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AkzoNobel Surface Chemistry

Asphalt Matters
Asphalt Applications newsletter Europe and Asia
Issue 82 2011

In this issue:
Clay-stabilized emulsions by Alan James 2-3
Warm mix for a cold climate
Rediset WMX continues to perform
well over the long stretch
South Africa forges ahead with warm mix 8-9
Surface dressing with locally
available materials
Cold recycling in ukranian road project
Why are asphalt producers turning to
polymers to solve issues with viscosity
and storage stability?
New Publications
New Products
Redicote E-7600
Redicote 505
Wetfix AP47,
Heat-stable adhesion promoter


Technical Support
AkzoNobel opens new
asphalt laboratories


Inside AkzoNobel
AkzoNobel people
Marketing & Sales Contacts


Asphalt Matters Issue 82 2011

Clay-stabilized emulsions

About 12 million tons

of asphalt emulsion are
manufactured each year
worldwide. The vast majority
is chemically stabilized
oil-in-water emulsions
used in paving and road
maintenance operations.
But there is another
technology for making
asphalt emulsions using
clays, not chemicals. Claystabilized asphalt emulsions
have been around for almost
100 years. Traditionally
used in the construction
industry and in driveway
and parking lot sealcoats,
this old technology is now
looking attractive for road
maintenance applications.

Clay Slurry




High Shear

High Shear




The conventional process for making nanocomposites involves the dispersion of organically modified
clays into hot binder. Clay-stabilized emulsion uses clay slurry in water and asphalt to eventually create
a similar product. Redicote emulsifiers can be added to the asphalt phase.



Old technology now a

hot research topic
This old technology actually embodies two
hot areas of research in colloid and material science particle stabilized emulsions and
nanocomposites. We already know that nanosized clay particles when dispersed in polymers can produce composites with improved
impact and tensile strength, reduced oxygen
and moisture permeability, and less tacky surfaces all features that would be valuable in
asphalt binders as well.
But dispersing clay in asphalt is not easy.
The surface of the normally hydrophilic clay has
to be organically modified to make it compatible and energy is needed to fully separate the
clay particles in the highly viscous asphalt. At
the same time, the organic surface treatments
used are not very stable in hot (120-200C)


10 12 pH

Minimum particle size of bentonite clay-stabilized

emulsion with anionic surfactant (A) occurs at acid
emulsion pH, with cationic surfactant (B) at alkaline pH.

Clay-stabilized emulsion with 40 percent residue

(left) shows higher viscosity than chemically
stabilized emulsion with 60 percent residue (right).

(249-392F) asphalt, and the clay-modified asphalts are difficult to handle because of their
high viscosity.
Cool processing
It turns out that clay-stabilized emulsions
are a way to make nanocomposites using
a relatively cool process, thus avoiding the
problems associated with dispersing clay
in hot asphalt. The approach is simple-clay
(without surface modification), is first dispersed in water. Then hot asphalt is mixed in,

The particles in clay-stabilized emulsion (right)

often have ovoid shapes in contrast to the spherical
droplets in chemically stabilized emulsions (left).

Asphalt Matters Issue 82 2011

forming the emulsion in which each small

droplet of asphalt (10-20 microns) is surrounded by even smaller clay particles. The whole
process takes place below 100C (212F), and
the emulsions are stable and easy to handle.
When the emulsion dries the resulting residue
comprises an intimate mixture of clay and asphalt with much altered properties. Polymermodified asphalts can also be emulsified, or
latex can be added to the clay-stabilized emulsion to provide additional properties.
AEMA paper gives
emulsion basics
In the work presented at AEMA, the basics of
making emulsions with clay were described.
Although clay emulsions can be produced
without surfactants, finer emulsions can be
formed if some surfactant is added to the asphalt.
In contrast to chemically stabilized emulsions, it turns out that cationic surfactants like
AkzoNobels Redicote products give their best
quality emulsions under alkaline conditions,
and anionic surfactants under acid conditions.
Residue properties
Once the emulsion has been fully cured, the
properties of the residues can be studied. With
Redicote surfactant in the asphalt phase, the
residues provide coatings on mineral surfaces
with excellent water resistance.
Since the AEMA meeting, Peter Zhou, Senior
Research Chemist, AkzoNobel Surface Chemistry, has expanded the work to include other
mineral particles. My focus has been on the
rheological properties of the residues. The
residues are recovered by evaporation at low
temperature, and then we can characterize
them before and after accelerated ageing by
a series of rheological tests to predict service
life at high and low temperatures just as we do
with hot binders under the Performance Grading system, says Peter.
There are also traditional tests like penetration and softening point, he says. Whatever the technique used we can see that the
clay-modified binders have drastically altered
rheological properties with higher hightemperature viscosities but relatively unchanged
low-temperature properties. In principle, these
enhanced binder properties should allow the
design of stiffer pavements with less tendency
to rut in hot weather, or should find use in
trackless surface seals.

Clay-stabilized emulsion mixed with sand, cured and subjected to a boiling-stripping test. The adhesion
of emulsion made with cationic surfactant (right) is superior to anionic surfactant (centre) or untreated
asphalt (left)

The residue from claystabilized emulsions

shows lower penetration and higher softening point compared
to the original binder.
Emulsions were prepared using Redicote
AP, 2 percent basis PG
58-28 asphalt, and attapulgite (A), bentonite
(B) or ball clay (C) at
the levels shown for
basis emulsion.






Redicote emulsifier provides

key advantages
The emulsion technology allows the production
of composite binders with properties which
cannot easily be duplicated by other methods.
But in the past, clay-stabilized emulsions were
not considered for use in paving applications
because of the risk of water sensitivity and reemulsification.
The improved adhesion properties we see
with the products formed using Redicote coemulsifier open up a range of new applications
including hot and cold mixes. This 100-year-old
technology may finally have come into its own.



By Alan James
Senior Scientist,
AkzoNobel Asphalt
Note: Alan presented his
work on clay-stabilized
emulsions at the 2010
Asphalt Emulsion
Association (AEMA)
annual meeting held last
March in Florida.

Asphalt Matters Issue 82 2011

Warm mix for a cold climate

Areas with cold climates and

long winters have a severely
shortened paving season.
The lower paving and
compaction temperatures
allowed by warm mix
processes have the potential
to extend paving into the
cold season. Norway, which
is one of the worlds most
northerly and mountainous
countries, is an obvious
place to test the idea. In fact,
some of the earliest warm
mix systems were developed
in that country.

Kolo Veidekke, a Norwegian hot and cold

mix producer and contractor, was one of the
pioneers of warm mix. In October 2008, Kolo
Veidekke agreed to evaluate Rediset warm
mix (WMX) during the onset of the Norwegian
winter, with the support of AkzoNobels Swedenbased asphalt research and development group.
Production of the mixes
A dense-graded wearing course based on
granite aggregate with 11mm top size and 5.6
percent of a nominally 70-pen asphalt was produced in Kolo Veidekkes 220-tph batch plant
in Moss, about 40 miles south of Oslo, using
both a traditional hot mix process at 155160C (311-320F) and a warm mix process at
130C (266F). The warm mix used the same
asphalt binder, but modified with 2 percent
Rediset WMX, and the adhesion promoter used
in the hot mix was eliminated from the recipe.
Power consumption, as measured by the
ammeter on the mixer, was identical for both
mixes. There was a 20 percent reduction in
dust emissions and about a 10 percent reduction in nitrogen oxides during the warm mix
production but no major reductions in carbon
emissions, possibly because of the short duration of the trial.

By Tomas Svensson
Regional Account
AkzoNobel Asphalt

Both Small Scale Wheel Track Test (right) and

Repeated Load Axial Test showed the Rediset
mixture had lower tendency for rutting.

The hot and warm mix materials were paved
around 10 pm on national highway 602, about
25 miles from the mix plant. Next to the test
sections, the surfacing was a similar mixture
but based on polymer-modified asphalt. At
the time of the hot mix paving, the temperature was close to zero centigrade (32F) and
when the the Rediset section was paved it
was a chilly minus 4C (25F). The hot mix was
160C (320F) on transfer to the paver and the
warm mix 120-125C (248-257F). Infra-red
camera images from the back of the screed
showed similar temperature differences. Both
mixes were compacted with two passes of a
static (Hamm HW90) compactor and four passes of a vibratory (Bomag BW175 Vario-matic)
compactor. Nuclear density measurements onsite showed no significant difference in voids between the hot and warm mixes after compaction.
Laboratory testing
Four cores were taken from each stretch for
laboratory density measurements by the Rice
Method. The hot mix had 3.8 percent voids
and the warm mix 3.4 percent. Samples of
uncompacted mixture were also taken back to
the laboratory. Extraction and sieve analyses of
the mixtures confirmed that they were within the
recipe limits and in fact very similar to each other.
Test specimens were prepared by compaction at 150C (302F) for the reference material and 120C (248F) for the Rediset-treated
mixture using Gyratory or Roller compaction,
depending on the test to be undertaken, followed by sawing into the geometry required
by the test method. Tests to European standards were performed. The density of these
laboratory-prepared specimens showed no
significant difference between the warm and
hot compacted materials.

Kolo Viedekke batch mix plant in Moss, Norway.

Asphalt Matters Issue 82 2011

Rutting resistance and stiffness

improved in Rediset WMX
Indirect Tensile Stiffness Modulus was measured using the Nottingham Asphalt Tester
(NAT). The hot mix had a stiffness of 9372 mPa
at 10C (50F). and 3935 mPa at 20C (68F).
The corresponding values for the warm mix
were 10,053 mPa and 4040 mPa.
The Rediset mixture showed significantly
lower rutting in a wheel tracking test at 50C
(122F). After 10,000 passes, the Rediset mixture showed 20 percent lower rut depth, and
a look at the rate of rut development (ignoring
the initial deformation) reveals that the Rediset
mixture showed 36 percent lower rutting rate.
In the repeated load axial test at 40C (104F)
using the NAT, which also predicts rutting tendency, the Rediset mixture showed 4,464
microstrain compared to 5,138 for the reference
hot mix - again predicting better rut resistance
for the warm mix.
Moisture resistance improved
with Rediset WMX
Tensile strength after storage in water at 40C
(104F) for 72 hours showed the Rediset-treated
mixture had higher tensile strength ratio (96
percent) compared to the reference hot mix
(84 percent) despite the fact that the reference
contained an adhesion promoter.
Resistance to studded tires
Norway allows the use of studded tires on its
highways, and the relationship of the wear
properties of the Rediset treated mixture to the
effect of the tires is determined by an abrasion
tests with steel balls. Abrasion resistance is
primarily determined by the large aggregate
fraction. The Rediset mixture had similar
abrasion resistance as the control mix.

Norway national
highway 602 remains in
good condition after two
years of being paved
using Rediset WMX
during winter conditions.

Road condition surveys

The traffic loading is 4,800 vehicles per day
with 5 percent of which are heavy trucks.
Road condition surveys (most recently, May
2010) show some initial rutting up to 10mm in
both sections, which stabilized after one year.
A guardrail next to the test sections tends to
channel the traffic. The condition surveys will
continue up to five years but at less frequent

intervals because the roads are not showing

any significant distress.
After two years of service, Kolo Veidekke
rated the surfaces as in similar condition and
their overall conclusion was that Rediset WMX
does provide additional workability and compactability to the mixture even at warm mix
temperatures and could provide a useful
benefit for paving during winter conditions.

Asphalt Matters Issue 82 2011

Rediset WMX continues to

perform well over the long stretch

A demonstration project done

in Texas shows how Rediset
WMX can extend the paving
season into cooler weather
as well as provide the energy
and environmental benefits
of a warm mix process.
Revisited 18 months later, the
surfacing is looking good with
performance similar to regular
hot mix paved under warmer
In 2009, a 39,481 ton Rediset WMX project
was constructed on U.S. Route 190 in Tyler
County, Texas by APAC-Texas Inc. The project
begins at the Neches River Bridge west of Jasper city and extends about 15 miles to the intersection of U.S. 69 in Woodville. U.S. Route
190 is a two-lane road with several climbing/
passing lanes. The road carries approximately
6,000 vehicles per day, about 13 percent of
which are trucks. The project was monitored
periodically by APAC. Final monitoring was
done by Brian Prowell from Advanced Material
Services (AMS), an engineering and consultant company, in November 2010.
The project was a two-inch overlay of the
existing pavement. Prior to overlay, the pavement was not milled, and sealed cracks were
present on the roadway. A Type-C coarse surface mix, designed according to Section 341,
Dense-Graded Hot-Mix Asphalt (QC/QA) of
the 2004 Texas Department of Transportation
Standard Specifications for Construction and
Maintenance of Highways, Streets, and Bridges,
was used for the overlay.
Mix design and production
Mix design and production are summarized in
Table 1. RedisetWMX was initially blown into
the mixing chamber of the drum plant using a
calibrated, customized feeder. For the remainder of the project, RedisetWMX was pre-blended with the asphalt binder. Dosage was set at
2percent by mass of binder. RedisetWMX also
served as the anti-stripping agent for the mix.

Table 1: Mix Design Details for US-190, Jasper Woodville.

Sieve Size


JMF Target













No. 4




No. 8




No. 30




No. 50



No. 200




Binder content (%)



Crushed particles, %

85 min.


LA abrasion loss

40 max.


Tons produced


WMA Technology application rate (% by weight of mix)


Production temperature (C)

132 - 138

Production temperature (F)


Moisture content before production (%)

Moisture content after production (%)


JMF = Job Mix Formula

Table2: Construction Details US-190, Jasper Woodville


Rediset WMX

Tons produced


Loads delivered


Period stored in silo

~ 1 hour

Average temperature at load out

135C (275F)

Temperature behind paver

107 to 110C (225 to 230F)

Temperature after rolling

79 to 88C (175 to 190F)

As well as providing the energy saving and environmental benefits of a warm mix process,
the main target of the demonstration project
was to deliver an asphalt mixture that could be
successfully paved in cooler weather and thus
extend the working season.
The project was constructed by APAC between January 22, 2009, and April 21, 2009.
Average high and low temperatures ranged
from 58F and 36F in January to 79F and
54F in April, respectively. Haul distance from
the plant to the site ranged from 15 miles to
28 miles, and the haul time ranged from 20
minutes to 45 minutes. SS-1 emulsion was
applied as a tack coat at a rate of 0,05 gal/
yd2. The mix was transferred using a Roadtec
SB-2500 materials transfer vehicle (MTV) and

placed with a Roadtec RP-190 paver. Breakdown rolling was accomplished with a 13-ton
Ingersoll Rand vibratory roller. A 15-ton Ingersoll Rand rubber tire was used for intermediate rolling, and a 10-ton Ingersoll Rand steelwheel roller was used in the static mode for
finish rolling. Construction details are summarized in Table 2.
Interviews with the paving crew during construction indicated that the RedisetWMX mix
was more workable than conventional HMA
and that density appeared to be obtained with
fewer roller passes. The absence of smoke
and fumes significantly improved working
conditions. The contractor received a compaction bonus for all but two of the lots and a
ride quality bonus for the entire project.

Asphalt Matters Issue 82 2011

The road was initially monitored by the contractor, and then jointly by
the contractor and AMS. Only visual assessments were undertaken.
The first assessment was undertaken immediately upon completion in
early May 2009. Final monitoring was done by AMS in November 2010.
A summary of the observations from each visit is provided in Table3.
In May 2009, the project was monitored by APAC and no distress
was noted on the road. Appearance and performance were consistent
with a conventional HMA pavement (Figure 1). Final monitoring was
done by AMS in November 2010. According to Brian Prowell, the overall performance was rated as good (Figure 2 and Figure 3). Rut-depth
measurements were taken with a six-foot string line at three westbound
locations and one eastbound location. Two of the westbound locations
were on uphill sections with climbing lanes. No measurable rutting was
observed. Numerous locations were observed throughout the project
where tack was tracked onto the pavement (Figure4).
Shoulder embankment sloughing was observed at approximately
three westbound locations and one eastbound location. The project is
reportedly underlaid by clay susceptible to this type of failure, which was
not attributed to the performance of the mix. A limited amount of raveling
(about 20 feet long) was observed at one westbound uphill location. This
was attributed to poor compaction and not to mix performance.
A transverse crack was observed to have reflected through both
shoulders but not the mainline at one location. A few other minor transverse bumps, most likely resulting from pre-existing transverse cracks
sealed prior to overlay, were observed at the same location. Overall,
this warm mix section continues to perform well, and its performance is
similar to a conventional HMA pavement.

Figure1: General view, May 2009

(note tack track marks).

Figure 2:
General view, November 2010.

Figure 3:
Surface texture, November 2010.

Figure 4:
Tack track marks, November 2010.

Summary of Monitoring Observations for US-190, Jasper Woodville.


Rediset WMX
May 2009

Nov 2010

Overall performance






Void clogging



Mechanical damage



Other damage






Surface cracks



Binder condition



Aggregate loss



Cracks - block



Cracks - longitudinal



Cracks - transverse



Cracks - alligator









Raveling/stone loss


















Other repairs



Riding quality



Skid resistance



Surface drainage



Side drainage



Fuel spill/contamination.

Cracking and sloughing most likely related to sub-surface soils.

Asphalt Matters Issue 82 2011

South Africa forges ahead

with Warm Mix

In 2008, an Interest Group

was set up in South Africa
to study the available
technologies for warm mix
asphalt (WMA), to bring the
best to the region for trialing
and, if found to be applicable,
to implement. Two years on,
the WMAIG is ready to draw up
guidelines for the widespread
adoption of WMA as an
alternative to standard HMA.
Two years ago, personalities in the South African
paving industry had great foresight in seeing
WMA as a technology that could offer major
benefits on many levels. The associations
of SABITA, SARF and SANRAL created the
WMAIG consisting of experts and stakeholders
to investigate the current status of warm mix
around the world and what systems were available. The group was lead by Krishna Naidoo from
eThekwini Municipality and consultant Tony
Lewis as main technical advisor. Much Asphalt
and National Asphalt were responsible for
mix manufacture and paving in all of the trials.
The WMAIG rightly concluded that warm mix
was generating high levels of activity in very
many countries and that it was something
worth looking at. In a short space of time, a
series of trials took place which demonstrated
that asphalt could be produced at lower temperatures and satisfy the specifications and
work under local conditions.
The Rediset WMX system was one of three
chosen for the trails and Akzo Nobel was honoured to be invited to participate. The first trials
By David Needham
Regional Account
AkzoNobel Asphalt

Thermal image of rolled section

A third trial took place towards the end of 2010

which was the epitome of road trialling in terms
of scale and complexity. The project was very
ambitious with over 3km of dual carriageway
again in Durban being rehabilitated over a period
of 4 weeks consisting of more than 15 different
mix types. In total more than 7000t of asphalt
was laid. Incorporation of RA at levels of 10, 20
and 40% in the mixes once more formed part
of the study and polymers such as EVA were
integrated. Extensive testing was carried out
at all stages and monitoring will continue over
the coming years.


took place in November 2008 and were very

much a learning process which led to a much
larger and more detailed second trial in May
2009. In the second trial, more than 1km of
dual carriageway in an industrial area of Durban
was successfully paved using WMA materials. In
order to fully deliver on environmental benefits,
recycled asphalt (RA) was incorporated and
worked well in WMA. Almost 2 years on the
road sections are looking good and are
expected to perform as well as standard hot
mix over the longer term.

The site for the 3rd trial was on Higginson Highway on the outskirts of Durban a busy dual
carriageway which carries all types of vehicles.
The rehabilitation strategy was to mill out most of
the two upper layers of aged and cracked asphalt
from the existing pavement and to replace with
an 80 mm asphalt base and a 50mm asphalt
surfacing. A 30mm asphalt levelling course was
paved on the exposed milled surface and glass
filament reinforcing grid installed in places with
pronounced cracking before proceeding with
top layers. This project therefore provided
an ideal test bed for the WMA trials, with an
opportunity to study both basecourse and surfacing mixes over quite long sections.

Asphalt Matters Issue 82 2011

For the asphalt surfacing mixes, eThekwini

Municipalitys medium, continuously graded
asphalt surfacing Mix D, with 60/70 pen
bitumen was used. Their dense graded Mix
B with 100% passing the 26.5 mm sieve size
with 40/50 pen bitumen was selected for the
basecourse. The mixes contained four aggregate fractions of quartzitic sandstone, washed
crusher and tillite dusts and coarse quartzitic
river sand. Due to the high silica content of the
aggregates it was necessary to use adhesion
promoter in some mixes in addition to lime that
is used as standard with these mixes in order
to pass durability specifications. Crushed and
graded sub 8mm and 8 to 16mm fractions
of RA with roughly 5% residual binder from
eThekwini Municipalitys stockpile were used.
The recovered binder was found to have a pen
of 5 due to age hardening. The intention was
to use a very soft 150/200 pen bitumen in the
high RA mixes but due to shortages, 80/100
pen bitumen with a rejuvenating additive was
used instead.
One of South Africas major asphalt companies,
National Asphalt, carried out the mix manufacture and paving. The mix plant, situated at
Cliffdale near Shongweni, was a parallel flow
continuous drum mixer with a central ring for
feeding in the RA. The drying and heating
burner used a 50/50 blend of HFO and LFO
burner fuel. Fuel consumption was monitored
by a sensitive flow meter but due to the variation
of mix type production (HMA and WMA)
during the trial period, it was not possible to
accurately determine the fuel saving.

Summary of mix designs

Surface course Base course

Bitumen grade (pen) 5.0 to 5.6 40/50 (high RA 80/100 + additive)

Binder content (%) 5.0 to 5.6 4.2 to 4.7
RA content (%)
10 and 20 10 and 40
Modified Lottman results






Dynamic creep modulus







MMLS Wheel tracking


When producing normal HMA, the plant is

operated in the 150C to 170C temperature
range but for the WMA, the temperature was
lowered to between 120C and 150C, depending on the mix type. This was achieved by
reducing the fuel flow to the drier drum burner
until a stable temperature at the desired level
was reached. This was not straightforward and
careful adjustment was necessary to achieve
the lower mix temperatures. During WMA production the normal production rate of 120 to
160 tph was maintained.
Paving was carried out using a Svedala Demag
DF 145 P asphalt paver, which had a screed
equipped with tamper bar and vibration system.
A Dynapac Model 422 10 ton tandem vibratory
roller that was used on the asphalt base mixes
and an 8 ton Hamm HD 70 tandem vibratory
roller was used on the surfacing mixes. Secondary compaction was carried out using a 22
ton pneumatic tyred roller and a 2.5 ton vibratory roller. The weather during the trial period
was fairly warm at around 20 to 25C mostly, with some hotter days at 30C but heavy
rain led to cancellations on some days. Mix
temperatures were monitored very closely at
all stages and thermal imaging was used extensively. Densities were monitored between
every roller pass using Nuclear Density Meters.
In addition to the standard asphalt tests, a
number of more specialised investigations
were undertaken by SRT Laboratories in Durban.
These included Indirect Tensile Strength,





Resilient Modulus, Modified Lottman Test,

Dynamic Creep Modulus and MMLS rutting
after 100k axle loads. Furthermore, 4 point
beam stiffness and fatigue tests are underway
at the University of Stellenbosch.
According to measurements and observations
during the trials and lab test results the Rediset
WMX system proved very successful with a
30C reduction in temperature easily achieved
whilst giving the desired mix properties
during production, laying and compaction. Lead
technologist Tony Lewis was very pleased and
commented that the mixes looked excellent
and compacted like fresh bread coining a
new term for asphalt paving, maybe?
The interest group leadership has achieved all
of the objectives laid down at the outset and
is now proceeding to draw up National guidelines for WMA for South Africa. On calling a


meeting to discuss drafting of the guidelines,

the WMAIG leader, Krishna Naidoo, stated
Based on the local and international success
to date, we feel that we can now move to the
phase of routine use of warm mix asphalt for
our work. At the January 2011 meeting many
of the stakeholders in RSA roads industry got
together and agreed on the success of the
project and demonstrated a high degree of
enthusiasm for the widespread adoption of
WMA in South Africa.
Akzo Nobel was and is still very privileged to
be part of the process of introduction of warm
mix in South Africa. With great foresight, a
tremendous amount of excellent work was
carried out which demonstrated the applicability of WMA for the region and establishes
South Africa as one of the countries at the forefront of the implementation of low temperature
paving technology.


Asphalt Matters Issue 82 2011

Surface dressing with locally

available materials

Surface dressing with

locally available materials,
a cost effective and more
environmentally friendly
maintenance method for
the secondary road net
work in Norway.
By Tomas Svensson
Regional Account
AkzoNobel Asphalt

The use of surface dressings in Norway has

recently started to increase. The Norwegian Road
Administration considers this to be one of
the most cost effective maintenance methods
available for the secondary road network, with
traffic volumes up to 3,000 vehicles per day.
Surface dressing with bitumen emulsion is
a well known and proven maintenance method
widely used for re-surfacing in many countries.
For instance a significant part of the secondary road network in Sweden is maintained with
surface dressing. This technology has both
environmental and cost-lifetime advantages.
However it is very important to select aggregates with the right quality, design the emulsion formulation properly and conduct the
workmanship in a good manner to avoid failures due to stone losses and bleeding which
often leads to great dissatisfaction among clients and road users.
The Norwegian road administration has
recently specified the mandatory use of polymer
modified emulsions for surface dressing, in
order to improve breaking properties, binder
cohesion and to ensure the final quality of the
dressing. Bitumen emulsions has also replaced
most of the solvent based cut backs previously used for surface dressing. Cut backs
without polymers are only allowed to be used
during cold weather in early spring or late fall.

Kolo Veidekke, a skilled and experienced

contractor, emulsion producer and installer of
surface dressings, completed a large number
of contracts in Norway during 2010. They are
currently using a bitumen emulsion formulation based on a bitumen with a relatively high
acid number, latex and AkzoNobels emulsifier
Redicote EM44. This formulation works well
and has successfully been used for surface
dressings on Norwegian roads during the
recent years.
New development
It is a well known fact that the selection of raw
materials and the compatibility of these is
crucial for both bitumen emulsion properties
and the final quality of the surface dressing. As
Kolo Veidekke has ambitions to offer surface
dressings in several geographical regions in
which they operate, they asked AkzoNobel for
support in their development of alternative
bitumen emulsion formulations based on locally
available raw materials.






Breaking, curing and adhesion properties after 48

hours storage @ 22C and 14-25 % RH.

Spin test sample

before testing.

Properties during storage and handling:

Storage stability
Properties during and after spraying
and compaction:
Viscosity; to achieve an even binder
film on the old pavement when spraying
the bitumen emulsion before the
chippings/aggregates are applied
Breaking, initial adhesion and cohesion
development in the binder (the breaking &
curing process, Nynas spin test)

Nynas spin test


The objective was not only to maintain at

least the same quality as their standard system
but also to improve breaking and curing properties during and after spraying and compaction.
This is particularly important during the latter
part of the season with lower ambient temperature when the risk of trapped water in the surface dressing increases. Residual water often
leads to stone losses after the first winter or
sometimes even after the first frosty night.
The development work began with a laboratory pre investigation conducted at both Kolo
Veidekkes and AkzoNobels laboratories to
compare different combinations of raw materials
and their effect on the emulsion and application
properties. A combination of specified emulsion
test methods and non specified application tests
such as the Nynas Spin Test were used for this
purpose. The following properties were considered to be important and therefore evaluated:

Spin test sample

after testing.

Final properties:
Binder cohesion
Final adhesion between aggregates
and bitumen
The overall conclusion from the laboratory pre
investigation was that satisfactory emulsion and
application properties could be achieved with
an alternative formulation based on a bitumen
with a relatively low acid number, latex and
Redicote EM24. This formulation showed
comparable results compared to their current
system based on a bitumen with a relatively
high acid number, latex and Redicote EM44,
giving sufficient emulsion storage stability and
viscosity. In addition, the new system based on
the alternative emulsifier also showed improved
breaking and curing characteristics as illustrated
in the tables and diagrams below.


Asphalt Matters Issue 82 2011

Due to these encouraging laboratory results

Veidekke and the Norwegian Road Administration
decided to conduct a field trial to asses the new
systems performance under field conditions.
The field trial
The field trial was conducted September 2,
2010 on municipality road 204 Aurdal/EtnedalLundmo, the size of the field test section was
10700 m with a traffic intensity of ~ 500 vehicles
per day.
The weather was clear and dry with an air
temperature around 15C and a pavement
temperature of approximately 9C. Two rollers
were used during the trial. The first roller carried
out a number of passes after the washed
8-11mm aggregate had been applied. Following
the first roller a small amount of sand (2-6 mm)
was applied to accelerate the breaking process
and to minimize run off and the likelihood of
failure in the event of a sudden rain shower,
subsequently the second roller carried out a
few passes on the final dressing.
The conclusion during and two weeks after
the trial was that the experimental emulsion
produced with Redicote EM24 gave a slightly
longer initial breaking time but a very short
intermediate (cheesy) stage. The net result
was quicker cohesion development and a
shorter period of time to achieve a fully cured
bitumen film with good adhesion to the aggregate
as illustrated in the pictures to the right.
The test section will be followed up and
examined after the winter 2010-2011 and the
results of this evaluation will reveal if the system
has the required final quality.

Laboratory test results

Emulsion properties

Residue content, % w/w
Viscosity (STV 4 mm) @ 50C,s.
Breaking Index, g
Sieve test, 0.5 mm %w/w

Experimental emulsion
Redicote EM24

Spraying of emulsion.

Spreading of aggregates/chippings.

After compaction.

The effect of polymers and good


Application data
Emulsion spray rate, kg/m
Emulsion spray temperature, C
Aggregate type
Aggregate spray rate, kg/m
Sand spray rate, kg/m

Reference emulsion
Redicote EM44

8-11 mm Terje Hagen


Asphalt Matters Issue 82 2011

Cold recycling in
ukranian road project

M-06 Road Project in Ukraine

invoving in place and in plant
cold recycling and new top
layers by SMA.
By Roman Gural
Managing Director,
Prologue TD
Asphalt Application
Distributor in Ukraine

The pan-European transport corridor No 3

Berlin-Drezden-Wroclaw-Lviv-Kyiv on the territory of Ukraine takes the route Krakovets-LvivRivne-Zhytomyr-Kyiv. On the section Lviv-Kyiv
the transport corridor is superimposed with
the existing highway M-06 Kyiv-Chop, while on
the section Krakovets-Lviv with the existing
highway M-10.
Rehabilitation of the Ukrainian section of
Crete corridors No 3 and 5 presents the priority direction for modernization of motor-road
network of Ukraine. Fulfillment of measures on
bringing the motor-roads (within the limits of
these transport corridors) to the requirements
of European standards is being realized by
Ukrainian State Road Administration (Ukravtodor) within the extent of available budget financing and attraction of credit assets.
After Ukraine and Poland were announced
winners of competition on holding European
Soccer Championship 2012 one of the
strategic tasks is bringing the motor ways in
Ukraine to the appropriate status.

Due to big volume of construction and reconstruction works the Kyiv-Chop road rehabilitation project was dividedinto several parts.
Part No 1: With the length of 224 km (from the
town ofChop to the town of Stryj)was done
during 2002-2005 by companies Granit ACHM
(Macedonia) and Avtomagistrali Chorne More
Part No 2: With the length of 180 km (from the
town of Stryjvia Lvivto the town of Brody) was
done during 2005-2007 by companies Granit
(Macedonia)and Onur (Turkey).
Part No 3: With the length of 290 km (fromthe
town of Brody to the city of Zhytomyr) was
started in 2008 and should have been finished
till theend of 2010 by the following companies:
- Todini Constructioni (Italy)
- Azerkorpu-Autoban (Azerbaydzhan-Germany)
- Onur Taahut (Turkey)
- Golden Gate (Ukraine)
- Granit (Macedonia)
- Gulsan (Turkey)
Part No 4: With the length of 150 km (from
the city of Zhytomyr to the city of Kyiv 6 lanes
road) is under development. It should be done
Now let us consider Part No 3.
Taking into account the technical state of the
existing road M-06, equipment available in
contractor-companies, restricted stock of raw
materials etc., there was taken a decision to
perform reconstruction work on this section
with application of cold recycling technology
based on the use of reclaimed asphalt.
Thus, the contractors have been performing
works on underlying course of the road pave-

ment (20 cm thick) following two methods:

either (1) on-site recycling with application of
bitumen emulsion and cement or (2) cutting/
milling of the old pavement, its transportation
to the plant, production of cold mix with addition of bitumen emulsion/aggregate and repeated laying on the road.
The main emulsifier proposed for the needs
of contractors was Redicote E-11. Some of the
contractors received professional consultation
and technical follow-up from AkzoNobel/Prologue lab in Lviv. Besides, eventually there was
applied technology of soil stabilization based
on bitumen emulsion and cement. For such
purpose there was offered Redicote E-4875
If to speak about the top layer of road pavement on all the parts of the a.m. road, the situation looks about as follows:
Part No 1: No modifiers used for top layers.
Currently some sections should be repaired
due to poor quality of the top layersdone. The
road on this part is 2-lanes road.
Part No 2: SMA was applied for top layer.Kraton and somewhere Wetfix BE were used as
modifiers. This pavement looks much better.
The road on this part is mainly 2-lanes road (on
some sections 4-lanes road).
Part No 3: SMA was applied for top layer. A lot
of different modifiers and additives were used:
Kraton SBS, Licimont wax, Wetfix BE adhesion
Part No 4: SMA will be applied for top layer.
In project there is stipulated the usage of adhesion promoters and other additives. Wetfix
BE adhesion promoter is in the list of recommended additives.


Asphalt Matters Issue 82 2011

Why are asphalt producers turning

to polymers to solve issues with
viscosity and storage stability?

AkzoNobel offers cationic, nonionic and anionic water-soluble polymers with a wide variety
of chemistries that can be used as rheology
modifiers. For example, Alcogum is a range
of synthetic polymers supplied by our Surface
Chemistry business unit, and Bermacoll is a
range of nonionic cellulose derivatives supplied
by our Functional Chemicals business unit.
Both product groups are currently used primarily in the construction and coatings industries.
However, more and more asphalt emulsion
producers are turning to them to solve issues
with viscosity and storage stability.
Viscosity and storage stability
Slow-set asphalt emulsions are used primarily
for spray applications like tack and prime coats
as well as for cold mix and slurry surfacing.
Specifications for the traditional cationic slowset (CSS) and anionic slow-set (SS) grades
generally demand minimum residue contents
of 57 percent, a viscosity range of 20 -100 Saybolt Furol seconds at 25C (77F) and a storage
stability of 1 percent for one day or 5 percent
for five days' storage. Some specifications for
tack coats or penetrating primes may require
a minimum residue of 50 percent or even less.
Extra costs
Since viscosity is strongly dependent on asphalt content, it is difficult to meet viscosity
specifications at the minimum specification
residue. Typically, a minimum residue content
of at least 60 percent, and often 62 or 63 percent, is required to meet both the viscosity and
storage stability requirements. As a result, the
emulsion producer must add extra asphalt into
the emulsion at additional cost just to meet the
viscosity demands.
Polymeric thickeners
The use of water-soluble thickeners allows
emulsion producers to meet minimum viscosity and storage stability requirements at the
specification minimum residue content. Use
of thickeners is easily paid for by the saving
in asphalt. In addition, emulsifier dosage often
can be significantly reduced. The result can be
$10 to $40 per ton lower emulsion costs.

How to use the products

The most reliable results come when the additives are incorporated into the soap solution,
although they can sometimes be post-added
to emulsion in order to correct low viscosity.
The Alcogum products are liquid dispersions
of 25-30 percent active matter. The Bermacoll
products are powders. Alcogum L-265 and Bermacoll EM7000FQ are effective at low dosage
and, consequently, particularly cost-efficient.
The Alcogum L-265 is suitable for anionic
emulsion grades, and is used at 0.15-0.3 percent basis emulsion. It should be added to the
soap solution before the addition of sodium
hydroxide used to adjust pH. The combination
of Redicote E-7000 emulsifier and Alcogum
L-265 is particularly effective, since emulsifier
levels can often be reduced. For cationic slow
set emulsions, Alcogum L-520 can be used at
0.2-0.5 percent.
Bermacoll EM7000 FQ can be used in both
anionic and cationic emulsions and is typically
used at 0.05-0.15 percent. For anionic emulsions the thickener should be added before the
addition of alkali. For cationic emulsions, Bermacoll should be added and allowed to swell
before the addition of acid.
As with any additive, the effect of the product
on the performance of the emulsion should always be considered. In adhesion tests on silica
and limestone, the effect of low levels of additive are small. In slurry surfacing mix times
are not affected, and Wet Track Abrasion Tests
and Shultz Breuer Ruck Tests on cured mixes
show no negative effects.




Median Particle size (in microns) of asphalt

droplets in anionic SS-1H emulsions containing
Alcogum L-265 (AA) at 0, 0.2, 0.3 and 0.5 percent;
SS-1H emulsion containing Bermacoll EM7000
(AB) at 0, 0.05, 0.1 and 0.2 percent; and CSS-1H
emulsion containing Bermacoll (CB) at 0, 0.05, 0.1
and 0.2 percent.


H 3C


















Structure of Bermacoll EM 7000 thickener.




















Saybolt Furol Viscosity at 25C (77F) for SS-1H

(A) and CSS-1H (B) emulsions at residue contents
57-65 percent, showing residue contents higher
than the specification minimum are needed to
meet specification minimum viscosity.





Saybolt Furol Viscosity at 25C (77F) (log scale)

against thickener dosage for CSS-1H with Bermacoll EM7000FQ(CB) and for SS-1H with Bermacoll EM7000FQ (AB) and Alcogum L-265 (AA).
Emulsions 58 percent residue, prepared with 1.2
percent Redicote E-11 (CSS-1H) or 2 percent
Redicote E-7000 (SS-1H).


Asphalt Matters Issue 82 2011

New publications

Bitumen emulsion
bulletin re-issued
The technical bulletin Bitumen Emulsion has been revised and
re-issued in english, spanish and russian versions. It provides an
introduction into the nature, formulation and application of bitumen
emulsions and is an excellent educational tool for those new to
the subject. This publication is available at our website:

Paving Manual
also in Spanish
and Russian
The Redicote Paving Manual was republished in English
in 2010 with updated content and the new AkzoNobel style
and logo. Now, it is also available in Spanish and russian.
The latest versions are available as a small file (<1 MB)
suitable for e-mailing to colleagues or simply keeping as a
reference on your computer.
For a copy of the manual contact your local Akzo Nobel
representative or Regional Manager, or e-mail:


Asphalt Matters Issue 82 2011

New product:
Redicote E-7600

Redicote E-7600 is
AkzoNobels newest product
for slow-setting anionic
emulsions. It uses the
patented chemistry used in
the popular Redicote E-7000
product with all the same
benefits in emulsion quality
and adhesion, but provides
additional advantages
in handling, storage and
convenience of use.
Redicote E-7600 is fully liquid and low-viscosity
and does not require heat or agitation during
storage. Unlike Redicote E-7000, the product
can be stored in carbon steel storage tanks as
well as in high- density polyethylene.
Soap preparation
Redicote E-7600 is fully cold water soluble
and, unlike Redicote E-7000, normally requires
no addition of alkali to formulate soaps suitable
for anionic slow-set emulsions. The soaps and
emulsions show good compatibility with latex.

One of the key advantages of the 7000 Series
of emulsifiers is the excellent adhesion of the
cured emulsion film on siliceous aggregates,
which is often better than typical cationic slowset emulsifiers. At the same time, adhesion on
carbonates is also better than with competitive
slow-setting emulsifiers. The data shown in
Figures 1 and 2 clearly demonstrate the superior
performance of Redicote E-7600 and Redicote E-7000. Redicote E-7600 can be used to
produce emulsions for both cold mix and spray
applications, with the confidence that the
asphalt films produced will withstand the effect
of water.
Formulating tack and prime
AkzoNobels Bermacoll and Alcogum ranges
of thickeners can be used with Redicote
E-7600 emulsions to provide the viscosity and
storage stability required of the low residue
emulsions specified in tack and prime applications. Preferably the thickeners are incorporated into the soap phase before adding the
Redicote E-7600
Sealcoats and coatings
The slow-setting character and excellent adhesion of emulsions prepared using the Redicote
E-7600 makes them suitable for sealcoats,
coatings and other non-paving applications.

95 95

95 95







Figure 1 - Percent coating on silica sand after

boiling-stripping tests on emulsion residue, at
emulsifier dosages between 1.5 percent and 2.5
percent. A= competitive product;
B= Redicote E-7000; C=Redicote E-7600.

95 95







Emulsion quality
Redicote E-7600 gives emulsions meeting
cement mix test requirements at dosages between
1.5 percent and 2.5 percent basis emulsion.
Emulsion particle sizes and viscosity are similar to
Redicote E-7000.




Figure 2 - Percent coating on minus 1/4 inch

limestone screenings after boiling-stripping
tests on emulsion residue, at emulsifier dosages
between 1.5 percent and 2.5 percent.
A = competitive product;
B= Redicote E-7000; C=Redicote E-7600.


Asphalt Matters Issue 82 2011

New products:

Redicote 505

Co-emulsifier for Cationic

Slurry and Micro-Surfacing
Applications with low acid
By Inger Olausson
Asphalt Applications

For most slurry and micro-surfacing systems

high acid bitumen from Venezuela has to be
used to achieve a quick cohesion build up. A new
product, Redicote 505 has been developed,
which alter the behavior of low acid bitumen
to achieve the same cohesion build up as with
naphtenic bitumen.
Redicote 505 is added to the water phase together with the emulsifier and recommended
type of acid is HCl.
Typical Formulation
% w/w
pH water phase
Redicote 404 0.8 -1.5
Redicote 505 0.15 0.35 1.0-2.5

Cohesion, 0.5 h

Cohesion, 1 h

Cohesion, 2 h


Normal (11kg-cm)

Normal (12 kg-cm)

Normal (12 kg-cm)

Normal (19kg-cm)

Spin (25 kg-cm)

Solid spin (27 kg-cm)

Redicote 505
Redicote 404


A 15 G EM
B 15 G EM
C 19 G EM


For more reactive aggregate and higher field

temperatures the mix time can be extended by
use of Redicote C-500 as emulsifier in combination with Redicote 505. The mix time can
be further extended by use of conventional
break retarding additives like Redicote E-11
and Redicote E-11HF on the slurry paver.
Effect of Redicote 505
The table below shows result from tests made
by Cohesion Tester. Low acid bitumen was
emulsified with Redicote 404 /Redicote 505
and gave improved cohesion and traffic time
after one hour four the micro surfacing. Redicote 404 emulsion without the co-emulsifier
gave approved traffic time after two hours.



Wet Track Abrasion Test.

A 6-days soak test was made with emulsion
containing synthetic latex. The emulsions were
based on low acid bitumen 70/100 with 1%
Redicote 404, with and without the coemulsifier 0,25% Redicote 505 and pH 2.0.


Asphalt Matters Issue 82 2011

Wetfix AP47
adhesion promoter

Wetfix AP47 is a newly

developed liquid adhesion
promoter and the main
feature is the improved heat
By Johan Nordberg
Asphalt Applications

Fig 1, 0.5 w/w% AP in Shell 70/100 pen, Stored at heat 165C for 3 days


Due to its improved heat resistance properties

it can be a good alternative for depot addition
where the adhesion promoter is stored for a
long time in hot bitumen. It has shown good
performance on both acidic (e.g Granite) and
alkaline (e.g Diabase) aggregates.
The typical dosage range is 0.3%-0.6% calculated on bitumen.
It has been tested at lab on several different
aggregates. The performance has proven to
be good compared to leading competitors,
see fig 1 and fig 2.
Summarized chemical physical characteristic
of the new agent is as follows:

liquid surfactant
free from the typical ammonia (amine) odour
flash point higher than 150C






Fig 2, 0.5 w/w% AP in Shell 70/100 pen, Stored at heat 165C for 7 days








Asphalt Matters Issue 82 2011

AkzoNobel opens new

asphalt laboratories

In 2010 AkzoNobel equipped

new asphalt laboratories in
Brazil, India and Ukraine, and
substantially expanded the
capabilities of its Swedish
R&D Center. The new
facilities, which complement
the laboratories in China,
Singapore and the United
States, will provide improved
technical support to
customers especially in the
fast-growing BRIC countries.
The new laboratory in Brazil is located at
AkzoNobel Surface Chemistrys production site
in the city of Itupeva (near So Paulo). There,
Redicote products are manufactured for the
South American market.
According to ngelo Almeida, Sales Manager for AkzoNobel asphalt and mining products, the asphalt team in Brazil always had
good technical support from the laboratory in
New York. However, it has become more and
more problematic to ship test materials to the
United States.
We decided to put a local laboratory in
Brazil to service not only the local market but
eventually all our markets in South America,
says ngelo. In addition to laboratory test
work, we will of course offer technical advice
in Spanish and Portuguese.
Like the other technical service laboratories worldwide, the Itupeva laboratory has a
pilot emulsion mill supplied by Denimotech in
Denmark and a laser particle sizer, and is fully
equipped for slurry surfacing mix design.
Our initial focus will be on emulsion applications where we have a strong presence
in the local market, Angelo notes. The
Brazilian economy continues to grow, and
we want to grow with it. In the future, our
position on the production site will allow us
to develop products adapted for Brazil and
surrounding countries.

AkzoNobels production site in Itupeva, Brazil.

AkzoNobel, through the former ICI, has a long
history in India, dating back to 1911, and today
has a strong presence primarily with business
units Coatings and Surface Chemistry.
The new asphalt laboratory is located at
AkzoNobels Research and Technology Centre
in Navi Mumbai, about 10 miles east of the
city of Mumbai.

Brand new AkzoNobel asphalt applications laboratory in Navi Mumbai, India.

Nottingham Asphalt Tester


Asphalt Matters Issue 82 2011

AkzoNobel has expanded its European R&D
center, located in Stenungsund, Sweden, with
a new 300m2 laboratory dedicated to asphalt
mixes. The facility will be a worldwide focal point
for research on hot, warm and cold mixes.
A variety of compaction techniques and
equipment, including a new plate compactor,
are possible. In addition, compacted specimens can be evaluated using a Nottingham
Asphalt Tester, an Infratest Wheel Tracking
Test Apparatus, the Hamburg Wheel Test and
the Indirect Tensile Test. The new laboratory
is equipped with core drilling and sawing capabilities, so a wide range of samples can be
prepared for the various tests.

Rut-test specimens

New York



Plate compactor

AkzoNobel inaugurated its local service laboratory in Lviv, Ukraine, in June 2010, in a partnership with its local distributor Prologue Ltd.
Since then, our emulsion and hot mix customers have been provided with technical support
in all matters concerning the use of Redicote
emulsifiers and Wetfix adhesion promoters.
In addition to Ukrainian customers, the new
lab is providing technical service to customers
based in neighboring countries.
The lab is furnished with equipment of the
same standard as other AkzoNobel laboratories, including a SEP 0.3 research emulsion
plant. This ensures a high quality in the service
and facilitates cooperation and correlation between our various laboratories, says Thomas
Wallin, Technical Development Manager for
Asphalt Applications, Europe. We are looking
forward to an interesting development in which
our various laboratories will share experience
and grow our technology while making it available on a truly global basis.

From left to right: Alexis Vollis, AkzoNobel

Ukraine Lab Manager and Anatoliy Babak,


Asphalt Matters Issue 82 2011

Inside AkzoNobel

ngelo Almeida recognized

by Brazilian asphalt industry
ngelo Giovani Almeida, South America Sales
Manager for AkzoNobels asphalt business,
has been honored by the Associao Brasileira de Pavimentao (ABPv) with the Mario
Kalaben Restom Engineer Award for his outstanding contributions to the paving industry.
According to the ABPv, ngelo was recognized for his significant and lasting technical
contributions over his 20-year career, which
has been dedicated to the Brazilian asphalt
market. ngelo joined AkzoNobel in 1999.
Prior to that, he worked for Shell in the field of
polymer-modified asphalts.
I am honored by this recognition, says
ngelo. However, as a representative of AkzoNobel, I want to share this award with all my
colleagues who have helped contribute to the
development of the Brazilian paving industry
with their expertise and passion for bringing innovative technologies to our local market.
About the award
Mario Kalaben Restom was a pioneering engineer in the Brazilian asphalt paving industry
and one of the founders of the ABPv in 1959.
ngelo is one of just three engineers who received the award in 2010. The award ceremony was held during the official opening session
of the 40th Annual ABPv meeting on October
26, 2010, in Rio de Janeiro.

ngelo Giovani Almeida with the price.

Michael Tan, Marketing

Development Manager in
Asia who has been working with Akzo Nobel for 11
years. He graduated from
the North China Institute
of Technology and started
his career for Air Force
Army as an institute researcher.
In 1999, Michael Join Akzo Nobel China and
worked for the asphalt application as technical
support in charge of the asphalt emulsion formulation and on-site technical service, he also
took care of Slurry Paver and Emulsion Plant
commissioning before Akzo Nobel sold equipment business. In 2005, Michael relocated to
Singapore and started taking more responsibility for technical support for Asia. As a marketing development manager, he consolidates
the Asian technical resource in China, Singapore and India to serve the market with solid
expertise. As an active member of asphalt industry in Asia and frequently Michael attended
the asphalt conference in China, India, and
South East Asian to present Akzo Nobel asphalt solutions.

Kanchan Jain

New position
Mats Norell has been appointed Business
Development Manager for Asphalt Applications with a special focus on acquisition of new
technologies and companies that will further
strengthen our business on a global basis.
I look forward to this opportunity to look
at new technologies and companies that will
strengthen our business and make us an even
more attractive solution provider and the no 1
choice for our customers.
Mats have a long history in the Asphalt Industry and joined AkzoNobel in 1983. Mats
have held several positions within the Asphalt

Michael Tan

group such as Sales Office Manager, Marketing Manager, Business Director and Global
Innovation Manager.

Kanchan Jain is handling

the Asphalt business in India
and neighboring countries
like Sri Lanka, Pakistan and
Bangladesh. In addition she
is doing Agro & Fabric Care
applications for Akzo Nobel
Surface Chemistry.
Kanchan studied Bachelor in Commerce
and completed Import Export Management
from Pune University.
Her fist job with Akzo Nobel was with Polymer Chemicals which she joined on 6th July
1992. This was the first Indian office of Akzo
Nobel. She has worked for Polymer Chemicals, Functional Chemicals, Coating Resins
and now with Surface Chemistry.
Kanchan lives in Pune, India with her husband Sunil and son Siddhant.


Asphalt Matters Issue 82 2011

New position

Dennis Selse, Mark Smith, Inger Olausson and Daniel Hagberg.

The asphalt team in Stenungsund

Dennis Selse has been appointed Application Development Manager for Asphalt Application. In his new role Dennis will be responsible for the laboratory in Stenungsund and the
development work within Asphalt Application
in Europe.
Dennis joined AkzoNobel in 1993 and he
has worked in R&D for several applications.
For the last six years Dennis has been working
within Asphalt Application.
Mark Smith is our newly appointed Asphalt
specialist who can call on many years in the
Asphalt manufacturing industry to perform research for the development of our new Asphalt
Warm-mix additives.
Inger Olausson came from the Pharmaceutical Industry to Akzo Nobel Functional 1993.
Moved to Feed Additive department in Surface
chemistry 1996. Since 2009 Chemist in the
Asphalt group.

Daniel Hagberg joined the asphalt applications team in 2010 as a research chemist. In
2009 he finished his Ph.D. in organic chemistry
at The Royal Institute of Technology. His role
is to investigate new chemical solutions for
asphalt applications.
Joakim Krigsman joined
Asphalt Applications in
2000 working as supervisor commissioning emulsion plants. He has several years of experience
as plant operator and
responsible for emulsion
production in a number of countries. Joakim
is since a few years part of the Asphalt lab
organisation in Stenungsund.
Johan Nordberg has
a BSc in chemical engineering. He joined the
asphalt group as chemist
in 2008.
Prior to that he worked
as process development
engineer for fine chemicals producer.

Karl Hillgren has been appointed Global Innovation Manager for Asphalt Applications. In
this capacity Karl will support the 7 laboratories
Asphalt Applications has globally regarding new
product developments and systems.
Karl joined AkzoNobel 1993 in the laboratory and was later relocated to Singapore as
Asphalt Asia manager for a period of 5 years
after which he became Regional Account
Manager for parts of Europe and the whole of
Middle East.
We already have well experienced people
and great projects in our R&D today. I see my
role as support and coordination of this work
between the laboratories. In my role I will also
be out and about to find new ideas or developments so if you that read this have an idea
please feel free to contact me, says Karl Hillgren.


Asphalt Matters Issue 82 2011

Inside AkzoNobel

Our newsletter

Contact us
Regional Managers
Tomas Svensson
Sweden, Norway,
Finland, Denmark,
Iceland, Estonia,
Latvia, Lithuania,
Poland, Germany and
T: +46 8 55536325
M: +46 70 5694585
E: tomas.svensson@
David Needham
Great Britain, Ireland,
Netherlands, Austria,
Czech Republic,
Slovakia, Hungary,
Romania, Bulgaria,
Serbia, Croatia,
Bosnia Herzegovina,
Macedonia, Greece,
Spain, Portugal, Turkey
and Africa
T: +44 151 2033 459
M: +44 7785 256736
E: david.needham@
Didier Archain
France and Belgium
T: +33147 49 8863
M: +33685 43 7663
E: didier.archain@
Andrey Danilov
Russia and Kazakhstan
T: +7 495 960 2890
M: +7 985 776 1694
El: andrey.danilov@

Marketing Manager

R&D and Technical


Per hlund
Ukraine, Belarus and
T: +46159134 90
M: +46 70601 0706
E: per.ahlund@

Dennis Selse
T: +46 8592512 00
M: +46706010951
E: mats.norell@

Global Innovation
Karl Hillgren
T: +46 8743 4364
M: + 46733855700
E: karl.hillgren@

Daniel Hagberg
T: +46303851 05
E: daniel.hagberg@
Johan Nordberg
T: +46303855 61
E: johan.nordberg@


Inger Olausson
T: +46303852 96
E: inger.olausson@

Mats Norell
T: +46 8592512 00
M: +46706010951
E: mats.norell@

Joakim Krigsman
T: +46303858 43
M: +4670677 2805
E: joakim.krigsman@


Mark Smith
T: +46303859 22
M: +4670583 5922
E: mark.smith@

Thomas Wallin
M: +46 707 678 865
E: thomas.wallin@

The Asphalt Matters newsletter is produced by

the AkzoNobel Asphalt Applications team. The
main objective is to continuously extend our
contributions to the asphalt industry, by sharing
information about our most recent technologies
and products in addition to technical articles
and studies written by our scientists and
experts in asphalt and paving solutions.
This newsletter is now available in electronic
format, which is intended to simplify and
expedite its production and distribution. Feel
free to forward the newsletter to colleagues and
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receive Newsletter please contact your local
Akzo Nobel representative or Regional Manager.
(See contact information on this page.)
Information given in this Newsletter is offered
in good faith and is believed to be reliable.
AkzoNobel Surface Chemistry AB, however,
makes no warranty as to the accuracy and/
or sufficiency of such information and/or
suggestions, as to any products merchantability
or fitness for any particular purpose, or that
any suggested use will not infringe any patent.
Nothing contained herein shall be construed as
granting or extending any license under any
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trademarks in many countries.
2011 AkzoNobel Surface Chemistry AB,
all rights reserved

Asphalt Emulsion Manufacturers Association


AkzoNobel is actively involved in the asphalt industry through membership of:

The Asphalt Emulsion Manufacturers Association, The Asphalt Institute, The International
Slurry Surfacing Association, The National Asphalt Pavement Association, Road Surface
Treatments Association as well as many local and national associations worldwide.


Asphalt Matters Issue 82 2011

Rediset WMX
at lower

Asphalt mixes containing Rediset WMX

additive from AkzoNobel can be compacted
more efficiently for greater durability at lowerthan-normal hot-mix temperatures. In fact, both
production and compaction temps can be reduced
up to 33C - significantly cutting CO2 emissions
and fuel consumption at the hot-mix plant while
minimizing vapors and aerosols behind the paver.
Moreover, a number of other unique properties
help make Rediset WMX the most effective
warm-mix additive in the market:
 arm-mix additive and adhesion promoter
in one, which prevents moisture damage and
prolongs pavement life.
 eat-stable additive. Maintain binder
performance grade.
 lexibility to work with a wide spectrum of
asphalt mixes.
 avements can be opened to traffic much
sooner than a regular hot-mix application.
To find out more contact your local
AkzoNobel representative or e-mail us at




Akzo Nobel Surface Chemistry

Asphalt Applications
SE444 85 Stenungsund
T: +46 303 850 00
F: +46 303 889 10

Akzo Nobel(Shanghai)Co. Ltd

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Surface chemistry
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AkzoNobel is the largest global paints and

coatings company and a major producer of
specialty chemicals. We supply industries
and consumers worldwide with innovative
products and are passionate about
developing sustainable answers for our
customers. Our portfolio includes well known
brands such as Dulux, Sikkens, International
and Eka. Headquartered in Amsterdam, the
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