WJCECT

World Journal of Civil Engineering and Construction Technology

Vol. 2(1), pp. 042-050, March, 2015. www.premierpublishers.org ISSN: 1936-868X x

Research Article

A comparative study between traditional method and

mix design with industrial Bi-products for the testing
and repairing of bituminous pavements
Sumata Das*1 and M.R. Choudhury2
1,2

Department of Civil Engineering, SRPEC (Gujarat Technological University), Unjha, Gujarat, India

*Corresponding author: Sumanta Das, Department of Civil Engineering, Marwadi Education Foundations Group of
Institutions, Rajkot-360003, Gujarat, India, E-mail: sumanvu_27@yahoo.co.in

Generally bituminous pavements face problems like cracks, rutting, depression and
corrugation during its period of service. In this paper, we attempted various method of
experiments both in traditional and mix design with bi products and therefore a comparative
study has been made for extracting the finest results for the betterment of highway
pavements (flexible) and for that our key elements were fly ash, geo-polymer and pieces of
waste conveyer belt, added to bitumen for increasing the strength and overall capacity of
pavements. Fly ash added to bitumen in the penetration test has shown improvement of 52
mm which was 40mm traditionally. Whereas, geo polymer and bitumen give the result of
74mm penetration. Ductility test with fly ash showed 37.23cm, very rigid. But geo-polymer
and bitumen gave the result of 75.77cm. For increasing the bearing capacity of base soil we
added pieces of waste conveyer belts and CBR value has shown the increment of 35% from
30%. So, those results convey that, the waste materials and bi products have enough quality
to increase the strength and flexibility of pavements which will further help to the
construction workers and engineers for maintaining and repairing flexible pavements which
last long.
Keywords: Flexible pavements, Industrial bi products and waste materials, CBR, Ductility of bitumen, Repairing and
maintenance.
INTRODUCTION
Designing the asphalt concrete (AC), surfaced
pavement is one of the principal consideration (fatigue
cracking and rutting) and it is the primary key of
deterioration in AC pavements (Ray, Jr. et al.(1980)).
Cracks are inevitable and neglected leads to
accelerated cracking and/or potholing, further reducing
pavement serviceability (Tsoung Y. Yan,1981). Flexible
pavements are constructed of several layers of natural
granular materials covered with one or more waterproof
bituminous surface layers (Carl Joseph kay, 1975). A
flexible pavement will flex (bend) under the load of a
tyre. The main objective is to design flexible pavements
to avoid the excessive flexing of any layer, failure leads
to over stressing of a layer. In flexible pavements, the
load distribution pattern changes from one layer to
another layer, because, the strength of each layer is

different (Tosovic S. and Vujanic V., 2010).The

strongest material (least flexible) is in the top layer and
the weakest material (most flexible) is in the bottom
layer (Charles Sanfield Mcdonald, 2009). The reason
is, when the wheel load is applied to a small area over
the surface, high stress levels generated and deeper
down of pavements.

*Corresponding author: Sumanta Das, Department of

Civil Engineering, Marwadi Education Foundations

Group of Institutions, Rajkot-360003, Gujarat, India, Email: sumanvu_27@yahoo.co.in

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

Das and Choudhury

042

Table 1. Causes and Patterns of pavement failure of the study area

Form of Distress

Possible causes

Rutting

Inadequate pavement thickness

Post construction ompaction
Instability of base of surfacing

Shoving

Poor bond between layers.

Lak of edge containment
Inadequate pavement thickness

Depression

Settlement of service trench or embankment.

Isolated Consolidation
Volume change of subgrade

Corrugations

Instability of AC(Asphalt concrete) or base course.

Figure 1. Location of the area

When the wheel load is applied to larger area, lower

stress levels generated which enables the use of
weaker materials (T Harrop and F Garfield, 1917).
Following Table 1 describes the causes and patterns of
pavement failure observed at the study area (Tsoung Y.
Yan, 1981).
Figure 1 shows the study area is located between
221534.38 N to 221621.71 N and 704858.70 E to
704946.49 E. The total length is 2 kilometer between
Greenland circle and Gondal circle, Rajkot, India.
The problem of cracks are handled in many ways,
starts with pavement maintenance activities, such as

surface treatments and crack filling to full-scale

pavement rehabilitation projects and resurfacing (Ray,
Jr. et al.(1980); T. Harrop and F Garfield, 1917). Figure
2 encountered the problems, facing the study area
which consist of number of cracks and joints on the
surface of the pavement
In this paper, we have shown pavements repairing
techniques with mix design by adding fly ash (10%) and
geo polymer(35%) to bitumen for enhancing its
sustainability and capability. For increasing bearing

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

World J. Civil Engin. Constr. Technol.

043

Figure 2. Images of the failure pavements

Table 2. Materials used in this project

Group

Individual items

Data

Google image
Survey data
Existing pavement data of the study area

Raw Materials

Aggregate
Bitumen
Fly ash(10%)
geo polymer(35%)
waste of conveyer belts

Testing Instruments

Standard Penetrometer
Bitumen Ductility apparatus
Ring and ball apparatus
pycnometer bottle.
Marshall Stability apparatus
CBR Testing machine

capacity of base soil, we have provided rubber waste

such as waste of conveyer belts. It helped to raise the
CBR value from 30% to 35%.

Comparative analysis between the traditional

and mix design approach of testing with industrial bi
products and decision making for the maintenance and
repairing of pavements.

Objective:

The first and foremost aim is to study the

overall scenario and condition of the proposed highway
pavements for further improvements.

Testing of materials first traditionally and

therefore by applying modern approach with various
industrial bi products like fly ash, geo polymer and
waste of conveyor belts in a proper proportion with
bitumen for the betterment of the results.

MATERIALS AND METHODS

The materials used in this project are easily available. It
is categorised in the Table 2.
The methodology (Figure 3) for this work starts with the
identification of severe pavements problem facing a
particular site and therefore, a detail ground survey and

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

Das and Choudhury

044

Figure 3. Work flow diagram

Figure 4. Schematic penetration test setup

sample collection of this area where must have proper

accessibility and scope for the future works and ends
with the testing, detail analyses and results of various
experiments by both traditional and modern methods in
the laboratory for the betterment and sustainability of
pavements. Figure 3 shows the detail sequential
process by which the entire project has been carried
out.
RESULTS AND OBSERVATION
For obtaining best results, following experiments have
been carried out in the laboratory with collected
samples both in traditional and modern methods of
testing and finally those results were compared each
other to make a decision.

Penetration test for bitumen

It measures the hardness or softness of bitumen by
measuring the depth in tenths of a millimetre to which a
standard loaded needle will penetrate vertically in 5
seconds. BIS had standardized the equipment and test
procedure.
The penetrometer consists of a needle assembly with a
total weight of 100g and a device for releasing and
locking in any position. The bitumen is softened to a
pouring consistency, stirred thoroughly and poured into
containers at a depth at least 15 mm in excess of the
expected penetration. The test should be conducted at
a specified temperature of 25 C. It may be noted that
penetration value is largely induced by any inaccuracy
with regards to pouring temperature, size of the needle,
weight placed on the needle and the test temperature.

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

World J. Civil Engin. Constr. Technol.

045

Table 3. Requirements of penetration test

1.
2.
3.
4.
5.

Pouring temperature, C
Period of cooling in atmosphere, minutes
Room temperature, C
Period of cooling in water bath, minutes
Actual test temperature, C

90 C
60 min.
28 C
90 min.
25C

Table 4. Observation table for bitumen penetration test

Observation

Sample No.

Penetrometer dial reading(in mm.)

Initial
Final
185
242
190
245

1.
2.

Penetration value (in mm.)

57
55

Mean penetration
(in mm.)
56.0 mm

Figure 5. Schematic ductility test setup for bitumen

Time for room temperature
: 30- 40 min.
Time in water bath at 27 C
: 30 min.
Time maintained at time of testing : 85-95 min.

Table 5. Observation table for Ductility test of bitumen

Observation

Description
Ductility at 27 C

Reading in each mould (in cm.)

I
II
III
58.4
78.3
79.4

A grade of 40/50 bitumen means the penetration value

is in the range 40 to 50 at standard test conditions. In
hot climates, a lower penetration grade is preferred.
Figure 4 shows a schematic Penetration Test setup and
Table 3 consists of the test requirements.
Ductility test for bitumen
Ductility is the property of bitumen that permits it to
undergo great deformation or elongation. Ductility is
defined as the distance in cm, to which a standard
sample or briquette of the material will be elongated
without breaking.
Dimension of the briquette thus formed is exactly 1 cm
square. The bitumen sample is heated and poured in
the mould assembly placed on a plate. These samples
with moulds are cooled in the air and then in water bath
at 27 C temperature. The excess bitumen is cut and
the surface is levelled using a hot knife. Then the mould
with assembly containing sample is kept in water bath

Mean Value
(in cm.)
72.03

of the ductility machine for about 90 minutes. The sides

of the moulds are removed, the clips are hooked on the
machine and the machine is operated. The distance up
to the point of breaking of thread is the ductility value
which is reported in cm. The ductility value gets
affected by factors such as pouring temperature, test
temperature, rate of pulling etc. A minimum ductility
value of 75 cm has been specified by the BIS. Figure 5
shows ductility moulds to be filled with bitumen.
Softening point test for bitumen
Softening
point
indicates
lower
temperature
susceptibility and is preferred in hot climates. Softening
point denotes the temperature at which the bitumen
attains a particular degree of softening under the
specifications of test.
The test is conducted by using Ring and Ball
apparatus. A brass ring containing test sample of
bitumen is suspended in liquid li7ke water or glycerine

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

Das and Choudhury

046

Figure 6. Schematic softening point test setup for bitumen

Bitumen grade: CRMB-55
Liquid used in bath: water.
Period of air cooling: 30 min.
Period of cooling in water bath: 15 min.
Rate of heating: 5C /min.

Table 6. Observation time for the test

Observation Time
Time, min.
Temperature, C
0
7
1
10
2
13
3
17
4
21
5
25
6
29
7
34
8
39
9
44
10
49
11
54
12
57/57

Table 7. Final observation result of the softening point test

Observation Result:
Test
Temp. At which sample touches bottom plant

Sample no.1
Ball no. 1 Ball no. 2
57C
57C

at a given temperature. A steel ball is placed upon the

bitumen sample and the liquid medium is heated at a
rate of 5 C per minute. Temperature is noted when the
softened bitumen touches the metal plate which is at a
specified distance below. Figure 6 shows the setup of
the experiment.

Mean value of softening point

57C

industrial bi products. Table 11 shows the comparative

results between them.
Figure 7 shows the graphical results (in %) of all the
different testing methods very efficiently. It helps to
make our decision that, Geo polymer and bitumen are
the best combination to increase the strength and
flexibility of bituminous pavements.

COMPARATIVE STUDY AND DISCUSSIONS

The comparative study has been carried out between
the traditional method of testing with modern testing
methods with industrial bi products consist of Fly
ash(10%),geo polymer(35%) and waste of conveyer
belts and the results appear significantly good by using

When there is chances of over load on pavements, it

mostly fails by forming depression. Figure 8 shows
compressive strain occurs at sub grade of pavements.
So to prevent depression and reflection cracking, we
provided waste rubber sheets at the base of pavement
and as a result, increase of CBR value from 30% to

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

World J. Civil Engin. Constr. Technol.

047

Table 8. Observation results of the Marshall Stability test

Observation:
Sr
no.

% of bit.
Content

Thickness
(mm)

Wt in
air
(gm)

Wt in
water
(gm)

SSD
wt
(gm)

Vol
(cc)

Bulk
density
(gm/cc)

Gmm(%)

Air
voids(%)

VMA(%)

VFB(%)

Dial
gauge
reading

Load(kg)

Vol
correction
factor

Stability(kg)

Flow

Remarks

1
2
3
4
5
6

5.14

70 mm

1203
1201
1326
1204
1199
1184

700
702
764
715
713
697

1211
1214
1338
1205
1204
1190

511
512
574
410
491
493

2.354
2.347
5.210
2.457
2.441
2.401

2.513
2.513
2.513
2.513
2.513
2.513

5.09
5.09
5.09
5.09
5.09
5.09

16.72
16.72
16.72
16.72
16.72
16.72

69.75
69.55
69.55
69.55
69.55
69.55

225
160
160
320
320
335

764.3
543.5
543.5
1087
1087
113
8

1
1
0.86
1.09
1.09
1.09

764.3
764.3
467.41
1184.8
1184.8
1240.4

4.4
3.3
4.6
5.7
5.9
5.1

Rejected
Rejected
Rejected
o.k
o.k
o.k

60 m

Avg.
2.385

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

Das and Choudhury

048
Table 9(a). Observation table for Bitumen Extraction Test
Observation
Sr no. Description
Values
1
Wt. Of bowl
1696 gm.
2
Wt. Of bowl + mix
2296 gm.
3
Wt. Of mix
600 gm.
4
Wt. Of filter paper before extraction
7 gm.
5
Wt. Of filter paper after extraction
7 gm.
6
Wt. Of retained in filter paper(5-4)
0
7
Wt. Of bowl + mix after extraction
2264.8 gm.
8
Wt. Of sample after extraction(7-1+6) 568.8 gm.
9
Wt. Of bitumen(3-8)
31.2 gm.
10
% of bitumen by wt. Of mix
5.20%

Table 10(a). Observation results of the CBR Test by Quarry Spall or G.S.B
Observation table For base and Sub-base
Sr.No.

Description

Quantity

1.

Gravel

73.00 %

2.

Sand

22.00 %

3.

Silt Content

05.00 %

4.

Classification

G.P

5.

M.D.D

02.09 gm/cc

6.

Plastic Index

Non Plastic

7.

O.M.C.

06.60 %

8.

C.B.R

32.81 %

9.

Moisture

07.70 %

Table 10(b). Observation results of the

CBR Test by Murrum

Sr. No.

Description

Quantity

1.

Gravel

22.00 %

2.

Sand

58.00 %

3.

Silt Content

20.00 %

4.

Plastic Index

Non Plastic

5.

Maximum

01.89

6.

Minimum

01.40

7.

C.B.R

08.80 %

8.

Moisture

10.90 %

35%, means it can increase serviceability. By

comparing above results, we have noted that by adding
geo polymer to bitumen we can make good quality of
pavements which lasts longer.
CONCLUSION
The above research is highly significant to the tropical

region countries where bituminous pavements play an

important role for road transportation and also
pavements failure is a common phenomenon due to
heavy rainfall and high temperature. The study enables
a new gateway in transportation Engineering for
efficient and recycling use of industrial waste materials
added to bitumen to construct highways with greater
sustainability. As observed results of various

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

World J. Civil Engin. Constr. Technol.

049

Table 11. Comparative results of traditional testing and testing with industrial bi products

Tests
Ductility Test
Penetration Test
Softening Point Test

Bitumen
72.03 cm
40.00 mm
57.00 C

Fly Ash + Bitumen

37.23 cm
52.00 mm
55.00 C

Geo polymer + Bitumen

75.77 cm
74.00 mm
60.00 C

Figure 7. Stochastic overview of the results for the testing and designing of flexible pavements

Figure 8. Compressive strain at the sub-grade of pavement.

experiments carried out in this study, we can determine

and conclude that, those waste materials have above
capability to increase the strength and flexibility of
bituminous pavements which will further help to the
researchers and engineers for maintaining and
repairing flexible pavements.
RECOMMENDATIONS
For short-term crack-seal performance (between 1
and 3 years) in pavements with ordinary working
cracks (2.55.0 mm of horizontal crack movement)
and moderate traffic levels, a standard rubberized

asphalt should be placed in a simple Band-Aid configuration.

For medium-term crack-seal performance (between 3
and 5 years) under the above conditions, e it h er a
standard rubberized asphalt may be placed in a
re- cessed Band-Aid configuration or a modified
rubberized asphalt may be placed in a simple
Band-Aid configuration.
For long-term crack-seal performance (between 5
and 8 years) under the above conditions, a modified
rubberized asphalt seal- ant should be installed in
either a standard or shallow recessed Band-Aid
configuration.

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements

Das and Choudhury

050

For short-term crack-fill performance (1 to 3 years) in

pavements with nonworking cracks (less than 2.5
mm of horizontal crack movement) and low to
moderate traffic levels, asphalt cement should be
placed in flush-fill configuration.
For long-term crack-fill performance (between 5
and 8 years) under the above conditions, an asphalt
rubber or rubberized asphalt may be placed in
either a flush-fill or overhand configuration, or a
fibre asphalt may be placed in an overhand
configuration.

Adlinge SS, Gupta AK (2013). Pavement Deterioration

and its Causes, IOSR Journal of Mechanical and Civil
Engineering, pp. 09-15.
Harrop T, Garfield F (1917). Method of repairing
asphalt pavements, United States of Patents, New
Jersey, pp. 1-2
Tosovic S, Vujanic V (2010). CBR Testing with dynamic
conical penetrometer in the process of road
rehabilitation and construction control, Slovenian
Congress on Roads and Transport, Portoro, pp.
1372-1377
Yan TY (1981). Process for repairing asphalt
pavement, United States Patent, New York, pp.1-7

ACKNOWLEDGEMENT
Accepted 13 January, 2015.
We are grateful to the CEO of CLASSIC NETWORK
PVT. LTD. and G.S.M. Laboratory to help us for
carrying out our research work at their laboratory. We
convey our hearty thanks to all the associated labours
and executives for helping us.

Citation: Das S, Choudhury MR (2015). A comparative

study between traditional method and mix design with
industrial Bi-products for the testing and repairing of
bituminous pavements. World J. Civ. Engin. Constr.
Technol. 2(1):042-050.

REFERENCES
Kay CJ (1975). Method and composition for repairing
asphalt pavement, United States Patent, Burbank,
pp.1-5
Mcdonald CS (2009). Asphalt fibre panels for pavement
construction and repair, United States Patent, pp. 1-4
Ray Jr (1980). Method and apparatus for repair of
asphalt surfaces, United States Patent, Ohio, pp. 110

Copyright: 2015. Das et al. This is an open-access

article distributed under the terms of the Creative
Commons Attribution
License,
which
permits
unrestricted use, distribution, and reproduction in any
medium, provided the original author and source are
cited

A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements