Compatibility asphalt

Pauli, A.T. Asphalt compatibility testing using the automated Heithaus titration test. Prep. Div. Fuel Chem., American Chemical Society, 1996, 41,1276-1281. 

Neoprene 12% Bitumen/asphalt compatible good water resistance good adhesion to metals low cost High shrinkage only dark color very slow curing stains wood/ stone... 

CPA. Copolymer alloy membranes (CPAs) are made by alloying high molecular weight polymeries, plasticizers, special stabilizers, biocides, and antioxidants with poly(vinyl chloride) (PVC). The membrane is typically reinforced with polyester and comes in finished thicknesses of 0.75—1.5 mm and widths of 1.5—1.8 m. The primary installation method is mechanically fastened, but some fully adhered systems are also possible. The CPA membranes can exhibit long-term flexibiHty by alleviating migration of the polymeric plasticizers, and are chemically resistant and compatible with many oils and greases, animal fats, asphalt, and coal-tar pitch. The physical characteristics of a CPA membrane have been described (15). 

Goal Tar. In roofing, coal tar is used as mopping bitumen in between 15 and 20% of the BUR roofs installed. Coal-tar pitch and asphalt are considered incompatible and should not be mixed. If mixed, an oily exudate is formed that plasticizes the bitumen, and the mixture remains soft and does not weather well. For this reason, if coal tar is used in BUR systems the felts must be coal-tar saturated. There has been some success using asphalt-coated fiber-glass mat felts with coal-tar pitch. However, this has only been done for a limited number of years so the actual compatibility is not fully known. 

Dikes may be made of earth, steel, crushed stone, or concrete, and they may be lined with a layer of clay or asphalt, or plastic film. There are several constraints on dike material it must be chemically compatible with the process material, be durable under normal weathering conditions, have structural characteristics suitable to support loads from maintenance vehicles, and be cost effective. Ideally, to prevent ground contamination, the ground between a vessel and a dike wall should be nonporous. 

With the development of "coal oil" from coke-making and other coal processing, a similar product-bitumen-became available. Though useful for many, if not all, of the same purposes, bitumen is not identical, and in many cases, not compatible with asphalt, and care should be taken in chemical services not to mix them. For instance, hot asphalt should not be used with a bitumastic primer, nor if the supply of hot asphalt runs out before a job is completed, should it be finished with a bitumen formulation. 

The primer, defined in the first part of this paper as a cut-back of the same or a compatible, unfilled, oxidized asphalt dissolved in a high flash petroleum fraction, should be scrubbed into the concrete surface with a broom or stiff brush (roller or spray application is not recommended) and allowed to dry to permit the solvent to evaporate. This usually takes about 3 to 4 hours, at which time the odor of the solvent will have become faint. This leaves a black deposit of the asphalt in the pores and on the surface of the concrete. If the black color fades away, or becomes gray, the concrete is porous, and another coat of primer is necessary. Repeat until the surface remains black. 

Of the other forms, none seems to be entirely satisfactory or compatible with SRP waste at the present stage of development. Phosphate glass devitrifies and becomes more leachable borosilicate glass is not miscible with sulfate, forming a highly leachable separate phase asphalt is flammable, particularly when mixed with manganese dioxide and... 

Straight-run fuel oil fractions from the same crude oil normally are stable and mutually compatible. However, fuel oil produced from the thermal cracking and visbreaking operations may be stable by themselves but can be unstable or incompatible if blended with straight-run fuels and vice versa. Furthermore, asphaltic deposition may result from the mixing of (distillate and residual) fuel oils of different origin and treatment, each of which... 

Compatibility ASTM D-1370 Indicates whether asphalts are Ukely to... 

The shapes of the force curves further indicate that two distinctly different behaviors in pull-off are apparent. For example, force curves measured for less compatible asphalts of lower molecular weight, such as asphalt AAD-1 (Fig, 6d), fail abruptly as the tensile stress of the material increases nearly linearly up to a point of sudden failure with applied pull-off force. The contact area between the tip and the surface is assumed to remain constant up to the point of... 

Uses Antifoam for industrial applies., esp. latex, traffic paints, decorative paints for asphalt, adhesives, inks, wallcoverings defoamer in food-contact coatings, paper/paperboard food pkg. adhesives, coatings Features Silicone-free highly compat. in finished prod., no film defects Regulatory FDA 21 CFR 175.105,175.300,175.320,176.170,176.180, 176.200,176.210 EPA compliance... 

Polymers which are used in the modification of bitumen must posses sufficient compatibility, and high thermal stability they will then be able to resist the high temperatures during the mixing process in the asphalt mixing plant, and during transport, from the... 

Given the suitability of the constituent materials, the methodology consists of two stages. In the first stage, the compatibility of the bituminous emulsion with respect to the selected aggregate is examined and the per cent of added water before mixing is determined. In the second stage, the properties of the cold asphalt are determined for optimum performance. 

The stage where the compatibility of the bituminous emulsion with the selected aggregate is examined is necessary since there are a variety of aggregates to be used for a given bitumen emulsion. The properties of the cold asphalt are directly related to the capability of the bitumen emulsion to coat the aggregate particles with bitumen. This is determined by executing the coating test. 

Aggregates, with respect to their particle size distribution, shape and surface texture, directly affect the asphalt workability/compatibility. Open-graded mixtures have better workability and require a smaller compaction effort than dense-graded mixtures. Additionally, an increase of coarse aggregate content reduces the workability and increases the compaction effort. 

Finally, high percentage of filler can have a negative impact on the asphalt workability/ compatibility. 

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