A Review on Bituminous Mix Design by Adding Different Percentages of Crumb Rubber for Improving Strength of Pavements

International Journal of Trend in Scientific Research and Development (IJTSRD)
Volume 6 Issue 3, March-April 2022 Available Online: www.ijtsrd.com e-ISSN: 2456 – 6470
@ IJTSRD | Unique Paper ID – IJTSRD49574 | Volume – 6 | Issue – 3 | Mar-Apr 2022 Page 569
A Review on Bituminous Mix Design by Adding
Different Percentages of Crumb Rubber for
Improving Strength of Pavements
Pawan Kumar Pandit, Prof. Afzal Khan
Department of Civil Engineering, Millennium Institute of Technology, Bhopal, Madhya Pradesh, India
ABSTRACT
Bitumen, also known as asphalt in the United States, is a substance
that forms through the distillation of crude oil. It has waterproofing
and adhesive properties. Bitumen production through distillation
removes lighter crude oil components, such as gasoline and diesel,
leaving the “heavier” bitumen behind. The producer often refines it
several times to improve its grade. Bitumen can also occur in nature:
Deposits of naturally occurring bitumen form at the bottom of ancient
lakes, where prehistoric organisms have since decayed and have been
subjected to heat and pressure.
Bitumen is generally for industry use. Bitumen was first used for its
natural adhesive and waterproofing characteristics, but it was also
used as a medicine. It was used to bind building materials together, as
well as to line the bottoms of ships. Ancient civilizations traded the
material. Herodotus, a fifth-century BC Greek historian, claimed that
the walls of ancient Babylon contained bitumen.
How to cite this paper: Pawan Kumar
Pandit | Prof. Afzal Khan "A Review on
Bituminous Mix Design by Adding
Different Percentages of Crumb Rubber
for Improving Strength of Pavements"
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1. CRUMB RUBBER
Crumb rubber quality without fluctuation is one of the
most important requirements for rubber bitumen
production process and is a constant product quality.
During crumb rubber production waste tyres are
shredded, fabric and steel used as reinforcement
material are removed. Tyres should be clear before
shredding because impurities (sand, clay, gravel in
the tread, etc.) are not allowed. From rubber bitumen
production point of view most valuable component of
tyres (and crumb rubber) is polyisoprene (natural
rubber). Crumb rubber derived from passenger tyre
contains 10-20% of it; this amount is around 35-45%
in case of truck tyres. Further components of crumb
rubbers are synthetic rubber (15-45%), carbon black
(25-30%), plasticizers (5-15%) and inorganic
additives (5-15%) as measured ac-cording to ASTM
D297-93 standard .
1.1. STONE MATRIX ASPHALT
Stone Matrix Asphalt (SMA) is a gap-graded mixture,
have a better stone to stone contact which gives better
strength to the mixture.
In this examination work total utilized according to
the MORTH determination which was taken from an
equivalent part. The examples are made with total
with various degree, filler and fastener (bitumen
60/70). High convergence of coarse total expands
stone-to-contact and interlocking in the blend which
gives quality and the rich mortar folio gives
toughness. It gives a higher impervious to rutting and
gives adequate erosion to asphalt surface even it is
presented to rehashed loads.
In correlation with thick evaluated blends, SMA
has higher extent of coarse total, lower extent of
moderate size total and higher extent of mineral
filler. Stone Lattice Black- top blend test are tried
in Marshall Contraption.
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Fig.1.1 Gap Graded Mix Structure
Flexible pavements designing are preferred always
over all other rigid pavements for road construction.
Stone matrix asphalt mix sample were tested in
Marshall Apparatus. SMA Mix is desired to have
quality of resistance to wear & tear, greater strength
for better performs during heavy loads.
World is starting at now focusing on substitute
material sources that are condition pleasant and
biodegradable in nature. The composite materials
could be named as those materials which are
incorporated by at least two materials having various
properties. All things considered, composites
materials have solid burden conveying strengthening
material imbedded in flimsier cross section materials.
The essential constituent of composites have a
relentless stage which is the huge a bit of the
composite is called lattice. Grid are all things
considered increasingly bendable and less hard and
these are commonly either inorganic or regular.
Discretionary constituent of composites have pliable
called fortification and they are embedded in the
lattice. The constituents of composite materials have
their property anyway when they are united together,
they give a mix of properties that a particular can't
have the ability to give. For the most part, composite
materials are organized based on network materials
as:
1. Ceramic Lattice Composites
2. Polymer Framework Composites
3. Metal Framework Composites
1.2. Stone Matrix Asphalt (SMA)
Stone framework black-top (SMA), at times called
stone mastic black-top, is a hole reviewed HMA
initially created in Europe to boost rutting opposition
and solidness in substantial rush hour gridlock
Street. This high bitumen content likewise improves
adaptability. There are no exact plan rules for SMA
blends. The fundamental highlights, which are the
coarse total skeleton and mastic organization, and the
resulting surface and blend solidness, are generally
dictated by the determination of total reviewing and
the sort and extent of filler and folio. SMA improved
trench obstruction and solidness. It has great
weakness and ductile strength.SMA is solely utilized
for surface seminars on high volume streets. Materials
utilized for SMA are Hole evaluated total, adjusted
black-top fastener. Other SMA advantages
incorporate wet climate rubbing (because of a coarser
surface), lower tire clamor (because of a coarser
surface) and less extreme intelligent breaking.
Mineral fillers and added substances are utilized to
limit black-top cover channel down during
development, increment the measure of black-top
folio utilized in the blend and to improve blend
strength.
Fig.1.2 SMASurface
Fig.1.3 SMA Lab Sample
1.2.1. Open-GradedMixes
Fig.1.4 Different Graded Mixes
Unlike dense-graded mixes and SMA, an open-
graded HMA mixture is designed to be water
permeable.
Material used aggregate (crushed stone or gravel and
manufactured sands), asphalt binder (with modifiers).
OGFC is more expensive per ton than dense-graded
HMA, but the unit weight of the mix when in-place is
lower, which partially offsets the higher per-ton cost.
The open gradation creates pores in the mix, which

are essential to the mix‘s proper function. Anything
that tends to clog these pores, such as low-speed
traffic, excessive dirt on the roadway can degrade
performance.
Fig.1.5 OGFC Surface Fig .1.6 OGFC Lab Samples
1.2.2. Dense-Graded Mixes
This type of bituminous concrete is a well-graded HMA has good proportion of all constituents are also called
Dense bituminous macadam. When properly designed and constructed, a dense- graded mix is relatively
impermeable. Dense-graded mixes are generally referred to by their nominal maximum aggregate size and can
further be classified as fine-graded or course- graded. Fine-graded mixes have more fine and sand sized particles
than coarse-graded mixes.
Table 1.1 Details associated to SMA and bituminous mix
Properties SMA BC
Definition
SMA isa gap graded mix which consists of high
amount of coarse aggregate firmly bonded together
by a strong asphalt matrix Consisting of fine
aggregate, filler, bitumen and stabilizing additives.
BC consists of well graded
coarse and fine aggregate,
filler and bitumen.
Mass of Coarse
Aggregate Content, (%)
75 – 80
50-60
Mass of Fine Aggregate
( %) 20 – 25 40 - 50
Mass of Filler content,
(% )
9 – 13 6 – 10
Binder Type 60/70, PMB- 40
60/70 and modified
binders
Minimum binder
content by weight of
mix, (%)
>6.5 5 - 6
Stabilizing Additives by
weight of mix,(%)
0.3 – 0.5
--------
Air Voids(%) 3—4 3--6
Layer Thickness, mm 25-75 30-65
2. LITERATURE REVIEW
GENERAL
This chapter presents a brief review of literature on the topics related to bitumen additives, modified stone
matrix asphalt mixtures, waste crumb and engineering/rheological characteristics of bitumen and mixtures. This
chapter presents the characteristics of SMA to justify research aim and sets the background for the proposed
work.
Modified Bitumen
1. Aslamet al [2001] built up an altered system for development of adaptable asphalts. In adaptable asphalt
development plastic covered total indicated better restricting property. It has less wetting property and voids.
the plastic waste-mixed bitumen demonstrate that the expansion of plastic waste to bitumen builds softening

point, Abatements entrance esteem and malleability, expands streak point and fire point, increment Marshall
steadiness esteem and enhance hostile to stripping properties. The procedure has its own restrictions. The
readiness of such adjusted bitumen needs high power stirrer with thermostatic offices to keep up the
temperature between160-1800C. Any expansion in the temperature could influence the properties of
bitumen. The best possible stockpiling of such polymer-mixed bitumen is imperative. It ought to be put away
in a cooler and it is additionally alluded that it is steady for 6 hrs at a temperature of1800C.
2. Bangalore Process et al [2003] think about with respect to plastic streets introduced. A 25 km plastic street
was laid in Bangalore as a piece of xyz consider. The plastic street indicated prevalent smoothness,
consistency and less rutting when contrasted with a sans plastics street laid in the meantime, which started
creating "crocodile breaks" before long. The procedure was additionally endorsed in 2003 by the CRRI
(Focal Street Exploration Foundation Delhi). Street life enhances through enhanced cheapness and thickness
of the bituminous blend, in this way restricting the stones all the more immovably together and enhancing
the water-opposition of the blend to rain and so forth. For a similar reason, the temperature of the blend both
at the plant and at the purpose of lying should be 20°C higher than typical. Various examinations including
utilization of plastic to improve rheological qualities can be found in writing. In this sub-segment, survey a
portion of the vital works important to this examination.
3. Mohamed Rehan Karim al. (2004) Optimization of polymer and asphalt content in polymer modified
asphalt mixture is the aim of road engineers and designers. The purpose of this study is to characterize Stone
Mastic Asphalt (SMA) mixture‘s properties containing waste polyethylene terephthalate (PET) which is a
type of polymer material. Response Surface Methodology (RSM) was designated as a new method to
measure mixture properties at different PET content and asphalt binder value. To fabricate the mixture fresh
80/100 penetration grade asphalt binder with different percentages (5–7% by weight of aggregate particles)
was utilized. Different amounts of PET were used from 0% to 1% by weight of aggregate particles. Marshall
Stability and Flow test was performed on the mixtures. Specific gravity and volumetric properties of
mixtures were obtained. RSM was used to analyze Marshall and volumetric properties of unmodified and
PET modified asphalt mixtures. Models were produced to fit the experimental results. As shown in this study
suggested models were successfully fitted to the experimental results. Based on the results achieved amounts
of 5.88% of asphalt content and 0.18% of PET were found to be the optimalvalues.
4. Bradelyet.al. (2004) studied Utilization of waste fibers in stone matrix asphalt mixtures. They used carpet,
tire and polyester fibers to improve the strength and stability of mixture compared to cellulose fiber. They
found no difference in moisture susceptibility and permanent deformation in SMA mix containing waste
fibers as compared to SMA mix containing cellulose or mineralfiber.[4]
5. Kamaraj C., G. Kumar, G. Sharma, P.K. Jain and K.V. Babu (2004) carried laboratory study using
natural rubber powder with 80/100 bitumen in SMA by wet process as well as dense graded bituminous mix
with cellulose fiber and stone dust and lime stone as filler and found its suitability as SMA mix through
varioustests.[5]
6. Punith V.S., Sridhar R., Bose Sunil, Kumar K.K., Veeraragavan A (2004) dida comparative study of
SMA with asphalt concrete mix utilizing reclaimed polythene in the form of LDPE carry bags as stabilizing
agent(3mmsizeand0.4%).The test results indicated that the mix properties of both SMA and AC mixture are
getting enhanced by the addition of reclaimed polythene as stabilizer showing better rut resistance, resistance
to moisture damage, rutting, creep and aging.
7. Muniandy R., Huat, B.B.K. (2006) used Cellulose oil palm fiber (COPF) and found fiber- modified binder
showed improved rheological properties when cellulose fibers were preblended in PG64-22 binder with fiber
proportions of0.2%,0.4%,0.6%,0.8 %and 1.0% by weight of aggregates. It showed that the PG64-22 binder
can be modified and raised to PG70- 22 grade. The Cellulose oil palm fiber (COPF) was found to improve
the diameteral fatigue performance of SMA deign mix. The fatigue life increased to a maximum at a fiber
content of about 0.6%, whilst the tensile stress and stiffness also showed a similar trend in performance. The
initial strains of the mix were lowest at a fiber content of0.6%.[10]
8. Kumar Pawan, Chandra Satish and Bose Sunil (2007) tried to use an indigenous fiber in SMA Mix by
taking low viscosity binder coated jute fiber instead of the traditionally used fibers and compared the result
with the imported cellulose fiber, using 60/70 grade bitumen and found optimum fiber percentage as 0.3% of
the mixture. Jute fiber showed equivalent results to imported patented fibers as indicated by Marshall

stability test, permanent deformation test and fatigue life test. Aging index of the mix prepared with jute
fiber showed better result than patented fiber.[12]
9. Chui-Te Chiu, Li-Cheng Lu, al [2007], used asphalt rubber (AR),produced by blending ground tire rubber
(GTR) (i) 30% of a coarse GTR with a maximum size of #20 sieve and (ii)20% of a fine with a maximum
size of #30 sieve with an asphalt, as a binder for SMA and found AR-SMA mixtures were not significantly
different from conventional SMA in terms of moisture susceptibility and showed better rutting resistance
than that of conventional dense graded mixture.[11]
10. YongjieXue, HaoboHou, Shujing Zhu, JinZhaal [2008], used municipal solid waste incinerator (MSWI)
fly ash as a partial replacement of fine aggregate or mineral filler and BOF Slag as part of coarse aggregate
with polyester fiber of 6.35 mm in length obtained from recycled raw materials, PG76-22 binder in the SMA
mix and performed Marshall and super pave method of design and found it‘s suitability for use in the
SMAmix.[15]
11. Asim Hassan Ali al [2013], anticipate asphalt upsets there are different arrangements, for example,
receiving new blend plans or usage of black-top added substances. The essential point of this examination
was to explore the impact of including crumb tire elastic as an added substance to SMA blend execution
properties. This examination explored the fundamental parts of altered black-top blends so as to all the more
likely comprehend the impact of CRM modifiers on volumetric, mechanical, and firmness properties of
SMA blend. In this investigation, virgin bitumen 80/100 entrance evaluation was utilized, altered with crumb
elastic (CRM) at five distinctive alteration levels, in particular, 6%, 12%, 16%, and 20%, individually, by
weight of the bitumen. The fitting measure of the additional CRM was seen as 12% by weight of bitumen.
This rate brings about the most extreme degree of security. The flexible modulus (Mr) of changed SMA tests
including various rates of CRM was clearly higher in examination with that of unmodified examples
12. Vasudevanet. al [2014], displayed an examination on the preparation of plastics waste – bitumen blend and
its properties to find the propriety of the blend for road advancement, was finished. A changed system was
delivered and the stone absolute was secured with fluid plastics and the plastics waste secured complete
(PCA) was used as the rough material for versatile improvement. PCA exhibited better confining property. It
had less wetting property. Its voids were generously less. The model exhibited higher Marshall Strength
regard. The lanes laid using PCA are performing honorably. A point by point considered isshown.
13. Vasudevan, et al. [2015] in like manner watched that the polymer blended bitumen has better properties
regarding Mellowing point, Passage point, Adaptability, Stripping Quality and Marshall Security regard.
Along these lines the blend can be used for laying versatile black-top. In this examination both dry and wet
methods were used to prepare balanced bituminous mixes. In the wet technique, the blending was finished
by direct mixing the annihilated polymer with hot bitumen at 160 deg. C. In the dry method, a novel
framework was used to use more elevated level of waste plastics in road advancement and using this
methodology a substitute procedure was used. In this method, the waste polymer was incorporated the hot
aggregate (170deg.C). The polymer was secured over the aggregate. Here the spreading was straightforward.
The hot absolute was secured with polymer reliably. By then the Bitumen was incorporated. The mixing of
bitumen with polymer was happening at the outside of the aggregate. The temperature was around 155 – 163
C. Both the polymer and bitumen were in the liquid state.
14. Shaik. Dilkusha al [2015] Advancement of balanced out Stone Lattice Black-top (SMA) blends for
improved asphalt execution has been the focal point of research all over India for as long as couple of
decades. India, being a horticultural economy delivers genuinely gigantic amount of regular strands. This
paper centers around the impact of added substances like coir, sisal, banana strands (normal filaments), on
the compressive quality of SMA blends. A starter examination is directed to portray the materials.
Compressive quality tests are led to contemplate the protection from squashing to withstand the worries
because of traffic loads. Every balanced out blend demonstrate the most extreme estimation of compressive
quality at 0.3% fiber content. SMA with coir fiber shows higher compressive quality demonstrating its
higher smashing obstruction. The records of held quality for all blends fulfill the constraining estimation of
75%. In any case, for control blend, it is just about 60%, which substantiate the need of added substances in
SMA blends.
15. Naveen Kumar R et al [2016] in the present examination, an endeavor has been made to contemplate the
building properties of blends of stone lattice black-top made with customary bitumen 60/70 with a

nonconventional characteristic fiber, in particular sisal fiber. The covers in various extents are utilized for
readiness of blends with a chose total evaluating to discover OBC. The ideal folio substance is dictated by
keeping the recommended air voids content in the blend. The fiber is added to OBC and two other bitumen
focuses nearest to it. For this, different Marshall tests of SMA blends with and without filaments with
changing fastener focus are readied. Marshall properties, for example, soundness, stream esteem, thickness,
air voids are utilized to survey the ideal fastener substance and ideal fiber content for changed SMA blends.
From there on, the channel down attributes for adjusted and unmodified SMA Blend have been examined. It
is seen that lone 0.28% expansion of sisal fiber fundamentally improves the Marshall properties of SMA
blends. Expansion of ostensible 0.28% fiber impressively improves the channel down qualities of the SMA
blends with customary bitumen, which would some way or another have not had the option to meet the
recommended criteria.
16. Yadav et al [2017] deals with the improvement of changed clasp definitions from plastomer and elastomer
compose waste with an intend to constrain non- biodegradable the post client polymer waste and furthermore
environmental hazard, to meet this objective ten exceptional models have been gotten from a couple of sorts
of waste to cover particular arrangements of polymeric waste from the family unit, mechanical and likewise
restorative waste. Changed spread definitions were from the start depicted by the relevant checks (code of
preparing) to deciding their suitability for above said application. The physical properties of changed spreads
are inside beyond what many would consider possible. Marshall Adequacy, underhanded unbending nature
and creep modulus lead have been evaluated and discussed in this assessment to exhibit their twofold
favorable circumstances like waste minimization and propriety of such latches to be used for Durable Road.
17. Shaik. Dilkusha al [2018] Street system is critical to the monetary advancement, social coordination and
exchange of a nation. Deficient transportation offices could affect financial and social improvement of a
nation. In India, increment in the volume of traffic and huge stacking conditions requires an enormous
advancement for better, sturdy, and increasingly compelling streets that averts or decreases the misery of
bituminous black-top. In Indian interstates, the wearing coat is laid by thick evaluated bituminous blends;
consequently the significant misery is because of dampness actuated harms. The SMA blend is utilized to
control the bothers and give better sturdiness in the bituminous asphalts.
18. Hoang-Long Nguyen's al [2018] The fundamental target of this investigation is to create and analyze
crossover Man-made reasoning (computer based intelligence) approaches, to be specific Versatile System
based Fluffy Induction Framework (ANFIS) enhanced by Hereditary Calculation (GAANFIS) and Molecule
Swarm Improvement (PSOANFIS) and Bolster Vector Machine (SVM) for anticipating the Marshall
Steadiness (MS) of Stone Lattice Black-top (SMA) materials. Other significant properties of the SMA,
specifically Marshall Stream (MF) and Marshall Remainder (MQ) were likewise anticipated utilizing the
best model found. With that objective, the SMA tests were manufactured in a neighborhood research center
and used to produce datasets for the displaying. The considered information parameters were coarse and fine
totals, bitumen substance and cellulose. The anticipated targets were Marshall Parameters, for example, MS,
MF and MQ. Models execution appraisal was assessed on account of criteria, for example, Root Mean
Squared Mistake (RMSE), Mean Supreme Blunder (MAE) and connection coefficient (R). A Monte Carlo
approach with 1000 reproductions was utilized to conclude the measurable outcomes to evaluate the
presentation of the three proposed computer based intelligence models. The outcomes demonstrated that the
SVM is the best indicator with respect to the united factual criteria and likelihood thickness elements of
RMSE, MAE and R. The consequences of this investigation speak to a commitment towards the
determination of a reasonable man-made intelligence way to deal with rapidly and precisely decide the
Marshall Parameters of SMA blends.
19. Abdulnaser Al-Sabaeei al [2018] Compaction is one of the most significant parameters that influence the
properties and execution of black-top blend. The point of this examination was to explore the impacts of
TCR on the gyratory compaction of stone mastic black-top (SMA) blend. Tests for execution tests were
readied utilizing Superpaveblendplantechnique.A40 work TCR powder was differed from 0 to 2.5% by
weight of the all out blend with 0.5% augmentation. A few examinations including the volumetric properties
of SMA, flexible modulus and Marshall Properties, steadiness and stream were tried for both control and
rubber treated blends. The outcomes demonstrated that as the measure of TCR expanded the quantity of
gyrations required expanded and the channel down of the cover diminished. The rubber treated examples
indicated better dependability, strong modulus and channel down obstruction than the controltests.

20. Shaik. Dilkusha al [2018] Street system is critical to the financial improvement, social reconciliation and
exchange of a nation. Insufficient transportation offices could affect financial and social advancement of a
nation. In India, increment in the volume of traffic and huge stacking conditions requires a gigantic
advancement for better, solid, and progressively viable streets that counteracts or decreases the trouble of
bituminous black-top. In Indian roadways, the wearing coat is laid by thick reviewed bituminous blends;
subsequently the significant misery is because of dampness actuated harms. The SMA blend is utilized to
limit the upsets and give better strength in the bituminous asphalts.
21. PHoang-Long Nguyen's al [2019] The main objective of this study is to develop and compare hybrid
Artificial Intelligence (AI) approaches, namely Adaptive Network- based Fuzzy Inference System (ANFIS)
optimized by Genetic Algorithm (GAANFIS) and Particle Swarm Optimization (PSOANFIS) and Support
Vector Machine (SVM) for predicting the Marshall Stability(MS) of Stone Matrix Asphalt (SMA) materials.
Other important properties of the SMA, namely Marshall Flow (MF) and Marshall Quotient (MQ) were also
predicted using the best model found. With that goal, the SMA samples were fabricated in a local laboratory
and used to generate datasets for the modeling. The considered input parameters were coarse and fine
aggregates, bitumen content and cellulose. The predicted targets were Marshall Parameters such as MS, MF
andMQ.
22. Shiva Kumar Govindarajual [2019] In this study, banana fiber (BF) and pelletized fiber (VP) are used as
stabilizing additives to prepare SMA mixtures with conventional viscosity-graded (VG) 30 bitumen.
Mixtures were prepared with different levels BF and VP content, and another mixture without anystabilizers
was also prepared using polymer-modified bitumen (PMB). Super pave mix design, drain down, fatigue,
rutting, workability, and moisture-induced damage properties were evaluated. Results indicated that addition
of natural and pelletized fiber controls binder drain down and improves resistance to rutting, fatigue, and
moisture-induced damage of SMA mixture. Further, polymer-modified SMA mixtures take less energy for
densification compared to SMA mixtures with natural and pelletized fiber. Results also showed that even
though polymer-modified SMA mixtures performed better, SMA mixtures with pelletized fiber provided
comparable results.
3. Problems identification
The growth in various types of industries together with population growth has resulted in enormous increase in
economic activities world-wide.
Various developments have caused tremendous increase in the movement of people and goods, causing
much stress on roads.
The eco-Friendly and reliable development for construction consists the use of nonconventional and
different waste materials and recycling of waste material and decreasing the use of natural resources.
The construction industry is the area where the safe use of crumb tyre rubber are possible.
When it is introduced in SMA as a replacement material, it reduces space problem and also reduces the cost
of pavement.
It is very much desirable that life of roads be long and requires minimal maintenance.
The growth in various types of industries together with population growth has resulted in enormous increase
in economic activities world-wide.
OBJECTIVES OF THE RESEARCH WORK
To analyze the cost of bituminous pavement and also reduce the total construction cost.
To study the strength of SMA by partial replacement of coarse aggregate with 5%,10% and 15%crumb tier
waste by weight of aggregate.
Preparation of Marshall Specimens and getting optimum mix content with the help of Marshall Test data and
to study the Thermo-economic feasibility of rubber tire crumbs for its use as 60/70 grade of bitumen.
To conduct techno-economic study of the desire material feasibility.
To utilize the crumb tire rubber as it is a waste.
4. METHODOLOGY
MATERIALSUSED
1. Bitumen as binder(60/70)
2. Coarse And Fine Aggregate
3. Waste Crumb rubber

Coarse And Fine Aggregate
The aggregates are crushed by using jaw crusher to get different size of aggregates varying from 16mm to
75micron. Quality of aggregates was check through various tests as per MoRTH specification given below.
Test conducted for aggregates
1. Impact Value Test (IS 2386-Part1)
Table 3.1. Determination of Impact Value of Aggregate
Sl. No.
Wt. Of oven dried
sample (in gm) A
Wt. of aggregate retained
through 2.36mm IS
sieve (in gm)
Wt. of passing
aggregate (in gm)
B
Impact
Value
Avg.
Imapct
Value
1 356 303 52 14.64
14.71
2 359 300 54 15.25
3 354 307 51 14.24
According to MORTH the aggregate impact value should be < 18%
2. Crushing Value (IS 2386-Part1)
The standard aggregate crushing test shall be made on aggregate passing a 12.5-mm IS Sieve and retained on a
10-mm IS Sieve. Ratio of the weight of fines formed to the total sample weight in each test shall be expressed as
a percentage, the result being recorded to the first decimal place:
Aggregate crushing value = (B/A) x 100
Where
B = weight of fraction passing the appropriate sieve, and A = weight of surface-dry sample.
Table 3.2. Determination of Crushing Value of Aggregate
Wt. Of oven dried
sample (in gm) A
Wt. of aggregate retained through
2.36mm IS Sieve (in gm)
Wt. of passing aggregate
(in gm) B
Crushing
Value
3086 2634 452 14.64
3. Los Angel’s Abrasion Value (IS 2386-Part1)
The test sample and the abrasive charge shall be placed in the Los Angeles abrasion testing machine and the
machine rotated at a speed of 20 to 33 rev/min. The machine shall be rotated for 500 revolutions. Difference
between the original weight and the final weight of the test sample shall be expressed as a percentage of the
original weight of the test sample. This value shall be reported as the percentage of wear/abrasion value.
Table 3.3. Determination of Los Angel’s Abrasion Value
Wt. Of oven dried
sample (in gm) A
Wt. of aggregate retained through
2.36mm IS sieve (in gm)
Wt. of passing
aggregate (in gm) B
Abrasion Value
10000 8502 1498 14.98
As per MoRTH Los Angle‘s Abrasion value should be < 25%
4. Flakiness and Elongation Index (IS 2386-Part1)
The elongation index is the total weight of the material retained on the various length gauges, expressed as a
percentage of the total weight of the sample gauged.
The flakiness index is the total weight of the material passing the various thickness gauges or sieves, expressed
as a percentage of the total weight of the sample gauged.
Table 3.4. Determination of Flakiness and Elongation Index
Size In
mm
Wt. of
sample
taken in
gm.
Aggregate
passing in the
gauge in gm.
Flakiness
index
Average
flakiness
index
Aggregate
retained in the
elongation gauge
in gm.
Elongation
index
Average
elongation
index
25-20 392 60 15.36 18.83 130 33.16 21.5
20-16 734 135 18.39 131 17.84
16-12.5 547 91 16.6 103 18.8
12.5-10 280 78 27.2 54 19.28
10-6.3 90 15 16.6 38 18.4

According to MORTH the Flakiness and elongation index value should be<30
The gradation of aggregate was taken as per MORTH specification given below intable1.
Table 3.5: Gradation of Aggregates
Sieve
size in
mm
% passing
%retained
adopted
amount of aggregate taken in this binder content in gm
Intermediate Adopted
4% 4.50% 5% 5.50% 6% 6.50% 7%
1152 1146 1140 1134 1128 1122 1116
16 100 100
13.2 90-100 94 6 69.12 68.76 68.4 68.04 67.68 67.32 66.96
9.5 54-70 62 32 368.6 366.72 364.8 362.9 360.96 359.04 357.12
4.75 26-39 34 28 322.6 320.88 319.2 317.5 315.84 314.16 312.48
2.36 21-28 24 10 115.2 114.6 114 113.4 112.8 112.2 111.6
1.18 17-25 21 3 34.56 34.38 34.2 34.02 33.84 33.66 33.48
0.6 15-22 18 3 34.56 34.38 34.2 34.02 33.84 33.66 33.48
0.3 13-19 16 2 23.04 22.92 22.8 22.68 22.56 22.44 22.32
0.15 09-15 12 4 46.08 45.84 45.6 45.36 45.12 44.88 44.64
0.075 08-13 10 2 23.04 22.92 22.8 22.68 22.56 22.44 22.32
Filler 0 0 10 115.2 114.6 114 113.4 112.8 112.2 111.6
Total weight of sample taken= 1200gm
BITUMEN
Bitumen is act as a binder in SMA Mix. Different grade of bitumen are used in different mix like hot-mix or
gap-graded mix or dense-graded mix. For preparation of SMA Mix we used 60/70 bitumen in this research work.
FILLER
Filler is used in SMA mix for better binding of materials. Rock dust, slag dust, hydrated lime, hydraulic cement,
fly ash, mineral filler and cement are used as filler in SMA mix, also we can use the fine aggregate below
75micron as filler, but here we use cement as filler which makes a better bond with aggregate and bitumen.
CRUMB TYRE:
Tyre may be divided into two types – car and truck tyres. Car tyres are different from truck tyres with regard
to constituent materials (e.g. natural and syntheticrubber).
Usually three main categories of discarded tyre rubber have been considered such as chipped, crumb and
ground rubber. Chipped or shredded rubber is used to replace the gravel. To produce this rubber, in first
stage the rubber has length of 300 – 430 mm long and width of 100 -230 mm wide. In the second stage its
dimension changes to 100 -150 mm by cutting. If the shredding is further continued particles of about 13 –
76 mm in dimension are produced.
Fig.3.1.Sample crumb tyre chips
EXPERIMENTALPROCEDURE
Methodology Adopted
Research facility tests were directed on the regular bitumen (60/70) and changed bitumen tests. Singular
properties (Infiltration, Softening Point, Flexibility, Flash and fire, and Specific Gravity) of the example were
resolved. Utilizing the Marshal Blend outline portrayal of customary bituminous blend (60/70) for thick
bituminous blend (DBC) were completed and examination was made for traditional bitumen blend properties
with changed bitumen. Subsequent to deciding elements to be considered for demonstrating adjusted bitumen in

bituminous blend, a point by point anticipates the exploratory program (test arrangement and arrangements of
tests) was created. Following tests were conducted:
1. Penetration test
2. Ductility test
3. Softening point test
4. Specific gravity test
5. Flash and fire point test
6. Marshal stability test
The above recorded tests were led on the accompanying customary/changed bituminous examples, given in
Table - 60/70 Review bitumen, Bitumen and CRMB. The subtle elements of the materials utilized and the
planning of the examples are given in the ensuing segments. The test method is portrayed in next area.
Penetration Test
It measures the hardness or non-abrasiveness of bitumen by estimating the profundity in tenths of a millimeter to
which a standard stacked needle will enter vertically in 5 seconds. The penetrometer comprises of a needle
gathering with an aggregate weight of 100g and a gadget for discharging and securing any position. The bitumen
is mellowed to a pouring consistency, mixed completely and filled holders at a profundity no less than 15 mm in
overabundance of the normal entrance. The test ought to be directed at a predefined temperature of 25 C. It
might be noticed that infiltration esteem is generally affected by any error with respect to pouring temperature,
size of the needle, weight put on the needle and the test temperature. A review of 60/70 bitumen implies the
infiltration esteem is in the range 60 to 70 at standard test conditions. In hot atmospheres, a lower infiltration
review is favored.
Ductility Test
Ductility is the property of bitumen that licenses it to experience incredible twisting or stretching. Flexibility is
characterized as the separation in cm, to which a standard example or briquette of the material will be stretched
without breaking. Measurement of the briquette in this manner shaped is precisely 1 cm square. The bitumen test
is warmed and poured in the shape get together put on a plate. These examples with molds are cooled noticeable
all around and afterward in water shower at 27 C temperatures. The abundance bitumen is cut and the surface is
leveled utilizing a hot blade. At that point the form with get together containing test is kept in water shower of
the pliability machine for around a hour and a half. The sides of the molds are expelled, the clasps are snared on
the machine and the machine is worked. The separation up to the point of breaking of string is the flexibility
esteem which is accounted for in cm. The malleability esteem gets influenced by variables, for example, pouring
temperature, test temperature, rate of pulling and so forth. A base malleability estimation of 75 cm has been
determined by the BIS.
Figure 3.2: Ductility Test
Flash And Fire Point Test
Flash Point – Flash Point – The glimmer purpose of
a material is the least temperature at which the use of
test fire makes the vapors from the material quickly
burst into flames as a blaze under indicated states of
the test.
Fire Point – The fire point is the most minimal
temperature at which the utilization of test fire makes
the material light and consumes in any event for 5
seconds under determined states of the test.
Specific Gravity Test
The specific gravity of bitumen is characterized as the
proportion of mass of given volume of bitumen of
known substance to the mass of equivalent volume of
water at 27 C. The particular gravity can be estimated
utilizing either pycnometer or setting up a 3D shape
example of bitumen in semi strong or strong state.
The particular gravity of bitumen shifts from 0.97
to1.02.

SIEVE ANALYSIS
Sieve analysis was done and aggregates of
appropriate sizes were collected and stored in place
with sizes as per MoRTH gradation. Weight of one
sample is 1200 gms here. The distribution of
aggregates was taken as per table.
SAMPLE PREPARATION
For sample preparation some steps given below are
taken:
Weighing of sample
Here 7 samples with binder content 4, 4.5, 5, 5.5, 6,
6.5 and 7 Percentage of each were prepared.
Heating of aggregates
After weighing of aggregates, aggregates with of all
gradation are mixed with each other to make one
sample of weight 1200gms. All samples were heated
in oven at a temperature of 1300
centigrade for 24hrs.
Overheating of sample was avoided.
Heating of bitumen
60/70 bitumen was heated with a high temperature to
liquefy. So that it will mix with all aggregates.
Mixing of components
All components (aggregate, filler, bitumen) are mixed
to make a homogeneous SMA mix sample.
Filling in the marshal mould
For preparation of samples the mixture prepared was
put in moulds. A standard mould is a cylindrical
mould made of iron having a diameter of 100 mm.
mould was also heated before use so that before
hammering mixture may not be cold.
Compaction
After putting in mould hammering was performed.
For hammering a standard hammer was used. Usually
hammering was done by giving 50 or 75 blows to
each side of specimen. In this research each sample
was given 50 blows each on both faces. For
hammering first of all mould was attached to a fixed
arrangement to make sure that mould is not staggered
during hammering. This is the procedure of
compaction.
Finalizing the sample
After hammering the sample was taken out of mould.
Name sticks representing sample‘s binder content and
sample number are glued to sample to recognize it
later on. Then the sample was left in open to cool
down to room temperature.
EXPERIMENTSPERFORMED
When the sample is prepared it was supposed to go
under Marshall Test. The test was performed as per
ASTM D 6927 – 06. This test gives the results of
flow and stability number. To get that first of all dry
weight of samples is taken and recorded. Weight of
sample in water is also desirable. Because sample has
voids so water may enter in voids. To prevent that
wax was coated around the sample.
Fig. 3.8 Wax coated sample
The figure above shows a wax coated sample. After
wax coating the weight of waxed sample is taken.
Now weight of sample in water is also recorded. After
weighing the sample is put in water bath before
testing upto a maximum of ½ hours. In water bath
temperature of 600
C is maintained throughout. If
sample is heated more than that wax may come out.
So overheating is avoided. Only 6 samples may be
put in Water bath.
Once the sample is heated up to 600
C for half hours it
is ready for Marshall Test.
Marshall Test
Tests on Mixes
Presented below are the different tests conducted on
the bituminous mixes with variations of binder type
and quantity, in the mix.
Marshall Mix design is a standard laboratorymethod,
which is adopted worldwide for determining and
reporting the strength and flow characteristics of
bituminous paving mixes. In India, it is a very
popular method of characterization of bituminous
mixes. This test has also been used by many
researchers to test bituminous mixes. This test method
is widely accepted because of its simplicity and low
of cost. Considering various advantages of the
Marshall method it was decided to use this method to
determine the Optimum Binder Content (OBC) of the
mixes and also study various Marshall Characteristics
such as Marshall Stability, flow value, unit weight, air
voids etc.
Fig. shows the Marshall sample and Marshall
Apparatus with a loaded Marshall specimen. The
Marshall properties such as stability, flow value, unit
weight and air voids were studied to obtain the
optimum binder contents (OBC). The mix volumetric
of the Marshall samples such as unit weight, air voids
were calculated by using the procedure reported by
Das and Chakroborty (2003). For constraint of time
each and every test on all types of mixes cannot be

completed. Hence it was decided to carry out the next
set of experiments such as drain down test, static
indirect tensile test and moisture susceptibility tests
on the mixes prepared at their OBC.
Fig. 3.9 Marshall Samples
Fig.3.10 SMA mix samples after Marshall
Stability Test
Drain- down test
There are several methods to evaluate the drain-down
characteristics of bituminous mixtures. The drain
down method suggested by MORTH (2001) was
adopted in this study. The drainage baskets fabricated
locally according to the specifications given by
MORTH (2001) is shown in Figure. The loose un-
compacted mixes were then transferred to the
drainage baskets and kept in a pre-heated oven
maintained at 150°C for three hours. Pre- weighed
plates were kept below the drainage baskets to collect
the drained out binder drippings. From the drain
down test the binder drainage has been calculated
from the equation:
Drain down equation is
W2 − W1
d =
1200 + X
Where
W1 = initial weight of the plate
W2 = final weight of the plate and drained binder
For a particular binder three mixes were prepared at
its optimum binder content and the drain down was
reported as an average of the three. Figure shows the
drainage of 60/70 bitumen.
Fig. 3.11 Drainage of 60/70 bitumen sample
Future scope of work
In future performance of crumb rubber with other
grades of bitumen can also be tested.
Use of crumb rubber may also be tested not only
for SMA but also for different other HMA.
Indirect tensile test of SMA mix can give us an
idea about tensile strength of mix.
Repeated load testing can be studied on SMA
Mix.
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