to fatigue.
Mamaton 2040 is tailored for Wearing Courses, addressing the principal requirements for surface or wearing courses, which include:
- High frictional resistance throughout the pavement’s lifespan.
- Resistance to permanent deformation, maintaining a smooth riding surface.
- Retained strength after exposure to moisture.
- Durability against aging from atmospheric oxygen and UV radiation.
- Minimal abrasion and loss of fines.
- Mitigation of damages from low-temperature cracking.
- Enhanced resilience to spills of lube oil and fuel.
To meet these requirements, the 2040 type is formulated to enhance recoverable elasticity, stability, and adhesion to the aggregates.
The extended useful temperature range of the 2040 binder is particularly crucial for wearing course mixtures, as they are subject to significant temperature fluctuations.
Mamaton 2050 is designed for Open Graded Friction Courses, which are characterized by having air voids of approximately 20 percent. This open structure allows surface water to enter and drain through to lateral outlets, preventing aquaplaning. Additionally, the elimination of splash and spray, which are common behind trucks, reduces a particular nuisance. The absence of aquaplaning and improved visibility contribute to overall safety and a reduction in traffic accidents.
An additional and significant benefit of using open graded friction course is the substantial noise reduction that can be achieved, particularly in the range of higher sound frequencies, thus mitigating noise pollution. The aforementioned advantages, especially the environmentally desirable noise reduction, have led to a significant increase in the use of the polymer for open graded friction courses in recent years. Due to the excellent performance of these wearing courses, this pavement technology is expected to be even more widely adopted in the future.
The 2050 type binder exhibits exceptional adhesion to aggregates and possesses excellent elasticity and elastic recovery properties. Simultaneously, it maintains high mixture stability to minimize permanent deformation.
Mamaton 2060 is engineered for Thin Surface Courses, as well as for Stress Absorbing Membranes (SAM) and Stress Absorbing Membrane Interlayers (SAMI). Specifically developed for use in thin surface courses placed on asphalt and Portland cement concrete (PCC) pavements, Mamaton 2060 is also suitable for SAM and SAMI type membranes.
Thin asphalt concrete and SAM surface layers are utilized to rejuvenate worn-out pavement surfaces. SAM interlayers (SAMI) are deployed to mitigate stresses within the pavement section, thereby reducing reflective cracking and sealing old asphalt or Portland cement concrete surfaces before overlaying with an open friction course. The formulation of the 2060 type prioritizes adhesive and elastic properties to meet the requirements of these applications.
Mamaton 2070 is designed for Special Asphalt Concrete Mixtures, which include:
- Hot Rolled Asphalt Concrete
- Stone-Mastic Asphalt
- High Binder Concrete mixtures for applications requiring:
• Increased resistance to aging
• Improved protection against moisture penetration (e.g., bridge decks)
• Complete elimination of aggregate loss from the pavement surface.
The 2070 binder meets these specialized requirements while also ensuring high stability and resistance to permanent deformation. Like other Mamaton binders, this formulation is customized to incorporate locally available materials and to meet the specific needs of the projects under consideration.
*The formulation and properties of all the aforementioned binders, as well as the asphalt mixtures made with them, can be adjusted to adhere to the specifications issued by various countries.* |
Test Results
Test 1: Wheel Tracking Test (Rutting)
Reference: Institute of Bitumen and Asphalt
Materials: Asphalt Concrete
Method: This test involved samples of both ordinary and Mamaton polymer-modified asphalt mixture, using a Hamburg wheel tracking device, following the AASHTC-132H standard. The loading wheel, fixed with a load, reciprocated along the sample in a to-and-fro manner, testing the sample under dry and submerged conditions. Sample dimensions were 50 x 30 x 30 cm, with the loading wheel measuring 20 cm in diameter and 5 cm in width.
Samples were compacted using a rolling compressor machine and a frictional method. Asphalt slab samples were submerged in 50-degree water, subjected to a 705-N load, and moved back and forth at a speed of 50 cycles per minute. Under these conditions, the loading wheel moved along the sample 20,000 times (10,000 forward and 10,000 backward movements).
The depth of ruts in various cycles for both ordinary and polymer-modified asphalt mixture samples is provided in the figures below.
Result:
After 20,000 movements of the loading wheel, the rutting depths in ordinary and polymer-modified asphalt mixture samples were 6.62 mm and 0.13 mm, respectively. It is important to note that the ordinary asphalt mixture experienced stripping along the route of the loading wheel due to the effect of water, leading to more severe rutting.
Test 2: Resilient Modulus Test
Reference: Institute of Bitumen and Asphalt
Materials: Asphalt Concrete
Method: ASTM-DH123 (0.1 for loading time and 0.9 as rest time)
The Resilient Modulus Test was conducted on samples of both ordinary and polymer-modified asphalt mixture at 25°C, following the ASTM-DH123 standard method. The test employed a half-sine loading method with a frequency of 1 Hz. The loading cycle duration was 1 second, with a load-exertion duration of 0.1 second and a rest length of 0.9 second in each cycle.
Result:
The results obtained indicate that the polymer-modified binder substantially enhances the elasticity of the mixture, particularly at high temperatures. At lower temperatures, coefficients related to unmodified and modified mixtures are comparable, indicating that the tendency to cracking does not increase at low temperatures.
Test 3: Creep Test
Reference:
Institute of Bitumen and Asphalt,
BS-DD226 Standard; Temperature: 45°C
Method: The Dynamic Creep Test was conducted on samples of both ordinary and polymer-modified asphalt mixtures at 45°C, following the BS-DD226 standard. The test duration is 3600 seconds, during which 1800 loading cycles are exerted. Within each cycle, a 100-kPa load is applied for 1 second. Additionally, before applying the test cycles, a pre-loading stress as great as 12 kPa is exerted for a duration of 120 seconds.