Economic Construction of Bituminous Road by Utilization of Waste Tyre Rubber CRMB

Transcription

1 IJSTE - International Journal of Science Technology & Engineering Volume 1 Issue 12 June 2015 ISSN (online): X Economic Construction of Bituminous Road by Utilization of Waste Tyre Rubber CRMB Rupesh Sahu Scholar Rajiv Gandhi Proudyogiki Mahavidyalaya, Bhopal, India Rajesh Joshi Head of Department Department of Civil Engineering Rajiv Gandhi Proudyogiki Mahavidyalaya, Bhopal, India Abstract The objective of this research is to find a good mix proportion for the rubberized bitumen. Flexible pavements with bituminous surfacing are widely used in India. The high traffic intensity in terms of commercial vehicles, over loading of trucks and significant variations in daily and seasonal temperature of the pavement have been responsible for earlier development of distress symptoms. Investigations in India and abroad have revealed that the properties of bitumen and bituminous mixes can be improved to meet the basic requirements. Use of Crumb Rubber i.e. the rubber obtained from the waste tires of vehicles, is used in the construction of flexible pavement. In the present study, an attempt has been made to use crumb rubber modified bitumen which is blended at specified temperatures. Marshall s mix design was carried out by changing the modified bitumen content at constant optimum rubber content and subsequent tests have been performed to determine the different mix design characteristics and for conventional bitumen (VG-30) also. This has resulted in much improved characteristics when compared with straight run bitumen, due to improved strength of Modified Bitumen it is one of the upcoming important construction materials for flexible pavements. This study will have a positive impact on the environment as it will reduce the volume of rubber waste to be disposed of by burning and land filling. It will not only add value to rubber waste but will develop a technology, which is eco-friendly. Keywords: AC, Base Course I. INTRODUCTION Structure whose primary aim is to support the traffic loads and transmit them to the basement soil after reducing the stress to a level below the supporting capacity of the soil. Each layer of pavement has to perform multitude of functions which have to be duly considered, during the design process. Different types of pavements can be adopted depending upon the traffic requirements. Fig. 1: A. Surface Course: Surface course is the layer directly in contact with traffic loads and generally contains superior quality materials. They are usually constructed with dense graded asphalt concrete (AC). The functions and requirements of this layer are: 1) It provides characteristics such as friction, smoothness, drainage, etc. It also will prevents the entrance of excessive quantities of surface water into the underlying base, sub-base and sub-grade, 2) It must be tough to resist the distortion under traffic and provide a smooth but skid- resistant riding surface, 3) It must be water proof to protect the entire base and sub-grade from the weakening effect of water. B. Binder Course: This layer provides the bulk of the asphalt concrete structure. It's chief purpose is to distribute load to the base course The binder course generally consists of aggregates having lesser asphalt compared to and doesn't require quality as high as of the surface course, so replacing a part of the surface course by the binder course results in more economical design. All rights reserved by 35

2 C. Base Course: The base course is the layer of material immediately beneath the surface of binder course and it provides additional load distribution and contributes to the sub-surface drainage It may be composed of crushed stone, crushed slag, and other untreated or stabilized materials. D. Sub-Base Course: The sub-base course is the layer of material beneath the base course and its primary functions are to provide structural support, improve drainage, and reduce the intrusion of fines from the sub-grade in the pavement structure. If the base course is open graded, then the sub-base course with more fines can serve as filler between sub-grade and the base course A sub-base course is not always needed or used. For example, a pavement constructed over a high quality, stiff sub-grade may not need the additional features offered by a sub-base course. In such situations, sub-base course may not be provided. E. Sub-Grade: The top soil or sub-grade is a layer of natural soil prepared to receive the stresses from the layers above. It is essential that at no time soil sub-grade is overstressed. It should be compacted to the desirable density II. EASE OF USE Using the Marshall Mix design characterization of conventional bitumen VG-30 for bituminous concrete (BC) were carried out with bitumen percentage varying from 4.5, 4.75, 5.0, 5.25 &5.5 in the bitumen mix properties Air void (Vv), Void in mineral (VMA), Void filled with bitumen (VFB) and Marshall stability fix the bitumen percentage taken as 5% to satisfy all the properties of mix with VG-30 bitumen. After that crumb rubber in varying percentage 8, 9, 10, 11, 12, 13, &14 was used in VG- 30 by weight to create Crumb rubber modified bitumen. It is observed that with 12% CRMB in the bitumen mix properties namely- Air void (Vv), Void in mineral (VMA), Void filled with bitumen (VFB) and Marshall Stability have been found to closed to the specified values. A. Abbreviations and Acronyms: Gmm = Pmm/[(Ps/Gse)+(Pb/Gb)] Gmm = Maximum specific gravity of paving mixture (no air void) Pmm = Percent by weight of total loose mixture=100 Ps = Aggregate content, percent by total weight of mixture Pb = asphalt content, percent by total weight of mixture Gse = Effective specific gravity of aggregate Gb = Specific gravity of asphalt 1) Void in Mineral Aggregate VMA = 100-[(Gmb*Ps)/Gsb] VMA= Void in mineral aggregate, percentage of bulk volume Gsb = Bulk specific gravity of total aggregate Gmb= bulk specific gravity of compacted mixture Ps= aggregate content, percent by total weight of mixture 2) Air Void In Compacted: Va =100*[(Gmm - Gmb)/Gmm] Va= air void in compacted mixture, percent of total volume 3) Void Filled With Asphalt VFA= [100(VMA-Va)]/VMA VFA = void filled with asphalt, percent of VMA Va =air voids in compacted mixture, percent of total volume B. Authors and Affiliations: Krishna K.V.(2013), This study is determination of optimum waste tire content in 80/100 penetration grade bitumen is done using a series of laboratory tests. The laboratory wheel tracking test is done on both the conventional and waste tire modified bitumen samples. A test track is laid with a clay sub-grade and the surface course having a facility to test both conventional bitumen and waste tire rubber modified bitumen to be tested with Medium Scale Accelerated Pavement Tester. This represents the evaluation of rutting resistance of waste tire rubber modified flexible pavement surface test sections with laboratory wheel All rights reserved by 36

3 tracking test and an accelerated pavement rut tester.test track with waste tire rubber modified surface course on a clay sub-grade along with conventional materials was considered for testing. The results were encouraging indicating a 35% improvement in rut resistance in case of waste tire rubber modified surfaces. R.Vasudevan et.al. (2007), Has studied that the crumb rubber modified bitumen and constructed different stretches and performed field study with the help of National Transport Planning and Research Centre, Trivandrum. From this field study they concluded that the entire road having a good skid resistance value and from bump instigator study a good surface evenness. C. Various Properties of Crumb Rubber Modified Bitumen: The values of different parameters i.e. softening point, Penetration, and Elastic recovery in the cases of crumb rubber modified bitumen have been found to be within required specifications. The following conclusions are drawn based on the result obtained in the present study. It is found that the properties of bitumen such as softening point, penetration and Elastic recovery were improved with addition of crumb rubber. Table -1 Values of Different Properties for CRMB S. No Crumb Rubber % Softening point ( o C) Penetration (mm) Elastic recovery (%) MORTH &IRC Recommendation Min 60 <50 Min50 Fig. 1: Crumb Rubber %Ge Versus Softening Point It Is Observed That Penetration Value Gradually Decreases From 61mm To 45mm, With Rubber %Ge Variation From 8 To 14 % Respectively. This Is 26% Of The Maximum Value Of Penetration Value. Table - 2 Mix Design values of Crumb Rubber Modified Bitumen S. No Crumb Rubber % Bitumen % Marshall stability (Kg) Flow value (mm) Bulk Density (gm/cc) Air voids % Vv VMA VFB % MORTH &IRC Recommendation Min Table - 3 Crumb Rubber %ge and Density of Mix Crumb Rubber %ge Density of mix All rights reserved by 37

4 Fig. 2: Crumb Rubber %Ge versus Density Table 4 Crumb Rubber %ge and Stability of Mix Crumb Rubber %ge Stability of Mix Fig. 3: Crumb Rubber %ge versus Stability Table - 5 Crumb Rubber %ge and Air Void of Mix Crumb Rubber %ge Density of Mix All rights reserved by 38

5 Fig. 4: Crumb Rubber %Ge Versus Air Void Table 6 COST WISE COMPARISON OF BITUMINOUS CONCRETE WORK WITH VG-30 AND WITH CRMB 60 CONSIDERING 12 YEARS SPAN OF LIFE S. no. Description BC with VG-30 BC with CRMB-60 1 Per Km cost of BC layer in Lacks Lacks/Km Lacks/Km 2 Renewal time of layer as per IRC:SP Years 06 Years 3 Nos of renewal coat required in 12 years span of life 03 Nos. 02 Nos. 4 Cost of single renewal coat i 30 mm. BC layer (refer MPPWD item no. (Per Km qty. x rate) 210 x 8493 = Rs 17, (Per Km qty. x rate) 210 x 8451 = Rs 17, 5.8/a/iv and v) 83, 530/- 74, 710/- II Tack coat 0.30 Kg/Sqm (Ref - MPPWD Item (Per Km qty. x rate) 7000 x 15 = Rs 1, (Per Km qty. x rate) 7000 x 15 = Rs 1, No. 5.2/ii) 05, 000/- 05, 000/- III Total cost of Renewal coat (i+ii) Rs. 18,88,530/- Rs 18, 79, 710/- IV Say Rs Lacs/Km Rs Lacs/Km 5 Total cost of renewal coat (4-iv x 3) 03 x = Rs Lacs/Km 02 x = Rs Lacs/Km 6 Cost of BC work I/C renewal cost (1+5) = Rs Lacs/Km = Rs Lacs/Km III. CONCLUSION A. From above followings are the conclusions. 1) Cost of Bituminous concrete work by VG -30 including 12 years maintenance cost comes out to be Rs Lacs per Km. 2) Cost of Bituminous concrete work by CRMB-60 including 12 years maintenance cost comes out to be Rs Lacs per Km. 3) Bituminous course done by CRMB 60 is cheaper than VG 30 by ( ) = Lacs per Km or 20.81% economical than Bituminous work done by VG-30. 4) Hence use of CRMB 60 instead of VG 30 is economical and more durable. The study on the use of CRMB reveals that the Marshall Stability value, which is the strength parameter of BC, has shown increasing trend and the maximum values have increased by about 25 % by addition of CRMB. The density of the mix has also increased in the cases of CRMB when compared with VG-30 grade bitumen. This will provide more stable and durable mix for the flexible pavements. The serviceability and resistance to moisture will also be better when compared to the conventional method of construction. The values of other parameters i.e. Vv, VMA and VFA in the cases of CRMB have been found out to be, within required range of specifications. This study not only constructively utilizes the waste tires in road construction industry but it has also effectively enhanced the values of important parameters which will ultimately provide and long living roads. B. Hence it is concluded that 12% of crumb rubber by weight of bitumen, is more suitable and recommended for execution of road pavement as bitumen s carpet: CRMB roads would be a boon for India s hot and extremely humid climate, where temperatures frequently cross 50 C and torrential rains create havoc, leaving most of the roads with heavy distresses. This adversely affects the life of the pavements. The modified bitumen show better properties for road construction and rubber waste which otherwise are considered to be a All rights reserved by 39

6 pollution menace. It can find its use in CRMB & thus help in solving the problem of pollution. In the modified process (dry process) rubber-waste is coated over aggregate. This helps to have better binding of bitumen with the rubber-waste coated aggregate due to increased bonding and increased area of contact between rubber and bitumen. The rubber coating also reduces the voids. This prevents the moisture absorption and oxidation of bitumen by entrapped air. The road can withstand heavy traffic and show better service life. This study has a positive impact on the environment as it will reduce the volume of rubber waste; otherwise It will not only add value to rubber waste but will develop a technology, which is eco-friendly. C. Recommendation for Future Work: 1) In most of the developing Countries like India, there is major scope for development of infrastructure. Large numbers of roads and link roads are still remains untouched and our Government had launched so many schemes for their construction. Water and sun cause equal damage to bitumen roads as heavy traffic load. Crumb rubber has a unique feature of delayed overlaying period owing to Reduced oxidation,[due to presence of antioxidants] Better repelling property. Lower penetration 2) This Study give us solution for utilization of rubber from discarded tires. It will help to decrease land pollution, Disposal of material obtained from tires is a big problem for environment and fertility of land. Their reuse will not only head to economy in construction but also save our environmental balance. 3) The time period of next renewal of road may be extended by 50 percentage in case of surfacing with modified bitumen like CRMB as compared to normal period indicated for conventional bitumen like vg-30. For example, if normal renewal cycle is 4 years, this may be enhanced to 6 years in case of CRMB. Thus it is economical and eco friendly. D. Scope for Future Work: 1) Reduced bitumen %ge with increased rubber %ge [less than 5%] can be explored, to achieve economy. 2) This exploration with other grades [VG-10, VG-20 &VG-40] of bitumen can also be performed for economy. REFERENCES [1] IRC: SP: Guidelines on use of polymer and rubber modified bitumen in road construction, Indian Roads Congress, New Delhi [2] IS: Method for testing tar and bitumen materials determination of specific gravity [3] IS: Method for testing tar and bitumen materials determination of penetration [4] IS: Method for testing tar and bitumen materials determination of softening point [5] IS: Method for testing tar and bitumen materials determination of Ductility [6] Jain, P. K., Kamaraj, C., (2009), Performance Study of Rubber Modified Bitumen in Structural layers of Flexible Pavements- A Case Study, Highway Research Journal, Indian Roads Congress, Vol. 2-1,pp [7] Justo et al Utilization of Waste Plastic Bags & Crumb rubber in Bituminous Mix for Improved Performance of Roads, Centre for Transportation Engineering, Bangalore University, Bangalore, India, [8] krishna K.V. use of waste tire rubber in flexible pavement surfacing International Journal of Mechanical, Civil, Automobile and Production Engineering, Vol. 3 No. 5 May 2013 e-issn : , p-issn : [9] Mohd Hizam harun & Roziawati Razal Mix bitumen with crumb rubber, do we get rubberised bitumen Public Works Department of Malaysia Jalan Sultan Salahuddin, Kuala Lumpur, December 2002 [10] MS-2 Sixth edition Asphalt institute executive offices and research centre, research park drive.p.o.. Box 14052lexington,KY USA. [11] Neutag L. al. 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