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ACKNOWLEDGMENT
At this time we wish to take the opportunity to thank
'Mr. E.A. Finney and the American Bitumuls Company for the

guidance and materials that were used in this investigation.

3E.C. 777W

w

CCNTEN
Introduction . . . . .
The Investigation . . .
Part One . . . . . . .
Part Two . . . . . . .
Conclusion . . .. . . .

Bibliography . . . . .

An Investigation of the Use of Emulsified
Asphalt with Natural Soil

A Thesis Submitted to
The Faculty of
MICHIGAN STSTE COLLEGE
of

AGRICULTTAE AND APPLIED SCIENCE

BY
R. 5.33:9ng J'.L.SCOTT

Candidates for the Degree of

BACHELOR OF SCIENCE

June 1955

INTRODUCTION //

The present economic conditions of today has/brought
about extensive research in the line of cheaper roads. The
cost of construction of asphalt roads in the past has been
greatly encoumbered with the increasing high cost of ship-
ment of materials. It is thru this feature of the constr-
uction which we aim to strick our blow. It is our aim to
take the materials on hand ( natural soil ) and by proper
amounts of an emulsified aSphalt, with with mixed-in-place
construction, construct a cheap durable road. We intend to
limit our investigation to Michigan,although it is the poor-
est state in the lot because of its abundent supply of nat-
ural gravel beds. After studying a surface map of this state
we think that this type of construction is feasible even in
Michigan. We do not intend to replace the high cost concrete
roads, of which'Michigan has some 89,000 miles, but to cover
the so called township or secondary roads, of which she has
about 60,000 miles that are in a very deplorable condition.
One of Michigans leading industries ifi— its tourist trade
and it is an undisputable fact that good roads would further
the betterment of this industry.

Before going into the effects of emulsions on soil we
would like to site some comparative studies and investigations
that have been tried with soils.

Sand and Clay are two of the most widely distributed

materials, and sand clay roads have been constructed in

103175

many parts of the country under various conditions. It is
desired to determine under what conditions they have proven
most successful and whether it is practical, when suitable
sands and clays are close at hand, to use sand clay mixtures
not only as a wearing surface for light traffic roads, but
also as a subgrade for higher types of pavement where the
natural foundations are inadquate.

If a road is constructed of a sandy soil, it is fairly
stable during wet weather but is very unsatisfactory in dry
weather. The sand, which consists of small particles of rock
has in itself very little power of cementation due to the
fact that it undergoes pratically no further decomposition
under weathering. When moist, however, each sand grain is
surrounded by a film of water which possesses a sall binding
power. This, together with thu mechanical bond existing be-
tween the particles, produces a mass that is firm and stable.

On the other hand, if the natural soil is clay, it
produces a road that is hard and compact during dry weather
but becomes practically impassible in wet seasons. Clay,
which is composed of small particles of stone dust has prac-
tically no mechanical bond but does possess cementing pro-
perties. This is especially true when the clay is in a rather
dry condition. When wet, it becomes plastic, sticky or slushy
depending upon the amount of water present.

A road surface consisting of a mixture of sand and clay
combined in proper proportions, has been found to possess

the resisting powers of the sand in wet seasons and the

cementing powers of the clay in dry season. The term " sand
clay road" is applied to an earth road which has surfeced w
with especially selected or prepared earth containing sand
and clay combined in such proportions as to increase the
resistance of the road to wear.

The theroy of a sand clay mixture is that the sand
grains shall be in contact and interlock with Just suffi-
cent clay to fill the voids, hold the sand particles to-
gether and prevent disintegration in dry weather. The road
receives its Stability from the sand and must contain enough
of this aggregate to support the traffic and to resist grind-
ing and crushing action. The purpose of the clay is to act
as a binder for the particles of sand, and the use of a
proper amount of clay is absolutely essential if this type
of road is to be a success. If an excess of clay is used in
the mixture the grains of sand, which are forced out of
contact with other. are free to move about in the mass so
that they offer no more resistance to pressure than if the
entire mass were made of clay. If an insufficient amont of
clay is present, the mixture will lack binding power and
will disintegrate.

It was with the inyent of widening this limit of
proportion that a foreign material was sought that would

both waterproof and increase the stability of such a mix.

Because of the extensive application of surface
treatment to the construction of low cost roads and the

need for futher imformation on this subject, representatives

of the tar industry and the Bureau of Public Roads have
recently made a field and labortory study, in North Carolina
of surface treated roads on which tar was used. The par-
ticular type of treatment consists essentially of the appli-
cation of a light tar to the untreated road or prepaped base
followed by an application of hot tar with a cover of mineral
aggregate. A third application of tar, sometimes called the
seal coat is applied with a mineral aggregate cover after
the surface has been subjected to traffic for a period of
time. This method of treatment is designed to provide a
wear-resisting surface which will will adequately protect
the base from deterioration and which can be economically
maintained in a satisfactory condition.

The development of the double surface treatment as
practiced in North Carolina resulted from early experiments
in which a light tar was used on gravel or macadam bases.
These tar-treated surfaces were very satisfactory for some
time, as the tar penetrated into the road, allaying the dust
and producing temporarily a bonded surface. However, under
summer conditions, these surfaces disintegrated under traffic
and only by repeated re—treatments could the road surface
be kept in good condition,

Later, more viscous tars applied hot were used. It was
found that these hot tars produced a more durable surface

on clean, hard bases but would not penetrate any existing

dust film on the road. Because of lack of bond with the base

the road surfaces often corrugated badly or were picked up
by traffic.

In order to obtain the adaantages of both materials, the
double surface treatment was developed, in which cold app-
lication tar was used as a prime and a hot application tar
for the second coat. In this way a wearing surface of greater
thickness and stability was developed, which did not pick up
under traffic but remained plastic and smooth under a wide
range of weather conditions. Later, this same method of tre-
atment was applied to topsoil and sand clay surfaces.

As a result of this survey the following conclusions
seem wappented:

Surface treatment provides a satisfactory low-cost WQEET
ing surface on several types of bases.

Surface treatment has the advantage over the thicker
surfaces mates in that it is more pliable and can therefore
adjust itself to the movement on a flexible base with a
minmmun amount of cracking.

New roads or base construction should be subjected to
traffic for some time before being surface-treated, in order
to produce adequate compaction and to determine the suit!-
bility of the base for treatment. Compaction under traffic
is valuable as a means of detecting an excess of plasticity
in the base, a condition which should be corrected.

In order to avoid failures in the surface treatment

resulting from unstable bases, research should be directed

toward finding a means of reducing the plastic properties
of the clay present, particularly in the natural soil.

A priming application is desirable as a final prepartion
of the base, not only to stabilize and waterproof the top
but also to insure a bond between the base and the surface
mat.

Tar of light consistency, because of its excellent
penetrating and binding properties, makes a very satisfact-
ory prime or stabilizing material.

Hot application tars are more satisfactory for the
second application medium and heavy cold application tars
have many advantages in seal and re-treatment work.

A tough aggregate should be used as a cover material
in order to reduce crushing under traffic to a minimum so
that the original texture of the surface and the stability
of the mat may be rethined.

Very fine sand or roadside material should not be used

for blotting purposes because it has a tendency to produce
either a brittle or a unstable surface.

A seal application is highly desirable as the final
steep in insuring a dense and waterproof surface.

Cold application tar is preferrable to hot application
tar in re-treatment work because it premits dragging and
blading of the cover stone to produce a smoother surface.
The finished road shows less tendency to bleed and is likely

to retain its original texture for a lenger time.

The principal requirement of bases fpr surface treatment
is that they shall neither soften nor undergo appricable
change in volume with current changes of climate or ground
moisture conditions.

Soil tests serve to disclose those characteristics of
the base material which materially affect the preformance
of the surface treatmeht. In this connection the mechanical
analysis is of asistange but by itself is not adequate for
distinguishing good ftom.poor base material.

Determine the suitability of base soils according to
their physical characterictics instead of by rule of thumb
methods may show that the material road soil, either alone
or in some combination with other local soils, will serve
as well or better than the more expensive base materials of
recognized value.

A content of clay binder as low as 5 % has proved
satisfactory in surface-treatment bases, However, clay with-
capillary and cohesive properties as high as thges of average
or "statistical" soils and shrinkage properties considerably
lower, may not prove detrimental in base mixtures even where
present in amounts as great as 20 persent of highly plastic
clay and all cases of highly micaceous material should be
regarded with suspision.

Some methods of correcting insatisfactory base maternal
may often prove desirable. Fine sand is used satisfactorily
as an administure to reduce clay content. Coarse material

has not much value for this purpose and may be used to better

advantages as a top coarse. The best method and material to
use in stabilizing a soil will depend upon the soil characher
of the particular soil or base material. Often a thin top
course of suitable material will increase the stability of
the base sufficiently. In other cases, it may be advantageous
to use a tar primer or to mix tar into the base.

Very simular investigations have been made with natural
soil as a base with oils, cut-backs and very recently with
calcium chloride. The results being mainly that stability of
the soil must first be reached and then the mixture water-
proofed.

In all these investigations asphaltic emulsions seem
to be left in background supposedly because of their newness
in the field. however, we think that emulsions advantages
over these others asfollows:

An emulsion saves the cost and inconvenience of heating,
eliminates the danger of over heating and makes possible
application by inexpensive equipment.

Its high penetrating quality premits a high percentage
of aggregate without affecting the proper coating with asphalt.

Its high penetrating quality enables the asphalt to
inflitrate to the very bottom.fif the coarse.

Used cold, it is practically the same temperature as
the aggregate to which it is applied; hence, there will be
no sudden congealing to affect its infiltration.

It may properly be used on moist or wet aggregate

elimiting many wet weather delays.

The likelihood of excess asphalt or fat spots is
minimumized - thoroghly non-skid surfaces are charateristics
of emulsion construction.

It prgmits the use of a wide varity of aggregate that
would not always be suitable for binding by penetration
methods.

In light surface dressing work it sets quickly so that
there is no throwing or spattering upon cars using the surface

immediatlly upon completion.

 

With these advantages in mind, we set about to investigate
the feasibility of mixing an emulsion with various proportions
of sand, clay and silt that will resist weather and be suit-

able for a secondary road.

[(7

THE INVESTIGATION

Our first problem was to find suitable soils that
would give us the various proportions of sand,clay and silt
that we thought might apply. Instead of trying to find the
proportions as they occured in nature we attempted to find
pure samples of each. Then we could mix the soils as we saw
fit.

In this attempt we were fdirly successful for with our
findgewe could get a range that the soil would occur in
nature in large quanities.

A.mechanical analysis of the soil was run by the
hydrometer method under the directions of a bulletin by
G.J.Bouyoucos of Michigan State College.

The mixing of the soil with the emulsion we divided
into two parts:

Part one- Emulsion HRT was used and all samples were
mixed dry. The samples were mixed by hand with the asphalt
content varing from 18 to 7 percent, also the amounts of sand
clay and silt were varied as much as possible. The mixed
sample was placed in steel cylinder six inches in diameter
and six inches high. Enough material ( 1200 grams ) was
added to turn out a sample about one and one-half inches
thick. Fifteen hundred pounds pressure was applied to the
sample which is equivalent to an average size road roller.
( this pressure was pounds per square inch ). After the

sample was pressed it was removed from the cylinder and

II

allowed td stand in the air for seven days. On the seventh
day four briquettes were cut from the sample, three were
tested for shear and the other was placed in a water bath
for a week - the absorbtion and the deterioration noted on
each day. A penetration test was tried by placing a one inch
square area round rod in the center of each sample and applhg
a five hundred pound load, and measuring the depth of pene-
tration measured. This test was found to vary directly with
the shear and as it interferred with the cutting of the
briquettes it was abandoned.

\_’—/ .

Part two- Emulsion XBM was used for this part and the
procedure was the same except that the samples were mixed
wet - that is, enough water was added after the sample had
been weighted to just moisten the mixture- and the samples
were left set twenty-four hours before they were pressed.
The range of the asphalt and the imprgtical mixtures wees
cut down from observations taken on part one.

The shear test was run by placing the briquettes in a
cylinder with an inch and one-half knife-edged throat and
the pressure noted at which the briquette pushed through
the throat.

All samples of soil were thpwfily dry and screened

through a 10 mesh seive before being used in the mixtures.

 

 

TRIAXIAL DIAGRAM

 

 

 

 

 

 

0

 

<> to as; so ‘fifiud?’ Ck) 7t> so 96

Explanation of Diagram

The object of this diagram is that any point
inside the triangle, will - if the presentages of
sand, clay and silt are added- be equal to 100 %.
To read the diagram place the base in front of
/you with the point away and read the figures on
the right. Thus - point A is 60 % sand, 20 %
clay and 20 % silt.

 

 

[53

PART ONE I EMULSIFIED ASPHALT HRT GRADE

Emulsified Asphalt HRT Grade shall be a homogeneous
emulsion of aSphalt and alkaline water containing a total
of not more than 1 % of emulsifying and stabilizing agents.
T t shall be miscible with pure water in all proportions
and shall show no separation of asphalt after thorough
mixing, within thirty days after delivery, provided separa-
tion has not been caused by freezing. It shall conform to
the following requirements:

Viscosity - Saybolt Furol - so cc. at 25° c.
( 77° F. ------- no} more than 100 sec.

Miscibility - - — - - No appreciable separation in 2 hrs.

Coating - It shall not show appreciable separation when
mixed with clean, wet stone for three minutes and
shall coat the stone thoroughly.

Specific Gravity - 25°/ 25° C. (77°/77°F.) Not less than 1.0

Residue at 165° C. 3 hrs. 50 gms. - - - Not less than 55 %
more

Settlement -------------- Not less than 3 %

Demulsibility ------------- Not more than 20 %

The petroleum asphalt prior to emulsification shall

conform to the following requirements:

Penetration at 25° c. ( 77° F.) ------- 150 to 200
Solubility in carbon disulphide Not less than 99 %
Loss at 163° c. 5 hrs. ------- Not more than 3.5 s

. o
In lieu of the requirements for "Residue at 163 C.“, at
the engineer's option, there may be substisuted the

following requirements:

I4F

Distillation by Weight:

Oil distillate to 2600 c. ( 500° F. ) yet more than 2%

Residue at 260° c. ---------- Not less than 55%
Penetration Residue at 25° c. 100 to 200
Ash - - - -------------- Not more than 1.5%

The following samples of soil were used in the mixtures:

SAND
l 2
sand - - - - 96.0 % 833d - - - - 80.0 %
clay - - - — 5.0 % clay - - - - 15.0 %
Silt - - - - 1.0 % Silt - - - - 5.0 %
CLAY
1 2
sand - - - - 56.0 % sand - - - - 17.0 %
clay - - — - 26.0 % clay - - - - 65.0 %
silt - - - - 18.0 % silt - - - - 18.0 %
3
send - - - - 9.0 %
clay - - - - 67.0 %

silt - - - - 24.0 %

Number 5 clay was composed of a very fine clay along
with the indicated amount of silt. ”he actual amount of
silt was well above the 24 % by seive analysis but in order
to hold to the simple mechanical that the results left

as appaers.

No.

a m U: G! as Ed

{0(1)

10
11

15
14
15
16

Key for Part's One and Two Tables:

DATA

82.5
56.0
80.0
76.0
69.5
62.5
89.5
66.0
86.2
17.0
52.5
65.1
69.5
56.0

9.0

V - shear in pounds per square inch.

P a

X
S u
C
D
FOR

C
10.8
29.0
15.0
14.5
18.4
22.5

6.7
20.5

8.7
65.0
55.0
28.8
22.8
50.0
67.0

percent
percent
percent
percent
percent

PARTi-ONE

D
6.7
19.0
5.0
9.5
12.5
15.2
5.8
15.7
5.1
18.0
12.5
8.1
6.7
14.0m
24.0

absorption

of asphalt by weight.

sand by weight.

clay by weight.

silt by weight.

500

16.0
16.0
16.0
18.4
18.4
15.7
15.7
16.0
15.7
16.0
16.0
16.0
15.7
15.7
15.7

7.0
6.9

8.0

.X
15.7
15.7
15.7
16.0
16.0
11.5
11.5
11.5
11.5
15.7
15.7

P

9.0
5.6
8.7

8.7

7.5

10.1

[5

GmQOUhNH

+4 +4 I4
es +4 to

82.5
56.0
80.0
76.0
69.5
62.5
66.0
89.5
86.2
17.0
69.5

FOR PART-CUE CONT.-

10.8
29.0
15.0
14.5
18.4
22.3
20.3

5.7

8.5
65.0
22.8

6.7
14.0
5.0
9.5
12.5
15.2
15.7
5.8
5.1
18.0
6.7

552

11.5

11.5
15.7
15.7
9.2
11.5
9.2
9.2
11.5
6.7

7.5

728

18.4
11.5
11.5
6.9
9.2
6.7
6.9

18.4

6.2

I6

 

 

 

~AYERAGE SHEAR CURVE

 

20

3.
(l ‘JE

 

 

 

 

 

 

 

 

 

 

0K
. ’6 ‘x \
*2 4. x '
E ' ‘\\\\
._ N0

(Z) 12 \'\\\‘R
0 ’° V*\ \\K@
'3 a / \\
SE .40 @u\ Mfewfi
0. 5 a
U)
Q‘

4.

‘2

 

 

 

 

 

 

 

 

 

0 200 400 600 800 [000 I200
SHEAe

The numbers of curves are.taken from table
under Part-One. The heavy line representing the

average shear for various amounts of asphalt.

 

 

 

 

 

 

 

 

AVERAGE ABSORPTION CURVE

 

20

 

 

IS

‘4

,2 \

IO

 

 

 

 

 

ASPHALT CONTENT - %

 

 

 

 

 

 

 

 

 

 

o 2 4 a e 10 12

Aeaoep'rlorv ~ %

This is an average curve taken from

table under Part-One

 

 

P9

.PART-TWO-EKULSIFIED ASPHALT XRM GRADE
Bitumuls XRM'shall be homogeneous emulsion of asphalt,
water, emulsifying and stabilizing agents. It shall be miscifie
with pure water in all proportions and shall show no separa-
tion of asphalt, after thorough mixing, within thirty days

after délivery, provided separation has not been caused by

freezing. When tested as hereinafter specified, he emulsions
C, '- .

l
i

shall confirm to the following requiring:
'Viscosity - Saybolt Furol - 60 cc at 25° C.
Not more than 60 sec.
Iiiscibility - - - - No appreciable separation in 2 hrs.
lflixing ---------- Break, not more than 2 %
{Total combined amount of all saponifiable
enibstances, including petroleum
acids - - - - -------- Not more than 1 %
Residue at 155° c. 5 hrs,50 gms.N0t less than 55%
Settlement, 10 days ----- Not more than 5 %
Demulsibility ------- Not more than' 1 %
The residue obtained from the test at 163°C. shall
conform to the following requirements:
Penetration at 25° 0. ------ 200 to 500
Solubility in carbon disulphide — Not less than 95%
Ductility at 25° c. ----- Not less than 60 cm.
Ash --------------- Not more than 5 %

no .

(DmQOSO‘OINH

#1 ta P‘ DJ k‘ r4 b' ha
‘4 0: cm .> on to P‘ C)

DATA rOR PART- TWO

82.5
69.5
80.0
76.0
52.5
65.1
79.5
48.5

56.5

49.5

55.2
44.5
55,7
68.2
64.4
74.2

10.8

22.8
15.0
14.5
55.0
28.8
12.6
40.0
54.0
52.4
54.5
41.0
55.9
25.6
27.4
19.0

682
576
554

622
554
555
450
594
585
555
570
555
450
585

11.5
11.5
11.5

11.5
11.5
11.5
11.5
11.5
11.5
11.5
11.5
11.5
11.5
11.5

6.5
6.2
5.0
15.8
7.2
8.6

6.9

714

705
705
852
900
695
576
770
512
740
452
576
557
552
664

4.0

9.8
5.8
7.3
8.5
2.9
12.7
12.0
8.7
9.2

7.6
11.5

2&0

 

no.

OCDQOUIOINH

F4 I4 F‘ Id P‘ he I“ F1
q as tn .6 0: AD +4 <3

DATA FOR PART-TWO CONT. -

S
82.5
69.5
80.0
76.0
52.5
65.1
79.5
48.5
56.5
49.5
55.2
44.5
55.7
68.2
64.4
74.2

C
10.8
22.8
15.0
14.5
55.0
28.8
12.6
40.0
54.0
52.4
54.5
41.0
55.9
25.6
27.4
19.0

D
6.7
6.7
5.0
9.2

12.5
8.1
8.1
11.5
9.5
18.0
10.5
14.5
10.4
8.2
8.2
6.8

1040
1180
705

1280
1450

940
1040
1150

640
1150

680

854

6.7
6.7
6.7

6.7

2.8
10.5
11.8

.9.5

9.5

12.5

 

SHEAR

      
      

o
It... ' ‘II‘
o'o'o’o'o o
ooooooO
I.O...\ - \Ol/OOOO.\
.‘g’o’o’.’.’o’¢’d
\

 

 

 

The shaded area represents the mixtures
whose shear averaged 500 # / sq. in.

If the asphalt content is held constant
at 11.5 % by weight.

 

 

 

 

 

 

SHEAR

60 0",;
.‘o‘o’o’o o
r O O 0 O O O
o’o‘o‘fo’o‘
30.0.0335. ‘
V V v v v v V V
9 ’ ’1’ ’9‘. o‘.
‘,9"'.0.\\0"/.0.\
.5.A.6.. .020:§t

6

' V V V ' \v v v 7‘
‘o’o’o’o‘ 9990:.
O O O O O O I 9
~‘("0’9‘s’9’¢’0\
03.9.0.0... 0.9..

CLAY V V SILT
MA

 

 

AAAA

SAND

 

The shaded asea represents the mixtures

whoes shear averaged 100 #'/ sq. in.
If the asphalt content is held constant

at 9.2 % by weight.

 

 

 

SHEAR

   

‘ o ’ . . . . ‘
o o O 0 ~
905.902.19.32"

  

 

 

SAND

The shaded area represents the mixtures
whose shear averaged 1000 #’/ sq. in.
If the asphalt content is held constant
at 6.7 % by weight.

 

 

 

 

 

 

DETERIORATION

 

 

 

 

 

 

 

 

Shaded area represents mixtures that will
not deteriorate under excess water conditions
if the asphalt content does.not go below

11.5 % by weight.

 

 

 

 

 

 

DETERIORATION

A

 

"’9'” '6'.’."‘.“
I.‘¢’9.:,Oo'o.o’v.oqo.\
O\.0,090\QO O.
"‘o"'.\ "I O
5”"o’o"§%’0’9 o o .
f,z‘\fooooool'.\‘.9.9.9{r.’.0 O’O.‘
,. o. ,0. Q 00 C350
”0'30“”.99099 ,l O
’2” 9 ‘ 9 a’o'fi‘ s’l»’o’o’s“ 3 0'
0.010).}..O.O.§.o‘.o;o.o.o.¢’o. ' \
“vow ' c,'."7.v.v‘ .v.v.vi;‘\v.v. .v.
)301‘029201019‘5555’5‘:35.5.5.5‘a’o’of’ofl

ch/VWV\ .
MW
MAM:
/\/\/\/V\/\M/\
NWWWV\/\

SAND

 

 

 

Shaded area represents mixtures that will
not deteriorate under excess water conditions
if the asphalt content does not go below

9.2 % by weight.

 

 

 

 

 

DETER I ORAT I ON

 

 

 

 

 

 

 

Shaded area represents mixtures that will
not deteriorate under excess water conditions
if the asphalt cbntent does not go below

6.7 % by weight.

 

 

 

 

 

 

AV JSFAGE 3153M? G URVE

 

 

 

 

 

 

 

 

\I2 0
5,0, Ek\ \
L .
28 \\s
6 e \ \\\
6' @J B
Is
J
f4
0.
to
<2
0

 

 

 

 

 

 

 

 

 

 

200 4c. Coo goo 1000 4200 I400 loco

SHEAR

The numbers of curves are taken from table
under Part-Two. The heavy line representing the

average shear for various percentages of asphalt.

 

 

 

 

 

AaPHALT‘ CONTENT~ %

AVERAGE ABSORPTION CURVE

 

 

I2

.. \g

 

 

 

 

 

 

 

 

 

 

 

 

 

2 4- 6 s to, 12

ABSORPTION ~ 75

This curve was taken from the data as
indicated and plotted as an average curve.
For detail results see the table under

Part-TWO s.

 

 

13‘)

CONCLUSION

As a result of this investigation we feel that the
following conclusions are warrented:

1. That the proper proportions of sand, clay and silt
will not disintergrate under extreme water conditions, with
the proper amounts of emulsified asphalt.¢ -

2. That a mixture can be obtained with proper proportions
of sand, clay and silt and emulsified asphalt which is suitable
for secondary road purposes.

5. That any mix above 82.5 % sand by weight was unstable
and if the sand content is below 50 %.

4. That any sample with clay content more than 45 % by
weight is unstable.

5. The maximum amount of shear and least amount of water
absorption is obtained when the samples are mixed wet and
left stand for a day befering before compressing or rolling.

6. A study of the diagrams on deterioration will show
the limits that are practical.

7. A study of the diagrams on shear will show what limits
of sand, clay and silt are practical.

8. The standard limits ( 7 to 12 ) of asphalt percent
are the same as in other asphalt products.

9. In low precentage asphalt content, silt content over

6 % is necessary to make the sample waterproof.

3!

10. Silt content is not injurious except when there is
not an sufficent amount as in no. 9.

11. That the soils of Michigan are adaptable to this
kind of mixture.

12. As a proposed method of construction of such a
type of road, We think the following procedure could be
carried out:

Trench out to a depth of about four inches and lay forms.
Apply a light guick setting penetration emulsion or a
penetration tar to the subgrade. With a common concrete mixer
mix the soil and the emulsion. The materials could be taken
from two borrow pits or one if the content was right. A
rough estimate could be made of the proportions by part loads
or so many dippers full. It could be dumped directly into the
mixer and the emulsion could be added the same as the water
is added to the present concrete mixer. The mixture could be
finished off by a concrete finisher or a common screed and
allowed to set until the next day or whenever it set up.

It could then be rolled and ready for use.

33?

BIBLIOGRAng

 

BOOKS
AGG,T.R. Construction of Roads and Pavements. McGraw Hill
Book Company. I
BARTON & DOAEE Sampling and Testing of Highway Materials.

vfiTh-r

\fl-v ~. ‘n' 1*.1 a. ' ' A ., _ ' -...T ". ., ,1. 1 —-'
hWBLAUD,thVOLT Bituminous latellals, Joln .i

1-:
g"

ey'é.’0ns.
JPDS I,U1111nf 1., Feed Preservation and Dust Prevention,
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PECKHAM,S.E. Solid Bitumens, myron & Clark Pub. Co.
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PERIODICAL LITERATURE
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CASAGRANDE,ARTHUR, Research on the Attenberg limits of
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CORTELYOU,S.V. Widening and Maintaining Roads with Penetra-
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DOW,A.W. Cold laid Asphaltic Pavements, Engineers and

Engineering, vol. 47, no. 6, June, 1950.

FITCH,S.E. Low cost plant mixed Bituminous Roads, Roads &

Streets, vol. 75, no. 1, Jan. 1952.

33

FLEMING, .H. Paving surfaces possible for secondary roads,
Engineering News Record, vol. 110, no. 18,
January, 1955.
GARNSAY,A.H. CIty municipal hot mixed asphalt plant, Sidney
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Asphalt, American City, vol. 48, no. 1, Jan., 1955.
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Engineering News Record, vol. 110, no. 18, April
1952.
HASTINGS,A.D. Resurfacing Rough Pavements with Thin Layers
'of Bituminous mixtures, American City, vol. 48,
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HASELWOOD,F.W. Beach Sand Builds Bituminous Roads, American
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HAWKINS,W.E. Dune and Beach Sand Combined in Sand Asphalt
Job, Roads and Streets, vol. 71.
HELLAND,H.R.F. Bituminous Street Paving has Provided Un-
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American City, vol. 48, no. 1, January. 1955.

u.
.‘o‘

HINKLE,A.H. Retread Construction in Indiana, Reprint by
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HOFFKAN,DON'M. A Low Cost Permanenet Type Pavement, American
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HUBBARD,PREVOST (a) Cut-back.Asphalts their characteristics
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(b) Paved surfaces unwarrented for secondary roads,
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1955.
(c) Adaption of the stability test includes coarse
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JENSEN,CHRIS. P. Asphalt Treatment of Gravel Earth Road
Surfaces if Fresno County, Calfornia. Reprint by
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KELLEY,E.F. Rationalization and Simplification of Test
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(c) Economic Features of Emulsified Asphalts, Roads

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557

SPELMAN,H.J. Asphalt Construction in West Virginia,
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5363

BULLETINS

AMfiRICAN BITUMULS COTPANY
(a Asphalt Spectility Products.

(b Bitumuls for Roads

(d

)

)

(c) Col-Pen Dust Cure.

) Cold Asphaltic Binder.
)

(e

(f) Drives and Walks in Country Estates.

Construction Methods.

(g) Laykold Tennis Courts.
(h) Paving Construction with Bitumuls H.
(i) Modern Way to Use Asphalts.
(3) Maintenance with Bitumuls H.
(k0 Usefull Information and Tables for Pav1ng
Engineer's and Contractors.
(1) Retread and Road-Mix witn Bitumuls HRM.
BARRETT COMPANY ‘
(a) Maintaining Roads with Tarvia.
(b) Tarvla Retread.
BOUYOUCOS,G.J.
A Comparsion of the Hydrometer Method and the
Pipette Method for MakingMechanical Analysis
of Soils, with New Directions.
DOW CHEMICAL COMPANY
T E MTTEN T of Secondary Roads with Calcium Chloride
THE OHIO OIL CO m'PAIIY
(a) Lincoln-ite

(b) Linco Cut-Back Asphalt.

UNIVERSITY OF MICHIGAN
Eleventh Annual COnference on Highway Engineer-

ng. February, 1925.

P1

39

ROOM USE ONLY

AP2.15s

 

 

1'...

"L 'm" l‘

T

 

”711117111711le ARMANI?“ES

96 2164