Study of Rutting Potential of Modified Binders and their comparison with Un-Modified Binder
- 1. TEMPLATE DESIGN © 2008 www.PosterPresentations.com Study of Rutting Potential of Modified Binders and their comparison with Un-Modified Binder Project Supervisor: Eng. Muhammad Salman (Assistant Professor) Muhammad Abdullah Alvi (11-CE-157) Usman Afzal (11-CE-169) University of Engineering and Technology Taxila, Pakistan Introduction Wheel Tracker Test Rut Depth at 4% Asphalt Content Results Rut Depth at O.A.C Optimum Asphalt Content Test Results Conclusion For 10,000 passes of Cooper Wheel Track Machine, the Final Rut Depth at Optimum Asphalt Content for the Neat Asphalt, PMB and Epoxy Resin Modified Asphalt is 8.124 mm, 2.615 mm and 4.83 mm respectively. The Rut depth of PMB at 4% Asphalt Content increased from 2.615 mm to 4.04 mm. At 4% Asphalt content, the final rut depth of Neat Asphalt, PMB and Epoxy Resin Modified Bitumen is 8.2 mm, 4.04 mm and 13.0 mm respectively. The Rut depth of PMB at 4% Asphalt Content increased to 4.04 mm. This depicts 50% lesser rutting as compared to that of Neat Asphalt. The Rut depth of Epoxy Resin at 4% Asphalt Content increased to 13 mm. This depicts 37% greater rutting as compared to that of Neat Asphalt. The results revealed that for the same amount of Asphalt Content i.e. for 4% Asphalt Content, the PMB would resist 50% greater No. of Passes as compared to the that of Neat Asphalt. The results also revealed that for the same amount of Asphalt Content i.e. for 4% Asphalt Content, the Epoxy Resin failed at 10,000 Passes. Objective To study the rutting potential of modified and unmodified binders at high temperature. To study the effect of modifiers on the life cycle of the pavements using binder reduction technique. Effective Planning of the Project using Primavera P6. Methodology Aggregate Selection Asphalt Binder Selection Sample Preparation (Including Compaction) Density and Voids Calculations Stability determination using the Marshall Stability and Flow Test Optimum Asphalt Binder Selection A Laboratory Wheel-Tracking apparatus is used to “simulate” channeled wheel traffic loading under controlled conditions. Basic Purpose of this test is to study the rutting behavior of pavements. Rutting is a common type of failure in pavements. It’s the deformation in the pavement along the wheel path. There are two types of rutting i.e. Mix Rutting and Subgrade Rutting. In Pakistan due to good quality of aggregates Subgrade Rutting seldom occurs. Mix rutting is prominent in Pakistan. Over the few years the Road traffic has grown significantly and the loads on the roads have also increased due to introduction of more powerful and heavy loaded rigid and articulated chassis trucks. The life cycle of the road, due to above mentioned factor, has been decreased ominously. Due to global warming the temperature is increasing considerably. Since temperature plays an important role in road failures like Rutting, therefore, high temperature evaluation of the rutting is done in our project. i.e. at 60o Centigrade. Fig#01: Mix Rutting Fig#02: Subgrade Rutting Planning using Primavera P6 Description Details Aggregate Source Margalla Hills Asphalt 60/70 (Un-modified) Attock Oil Refineries No. of Modifiers 02 Elvaloy Terpolymer and Epoxy Resin both with 1.5% by weight of Asphalt 60/70. Gradation NHA-A Mid-point Gradation Temperature for Testing 60o C Fig#03: Weighing of Materials Fig#04: Sampling of Materials Fig#05: Compacted Samples Fig#06: Loose Mix Samples Fig#07: Marshall Compactor Fig#09: Compacted Samples under ConditioningFig#08: Temperature controlling in Water Bath Mix Type A.C % ARL 60/70 Neat 4 PMA 4.39 EPOXY RESIN 4.41 Fig#13: Wheel Tracking Machine Passes 10,000 Frequency 26.5 rpm Load 720 N Test Temperature 60o C Test Standard EN12697-22 Specimen Diameter 305x305x50 mm Va 5.5±0.5 Fig#13: Computer Screen plotting Graph Fig#14: Cooper Roller Compactor Compaction of Slab specimens at roller compactor was undertaken in four phases. Pressure at each phase and number of passes corresponding to each pressure have been reported in Table. Compaction Phases 1 2 3 4 Pressure (bar) 3.5 4 4 4 No. of Passes 10 10 5 5 Tests Results Specific Gravity 2.63 Water Absorption 0.67% Los Angles Abrasion Value 22.40% Elongated 10.99% Flaky 22.40% Aggregate Properties PMA Properties Tests Results PMB Asphalt 60/70 Mean Penetration Value (1/10mm) 33 62 Flash Point 234o C 260o C Fire Point 242o C 264o C Softening Point 67o C 52o C Rutting Potential of Asphalt 60/70 Un-modified, PMB and Epoxy Resin was tested. After performing Wheel Track Tests on specified conditions, it is, hence, concluded that PMB is comparatively well resistant to the Rutting Binder Reduction Technique On reducing the Binder content of PMB from 4.39% to 4% the Rutting increased from 2.615 to 4.04 mm. Nevertheless, this value was still 50% lesser as compared to that of Rutting Potential of Un-Modified Binder i.e. 8.124 mm. This can, hence, be said that for the same amount of Loading and No. of Passes the PMB would offer double resistance to the Rutting as compared to that of Neat Binder. This positive phenomenon will, hence, increase the life cycle of the pavement and therefore will prove to be a cost efficient technique.