Beruflich Dokumente
Kultur Dokumente
TECHNOLOGY (IJCIET)
IJCIET
IAEME
ABSTRACT
In India the remnants of products of natural rubber latex are stockpiled every year often
uncontrollable causing sever environmental and other socio economic negative impacts. The
environmental solid waste like rubber, swim caps, gloves etc can be recycled in a better way so that
it is helpful for the future. Many studies have been done to find other alternative material to use as
modifiers in bitumen mixes on the improvement of its properties and highway quality. Studies still
today mainly focused on mechanical and physical characteristics of rubberized mixtures in which
balloon rubber is used either as alternative to natural aggregates or as additive. In this research
Natural Rubber latex (in the form of balloons) has been used as bitumen modifier. Bitumen when
compared to the rubberized bitumen is bit sensitive when exposed to traffic load and temperature.
The Rubberized bitumen formed reduces permanent deformations due to overload on the road and
thus unaffected by the changes in atmospheric temperature and improves skid resistance. Rubber
increases resistance to flow of bitumen at higher temperature and improves the resistance to brittle
fracture at low temperature. The upper surface layer of the pavement has been made of rubberized
bituminous mixtures. Rheological characteristics of rubberized bitumen as well as basic properties of
the implemented, rubberized bituminous mixture are presented. The behaviors of the two modifiers
were investigated by comprehensive laboratory testing and evaluation. It was observed that the
addition of natural rubber gave better overall performance in the bituminous mixes. Thus, this shows
natural rubber may contribute toward better flexible roads in the future. The above properties
increase the service life of rubberized roads in many cases to more than hundred percent when
compared to that of bituminous roads. Thus modified rubber bitumen of roads will combine savings
with safety.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
Keywords: Balloon Rubber, Remnants of Environment, Natural Rubber Latex, Pavement, Traffic,
Rubberized Bituminous Mixture.
1. INTRODUCTION
Natural rubber modified bitumen is used for the prolongation of life of state roads. The need
to adopt rubber for the use of construction of the roads is mainly that it reduces the cost of
construction and also recycled rubber is used as it minimizes the environment pollution. The
utilization of recycled rubber in pavement construction sector can be a very promising and
environmentally friendly what to eliminate the nations stock of scrap. A steady stream of huge
volume of waste remnant or natural rubber is generated due to the continual increase in the
production of waste generated by the population. The availability of the Natural Rubber (Latex) is
enormous, as the rubber is a product obtained from Latex (e.g., mattresses, gloves, swim caps,
balloons) has become part of daily life. If it is not recycled, its present disposal is either by land
filling or by incineration. Both the processes have certain impact on the environment.
Various studies are being carried out to improve the quality of bitumen used in bituminous
road construction. One of the results of such studies is to use polymer-modified bitumen. Polymer
modified bitumen is emerging as one of the important construction materials for flexible pavements.
Use of polymers in the construction of flexible pavement is gaining importance because of the
several reasons. The polymer modified bitumen show better properties for road construction and
plastics waste, otherwise considered to be a pollution menace, can find its use in this process and this
can help solving the problem of pollution. Bitumen is a useful binder for road construction. Different
grades of bitumen like 30/40, 60/70 and 80/100 are available on the basis of their penetration values.
The steady increase in high traffic intensity in terms of commercial vehicles and the significant
variation in daily and seasonal temperature demand improved road characteristics. The studies on the
thermal behavior and binding property of the Natural Rubber promoted a study on the preparation of
Natural Rubber-bitumen blend and its properties to find the suitability of the blend for road
construction. The initial cost is higher by around 20 per cent, but life-cycle cost is considerably
lesser than roads surfaced using modified bitumen.
1.1 Natural Rubber (Latex)
Natural rubber is an elastomer that was originally derived from milky latex found in the sap
of some plants. The purified form of natural rubber is the chemical polyisoprene, which can also be
produced synthetically. Natural rubber is used extensively in many applications and products, as is
synthetic rubber. Natural rubber is an ideal polymer for dynamic or static engineering applications.
Natural rubber features:
Natural rubber combines high tensile and tear strength with an outstanding resistance to
fatigue.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
Excellent green strength and tack has the ability to stick to itself and other materials,
making bonded natural rubber products easier to fabricate.
Exhibits excellent dynamic properties with a low hysteresis which leads to low heat
generation.
Adjustable hardness from very soft to very hard (ebonite).
Appearance and color ranges from translucent (soft) to black (hard).
Compounded to meet nearly any mechanical requirement.
The ability to be electrically insulating or fully conductive.
Protect, insulate and sealing properties.
Absorb vibration and silence noise.
Available in any surface roughness and shape.
To achieve the specific properties required for a given product, raw natural rubber has to be
compounded using ingredients such as carbon black, anti-degradants, softeners and a vulcanization
system.
1.3 Poly Isoprene
One of the most well known natural polymers is polyisoprene, or natural rubber.
Polyisoprene is diene polymer, which is a polymer made from a monomer containing two carboncarbon double bonds. Like most diene polymers, it has a carbon-carbon double bond in its backbone
chain. Polyisoprene can also be made by Ziegler-Natta polymerization. This is a rare example of a
natural polymer that we can make almost as well as nature does.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
Reclaimed Rubbers
10-12
International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
consistency, stirred and poured into a container to depth of 15mm. then it is placed in a temperature
controlled water bath for one hour.. The sample with container is taken out and the needle is
arranged to make contact with the surface of the sample. The dial is set to zero or the initial reading
is taken and the needle is released for 5 seconds testing at a distance of 10mm apart. The final
reading is taken on dial gauge and mean value is reported as penetration value.
2.5.2 Softening Point Test
All semi-solid state bitumen grades need sufficient fluidity before they are used for
application with the aggregate mix and the procedure is done by heating.. A brass ring containing the
test sample of bitumen is suspended in liquid like water of glycerin at a given temperature. A steel
ball is placed upon the bitumen and liquid medium is then heated at a specified rate. The temperature
at which the softened bitumen touches the metal plate placed at a specified distance below the ring is
recorded as the softening point of particular bitumen. The apparatus and test procedure are
standardized by ISI. It is obvious that harder grade bitumen possess higher softening point than
softer grade bitumen.
2.5.3 Viscosity Test
Viscosity is defined as inverse of fluidity. High or low fluidity at mixing and compaction has
been used to result in lower stability values. One method by which viscosity is measured is by
determining the time taken by 50 CC of the material to flow from a cup through specified at a given
temperature. The sample material is heated at the temperature 20C above the specified test
temperature and the material is allowed to cool. During this the material is continuously tirred. When
the material reaches slightly above test temperature, the same is poured in the tar cup, until the
leveling peg on the valve rod is just immersed. In the graduated receiver 20ml of mineral oil or one
percent by weight solution of soft soup is poured. The receiver is placed under the orifice. When the
sample material reaches the specified testing temperature within 0.1C and is maintained for 5
minutes, the valve is opened. The stop watch is started when cylinder records 25 ml. The time is
recorded for flow upto a mark of 75 ml.
2.5.4 Ductility Test
In the flexible pavement construction where bitumen films around the aggregates, this serves
as a satisfactory binder in improving the physical interlocking of the aggregates and if it does not
possess sufficient ductility would crack and thus provide pervious pavement surface.
The bitumen sample is melted to a temperature of 75 to 100C above the approximate
softening point and poured in the casting assembly and placed on a brass plate, after a solution of
glycerin and dextrin is applied at all surfaces of the mould exposed to bitumen. 30 to 40 minutes
after the sample is poured the plate assembly along with the sample is placed in water bath
maintained at 27C for 30 minutes. The sides of mould are removed and the clips are carefully
hooked on the machine without causing any initial strain. 2 or more specimens may be prepared in
the mould and clipped to the machines to as to conduct the tests simultaneously.
The pointer is set to read zero. The machine is started and the two clips are thus pulled apart
horizontally. While the test is in operation, it is checked whether the sample is immersed in water at
depth of at least 10 mm. The distance at which the bitumen thread of each specimen breaks, is
recorded (in cm) to report as ductility value.
2.5.5 Flash and Fire Point Test
Bituminous materials leave out volatiles at high temperatures depending upon their grade.
These volatile vapors catch fire causing a flash. The material is filled in the cup up to a filling mark.
The lid is placed to close the cup in a closed system. All accessories including thermometer of the
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
specified range are suitably fixed. The bitumen sample is then heated. The test flame is lit and
adjusted in such a way that the size of beed is of 4mm diameter. The heating is done at the rate of 56C per minute. The stirring is done at a rate of approximately 60 revolutions per minute. The test
flame is applied at intervals depending upon the expected flash and fire points. First application is
made atleast 17C below the actual flash point and then at every 1 to 3C. The stirring is
discontinued during the application of the test flame.
3. TESTS ON BITUMINOUS MIXES
3.1 Bituminous Mixes
Bituminous concrete or asphaltic concrete is one of the highest and costliest types of flexible
pavement layers used in the surfacing course. The desirable properties of a good bituminous mix are
stability, durability, flexibility, skid resistance and workability.
Stability is defined as resistance of the paving mix to deformation under load and thus it is a
stress which causes a specified strain depending upon anticipated field conditions.
Durability is defined as the resistance of the mix against weathering and abrasive actions.
Tensile strain is introduced in the top layer consisting of bituminous mix when wheel loads ply over
it. Excessive strain causes cracking or plastic failure.
Flexibility is a property of the mix that measures the level bending strength. Skid resistance is
defined as the resistance of the finished pavement against skidding and is a function of surface
texture and bitumen content. Workability is the ease with which the mix can be laid and compacted
3.2 Properties of Bituminous Mixes
Mix design methods should aim at determining the properties of aggregates and bituminous
material which would give a mix having the following properties.
Sufficient stability to satisfy the service requirements of the pavement and the traffic
conditions, without undue displacements. Sufficient bitumen to ensure a durable pavement by
coating the aggregate and bonding them together and also by water-proofing the mix.
Sufficient voids in the compacted mix as to provide a reservoir space for a slight amount of
additional compaction due to traffic and to avoid flushing, bleeding and loss of stability.
Sufficient flexibility even in the coldest season to prevent cracking due to repeated
application of traffic loads.
Sufficient workability while placing and compacting the mix.
The mix should be the most economical one that would produce a stable, durable and skid
resistant pavement.
3.3 Marshalls Method of Mix Design
In this method, the resistance to plastic deformation of cylindrical specimen of bituminous
mixture is measured when the same is loaded at the periphery at a rate of 5cm per minute. The test is
extensively used in routine test programmed for the paving jobs. There are two major features of the
Marshall method of designing mixes namely,
Density-voids analysis
Stability-flow test
3.3.2 Gradation of Aggregates for Bituminous Macadam Mix
Sieve analysis is conducted on the supplied samples of 20mm, 10mm, 6mm and stone dust.
The specifications given by morth for bituminous macadam are presented in table 2.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
S.NO
1
2
3
4
5
6
7
Approximately 1200g of the mixed aggregates and the filler are taken and heated to a
temperature of 175-190C. The bitumen is heated to a temperature of 121 to 145C and the required
quantity of the first trial percentage of bitumen is added to the heated aggregates and thoroughly
mixed at desired temperature of 154-160C. The mix is placed in a pre-heated mould and compacted
by a rammer with 75 blows on either side at a temperature of 130-149C(suitable heating, mixing
and compacting temperatures are chosen depending upon the grade of bitumen). Number of blows on
each side of marshall specimen is taken as 75. Three specimens are prepared using each trial bitumen
content and cooled to room temperature.. The specimens are kept immersed in water in a
thermostatically controlled water bath at 601C for 30-40 minutes. The specimens are taken out one
by one, placed in the Marshall Test head and tested to determine Marshall Stability value which is
the maximum load in kg before failure and the flow value which is the deformation of the specimen
in 0.25mm units up to the maximum load. The corrected Marshall Stability value of each specimen is
determined by applying the appropriate correction factor. The optimum content for the mix design is
found by taking the average value of the following bitumen contents found from the graphs of the
test results.
The Marshall Stability value, Flow value at the average value of bitumen content is checked
with the Marshall mix design criteria/ specifications given in table 3.
TABLE 3: SPECIFICATIONS FOR MARSHALL STABILITY TEST
Test Property
Specified value
Marshall Stability, kg
340(minimum)
Flow value, 0.25mm units
8 to 16
Mix with very high Marshall Stability values and low Flow values are not desirable as the
pavements constructed with such mix are likely to develop cracks due to heavy moving loads, if the
pavement components permit relatively high deflection values.
4. TEST RESULTS AND DISCUSSIONS
The results of the above tests are presented in the following tables and figures.
4.1 Table 4 shows the penetration values of ordinary bitumen (O.B) and bitumen mixed with natural
rubber (N.R)
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
O.B
Penetration
Value(1/10th)mm
69
71
66
61
62
69
64
65
68
69
71
67
67
65
68
62
69
66
60
66
67
Average
Value(1/10th)mm
O.B+
1%N.R
78
69
65
73
63
70
75
72
71
79
63
76
76
79
76
78
72
71
66
73
72
O.B+
2%N.R
74
66
82
74
72
75
78
69
78
66
77
79
69
76
78
74
83
76
79
78
75
O.B+
3%N.R
75
82
71
72
78
68
83
79
65
72
83
74
76
81
80
84
80
78
72
84
77
O.B+
4%N.R
81
79
76
79
75
76
79
71
80
79
73
77
80
81
83
81
74
77
80
80
78
O.B+
5%N.R
82
82
79
76
83
85
83
82
79
81
82
73
81
78
77
81
78
81
83
75
80
O.B+
5.5%N.R
80
79
81
79
80
77
84
86
76
79
75
76
79
71
80
79
73
77
80
81
78.6
O.B+
6%N.R
83
74
71
81
77
70
79
71
83
77
79
67
80
82
75
78
73
64
82
71
76
O.B+
7%N.R
74
67
72
73
79
77
80
77
77
64
80
72
73
76
71
64
74
66
70
79
73
After conducting the penetration value test it is observed that there is gradual increase in
penetration value upto 5% and the value gradually decreased. This indicates that initially the bitumen
got softened upto 5% and then it got hardened. Henceforth bitumen with 1-4% binder content is
suitable in colder regions and from 4-7% it is suitable in warmer regions.
4.2 Softening Point and Viscosity Results
Table 5 shows the softening point and viscosity point results of ordinary bitumen (O.B) and
bitumen mixed with natural rubber (N.R).
TABLE 5: SOFTENING POINT RESULTS OF ORDINARY & POLYMER MODIFIED
BITUMEN
TYPE OF SAMPLE
Ordinary Bitumen
Ordinary Bitumen + 1% (N.R)
Ordinary Bitumen + 2% (N.R)
Ordinary Bitumen + 3% (N.R)
Ordinary Bitumen + 4% (N.R)
Ordinary Bitumen + 5% (N.R)
Ordinary Bitumen + 5.5% (N.R)
Ordinary Bitumen + 6% (N.R)
SOFTENING
POINT VALUE(C)
52
48
48
50
52
55
56
58
VISCOSITY POINT
VALUE(C)
293
222
340
418
528
625
648
710
59
793
After conducting the softening point test it is observed that the base bitumen softening point
value is 52C and decreases at 1% of bitumen modifier to 48C which is not beneficial. Perhaps 1%
Binder content values can be ruled out. As there is steady increase from 2% we can limit our study to
2-7% of Binder content.
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
After conducting the viscosity point test it is observed that the base bitumen viscosity value is
293 seconds and decreases at 1% of bitumen modifier which is 222 seconds and then it increases.
This trend is also similar to softening point trend but there is steep increase upto 7%. Since it is
softer at 1% it is ruled out and from 2-4% it is optimum criterion for determining optimum binder
content from Marshall Stability Test.
4.3 Ductility and Flash & Fire Test Results
Table 6 shows the ductility value and flash & fire point results of ordinary bitumen (O.B) and
bitumen mixed with natural rubber (N.R).
TABLE 6: DUCTILITY RESULTS OF ORDINARY & POLYMER MODIFIED BITUMEN
TYPE OF SAMPLE
DUCTILITY
VALUE (CM)
120
120
120
58
55
51
53
47
44
Ordinary Bitumen
Bitumen + 1% natural rubber latex
Bitumen + 2% natural rubber latex
Bitumen + 3% natural rubber latex
Bitumen + 4% natural rubber latex
Bitumen + 5% natural rubber latex
Bitumen + 5.5% natural rubber latex
Bitumen + 6% natural rubber latex
Bitumen + 7% natural rubber latex
FLASH
POINT(C)
260
230
240
230
250
280
280
300
330
FIRE
POINT(C)
270
240
250
260
280
300
310
320
350
After conducting ductility value test it is observed that the base bitumen ductility value is
120cm. There is sudden decrease in ductility value from 2 to 3%. Then it gradually decreases and
goes less than 50 cm at 6% and continues upto 7%. According to ISI specifications ductility values
below 50 cm are not suitable for road construction.
Flash & fire point test is conducted on 60/70 bitumen grade mixed with Natural Rubber
(Latex) and graph is drawn between % of bitumen modifier added on x-axis and temperature in
degrees on y-axis. In Flash point from 1-3% we can see steady graph and after 3% it is increasing.
Even though from 1-3% it is decreasing it is not much lower so it is suitable for working conditions
without causing fire hazards from safety point of view. The minimum value of flash point specified
by ISI is 175C for all grades of bitumen.
4.4 Marshall Stability Test Results
Table 7 shows the marshall stability test results are presented below.
TABLE 7: MARSHALL STABILITY RESULTS FOR BITUMINOUS MACADAM MIX
SAMPLE
Sample with 3.3% Ordinary
bitumen
Sample with 3% bitumen
containing 3% natural rubber
Sample with 3% bitumen
containing 4% natural rubber
Sample with 3.5% bitumen
containing 3% natural rubber
Sample with 3.5% bitumen
containing 4% natural rubber
MARSHALL STABILITY
VALUE (kg)
601
589
2.8
616
2.9
545
3.1
528
3.3
18
2.88
International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
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International Journal of Civil Engineering and Technology (IJCIET), ISSN 0976 6308 (Print),
ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
5. CONCLUSIONS
Huge amount of scrap rubber is generated from surroundings which can totally be used for
this purpose by reusing it and solving the problem of disposal of rubber and its waste generation.
Penetration test at 25C is the most commonly adopted test on bitumen to grade the material in terms
of hardness. So, in warmer regions lower penetration grades are preferred and in colder regions
higher penetration values are used. Since the obtained value is in between 60mm (1/10thmm) and
80mm (1/10thmm), it can be used for both regions in pavement construction.
Softening point test gives an idea of temperature at which the bituminous material attains a
certain viscosity. So bitumen with higher softening point preferred in warmer place and it is also
used to specify hard bitumen. Since the obtained value is between 50C and 55C, it can be preferred
in warmer places.
From the viscosity values, it can be concluded that resistance to flow increases with increase
of % bitumen modifier. So, higher the duration more viscous is the material. As viscosity value is
more, it can be used in pavement construction.
The minimum value specified by Indian Standards Institution is 50cm, % of bitumen
modifier more than 5.5 should not be used in pavement construction. As it is less than 50cm after
5.5% of bitumen modifier, due to its low ductility value, the pavement may crack especially in cold
weather.
Flash & fire point has no significance about strength of bitumen. They are used to know the
working temperatures of the bitumen. If the working temperatures are more than flash & fire point
values, then fire hazards may occur.
Since Bitumen gets soften at 1% it is ruled out and percentages above 5.5% are ruled out in
ductility. Hence from 2-4% we can get the optimum binder content value for determining Marshall
stability test.
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ISSN 0976 6316(Online), Volume 5, Issue 10, October (2014), pp. 09-21 IAEME
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