Evaluation of Different Paving Mixes Using Optimum Stabilizing Content

International Journal of Trend in Scientific Research and Development (IJTSRD)
Volume 5 Issue 5, July-August 2021 Available Online: www.ijtsrd.com e-ISSN: 2456 – 6470
@ IJTSRD | Unique Paper ID – IJTSRD45089 | Volume – 5 | Issue – 5 | Jul-Aug 2021 Page 1337
Evaluation of Different Paving Mixes
Using Optimum Stabilizing Content
Naveen Kumar1
, Ms. Shivani2
1
M Tech Scholar, 2
Assistant Professor,
1,2
Sat Priya Group of Institutions, Rohtak, Haryana, India
ABSTRACT
Bituminous mixes are most commonly used all over the world in
flexible pavement construction. It consists of asphalt or bitumen
(used as a binder) and mineral aggregate which are mixed together,
laid down in layers and then compacted. Under normal
circumstances, conventional bituminous pavements if designed and
executed properly perform quite satisfactorily but the performance of
bituminous mixes is very poor under various situations. Today’s
asphaltic concrete pavements are expected to perform better as they
are experiencing increased volume of traffic, increased loads and
increased variations in daily or seasonal temperature over what has
been experienced in the past. In addition, the performance of
bituminous pavements is found to be very poor in moisture induced
situations. Considering this a lot of work has been done on use of
additives in bituminous mixtures and as well as on modification of
bitumen. Research has indicated that the addition of polymers to
asphalt binders helps to increase the interfacial cohesiveness of the
bond between the aggregate and the binder which can enhance many
properties of the asphalt pavements to help meet these increased
demands. However, the additive that is to be used for modification of
mix or binder should satisfy both the strength requirements as well as
economical aspects.
KEYWORDS: Bituminous Mix, Asphalt, Binder, Mineral Aggregate
How to cite this paper: Naveen Kumar |
Ms. Shivani "Evaluation of Different
Paving Mixes Using Optimum
Stabilizing Content" Published in
International
Journal of Trend in
Scientific Research
and Development
(ijtsrd), ISSN: 2456-
6470, Volume-5 |
Issue-5, August
2021, pp.1337-
1340, URL:
www.ijtsrd.com/papers/ijtsrd45089.pdf
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International Journal of Trend in
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GENERAL
The use of bituminous binders is very frequent for
construction of pavement in dayto daylife. Generally,
the pavements are majorly classified into two groups:
namely flexible pavements and rigid pavements. The
flexible pavements are the type of pavements which
consists of having lower flexural strength but are
highly flexible from structural point of view when
subjected to heavier loads. The deformations occurred
in the lower layers of these pavements gets directly
reflected to its surface completely. Meanwhile, the
rigid pavements are the type of pavements in which
top most surface (also called as the surface course) is
made up of PCC i.e. plain cement concrete. Moreover,
the complete pavement as a whole structural
component is not able to undergo bending or
deflection when subjected to external traffic load.
PREREQUISITES OF BITUMINOUS DESIGN
MIXES
The design mixes made up of bitumen, which is used
for the pavement construction must have the
following characteristics:
1. The bituminous design mix must be properly
stable or firm in nature.
2. The mix should be imperishable or highly durable
3. The design mix must sufficiently be resilient or
flexible.
4. It should be able to withstand the skid resistance
5. It should be sufficiently workable so that the there
should not be obstructions for its placement.
IJTSRD45089

International Journal of Trend in Scientific Research and Development @ www.ijtsrd.com eISSN: 2456-6470
VARIOUS LAYERS OF PAVEMENTS
The base-course of bituminous pavement consists of
aggregates with gradations in the form of rock
ballasts (stones), gravels and sand particles. These
should be perfectly bounded with each other through
the binding material and are primarily used as the
foundations over which the surface course or binders
are placed.
The binder course, consist of a mixture of bitumen
and aggregate is used in the form of an intermediate
course or layer. This layer lies in the middle of the
surface course and base course. This layer might also
be as the first layer of bitumen for the bituminous
resurfacing of two layers.
The asphaltic concrete or bituminous concrete is the
perfect aggregate mixture in which the grading of
aggregate is such that the highest size of the
aggregate should be 25 mm and minimum size in the
form of filler should be 0.075 mm. The quantity of
bitumen to be added should be such that the it should
help to create a proper bond between the aggregates
and the mix in compacted state should be non-porous,
impermeable and elastically stable.
PREVIOUS RESEARCHES ON
POLYETHYLENE
The IPC, Institute for Interconnecting and
Packaging Electronic Circuits published a testing
manual in 1995 to determine the various
characteristics of polyethylene. The elongation,
strength in tension and Young’s Modulus of
organic free films with the use of ASTM D 618,
ASTM D 882, ASTM D 1005 and ASTM D
2370.
The Thermo-Gravity analysis (TGA) technique
has been used to study the various properties of
polymers [Sichina et al. (2001)]. As per the study,
this technique determines the rate of change of
quantity and mass of a specimen with respect to
time or temperature in controlled conditions of
atmosphere. It measures the oxidative and thermal
stability of the individual materials and their
corresponding compositions. It is highly
beneficial for study and analysis of polymeric
materials which includes the thermo-sets, thermo-
plastics, fibres, composite films and coatings of
paints and elastomers.
PREVIOUS RESEARCHES ON
POLYETHYLENE
Bindu and Beena (2010) conducted a study that
deals with the use of waste plastic in the form of
stabilizer additive in stone mastic asphalt
designed mix. This designed mix was then
subjected to undergo testing for tensile and
compressive strength, tri-axial compression test,
Marshall Stability tests. It was concluded that
only 10% content of shredded plastic may results
into higher durability of the mix along with the
great performance.
As per the study carried out by Fernandes et al.
(2008) that includes the use of polymer based
modified asphalt in the form of elastomeric
compound namely “SBS (Styrene Butadiene
Styrene)”. It was later compared with the
characteristics of Modified binder after addition
of shale oil and aromatic oil which enhances the
compatibility of the mix. The time bound
properties of the mix the SBS PMBs were
analyzed in a dynamic shear rheometer (DSR). It
was concluded that the aromatic compounds and
shale oils consists of similar impacts over the
micro structure, stability and most importantlythe
visco-elastic nature of the polymer based
modified asphalt.
Gawande et al. (2012) analyzed the experimental
approach towards the overlay of bituminous
surface, placed on October, 1987 in Lwarence
County, Kentucky. The laboratory experiment
used the limestone, bottom ash and natural sand in
the form of fine aggregates. The conclusion made
by this study represents that around 50% higher
bituminous content is necessary for the mixture
due to its absorptive properties of bottom ash used
as aggregates. However, the increase in the
quantity of bituminous content would definitely
rise to the overall unit price of the material.
Moreover, if limestone and natural sand is used
with the bottom ash seems to improvise the basic
performance of the surface mixture along with its
characteristics of skid resistance.
A bi-annual demonstration project was started by
Prusty (2012) in which around 50% of aggregates
were replaced by their substitute as bottom ash in
the flexible pavement. This project included the
considerable experiments of expected
experimental influences along with the
performance of the pavements in laboratory and
fields both. The field performance of the roadways
had been monitored by using the remote sensing
in terms of resistance to strains, temperature
probes along with the on-site pavement analysis.
In 2003, the damage induced by the moisture to
the bituminous design mixes having bottom ash is
thoroughly studied and analyzed. Total 8
bituminous design mixes were produced having a
single kind of bitumen content, two types of
aggregates, bottom ash from three different
sources and lime as additive by the use of

principles mentioned in AASHTO T-283. The use
of lime improves the damage induced by the
moisture to the bituminous design mixes when
measured by the TSR. The value of TSR must be
above 80% for a good mix. Although, the use of
lime and bottom could not change the indirect
strength in tension, the mixes having stone chips
produced the higher amount of indirect strength in
tension when compared with that in dry condition
[Pareek et al. (2012)].
Another research study was conducted in which
the type of aggregate had impacts to determine the
nature of emulsion in terms of anionic or cationic.
The rate of reaction of aggregates completely
depends upon the proportion of negative charge
and its random distribution. E.g. the aggregates
constituted of higher silica content are found to be
acidic in nature and has evenly distribution of
negative charges on their surfaces. Even, these
charges are proved to be responsible for the strong
adhesive bonding between the cationic emulsions
and aggregates [Sabina et al. (2009)].
As per Reinke and Glidden (2002), the
performance evaluation of hot mix asphalt having
bottom ash as content was tested in the laboratory.
The scope of this study was to promote the use of
bottom ash in the form of aggregate in wearing
course, base course and sub-base course. This
study was inspired by three way objectives to
evaluate the design mix stability which includes
the determination mechanical properties of
bituminous mix having bottom ash content,
evaluation of stability of the mixes using Marshall
Test Method and evaluation of engineering
parameters of Marshall Cube in the form of
appearance and texture. The major conclusions
drawn from the study indicates that the specimen
having bottom ash is of extremelysuperior quality
in terms of strength, flow, hardness and stiffness.
As a result, the higher strength will be imparted to
the pavement and may able to resist the heavily
loaded traffic. The major limitation for the use of
bottom ash in the bituminous designed mixes is
the increase in the content of air voids that may
leads to the decrease in the density of the mixture.
The investigation for the practicability to use the
fly ash as the extender to asphalt is done by
Yousefi (2009). It also included determining the
impact of various parameters such as particles
size, etc on process of replacement. It was
concluded that it was highly reasonable to replace
the volume asphalt having medium flyash by40%
if used in dry climatic regions while 30% when
used in the moist climatic regions.
Moghaddam and Karim (2012) experimentally
analyzed the results of bottom ash on physical
characteristics of the bituminous pavement mix. It
was also considered to analyze the impacts of use
of bottom ash for the improvement of performance
parameters of the pavement distress. Total four
samples having variable content of bottom ash
was considered. At various temperature
conditions, the various properties like creep,
fatigue, resilient modulus and permanent
deformation are also considered. The performance
of the mix was ascertained by the use of VESYS
model. The conclusions represented in the favour
of bottom ash to be used as a filler to improve the
resistance to stripping and characteristics of
resilient modulus. The bottom ash had no impact
on rut depth and serviceability conditions but with
rise of temperature, surface cracks to the
pavements get increased.
CONCLUSION
The following conclusions are drawn from this study:
The aromatic compounds and shale oils consist of
similar impacts over the micro structure, stability
and most importantly the visco-elastic nature of
the polymer based modified asphalt.
The bottom ash has no impact on rut depth and
serviceability conditions but with rise of
temperature, surface cracks to the pavements get
increased.
It has been highly reasonable to replace the
volume asphalt having medium fly ash by 40% if
used in dry climatic regions while 30% when used
in the moist climatic regions.
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