Effect of laboratory foamer on asphalt foaming characteristics and foamed mixture properties

Abstract

In the United States, mechanical foaming is the most popular method for producing warm mix asphalt, which is the latest technology implemented to reduce the production temperature and/or enhance the compactability of asphalt mixtures. Three commonly used commercially available laboratory foamers to produce asphalt foams include the Wirtgen WLB 10S (Wirtgen foamer), the InstroTek Accufoamer (InstroTek foamer) and the Pavement Technology Inc. Foamer (PTI foamer). Though these foamers have been widely used in research studies and construction practice, it is still unknown whether they produce asphalt foams with the same quality and quantity. In this study, asphalt foaming characteristics produced by these three laboratory foamers were measured using a non-contact test set-up consisting of a laser device and a digital camera, and compared in terms of instantaneous volume expansion, foam stability and surface area evolution of foam bubbles. Additionally, the workability, coatability and mechanical performance of foamed mixtures prepared using these same laboratory foamers were compared against the conventional hot mix asphalt (HMA). Test results indicated that foamed asphalts produced by the Wirtgen foamer had the largest volume expansion and greatest foam stability, followed by those produced by the InstroTek foamer and the PTI foamer. The optimum foaming water content (W_opt) was determined for each laboratory foamer based on the workability and coatability results of the corresponding foamed mixtures. In addition, the performance evaluation of the foamed mixtures produced at W_opt values indicated equivalent mixture stiffness but greater moisture susceptibility as compared to the conventional HMA.

Keywords:

• Laboratory foamer
• asphalt foaming
• foamed mixture
• characteristics
• properties

Acknowledgements

The authors greatly acknowledge Gene Smith from Pavers Supply Company, Amit Bhasin and Zelalem Arega from University of Texas at Austin, and Richard Steger and Todd Lynn from Invia Pavement Technologies for allowing us access to their personnel, laboratory equipment and facilities as well as their generous support to the study. Gratitude is also extended to Rick Canatella from the Texas A&M Transportation Institute, and Guillermo Gomez Salas and Adolfo Portilla from the Texas A&M University for their contributions in the laboratory.