Figure 3 - available via license: Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 International
Content may be subject to copyright.
Source publication
The use of sulfur in pavement laying was developed in 1980 but it was restricted in the late 19th century due to its environmental problems and its high reactivity toward oxidation processes which give sulfuric acid products that are capable of destroying the asphalt mixture. The study involved the conversion of elemental sulfur to a more stable mo...
Context in source publication
Context 1
... of sulfur was strongly supported by FTIR spec- tra shown in Fig. 3a and b, provided to olefinic additives and modified sulfur respectively. It was observed that the bond of C‚C at 1650 cm À1 concerned with olefinic additives disap- peared and a bond formed at 694 cm À1 which is consistent with C-S ...
Similar publications
Significant advancement in developing mechanical systems in oil and gas industry has paved the way for introducing more sophisticated completion design. Recently, new fracturing designs in neighboring lateral wells have been introduced to enhance the production of trapped hydrocarbons, in particular in low-permeable shale reservoirs. The new design...
Citations
... So, the free radicals must be blocked to stabilize the polymeric sulfur through the reaction with certain dienes. Many dienes can be utilized for this process, including; synthetic dienes such as styrene [17], 1,4diphenyl-butadiene [18], 1,3-di-isopropenyl-benzene (DIB) [19], 1,3,5-tri-isopropenyl-benzene [20], methylated styrene [21], fractional distillates of C5 [22,23], natural di-enes as cardinol benzox-azines [24], limon-ene [25], myrc-ene [13], the oil of canola [26], epoxy resin [27], terpenoids, triglycerides, fatty acids, sorbitan esters, amino acid derivatives, and guaiacol derivatives. ...
... Zhang found that asphalt mixtures with 15 % sulfur had the lowest resistance to crack growth rate, while those with 0 %, 30 %, or 45 % sulfur showed comparably greater resistance to crack growth [7]. Souaya found that SEB mixtures would be more susceptible to cracking under heavy loads [8]. Panda found that SEB with 2 % sulfur became more susceptible to oxidative aging [3]. ...
Partial substitution of sulfur for bitumen helps reduce bitumen consumption while promoting recycling of the sulfur in waste residues. The properties of sulfur-extended bitumen (SEB) are closely related to the chemical reaction process and the phase transition process of sulfur in bitumen, and these two processes are influenced by sulfur dosage and curing time. Therefore, SEB samples with sulfur dosages of 1 %, 5 %, 10 %, 15 %, 20 %, 25 % and 30 % were prepared and cured for 0, 15, 30, or 60 days. Differential scanning calorimetry was conducted to understand the sulfur recrystallization process in bitumen, and a dynamic shear rheometer was used to analyze the rheological properties of SEB samples. Results show that molten sulfur can turn to monoclinic sulfur immediately after cooling; the monoclinic sulfur gradually turns to orthorhombic sulfur, and the ratio between the two forms stabilizes after curing for 15 days. The recrystallization of sulfur in bitumen needs sufficient curing time, and the sulfur states in bitumen vary depending on the sulfur dosage. When the sulfur dosage is lower than 15 %, sulfur dissolves into bitumen. The dissolved sulfur softens the bitumen and increases its low-temperature properties and resistance to fatigue cracking. When the sulfur dosage is 10 %, 15 %, 20 %, 25 %, or 30 %, surplus sulfur is recrystallized to orthorhombic sulfur. When the sulfur dosage is 35 % or more (the dosages evaluated in the former study), surplus sulfur is recrystallized to monoclinic sulfur. The chemically crosslinked sulfur and recrystallization sulfur help increase the elastic component in bitumen and improve the rutting resistance and fatigue life of bitumen. However, when the sulfur dosage exceeds 20 %, the effect of stress concentration stands out due to bulk gathering of recrystallized sulfur, and this effect stops further improvement in the fatigue life of SEB samples. The effects of recrystallization sulfur on bitumen are mainly concentrated in the first 15 days of curing time, even though much more recrystallized sulfur is detected after more curing time, even at 60 days (the longest curing time evaluated in this study). Therefore, a curing time of 15 days is sufficient for accurate evaluation of SEB properties.
... However, the polymer in this case is unstable as terminal free radicals attack the polymer and cause depolymerization to the cyclic sulfur form again. Hence, the chain must be stabilized by blocking free radicals through a reaction with dienes. Several dienes were used for that inverse vulcanization including synthetic dienes such as styrene [9], 1,4-diphenylbutadiyne [10], 1,3-diisopropenylbenzene (DIB) [7], 1,3,5-triisopropenylbenzene [11], methyl styrene [12], and C5 fractional distillates residues [13][14][15], and natural dienes as cardanol benzoxazines [16], limonene [17], canola oil [18], and myrcene [4]. In this study, sulfur is chemically modified by using unsaturated natural vegetable oils. ...
... Moreover, the addition of polymeric sulfur increases the toughness of the samples as shown in Fig. 11. This is attributed to the rubbery properties of the prepared thermoplastic polymeric sulfur [13]. Therefore, it is concluded that the prepared polymeric sulfur has a dual function; it acts as a filler due to modulus improvement, and as a toughening agent due to the improved toughness of the epoxy matrix. ...
In recent years, and with the progress of oil and natural gas purification processes, it has been noticed that huge quantities of sulfur are produced with millions of tons as byproducts, which is considered a dangerous substance that may threaten the safety and health of the environment. So, this study aims to maximize elemental sulfur benefits in construction applications, especially in the coating sector. In this study, sulfur has been modified to be used with epoxy as a high-performance coating material. Firstly, sulfur was modified with linseed oil at 160 °C. The modified sulfur was chemically characterized by using FTIR and XRD. After that, epoxy was then partially replaced by polymeric sulfur with different weight percentages starting from 10 to 40%. Then, the hardener was added to form cured sulfur/epoxy composites. Different techniques were used to examine the morphology of the prepared composites such as AFM, polarizing microscope, and SEM. The thermal study was also conducted by TGA. In addition, the mechanical properties were comprehensively studied including Young’s modulus, toughness, tensile strength, hardness, and adhesion. The results approved that Young’s modulus, toughness, tensile strength, hardness, and adhesion of the PC4 composite have been improved by 54%, 87%, 15%, 40%, and 33%, respectively. Moreover, the prepared composites give high thermal stability than virgin epoxy. The overall results approved that the epoxy can be partially replaced by modified sulfur with high weight ratios reached to 40%.
... Although the addition of sulphur ameliorates the performance, it indicates few health hazards and safety concerns if added in the molten state [28]. These concerns arise owing to the persistent exposure of sulphur at high temperatures [29]. With time, the concept of sulphur as a modifier has again evolved in the construction field using solid dust-free sulphur pellets. ...
... A lower temperature for sulphur was chosen to avoid the formation of hydrogen sulphide and sulphur dioxide during the mixing operation. Few literature recommended that preparation of sulphur-modified binders at temperature lower than 145 °C evades the evolution of different hazardous gases associated with the heating of sulphur [29]. On the other hand, mixing time was selected after preliminary attempts in which different trials of mixing time were considered. ...
This study compares the performance of asphalt mixtures using montmorillonite (MMT) nanoclay and sulphur as a modifier. The head sight of this study is to characterize the physical and strength characteristics of MMT nanoclay and sulphur-modified asphalt binders.
In the experimental testing, MMT nanoclay (2,4,6,8) %, sulphur (2,4,6,8) %, and MMT nanoclay–sulphur composite (2,4,6,8) % by weight of asphalt binder were blended. Thereafter, the influence of selected modifiers on the physical properties, strength characterization, and moisture damage was evaluated. The addition of modifiers decreased the penetration value, whereas there was a considerable increase in the softening point. Among all the modifiers, maximum stability value of 34.17 kN has been reported by adding 4% of MMT nanoclay and sulphur in combined form, i.e., 2% MMT nanoclay and 2% sulphur as a composite (50:50), which is 2.8 times the stability of neat asphalt mix at optimum binder content (OBC). MMT nanoclay–sulphur composite has been the most effective blend in improving moisture susceptibility, as tensile strength ratio (TSR) values were relatively greater than 90%. Overall, the addition of MMT nanoclay, S, MMT nanoclay–sulphur composite would improve the resistance against cracking and reduces the moisture damage potential at all the test conditions.
... However, later on 1990s, elemental sulphur in a solid form is used to overcome the hazards of hot liquid sulphur [5]. Since solid sulphur is inert, insoluble in water, and not dissolved in engine oil or gasoline [6], the emissions of H 2 S and SO 2 gases from sulphur extended asphalt mixtures are within acceptable limits as the temperature of the mixtures is controlled below 145 °C [7]. ...
The environment is greatly affected by the construction of massive national infrastructure projects not only in Egypt, but also all over the world as: highways network projects which consumed several good quality quarries stripping the eligibility of next generations, also natural gas refining and petrochemical projects which expel tens of thousands of tons of by-product materials like sulphur, beside the increasing consumption of oil derivative and fuel responsible for the global warming. All of that makes it promising to use poor quality aggregate a long side with partially substituted bitumen by sulphur in hot asphalt mixtures. In this work, a conventional hot asphalt mixtures were made of poor quality aggregate and pure bitumen at 160 °C mixing temperature , and several hot asphalt mixtures were made of poor quality aggregate and commercial sulphur replacing (10, 20, 30, and 40) per cent by weight of bitumen at 140 °C mixing temperature. Then, many parameters of mechanical properties were measured including Marshall stability, flow, air voids, and Marshall stiffness, beside other specialized tests were conducted as: rutting susceptibility, indirect tensile strength, and loss of stability. Promising conclusions were achieved approving that sulphur could replace 30% by weight of bitumen guaranteeing a satisfactory hot asphalt mixture of poor quality aggregate under the same conventional condition of mixing, handling and paving procedures saving 20 °C during mixing process.
... The physical properties of fibre waste-blended binder samples were performed, these properties include penetration test at 25°C according to ASTM D5-97, softening point (Ring and Ball) according to ASTM D36-95 and dynamic viscosity (poise) at 135°C according to ASTM D-4402. The temperatures susceptibility of virgin asphalt sample was expressed in term of the penetration index P.I. values that calculated based on that reported by E.R. Souaya et al. (2015). ...
In this research, a mixture of three agriculture waste fibres, for the first time, was used as biomodifier after alkali treatment, for enhancing the performance of asphalt binder as 3, 5, 7, and 10 wt%. The physical properties of the novel biomodified binder including penetration, softening point and penetration index were studied. The viscoelastic behavior was investigated by studying flow properties at different shear rates using rotational viscometer. Also, the mechanical characteristics of biomodified asphalt binder were studied using DMA through a series of three types of sweep tests conducted on virgin and biomodified asphalt samples to study the effects of time, temperature and frequency on binder performance. It is observed that the biomodified asphalt binder exhibits the same thixotropic hardening over time with high grade temperature and high rutting resistance. Fatigue parameter (loss modulus) obtained from DMA data was employed to estimate the fatigue resistance of biomodified binder. The results declared that loss modulus of samples were decreased, which proved that the fatigue property was enhanced with biomodifier addition. The biomodifier supports asphalt binder with better properties, and can be applied as a partial replacement for the non-renewable asphalt binders used in the construction of road infrastructure.
... Bitumen is a sticky, black viscous and semi-solid textured material that comes from petroleum. It is mostly found in natural reserves underground and is globally produced by the efficient refining processes of dense crude petroleum for purification [18]. The sole primary effective usage of bitumen all around the world is in the road industry, where it is employed to serve as a binder material. ...
Across the globe, sustainable infrastructure development-in context of road networks, and recycling waste material and production-are the two predominant factors associated with the construction industry in making roads and developing transportation networks. Globally, millions of tons of basic hot mix asphalt are produced, which are being utilized to generate large volumes of the finished road material. This study deals with the method of modifying bitumen by adding a silicon mobile cover waste material in a cost-effective manner, that can yield improved characteristic properties to bitumen, in a sustainable way to save material, improve quality/performance and reduce costs. In this investigation, globally produced and used mobile silicon cover accessories were utilized as a partial replacement (at 10%, 20%, 30%, 40%, and 50%) with bitumen. A large quantity of used silicon phone covers are thrown in the garbage and dumped in grounds as a waste material worldwide. Modifying bitumen with up to 40% silicon, using a potentially viable waste available in large quantities, was proven to be stabilized according to ASTM Marshall Test criteria of stability (>9) and flow(within range 2-4) in road construction. The results of the investigation are promising, and the use of silicon waste could mark a significant impact on the economics of road construction industry for sustainable infrastructure development by saving bitumen, which is a costly resource.
... Their findings indicated that both dendritic and crystalline sulphur structures were in close approximation with elevated stiffness of the mixtures (D'Melo et al. 2016). Conversely, Souaya et al. (2015) concluded to restrict sulphur-bitumen ratio up to 40:60 in surface course because further sulphur content could yield an undesirable increase in the stiffness of the mixture, which might be vulnerable against cracking under heavy loads. The study also recommended that addition of sulphur into bitumen should be accomplished at no more than 145°C to prevent emissions of poisonous gases such as SO 2 and H 2 S (Souaya et al. 2015). ...
... Conversely, Souaya et al. (2015) concluded to restrict sulphur-bitumen ratio up to 40:60 in surface course because further sulphur content could yield an undesirable increase in the stiffness of the mixture, which might be vulnerable against cracking under heavy loads. The study also recommended that addition of sulphur into bitumen should be accomplished at no more than 145°C to prevent emissions of poisonous gases such as SO 2 and H 2 S (Souaya et al. 2015). Gladkikh et al. (2016) conducted an experimental study to describe the kinetics of rutting resistance in case of sulphur utilization. ...
Incorporating abundant natural resources in highway construction, particularly in pavement manufacturing, is claimed to provide promising benefits. Correspondingly, the experimental study presented in this paper focused on the utilization of sulphur in one pavement layer, namely binder course. To this end, five series of laboratory investigations were undertaken to inspect the physical, rheological, morphological, mechanical, and volumetric impact of sulphur addition to pure bitumen and pavement mixtures. A decrease in both mixing and compaction temperature ranges for sulphur-added mixtures was considered favorable from an economic and environmental point of view, and also a remarkable improvement in their mechanical properties was detected.
... Sulfur Extended Asphalt (SEA) was originally promoted in the 1970s and 1980s [4][5][6]. In addition to segregation within the sulfur/bitumen due to their different densities, there were health concerns caused by the prolonged odor and vapor emissions during road construction [7]. In the late 1990s, improvements in sulfur had been achieved by adding a modifier component to the sulfur products, such as the specific additives used for diminishing the https://doi.org/10.1016/j.conbuildmat.2018.12.007 0950-0618/Ó 2018 Elsevier Ltd. ...
Thiopave sulfur product has been recognized as a kind of asphalt-binder replacement agent providing the asphalt mixture with better anti-rutting performance. However, there is often a concern about its poor resistance to the moisture damage and the low temperature. This study investigated the applicability of brake pad waste (BPW) in the sulfur modified asphalt mixture as a means to enhance its moisture, cracking, and high temperature-rutting resistance properties. The laboratory manufactured BPW powder with a size less than 0.075 mm was used as filler to substitute the limestone powder with different proportions. The effect of the BPW powder on the physical and rheological properties were assessed by the penetration test, the softening point test, the ductility test, and the dynamic shear rheometer test. In addition, the effect of the BPW on the properties of the sulfur modified asphalt mixture was evaluated using the Hamburg wheel tracking test, the freezing-thawing test, the dynamic uniaxial compression test, the semi-circular bending test, and the fatigue test. The results showed that the BPW could improve the high temperature properties of the sulfur modified asphalt mixture. In general, the anti-rutting performance of the sulfur modified asphalt mixture increased as the BPW increased. Optimum anti-moisture and anti-cracking properties of the sulfur modified asphalt mixture were also found to occur at 50% BPW powder content of the whole filler content. At an applied micro-strain of less than 300 με the sulfur modified asphalt mixture with 50% BPW powder exhibited the longest fatigue life, with an increasing trend as the micro-strain decreased. In general, 50% BPW powder content was found to be the optimal and best substitution dosage for the limestone filler at all the laboratory performance indices that were evaluated.
... In an oil bath, 10 wt% mix of 7% residual olefinic hydrocarbons obtained from petroleum distillate fractions C 5 + 3% bituminous residue and 90 wt% of molten sulfur were mechanically mixed at a controlled temperature of 145°C for almost 3 hours. The modified sulfur was characterized in more details in Souaya [31]. ...
In this study, asphalt binder was partially substituted with different percentages of modified sulfur (20%, 30%, and 40 wt%) to give 20/80, 30/70, and 40/60 sulfur asphalt (S/A) mixtures. The physical properties including softening point, viscosity, penetration, and ductility were examined to characterize the consistency of S/A mixtures. Characterizing the rheological properties of modified asphalt binders is also highly recommended for the prediction of the major pavement damages such as rutting, and cracking. The laboratory studies were conducted to examine the viscoelastic properties of modified sulfur asphalt binder using dynamic mechanical analyzer (DMA), and Brookfield rotational viscometer tests. It was concluded that modified sulfur substituted asphalt mixtures had higher resistance against cracking of the pavement at low temperatures, and least permanent (plastic) deformation at high temperatures.
