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Construction and Building Materials 53 (2014) 182189

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Construction and Building Materials


journal homepage: www.elsevier.com/locate/conbuildmat

Reuse of deconstructed tires as anti-reective cracking mat systems in asphalt pavements


F. Moreno-Navarro , M. Sol-Snchez, M.C. Rubio-Gmez
Construction Engineering Laboratory of the University of Granada, Granada, Spain

h i g h l i g h t s
 Deconstructed tires layers have been tested to be used as anti-reective cracking mat.  UGR-FACT test has been applied to evaluate the effectiveness of the systems developed.  Layer-parallel direct shear test was used to evaluate the adhesion of the systems developed.

a r t i c l e

i n f o

a b s t r a c t
Fatigue cracking is one of the most common distresses that affect roads all over the world. The development of new techniques that allow minimizing the effect caused by this pathology is crucial to reduce road rehabilitation costs. For this purpose, a new product obtained from deconstructed tires has been designed and tested anti-reective cracking mats. Manufactured from the resistant layers of the tyre (metallic and textile layers), it is used as a system placed between the courses of the pavement in order to reduce the effect caused by fatigue cracking processes. This article presents the characteristics of these products and resumes their mechanical performance in a pavement section tested in laboratory. The results obtained showed that the application of these anti-reective cracking systems could be an interesting solution in order to reduce the impact caused by this pathology. 2013 Elsevier Ltd. All rights reserved.

Article history: Received 20 September 2013 Received in revised form 26 November 2013 Accepted 26 November 2013 Available online 20 December 2013 Keywords: Pavements Asphalt Bituminous mixtures Fatigue cracking Used tires Anti-reective cracking system Mats

1. Introduction Nowadays, most of the developed countries have their main road net almost constructed. Due to the economical situation and to the high quality of these infrastructures, most of these countries will reduce their investments in new highways projects. Nevertheless, these roads and highways need a maintenance or rehabilitation program in order to keep an adequate service level as well as to avoid a collapse of the structure and thus a reduction of their service life. One of the main distresses appeared in all type of pavements and which causes the need to invest in its maintenance is fatigue cracking. This phenomenon causes the penetration of moisture and of other chemical agents that cause potholes, raveling, stripping and washing of nes. Furthermore, it reduces the bearing capacity of the superstructure and causes bad load transfers that
Corresponding author. Tel.: +34 958249443; fax: +34 958246138.
E-mail addresses: fmoreno@ugr.es (F. Moreno-Navarro), (M. Sol-Snchez), mcrubio@ugr.es (M.C. Rubio-Gmez). msol@ugr.es

lead to deformations and shear failure [1]. Because of these facts, it is necessary to develop pavement structures more resistant against this pathology and also new solutions towards a more effective rehabilitation, in order to reduce the number of the maintenance actions and amount of investment costs. The research described in this paper is focused on the development of a new system to avoid the propagation of fatigue cracking in exible pavement structures. This system is based on the reuse of used tires, as an anti-reective cracking mat placed in the interlayer zone of the pavement. The solution proposed can be used in new roads as well as in the rehabilitation of deteriorated ones, by placing the anti-reective cracking mat (ACM) over the damaged or intermediate layer, and nishing with an overlay in order to provide a rolling surface. Until these days, many useful applications have been found for used tires [2]; in road engineering the reuse of this waste has achieved a big success in the manufacturing of asphalt mixtures and it is quite common its application as a modier of the mechanical properties of these materials [35]. However, most of its applications implies the shredding and grinding to obtain

0950-0618/$ - see front matter 2013 Elsevier Ltd. All rights reserved. http://dx.doi.org/10.1016/j.conbuildmat.2013.11.101

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crumb rubber or scraps, which on the one hand supposes a new industrial process of the waste generating additional costs, and on the other hand the loss of mechanical properties as a direct consequence of the shredding and grinding treatment applied. In addition, most of these applications only involve the tread area of the tire (mainly composed by rubber), being difcult to nd an application focused in the metallic belts and textile ber carcass which remain being a waste of no use. In this sense, this research provides a signicant step forward in the recycling of used tires because it offers an application without the need to grind up the rubber into particles or scrap. The antireective cracking system developed at the University of Granada is based on a method in which the tires were deconstructed in different layers (Fig. 1), bonded and placed as mats between the existing deteriorated layer of the pavement and an overlay that provide a rolling surface (or in the interlayer zone of a new pavement). By this use, the properties of the tire remain intact and it is possible to benet from the hi-tech qualities of this material, such as tensile strength, thermostable properties and resilience to climate impacts. Furthermore, the system is focused on the reuse of the resistant layers of the tire (carcass ply and steel belt), so it offers a new possibility for the valorization of these components in road engineering [6]. This paper presents the results obtained in the initial experimental phase of development of this new system. During these rst steps, a study in a laboratory level has been carried out in order to evaluate the mechanical response of the anti-reective cracking mat (ACM) against fatigue cracking and shear stresses. For this purpose, the UGR-FACT test [7] and the layer-parallel direct shear test [8,9] have been used. Two solutions were evaluated: an ACM made from the carcass ply (ACM-CP) and an ACM made from the steel belts (ACM-SB). Both solutions were applied in a exible pavement structure formed by a binder and a surface course, and the results obtained were compared with those obtained from the evaluation of the same structure but using a geotextile (one of the most common anti-reective cracking solutions [10]), and those obtained from the evaluation of the structure without any anti-reective cracking system (in order to have a reference of the benets of the ACM).

2. Methodology 2.1. Materials The materials used to develop the ACM systems were carcass ply (ACM-CP) and steel belts (ACM-SB) from used tires, which have been glued using a resin and a press-temperature process in order to provide a mat (Fig. 1, right). Both parts were obtained from the deconstruction of the used tires; the carcass play is mainly composed of textile bers and rubber, while the steel belt is made of steel bers and rubber. As these materials were initially designed to provide resistance to the tensions suffered by the tire when the vehicle is in motion, they have a high resistance in terms of tensile efforts which can provide resistance against the stress concentration in the lips of the reected crack. In addition, the rubber which wraps the textile and metallic bers, provide an elastic behavior to the mat that absorbs the energy introduced by the trafc loads without generating tensions in the surface course (avoiding or retarding the appearance of cracks in the road surface). The main characteristics of these materials are presented in Table 1. In order to evaluate the efciency of the deconstructed layer of the tires as an ACM system, a conventional anti-reective cracking system has been also studied during this research. For this purpose, a polypropylene lament nonwoven geotextile (Table 1) was selected to compare the mechanical response of the ACM systems developed with that offered by a traditional solution commonly used in roads. The asphalt mixtures used during this study were an asphalt concrete AC 22 (EN 13108-1) as binder course and a stone mastic asphalt SMA 11 (EN 13108-5) as surface course. Both mixtures have been manufactured using ophite aggregates in the coarse fraction, limestone in the ne fraction, and calcium carbonate as ller. In relation to the binder, conventional bitumen B 50/70 was used for the manufacturing of the AC 22 mixture and polymer modied bitumen BM3b with addition of polyester bers for the SMA 11. The main characteristics of these materials are presented in Table 2. Based on these considerations, four different pavement sections were studied (Fig. 2): a reference section composed by a binder and a surface course (RS); an anti-reective cracking conventional section composed by a binder course, a surface course and an impregnated geotextile in the interlayer zone (GS); an ACM system section composed by a binder course, a surface course and the ACM-CP placed between them (CPS); and nally, an ACM system section with the same composition but using the ACM-SB between the two layers (SBS). These sections allow evaluat-

Table 2 Properties of the asphalt mixtures used in the study. Properties Bitumen content, % Bulk density, kg/m3 (EN 126976) Voids in mix, % (EN 12697-8) Marshall stability, kN (EN 12697-34) AC 22 4.2 2586 4.1 12.996 SMA 11 6.8 2493 3.2 10.360

Fig. 1. Description of the parts of the de tire used for the development of the ACM systems.

Table 1 Characteristics of the materials used as anti-cracking solutions. Property Tensile resistance (kN/m), EN ISO 10319 Elongation (%), EN ISO 10319 Thickness (mm) under 2 kPa, EN ISO 9864 Weight (g/m2), EN ISO 9863-1 Secant tensile modulus (N/mm), ASTM D4595-86 ACM-CP 72.24 16.91 2.3 2267 392.5 ACM-SB 225.77 20.72 3.1 4636 607.5 Geotextile 13.86 58.33 1.3 156 23.5

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F. Moreno-Navarro et al. / Construction and Building Materials 53 (2014) 182189 shear load is then applied over the surface layer with a deformation rate of 59 mm/min, which cause the fracture within the pre-dened shear plane. Three specimens of each pavement section (RS, GS, CPS and SBS) have been evaluated using this test at 20 C. UGR-FACT test [7] has been used for the evaluation of the ACM-System against cracking reection. This test method reproduces the conditions that lead to the appearance of fatigue cracking in pavements using a specimen glued to two sliding support which allow its exion, tensile and shear efforts (Fig. 4B). Using versine cyclical loads, the device is able to generate and propagate a controlled fatigue cracking process, and its evolution is studied through the dissipated energy in a representative volume where the phenomenon takes place, avoiding its randomness and tridimensional dispersion [7]. The failure criteria used to the evaluation of the mechanical behavior of the pavement sections has been the structural collapse of the specimen, when the macro-crack propagates throughout the entire specimen causing the fracture of the two layers. The results of this test are expressed in terms of dissipated energy, and the damage produced in the specimen is quantied considering that only the difference of dissipated energy from one cycle to another cause degradation in the material [16]. In this sense, the cumulative RDEC (Ratio of Dissipated Energy Change, 1) is used to analyze the evolution of the damage produced in the specimen, and the mean damage parameter (c, 2) is a value used to establish a reference in the resistance to fatigue cracking of the pavement studied [7].

ing the ACM systems under the same conditions, and offer the possibility to compare their mechanical response with other solutions as well as the benets from their use. The manufacturing of the specimens consist of the spreading and vibratory compaction of the AC22 mixture rst, then the antireective cracking system (Geotextile, ACM-CP, or ACM-SB) is placed on top except in the case of the reference section, being the last layer the SMA 11 mixture. In order to provide a good adhesion between each layer several asphalt binders (emulsion and bitumen) and several dosages were tried, based on the studies carried out by other researchers [1014]. The results showed that it was no possible to warranty a good adhesion between the ACM-Systems developed using emulsion, being this type of binder discarded. On the other hand, the dosage of bitumen selected to manufacture all the specimens was 1.3 kg/m2 (in order to provide a homogenous evaluation of the different anti-reective cracking systems). The specimens obtained after the compaction (300 300 mm) composed by the two layers (AC 22 and SMA 11), and eventually by an anti-reective cracking system (geotextile, ACM-CP, or ACM-SB), were sawed in smaller specimens of 200 60 mm and cores of 100 mm of diameter, which are used during the tests (Fig. 3). 2.2. Testing plan The anti-reective cracking mat main function consists of providing an effective solution against cracking reection. In addition, it is necessary to warranty a proper adhesion between the mat and the layers of the pavement section in order to avoid a bad performance of the pavement, especially with presence of water [15]. For this purpose two different tests have been carried out: Layer-parallel direct shear test to evaluate the ACM-System adhesion. This test analyses a core made of two layers (an anti-reective cracking system has been placed between the layers for this study) in which one of the layers (the binder course) is xed up to the shear plane to be tested (where the interlayer zone is placed), while the other layer (the surface layer) remains suspended (Fig. 4a). A

RDECn1

wn1 wn1 wn

where xn is the energy dissipation produced in loading cycle n (in J/m3); and xn + 1 is the energy dissipation in loading cycle n + 1 (in J/m3).

PNf

i1 RDECi

Nf

where Nf is the failure cycle of the specimen.

Fig. 2. Pavement sections studied during the research.

Fig. 3. Manufacturing of the specimens used during the tests.

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Fig. 4. Scheme of the tests developed: (a) Layer-parallel direct shear test and (b) UGR-FACT Test.

The evaluation of the fatigue cracking behavior of the pavement sections have been carried out using different levels of load amplitude (0.75 kN, 1.0 kN and 1.5 kN) in order to establish the efciency of the anti-reective cracking system under variable conditions (two specimens have been tested in each load amplitude). The frequency of the cyclic load applied during the UGR-FACT tests has been 5 Hz (in order to simulate the effect of slow trafc), and all the tests have been performed at 20 C (where asphalt pavements offer a visco-elastic response). Table 3 summarizes the testing plan used during this research.

3. Analysis of the results 3.1. Layer-parallel direct shear tests For the analysis of the results obtained during the layer-parallel direct shear tests a reference value of 200 kPa, which is the shear stress transmitted by a common tractortrailer truck [17] has been considered. Table 4 summarized the results obtained. As can be observed, all mean peak shear stress values of the different pave-

ment section studied are lower than the reference value. As expected, the Reference Section provides the maximum peak shear stress, which shows that the presence of any anti-reective cracking system cause a decrease in the adherence between the layers. In relation to the ACM analyzed, the ACM-Systems developed from the deconstructed layers of used tires offer a lower peak shear resistance than the traditional system tested (the geotextile section), and thus a lower adherence with the asphalt mixtures courses of the pavement. Fig. 5 shows the curves loaddisplacement described by some representatives specimens of the different pavement sections studied. As can be observed, the energy introduced to induce the shear fail of the specimen is higher in the reference section, which support the better adherence without anti- reective cracking systems. Nevertheless, once the peak load has been reached by the reference section and the GS, the friction between the layers becomes null. In the case of the ACM-Systems developed from

Table 3 Testing plan. Test Method Layer-Parallel Direct Shear Pavement section RS GS CPS SBS RS Load conditions 59 mm/min 59 mm/min 59 mm/min 59 mm/min 0.75 kN, 5 Hz 1.0 kN, 5 Hz 1. 5 kN, 5 Hz 0.75 kN, 5 Hz 1.0 kN, 5 Hz 1. 5 kN, 5 Hz 0.75 kN, 5 Hz 1.0 kN, 5 Hz 1. 5 kN, 5 Hz 0.75 kN, 5 Hz 1.0 kN, 5 Hz 1. 5 kN, 5 Hz Number of specimens 3 3 3 3 2 2 2 2 2 2 2 2 2 2 2 2 Temperature 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C 20 C

UGR-FACT

GS

CPS

SBS

Table 4 Results of the Layer-Parallel Direct Shear Tests. Type of section RS GS CPS SBS Mean peak shear stress (kPa) 652.89 437.61 242.19 225.44 Standard deviation 60.38 66.62 18.81 34.76 Mean dissipated energy (J) 11.87 8.43 7.98 7.90 Standard deviation 1.96 1.09 1.44 0.95

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Fig. 5. Loaddisplacement curves described by the different pavement sections analyzed in the layer-parallel direct shear test.

propagated in the lower course, a second phase where the process reach the interlayer zone and propagates through the surface course (the propagation will depend on the type of interface used and on the presence or not of an anti-reective cracking system), and a third phase where all the pavement section collapse due to the total propagation of the cracking process (the entire thickness of the pavement is cracked). These three phases are reected on the gures obtained from the results of the tests, where three zones associated to them are clearly visible. As an example, Fig. 6 shows the results of a typical dissipated energy curve obtained during one of the UGR-FACT tests carried out in this research (dissipated energy is calculated from the value of the closed area in the loaddisplacement curve represented by the material in each load cycle). As can be observed, it is possible to appreciate the three clearly differentiated zones: the rst one where dissipated energy increase varies in an almost linear way with the number of cycles; the second one noted by a rise in the slope of the dissipated energy

Fig. 6. Example of the evolution of the dissipated energy during the evaluation of a pavement section in the UGR-FACT test.

the used tire layers, a residual friction appears after the peak load. This aspect explains why the energy needed to induce the fail in the CPS and SBS sections is similar to that needed in the GS (although the peak load in the GS is twice). In this sense, it should be noted that the most signicant factor when evaluating the adherence between layers is not the peak resistance (since the pavement is not usually submitted to high loads) but the performance of the system once this value is reached. Because of this fact, it can be said that the ACM-Systems developed have a satisfactory adherence in comparison to that offered by a traditional solution (i.e. geotextile). 3.2. UGR-FACT tests As occurs in other test methods [10], when a pavement section is evaluated by means of UGR-FACT test three phases can be distinguished: a rst phase where the cracking process is initiated and

Fig. 7. Mean cumulative RDEC of the different sections tested.

Table 5 Mean cycle of damage obtained in the UGR-FACT tests. Load amplitude 0.75 kN Pavement section RS GS CPS SBS RS GS CPS SBS RS GS CPS SBS N1 3200 7300 7400 42,700 1500 6200 4000 31,600 600 700 3300 3000 N2 4800 34,900 36,300 96,100 2100 10,300 8500 43,100 700 1000 5400 7600 N2N1 1600 27,600 28,900 53,400 600 4100 4500 11,500 100 300 2100 4600 Efciency coefcient 17.25 18.06 33.36 6.83 7.50 19.17 3.00 21.00 46.00

1.0 kN

1.5 kN

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curve; nally, the third one, which correspond to a new change in the slope of the dissipated energy curve (passing to a less slope than before). In this sense, the greater the quantity of dissipated energy in each load cycle, the greater is the damage produced in the specimen. Based on these considerations, it is possible to dene in each pavement section the number of load cycles needed to cause a fatigue cracking process in the binder course and to propagate it until the interlayer zone (N1), as well as the number of cycles needed to affect and propagate the cracking process to the surface layer causing the fail of the pavement (N2). Table 5 resumes the mean values of these cycles in the pavement sections studied, and the difference between them, which indicate a measure of the efciency of the anti-reection cracking system used. For this purpose, an efciency coefcient can be obtained to each load amplitude by dividing the number of load cycles needed to induce the fail in the surface course (N2N1) in the section studied between the number of load cycles needed in the reference section.

As the load amplitude used in the test increase, the number of cycles needed to propagate the fatigue cracking process through the all specimen decrease. Furthermore, it is easily observed how the anti-reective cracking systems exert a positive effect to avoid the propagation of this phenomenon. In this sense, it is important to highlight that the ACM-SB system developed from the steel belts of used tires, have a better mechanical response than the geotextile; the SBS support a higher number of load cycles without being affected in the surface course (N2-N1). The service life of the pavement using this system is highly increased under any load applied, which could be very benecial in order to reduce its maintenance costs. On the other hand, the ACM-CP system shows a more similar behavior to the geotextile except at high load, where the traditional solution is more affected by the cycles than ACM-CP. Fig. 7 shows the evolution of the damage associated to each pavement section, measured in terms of Cumulative RDEC [7]. As can be observed, the results showed in this gure are in accordance with those obtained in Table 5. The evolution of the damage in the

Fig. 8. (a) Mean damage parameter values. (b) Mean crack amplitudes registered.

Fig. 9. Example of the crack appeared in the pavement section constructed with the impregnated geotextile (GS) and with the ACM-SB (SBS).

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case of the SBS section is clearly inferior to the RS and GT, which demonstrate the efciency of the ACM-SB System as a good solution against fatigue cracking. The presence of rubber and the stiffness of the ACM-SB system, retard the appearance and the damage caused by the fatigue cracking process because it can absorb part of the energy applied to the specimen. On the other hand, the ACM-CP systems have a similar behavior to the geotextile one, which means that it can also reduce the damage and retard the appearance of cracks in the surface of the pavement, although it is less effective than the ACM-SB systems. The mean damage parameter [7] obtained in each section (Fig. 8a), represents the damage suffered by the pavement during the fatigue cracking process. As can be observed, the use of the geotextile induces a diminution of the fatigue cracking damage (less effective when the load applied is high, which is also showed in Fig. 7). Nevertheless, the ACM-SB system exert a more positive effect. In this sense, it should be noted that the resistance to damage of the ACM-SB is considerable higher than the other anti-reective cracking systems, and because of that it provides a more effective solution against fatigue cracking. This aspect is also supported by the degradation suffered by the specimens, where the mean crack amplitude registered is signicantly inferior in the case of the SBS (Fig. 8b). Fig. 9 shows the aspect of the cracks reected until the interlayer zone for the GS (thicker) and the SBS (thinner) Systems. 4. Conclusions This paper describes the laboratory evaluation of two new anti-reective cracking mat systems developed at the University of Granada (Spain), manufactured from the resistant layers (carcass ply and steel belt) of deconstructed used tires. For this purpose, a standard pavement section composed by a binder and a surface course has been tested, introducing in the interlayer zone different anti-reective cracking solutions: none, a geotextile, an anti-reective cracking system manufactured from the carcass ply layer of the tires (ACM-CP), and an anti-reective cracking system manufactured from the steel belts layer of the tires (ACM-SB). Two tests have been carried out in order to analyze the efciency of these systems against fatigue cracking: layer-parallel direct shear test and UGR-FACT test. From the results obtained in these tests, it was possible to derive the following conclusions: The reuse of used tires as anti-reective cracking systems in asphalt pavement manufactured from the deconstruction of their layers is a feasible solution. Furthermore, it could be considered a competitive alternative to valorize these wastes because it is not necessary to apply any type of mechanical process (such as grind up the rubber into particles or scrap) and it can consume a considerable volume of tires. In addition, this application involves the valorization of the metallic belts and the textile ber carcass, which are the parts of the tire less reused. The shear resistance offered by the pavement sections manufactured with the ACM-System developed from used tires is inferior to those offered by the geotextile or the reference sections, nevertheless the peak shear stress registered in the parallel-layer direct shear test is superior to those considered as the minimum to support. The ACM-SB system developed from the steel belt layer of used tires can enlarge considerably the fatigue cracking life of the pavement. The cracking damage suffered by the pavement using this anti-reective cracking solution is reduced and the appearance of cracks in the surface course is retarded. Furthermore, the use of this system allows the presence of thinner

cracks that will enlarge the structural resistance of the pavement once they have appeared in the surface. The presence of rubber wrapping the steel belt and the stiffness of this antireective cracking mat make it a more efcient solution than the impregnated geotextile. The ACM-CP is also a good solution against fatigue cracking, nevertheless is not as effective as the ACM-SB. The mechanical behavior of these anti-reective cracking mats is similar to those offered by the impregnated geotextile, so it can be a more sustainable alternative to enlarge the service life of the pavements. In this sense, it should be noted that at high loads the use of this system could be a more effective solution than the geotextile, probably due to the presence of rubber that absorb part of the loads received by the pavement. The application of ACM-System from used tires is an innovative way to valorize these wastes that could be an effective solution to enlarge the service life of asphalt pavements. Furthermore, it could be a new alternative solution in order to offer a more sustainable and economical rehabilitation of distressed pavements. Once its efciency has been proved at laboratory level, further research should be done and their study in real trial sections will be carried out in the future. For this purpose, the trial section will be divided in three different stretches (reference section stretch, geotextile section stretch and steel-belts section stretch) and a long-term set of tests (deection and international roughness index tests) and visual inspection (looking for cracking and rutting pathologies) will be programmed each 6 months to monitor the evolution of each solution. Acknowledgements Authors would like to thanks Gomavial Solutions for providing the carcass ply and steel belt layers used in the Anti-Cracking Mats System developed in this research. References
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