Indian Highways Vol.41 11 Nov 13

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The Indian Roads Congress

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VOLUME 41 NUMBER 11 NOVEMBER 2013

CONTENTS ISSN 0376-7256

INDIAN HIGHWAYSA REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Page

2-3 From the Editor’s Desk - "Eco-Financial Infrastructure for Sustainable Road Infrastructure"

4 Advertisement Tariff

5 Important Announcement - Forthcoming International Seminar in November, 2013

6 Idnticatin f Rhlgical Paramtrs f Mdid Bindrs t Prdict Rutting Bhaviur f Bituminus Cncrt Mixs

Vijay B. Kakade, I.S. Reddy and M. Amaranatha Reddy

16 Rutting Charactristics f 40 mm Thick Bituminus Cncrt Mix with Plain and Mdid Bindrs at Varying Tmpraturs

Using Treaded Wheel

Kiran Kumar V. and Ganesh K.

26 A Conceptual Approach for Urban Pavement Maintenance Management System

Yogesh Shah, S.S. Jain, M.K. Jain and D. Tiwari

41 Ground Improvement with Prefabricated Vertical Drains

Venugopalan K.V.

53 Appintmnt and Disqualicatin f Arbitratrs in Cnstructin Cntracts

K.K. Singal

63-80 Circulars issued by MORT&H

81 Tender Notice of NH Circle, Madurai

82 Tender Notice of NH Circle, Lucknow

83 Tender Notice of NH Circle, Lucknow

84 International Seminar Registration Form


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2 INDIAN HIGHWAYS, NoVeMBeR 2013

Dear Readers,

The role played by road sector in a country’s economy is getting more and more attention with every passing

day. The importance of assessing the road needs need not be over emphasized in the changing economic

scnari. Th rquirmnt is t assss th stratgic ssntiality f having fcint and sustainabl rad assts

which interalia may help in supporting a higher & increasing economic growth rate of an economy. Once the

strategic importance, which is long overdue, is assigned to the road infrastructure, then it may open up doors

for a constructive approach of having in place a proper institutionalized arrangement to cater to the needs

and requirements of long term big tickets road infrastructure projects.

The roads are commonly considered to be a basic amenity and most of the time its provisions are takenfor granted. However, this basic amenity which facilitates the movement of human kind from one place to

another and considered to be relatively very cost effective mode of transportation have many other features

and sides which have wide ranging effects on the society and the economy. These effects and aspects

gain relative importance during different stages of economic development of a society and economy. The

initial rquirmnt f cnnctivity pavs way fr bttr cnnctivity which furthr translats int fcint

cnnctivity which furthr transfrms t saf & fcint cnnctivity which mvs furthr twards th

dmand fr saf, cmfrtabl, fcint & sustainabl cnnctivity. This nt nly indicats as hw clsly

the road sector development but also symbolizes the economic development status of a country or region.

Accordingly, the demand & pressure on the road sector profession increases exponentially in a growing

economy. On the one hand while it has to cater to the ever growing aspirations of the road users for better

roads, on the other hand it has also to cater to the needs of preserving the road assets already created over

th prid. Simultanusly, th limitatins f nancs, matrial and th thr rsurcs ar als facd. A

number of times the limitations if not properly accounted resulted in time & cost overrun which needs to

be adequately documented as case studies and the same may be used to develop a more robust system.

Generally, learning from the failures in the road sector is not practiced with the result that the precious time

and resources getting wasted in the similar fashion in the subsequent projects.

The current scenario is facing large number of anxieties and apprehensions especially when one talk about

the public private partnership projects. These projects are not only capital intensive but are long duration

big tickets projects. They require exclusive and dedicated institutional arrangements catering to different

aspects for not only in terms of execution and operation but also in terms of resource mobilization including

lng trm lw invstmnt nanc facilitis. As f nw a prjct cming undr this catgry d nt hav a

supprt mchanism fr nancs vr th prjct lif cycl, which is rlatd t th lvl f cndnc f

investor in such projects and consequently it ultimately have implications on other segments of the economy.

Th rad sctr which is facing nt nly a difcult situatin at prsnt and trmndus prssur f diffrnt

aspects from all category of stakeholders (road users), requires immediate attention for creation of dedicated

nancial arrangmnt in an institutinalizd mannr which will nt nly instill cndnc in th invstrs

about the safety of the investment but will also help in bringing down the cost of construction/creation of

rad infrastructur and sid by sid will hlp in ptimizatin f nancial rsurcs fr th sct r.

From the Editor’s Desk

ECO-FINANCIAL INFRASTRUCTURE FOR

SUSTAINABLE ROAD INFRASTRUCTURE


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EDITORIAL

INDIAN HIGHWAYS, NoVeMBeR 2013 3

Th nancial supprt shuld nt b xclusiv but shuld b inclusiv in natur which will translat int widr

participation as well as better accountability. Considering the prevailing economic uncertainty at global as

well as local level, the institutionalized mechanism for this sector is much more needed then before. This

may also bring in added advantages to the road users as well to the Government.

Th rad sctr nancial supprt mchanism nds t adpt thr innvativ cncpts; (a) “Dbt baring

capacity” t nsur th quality f dbt srvicing by th ntity, (b) “Intrst rat futur” t bring stability in

th dbt managmnt in th lng trm rad sctr prjcts (15-30 yars’ tim hrizn) & (c) th “Crdit

Rating” of the road sector organizations including Concessionaire, Contractors & Consultants. These three

aspects will help in better assessment and management of rate of return on the capital invested and will help

in attracting funds from more investors especially the conservative one.

The success of PPP projects in the road sector also depend upon the complementary & supplementary support

mechanism of the cliental organizations especially related to timely clearances and shifting utilities, etc. To

what extent the organization’s man power is sensitized & trained in these aspects also contribute towards

fcint implmntatin f such big tickt prjcts. This imprtant aspct f human rsurc dvlpmntin the road sector requires immediate attention as this sector is not only facing shortage in terms of quality

but also in quantitative terms.

Balancing act btwn dvlpmnt, ppl’s wlfar, cnmic grwth and clgical prsrvatin is

anthr ara which can b addrssd nly with th hlp f a rbust “c-nancial Institutinal mchanism in

the road sector”. Such a mechanism may help in not only bringing a pro-active, constructive and concurrent

trouble shooting arrangements but may also help in an institutionalized manner the mechanism of concurrent

nginring audit f th nancial dcisins t nsur cnmic sustainability f th prjcts. Th tw issus

namely ban on sand mining & concurrent road safety audit issues would have been addressed to a greater

extent. However, it is still not too late.

Hw hnstly and fcintly a rad sctr prjct is xcutd als xhibits strngth f th institutin st up

which nt nly instill th cndnc in th invstrs and th cnmy but als cntribut twards wlfar

and happiness of the people. The road sector projects should also be perceived from this aspect and the

projects may also be rated on a happiness spreading index. The innovations and the innovative concepts

with a pragmatic vision are required in the road sector to harness and build upon their positivities to move

further on growth trajectory.

“ Life is a song, sing it; Life is a game, play it; It is a challenge, meet it; Life is a dream, realize it; It is a

sacrice, offer it; Life is love, enjoy it ”

His Holiness “Sri Satya Sai Baba”

Road are also considered to be a live infrastructure which if treated in that manner may result in giving mind

boggling returns.

Place: New Delhi Vishnu Shankar Prasad

Dated: 21st October, 2013 Secretary General


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EDITORIAL


IMPORTANT ANNOUNCEMENT

INTERNATIONAL SEMINAR ON 11TH – 12TH NOVEMBER, 2013 AT NEW DELHI

Th Indian Rads Cngrss (IRC) is rganizing an Intrnatinal Sminar n “exprinc Gaind in PPP Prjcts in

Road Sector-The Way Forward” in association with Government of France and PIARC on 11th - 12th November, 2013 at

New Delhi.

The Venue of the Seminar is Stein Hall, India Habitat Centre, Lodhi Road, New Delhi (India).

The Themes of the Seminar are as under:

Theme 1: Overview in Developing and Managing Road Infrastructure in India and other Countries.

Theme 2: PPP Policy Framework

Theme 3: Overview of Developments in Financing for Road Infrastructure Programmes in different Countries

Theme 4: Experience Sharing in Contractual Model Choices: Analysis, Risk Allocation, Government Support

Mechanisms

Theme 5: Experience Sharing in Tendering for Road Infrastructure Contracts & Pre-Construction Activities

Theme 6: Legal Aspects for Road Infrastructure Projects, including Contract Management Aspects

Theme 7: Panel Discussion Recap on Key Strategies for Way Forward for PPP Road Projects

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IDENTIFICATION OF RHEOLOGICAL PARAMETERS OF

MODIFIED BINDERS TO PREDICT RUTTING BEHAVIOUR OF

BITUMINOUS CONCRETE MIXES

VIJAY B. K AKADE*, I.S. R EDDY** AND M. AMARANATHA R EDDY***

* Rsarch Schlar, Civil enginring Dpartmnt, Indian Institut f Tchnlgy Kharagpur, W.B.,


** Professor, Civil Engineering Department, Kallam Harinadha Reddy Institute of Technology, Guntur, Andhra Pradesh


*** Assciat Prfssr, Civil enginring Dpartmnt, Indian Institut f Tchnlgy, Kharagpur, W.B.,


ABSTRACT

Number of researchers used binder parameters such as complex

mdulus (G*) and phas angl (δ) in trms f G*/ sin (δ), Zr

Shar Viscsity (ZSV) and nn-rcvrabl crp cmplianc (Jnr

)

at two stress levels to describe the rutting potential of binders.

Prvius studis hav shwn that Zr Shar Viscsity and nn-

recoverable creep compliance obtained from Multiple Stress

Creep and Recovery Test (MSCRT) have better correlation with

rutting in bituminus mixs cmpard t G*/sin (δ) spcially fr

mdid bindrs. In India, rcnt guidlins n mdid bindrs

has intrducd G*/ sin (δ) as a mandatry tst t addrss rutting

prfrmanc f mdid bindrs at high tmpratur. Hwvr

there is not enough experience gained on binder parametersthat would better explains rutting behavior of bituminous mix.

Keeping this in view, an attempt has been made to identify most

apprpriat rutting paramtr f th mdid bindrs that xplains

rutting ptntial f bituminus mix prpard with mdid

binders. Dynamic Shear Rheometer (DSR) was used to evaluate

the different rheological properties of short term aged binders.

Wheel tracker, indigenously developed IITKGP rut tester, was

used to evaluate the rutting performance of mixes. Correlations

were developed between rheological parameters and mix rutting to

identify appropriate binder parameter to explain rutting observed

in the mix. The results indicate that the non-recoverable creep

compliance (Jnr ) obtained from MSCRT appears to have better

correlation with rutting resistance of mixes.

1 INTRODUCTION

Selection of appropriate binder is one of the important

parameters that affect the performance of pavement.

While choosing the most suitable binder for particular

lcatin, du attntin is givn t xpctd trafc

loading condition and pavement temperature. As

overloading and high pavement temperatures are most

cmmn n many natinal highways in India, mdid

binders have been used for construction of top surface

courses of the pavement for quite some time to

achieve improved pavement performance. However it

has been observed that premature pavement distresses

ar still prsisting inspit f us f mdir bindrs in

addition to stringent quality control exercised during

construction. Researchers reported that inadequate

Indian bindr and mix spcicatins ar th n f th

rasns fr such pr prfrmanc (Ra t al, 2007;

Reddy, 2007). To improve the quality of binders, it is

necessary to identify proper parameter of the binder

that controls the rutting failures of the pavement

and may be considered for introducing in the binder

spcicatins.

Indian Roads Congress has recently included a

rheological parameter consisting of complex modulus

(G*) and phas angl (δ) knwn as G* /sin (δ) valu

for controlling the rutting at high temperature

(IRC:SP:53-2010). This paramtr is spcid by

Strategic Highway Research Program (SHRP) for

determining the rutting resistance of the binder.

Hwvr G*/sin δ spcicatins wr drivd mstly

frm th tsting f unmdid bindrs in th linar

visc-lastic rang, s G*/ sin (δ) may nt prdict th

rutting prfrmanc f mdid bindrs (Bahia t al,

2001 and D’Angelo et al, 2007) whose performance

is highly stress dependent. Many researchers have

shwn that G*/sin δ has pr crrlatin with th

rutting performance of bituminous mixes (Leahy and

Quintus, 1994; Bhasin t al, 2004).

Anthr bindr paramtr, Zr Shar Viscsity

(ZSV), which is th viscsity at vry lw frquncis,

measured when the dynamic viscosity approaches the


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TECHNICAL PAPERS


rdinary stady w viscsity. This paramtr was

also widely used for predicting the rutting performance

f unmdid and mdid bindrs (Andrsn t al,

2002; Marastanu t al 2005; Zhang t al, 2009).

Thugh ZSV prdict th rutting bhaviur f asphalt,it may not accurately represent the shear thinning

bhavir f mdid asphalt bindrs (Wst t al,

2010).

In the recent times, non-recoverable creep compliance

(Jnr ) obtained from the Multiple Stress Creep and

Recovery (MSCR) test was found to show good

correlation with the rutting in bituminous mixes

spcially fr mdid bindrs (D’Angl t al,

2007; Rink, 2010; Tabataba and Tabataba,

2010). However there has been no attempt made toidentify a suitable parameter that represent rutting

ptntial f th mdid bindrs in India. Thrfr

an attempt is made in the present study to arrive at

th mst apprpriat bindr paramtr f mdid

binders for rutting from the three parameters (G*/sin

δ , ZSV and Jnr ). Dynamic Shear Rheometer (DSR)

was usd t valuat ths paramtrs f th mdid

bindrs. Similarly Bituminus Cncrt (BC) mixs

were prepared using these binders and evaluated for

rutting potential using IITKGP wheel tracking tester.

The binder parameters were correlated with rutting

values of the bituminous mixes. From the correlations

obtained, a better parameter that represents the rutting

ptntial f mdid bindr was idntid and

suggested for consideration.

2 RUTTING PARAMETERS OF BINDERS

2.1 Complex Modulus and Phase Angle Parameter

(G*/ sin δ)

Bitumn is a visclastic matrial and xhibits

both elastic and viscous behaviour. Dynamic Shear

Rheometer (DSR) is capable of quantifying elastic

and viscous properties of the binder (ASTM D7175

– 08, 2008). Complex modulus (G*) and phase angle

(δ) ar capabl f xplaining th bhaviur f th

bitumen. Total resistance of a binder to deformation

when subjected to repeated pulses of shear stress that

consists of both a storage modulus (G’) and non-

recoverable loss modulus (G’’) is measured in terms of

cmplx mdulus (G*).Whras phas angl (δ) is th

ratio of loss over storage modulus (elastic property)

indicates level of viscous component present in the binder. Phase angle zero and 90° indicates pure elastic

and viscous material respectively. High values of G*

and lw valus f δ ar dsirabl fr rut rsistanc.

2.2 Zero Shear Viscosity (ZSV) of Bitumen

Zr Shar Viscsity (ZSV) is th viscsity masurd

at low frequency or very low shear rates. Using DSR in

scillatin md, ZSV can b dtrmind as th valu

to which the complex viscosity approaches at very low

oscillation frequency. Generally angular frequency of0.1 rad/s is used to measure the viscosity that represents

zero shear viscosity (Clyne and Marasteanu, 2004).

Applying vry lw lading frquncy f 0.1 rad/s, η

can be estimated by following equation.

η0 ≡ η’ ≡ (G”/ω) ≡ (|G*| /ω) ... (1)

Where

G” = Lss mdulus; |G* | = Cmplx shar

mdulus; η’ = In-phas cmpnnt f th

cmplx viscsity; ω = Angular frquncy(rad/s)

2.3 Multiple Stress Creep and Recovery (MSCR)

The non recoverable creep compliance (Jnr ) parameter

measured from Multiple Stress Creep and Recovery

(MSCR) test based on repeated creep and recovery

sequences conducted at different stress levels is

another parameter of the binder used for predicting

the rutting behaviour of the binders. It is the amount

of residual strain left out after specimen is subjectedto repeated creep and recovery. In order to capture

stress dependency, MSCR test is carried out to run at

11 stress levels from 25 to 25600 Pa in general and at

each stress level, test is performed for 10 cycles (1 sec

loading and 9 sec recovery) and then increased to next

stress level without any rest period (ASTM D7405 -

10a, 2008). At a givn strss lvl (τ), th valu f th


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TECHNICAL PAPERS


non recoverable creep compliance (Jnr ) is calculated

using following formula.

Jnr = γu / τ ... (2)

where, γu = Avg. nn-rcvrd strain aftr 10 cycls ;

τ = strss applid during crp

In case of binder, parameters such as i) Jnr at 0.1kPa

stress ii) Jnr at 3.2 kPa stress and iii) stress sensitivity

parameter, Jnr ,diff are useful to predict the behaviour

of the binder. Jnr , diff is calculated using following

expression.

Jnr ,diff = (J

nr,3.2kPa – J

nr,0.1 kPa)/J

nr ,0.1 kPa. ... (3)

Jnr at higher stress level i.e at 3.2 kPa explains the behaviour of the binder better than at lower stress

level of 100 Pa. High value of Jnr indicates the lower

resistance to rutting. Similarly if the Jnr , diff is greater

than 0.75 then the binder is considered stress sensitive

(AASHTO 70-09, 2009).

3 LITERATURE REVIEW

A number of researchers have carried out studies on

identifying a binder parameter for explaining the rutting

behaviour of the binders. Leahy and Quintus (1994)studied the effect of binders on rutting performance

of bituminous mixes. The results indicated that the

G*/sin (δ) has a wak rlatinship with th rsults

btaind frm th whl track and shar tst. Bahia

et al (2001) studied the effect of different rheological

parameters for predicting the rutting performance

f mdid bindrs. Th rsults indicatd that th

mixture rutting indicators have a very poor correlation

with th G*/sin (δ). Th viscus cmpnnt f crp

stiffness obtained from the RCRT has shown a bettercorrelation with the mixture rutting. D’Angelo et al

(2007) has performed the MSCR test on different types

f mdid bindrs and crrlatd it with th rutting

observed in the accelerated load facility sections.

Th G*/sin (δ) has shwn vry pr crrlatin with

rutting in bituminous mixes as compared to correlation

with non recoverable creep compliance obtained from

MSCR test. The non-recoverable creep compliance

obtained at 3200 Pa has shown a better correlation

with mix rutting as cmpard t G*/ sin(δ) (D’Angl

et al 2007). At high stress level the non-recoverable

creep compliance of bitumen has shown a better

correlation with the mix rutting. Knowing the PGgrad as dtrmind by G*/ sin (δ) r with J

nr value

at a lower stress level, it does not guarantee that the

bindr will rsist rutting undr havy trafc lading

conditions (Reinke, 2010).

The non-recoverable creep compliance (Jnr ) obtained

from MSCRT is a better alternative to replace the G*/

sin (δ) fr th prdictin f th rutting du t bttr

correlation to the French rutting test at 60ºC for both

mdid and unmdid bindrs. It diffrntiats

binders having penetrations, softening points or G*/sin(δ) in th sam rang (Drssn t al, 2009). G*/sin (δ)

spcicatins ar basd n th tsting f unmdid

binders, so these are not effective for evaluating the

rutting prfrmanc f mdid bindrs (D’Angl,

2010). Also studies have shown that compared to zero

shear viscosity, the multiple stress creep recovery

value of the binder is very useful tool for predicting

th crp prfrmanc f mdid bindrs (Zrb t

al, 2012).

From the above literature, it appears that MSCR test

bttr rprsnt th rutting ptntial f th mdid

binders compared to other parameters of the binders.

Therefore, in the present study, it is proposed to

evaluate three parameters of the binder and correlate

with mix rutting and identify the better parameter to

demonstrate rutting potential. Following paragraphs

briy prsnt th matrials usd, bindr valuatin

and mix evaluation results and correlations developed

from the test results.

4 LABORATORY INVESTIGATION

Six Mdid Bindrs (MB) prducd with tw

diffrnt mdirs and n aggrgat gradatin was

considered in the present study.

4.1 Properties of Binders

Th prprtis f mdid bindrs usd in th prsnt

study were evaluated and are given in Table 1.


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TECHNICAL PAPERS


Table 1 Properties of Modied Bitumen

Property Evaluated Type of Binder

MB-I MB-II MB-III MB-IV MB-V MB-VI

Penetration @ 25ºC, 100gm,5sec, (dmm)

41 59 54 55 68 55

Softening Point (ºC) 67 57 58 55 61 61

Elastic Recovery of Half Thread

in Ductilometer @ 15ºC (%)

73 71 75 69 70 73

Separation Difference in

Softening Point (ºC)

1.5 1 2 1 1 2

Viscosity @150ºC (Poise) 8.2 5.9 4.8 5.2 6.0 4.1

Loss in Mass (%) 0.25 0.28 0.14 0.20 0.16 0.34

Increase in Softening Point (ºC) 2 1 1 2 2 3

Reduction in Penetration in

mass (%)

15.5 18.6 20.8 16.6 19.4 22.5

As pr IRC:SP:53-2010, MB-I and MB-II t

MB-VI satiss with rquirmnts f bindr applicabl

for highest mean air temperature more than 35ºC

and 20 to 35ºC respectively. According to IS:15462

(2004) , MB-I, MB-II t MB-V and MB-VI satiss

th rquirmnts f PMB-40, PMB-70 and CRMB-55

respectively.

4.2 Properties of Aggregate

4.2.1 Gradation

Table 2 shows the aggregate gradation used in present

study alng with uppr and lwr limit as spcid

in MoRTH guidelines (2001) for preparation of

Bituminus Cncrt (BC) mixs.Table 2 Gradation adopted for Bituminous Concrete Mix

Sieve size (mm) Cumulative % Passing by weight of total aggregate

MoRTH(2001) Gradation (BC) Midpoint gradation

26.5 100 100

19 100-79 89.5

13.2 79-59 69

9.5 72-52 62

4.75 55-35 452.36 44-28 36

1.18 34-20 27

0.6 27-15 21

0.3 20-10 15

0.15 13-5 9

0.075 2-8 5


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The physical properties of aggregates (dolomite type)

are given in Table 3.

Table 3 Physical Properties of Aggregates

Property Value Specication(as per MoRTH,

2001)

Aggregate Impact Value

(%)

11.0 Max 24

Los Angeles Abrasion

value (%)

13.0 Max 30

Bulk Spcic gravity 2.847 --------------

5 RHEOLOGICAL TESTING OF BINDERS

Dynamic Shear Rheometer (DSR) was used to

evaluate complex modulus (G*) and phase angle(δ) valus, Zr Shar Viscsity (ZSV) and nn-

recoverable creep compliance value (Jnr )of the short

trm agd mdid bindr. Bindrs wr agd bindrs

in rlling thin lm vn (RTFo) fr shrt trm aging

as per ASTM D2872-04 before evaluating rheological

parameters.

5.1 Complex Modulus and Phase Angle

Cmplx mdulus (G*) and phas angl valus (δ)

were measured at an angular frequency of 10 rad/s

as per ASTM D7175-08. Table 4 shows the G*/ sin

(δ) valus at 60ºC tmpratur and crrspnding

Performance Grade (PG) for different types of

mdid bindrs.

Table 4 G*/sin (δ) Values for Different Short Term

Aged Binders @ 60ºC

Binder Type G*/ sin δ (kPa) PG grade

MB-I 14.57 PG 77

MB-II 11.30 PG 74

MB-III 7.93 PG 71MB-IV 11.85 PG 74

MB-V 7.45 PG 70

MB-VI 8.47 PG 71

MB-I bindr, which is rlativ stiff, has highr G*/

sin (δ) cmpard t thr bindrs and crumb rubbr

mdid bindr has lwr valu. Thr is a gratr

variatin in this valu fr MB-II t MB-V bindr

collected from different sources indicating the

incnsistncy f th quality f mdid bindr and

this may be due to different sources of the base binder

and prcntag f mdir usd that is unknwn.

5.2 Zero Shear Viscosity (ZSV)

For zero shear viscosity values of different short

term aged binders, oscillation test was performed at

an angular frquncy f 0.1 rad/sc (Lin t al 1995;

Andrsn t al 2002; Rw, 2002). Tabl 5 shws th

zero shear viscosity values of binders measured at

60ºC.

Table 5 Zero Shear Viscosity for Different Types

of Binders @60ºC

Binder TypeZero Shear

Viscosity (Pa-s)

MB-I 3888

MB-II 3692

MB-III 1835

MB-IV 2696

MB-V 1521

MB-VI 1805

5.3 Non-Recoverable Creep Compliance Value(Jnr

) from MSCR Test

The MSCR test was performed on the different types

of binders at 100 Pa and 3200 Pa stress level as per

ASTM D7405-10a (2008). Figs. 1 and 2 show the

variation of strain with time for 100 Pa and 3200 Pa

strss lvl rspctivly fr MB-VI.

Fig. 1 Variation of Strain with Time at 100 Pa Stress Level

fr Mdid Bindr (MB)-VI


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fr Mdid Bindr (MB)-VI

Th variatin f strain with tim fr mdid bindr

(MB)-II at 100 Pa and 3200 Pa strss lvl is shwn inFigs. 3 and 4 respectively.


fr Mdid Bindr (MB)-II


fr Mdid Bindr (MB)-II

Frm Figs. 1 and 2, it appars that mdid bindr

(MB)- VI has shwn a rapid incrmnt in strain valu

at 3200 Pa stress level as compared to 100 Pa stress

level. From Figs. 3 and 4, it can be seen that the

incrmnt in strain valu fr MB-II at bth strss lvl

is lss than MB-VI. Frm Figs. 2 and 4, it is clar that

at high strss lvl (3200 Pa) th MB-II has shwn

highr rcvrabl strain as cmpard t MB-VI.

So, for evaluating the rutting performance of binder,

the testing of binder at high stress represents better

indicator of the rutting.

Fig. 5 shows the process of calculation of non-

recoverable creep compliance value for one cycle of

mdid bindr (MB)-II at a strss lvl f 3200 Pa.The process is repeated for a ten times and average

of ten cycles is taken as a non-recoverable creep

compliance value for that particular stress level.

Similarly the non-recoverable creep compliance

values of other binders are calculated.

Fig. 5 Determination of Non-Recoverable Creep (Jnr )

Compliance Value

The non-recoverable creep compliance obtained from

the MSCR test for 100 Pa and 3200 Pa stress level for

different binders is given in Table 6.

The Jnr -diff indicates the stress sensitivity of binders

and if the ratio is greater than 0.75 then binder is

considered as stress sensitive (AASHTO 70-09, 2009).

Frm Tabl 6 it is clar that MB-VI bindr is highly

stress sensitive compared to other binders.


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Table 6 Non-Recoverable Creep Compliance (Jnr

) for Different Types of Short Term Aged Binders @60ºC

Binder Type 100 Pa 3200 Pa Jnr-diff

= (Jnr

3200 – Jnr

100)/Jnr

100Jnr

(kPa-1) Jnr

(kPa-1)

MB-I 0.0852 0.0993 0.1682MB-II 0.1456 0.1729 0.1872

MB-III 0.1674 0.2274 0.3278

MB-IV 0.2047 0.2516 0.2289

MB-V 0.2023 0.2888 0.3541

MB-VI 0.1247 0.4842 2.8819

Thugh bindrs (MB-II t MB-V) blng t n

catgry f mdid bindr, ths bindrs ar

collected from different sources. The variation in

viscosity of base binder, polymer chains and extentof polymer network established in the binders may be

different for binders collected from different sources

(due to variation in source of base binder, mixing

procedure and mixing timing). So rate of slippage and

disentanglement of polymer chains may be different

for binders collected from different sources, which

causes the variation in Jnr

values between these

mdid bindr sampls.

6 EVALUATION OF BITUMINOUS MIXES

Cylindrical samples of bituminous mixes

(100 mm dia) wr prpard at optimum Bindr

Cntnt (oBC) and usd fr rutting valuatin undr

wheel tracker. The specimens for testing are compacted

by Marshal method. To minimise the difference involumetric properties, the samples with air voids

ranging from 4±0.5% are selected for rutting testing.

The criteria adopted for selection of bituminous mix

for testing was range of air voids(4±0.5%), so

variatin in stability is nt cnsidrd. Th oBC

values of the bituminous concrete mixes along with

mix paramtrs such as air vids, w valu, stability,

VMA and VFB wr calculatd and rsults ar

shown in Table 7.

Table 7 Properties of Bituminous Concrete Mix

Property of mix Type of binder used to prepare mix Specication

(MoRTH, 2001)MB -I MB -II MB -III MB-IV MB -V MB -VI

Stability, kN 16.7 14.4 16.4 17.0 15.5 14.9 9.0

Flow, mm 4.1 4.0 4.1 4.0 3.9 4.1 2 - 4

Air voids % 4.4 4.15 4.1 4.3 4.45 3.95 3- 6

VMA % 15.0 14.7 14.7 15.2 15.6 14.9 ----

VFB % 70.6 71.8 72.0 71.7 71.4 73.5 65-75

oBC 5.2 5.0 5.1 5.1 5.0 5.2 5.0 (min)

From the above table, it is observed that optimum

binder content for all the mixes is around 5.0% by

weight of mix and other properties of the mix are

satisfying th MRTH Spcicatins (2001).

The indigenously developed IIT KGP Rut Tester was

used to perform the rutting test on the bituminous mix

samples prepared at optimum binder content (Reddy

and Reddy, 2011). The test was performed at 60ºC,

which is the generally highest pavement temperature

in India during summer. 2000 N load was applied for

a 5000 back and forth repetitions of steel wheel of

50 mm diameter. 5000 cycles are chosen for relative

cmparisn f mixs as thr ar n spcicatins

available in India for rutting evaluation. Three samples


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were prepared and tested to include the sample

variation for each type of bitumen. Details of IITKGP

rut tester and testing procedure adopted is described

elsewhere (Reddy and Reddy, 2011). Table 8 shows

the rutting values for bituminous mixes at 60ºC.

Table 8 Rutting Values of Bituminous Mixes at 60ºC

Binder Mean Rut Depth

(mm)

Std(mm) COV(%)

MB-I 5.53 0.52 9.4

MB-II 5.90 0.56 9.5

MB-III 6.13 0.57 9.3

MB-IV 6.93 0.63 9.1

MB-V 7.14 0.59 8.3

MB-VI 7.30 0.43 5.9

Note : Std-Standard Dviatin, CoV%- Prcnt Cfcint f

Variation

Sampls with MB-VI, MB-IV and MB-V gav mr

rut depth compared to other binders indicating less

resistance of rutting.

7 CORRELATIONS BETWEEN MIX

RUTTING AND BINDER RUTTING

PARAMETERS

The correlations between rutting measured in

bituminous mix and binder rutting parameters both

measured at 60ºC are shown in Figs. 6 to 9.

Fig. 6 Crrlatin Btwn Rutting f Mix and G*/ sin (δ)

Fig. 7 Crrlatin Btwn Rutting f Mix and Zr Shar

Viscosity

Fig. 8 Crrlatin Btwn Rutting f Mix and

Non-Recoverable Creep (Jnr ) @ 100 Pa

Fig. 9 Crrlatin Btwn Rutting f Mix and

Non-Recoverable Creep (Jnr ) @ 3200 Pa

From the above, it is observed that Jnr value of binder

measured at 3200 Pa is correlate well to rutting as

cmpard t G*/sin δ and zr shar viscsity valu.

The zero shear viscosity has shown a better correlation

with rutting as cmpard t G*/ sin (δ). Th crrlatin


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TECHNICAL PAPERS


between rutting and Jnr

of binder measured at 100 Pa

is weak due to testing at low stress level which is

not useful for evaluating the non-linear behaviour of

mdid bindrs.

8 CONCLUSIONS

The study was carried to identify a binder parameter

that would better represent rutting susceptibility and

relates well with rutting performance of bituminous

mixs. Fr diffrnt mdid bindrs cnsidrd in

the study, non-recoverable creep compliance (Jnr )

obtained from the multiple stress creep and recovery

testing of binders at 3200 Pa has better correlation with

bituminous mix rutting followed by zero shear viscosity

and G*/ sin (δ) has crrlatd prly. Thrfr frmth limitd study cnductd n diffrnt mdid

binders, non-recoverable creep compliance parameter

of the binder appears to be better indicator of rutting

suscptibility f mdid bindrs.

REFERENCES

1. AASHTo TP70-09 (2009). “Standard Mthd f Tst fr

Multiple Stress Creep Recovery (MSCR) test of asphalt

binder using a Dynamic Shear Rheometer”, American

Association of State and Highway Transportation

ofcials.

2. Anderson D.A., Le Hir Y.M., Planche J.P., Martin

D. (2002). “Zr shar viscsity f asphalt bindrs”,

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Rsarch Bard, Washingtn, D.C., pp. 54-62.

3. ASTM D2872-04 (2004). “Standard tst mthd fr

ffct f hat and air n a mving lm f asphalt (Rlling

thin-lm vn tst).” Amrican Scity fr Tsting and

Materials.

4. ASTM D7175-08 (2008). “Standard tst mthd fr

determining the rheological properties of asphalt binder

using a Dynamic Shear Rheometer”, American Societyfor Testing and Materials. ASTM International. 100

Barr Harbur Dr. Po bx C700 Wst Cnshhckn,

Pennsylvania.

5. ASTM D7405-10a (2010). “Standard tst mthd fr

Multiple Stress Creep and Recovery test (MSCR) of

asphalt binder using a Dynamic Shear Rheometer”,

American Society for Testing and Materials. ASTM

Intrnatinal. 100 Barr Harbur Dr. Po bx C700 Wst

Conshohocken, Pennsylvania.

6. Bahia H.U., Zhai H., Zng M., Hu Y., and Turnr P.

(2001). “Dvlpmnt f bindr spcicatin paramtrs

based on characterization of damage behavior.” Journal

of Association of Asphalt Paving Technologists, Vol. 70,

pp. 442-470.

7. Bhasin A., Buttn J.W., and Chwdhury A.

(2004).“evaluatin f simpl prfrmanc tsts n

HMA mixtures from the South Central United States”,

Report No. FHWA/TX-03/9-558-1, Texas Department of

Transportation.

8. Clyn, T. R , and Marastanu, M.o. (2004). “Invntry f

Prprtis f Minnsta Crtid Asphalt Bindrs.” nal

report, Minnesota department of transportation.

9. D’angelo J., Kluttz R., Dongre R., Stephens K. and

Zanztt L (2007). “Rvisin f th Suprpav high

tmpratur bindr spcicatin: Th Multipl Strss

Creep Recovery Test”, Journal of Association of Asphalt

Paving Technologists, Vol. 76, pp. 123-162.

10. D’angl (2010). “Nw high-tmpratur bindr

spcicatin using multipl strss crp and rcvry”,

Transportation Research Circular E-C147, pp. 1-13.

11. Drssn S., Planch J.P.and Gardl V (2009). “A nw

performance related test method for rutting prediction:

MSCRT.” Advanced Testing and Characterization of

Bituminus Matrials-Lizs, Partl, Scarpas and Al-

Quadi (ds), Taylr and Francis Grup, ISBN 978-0-415-

55854-9.

12. IRC:SP:53-2010. “Guidlins n us f Mdid Bitumn

in Road Construction.” 2nd revision, Indian Roads

Congress, New Delhi, India.

13. IS:15432-2004. “Plymr and rubbr mdid bitumn-

Spcicatin, Burau f Indian Standards, Nw Dlhi.

14. Lahy R.B., and Quintus H.V. (1994). ”Validatin

f rlatinship btwn Spcicatin Prprtis and

Performance”, Report No.A-409, Strategic Highway

Rsarch Prgram, Transprtatin Rsarch Bard,

Washington D.C.

15. Lin, M.S., Davisn, R. R., Glvr, C. J. and Bullin, J.

A. (1995). “effcts f asphaltn n asphalt rcycling

and aging”, Transportation Research Record No. 1507,

Transprtatin Rsarch Bard, Washingtn, D.C.,

pp. 86–95.

16. Marasteanu M.O., Clyne T., McGraw J., Li X., and

Vlasquz R. (2005). “High tmpratur rhlgical

properties of asphalt binders”, Transportation Research


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Rcrd N. 1901, Transprtatin Rsarch Bard,

Washington D.C, pp.52-59.

17. MRTH (2001), Spcicatin fr Rads Wrks and

Bridgs, Ministry f Rad Transprt and Highways,

4th edition, New Delhi, India.

18. Ra S.K., Das J.K., and Rychwdhury P. (2007), “Asphalt

mix design- Refusal mix density approach for heavily

trafckd rads ”, Jurnal f Indian Rads Cngrss,

Vol. 68, No. 1, pp. 53-64.

19. Rddy K.S (2007), “Rprt n invstigatin f rutting

failure in some Sections of National Highway-2 between

KM. 317 to KM. 65”, Transportation Engineering Sections,

Department of Civil Engineering, IIT Kharagpur, India.

20. Rddy, I.S. and Rddy M.A (2011). “Lw cst dvic fr

evaluating rutting characteristics of bituminous mixes”,

Journal of Indian Roads Congress, New Delhi, Vol.39 (3),

pp. 51-62.

21. Rink G. (2010). “Us f Hamburg rut tsting data t

validate the use of Jnr as a performance parameter for

high-temperature permanent deformation”, Transportation

Research Circular e-c147, pp. 14-24.

22. Rowe, G. M., D’Angelo, J. A. and Sharrock, M. J.

(2002). “Us f zr shar viscsity as a paramtr fr

th high tmpratur bindr Spcicatin paramtr”,

3rd Intrnatinal Sympsium n Bindr Rhlgy and

Pavement Performance, September 23-24, Texas.

23. Tabataba N. and Tabataba H.A. (2010). “Multipl

stress creep and recovery and time sweep fatigue Tests:

Crumb rubbr mdid bindr and bituminus mixtur

performance”, 89th Transprtatin Rsarch Bard

Annual Meeting, Washington, D.C., pp. 1-15.

24. Wst, R.C., Watsn, D.e. and Turnr P (2010). “ Mixing

and compaction temperatures of asphalt binders in hot-mix

asphalt”, NCHRP Report-648, Transportation Research

Bard, Washingtn, D.C.

25. Zhang X., Zu, G. and Xu J(2009).”Masurmnt f

zero shear viscosity”, International Journal on Pavement

Research and Technology, Vol.2, No.1, pp.33-36.

26. Zrb S.e., Castr-Gms J.P., olivira L. A. and

o’Cnnll J (2012). “Invstigating th multipl strss crp

and recovery bitumen characterisation test,” Construction

and Building Matrials, Vl. 30, pp 734-745.


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RUTTING CHARACTERISTICS OF 40 MM THICK BITUMINOUS

CONCRETE MIX WITH PLAIN AND MODIFIED BINDERS AT

VARYING TEMPERATURES USING TREADED WHEEL

K IRAN K UMAR V.* & GANESH K.**

* PG student in Transportation Engg. & Management,

** Assistant Professor, Dept. of Civil Engineering,

ABSTRACT

This paper presents the investigation of rutting characteristics of

bitumn mixs using plain bitumn (VG-10) and mdid bindrs

(CRMB-60 and PMB-70). Th rprt will b f particular intrst

to engineers in the public and private sectors with responsibility

for the design, construction, maintenance and rehabilitation of

HMA pavements.

The present work is aimed at understanding the properties of mix

and th machin paramtrs which inunc th dfrmatin

causing ruts for mixes.

The rutting was caused on the beam specimens prepared in the

labratry. Th study includs th inunc f diffrnt typs f binders, air voids, temperature variation along with an applied

load on the rutting characteristics.

Th rsults ar analyzd and fund that mdid bindrs hav

highr rsistanc t rutting cmpard t plain bindrs. PMB-70

bindrs prfrm bttr than VG-10 and CRMB-60 bindrs undr

the laboratory induced applied pressure and number of passes.

1 INTRODUCTION

1.1 General

Rutting is a longitudinal depression or groove in the

wheel tracks. The ruts are usually of the width of

wheel path. Swerving from a rutted wheel path at high

speed can be dangerous. Accumulation of water in the

depressions can cause skidding. Rutting may or may

not be accompanied by adjacent bulging of the road

surface, which may give some indication of the depth

of the source of failure.

More than 80 percent of the roadways in the world

ar xibl (asphalt cncrt) pavmnts. Pavmnt

rutting not only decreases the road service life but also

creates a danger for the safety of road users. In recent

yars, pavmnt rutting rat has incrasd signicantly

du t cnstant trafc intnsity incrmnt. Du t

these solicitations, bituminous layers can quickly

attain their permanent deformation limit resistance and

this phenomenon can lead to a pavement depression,

located in the tyre road contact surface.

The purpose of this paper is to present a methodology

to estimate the rutting of bituminous pavements and

to be able to predict the rutting risk considering the

bituminous mix rutting resistance characteristics

obtained with the Laser Particle Counter (LPC)

trafc simulatr and taking int accunt th trafc

and nvirnmntal charactristics. Th trafccharactristics ar rprsntd by th ttal havy trafc

expressed in Equivalent Single Axle Loads (ESAL)

passed on the pavement during the service period

and the speed adopted by these heavy vehicles on the

considered section. The environmental characteristic

is represented by the pavement temperature at two

centimetres depth. The developed model starts from

th widly usd mpirical rutting frmula R=ANB

and its xprimntally dtrmind cfcints. Th

general concept of the model is to start from the

generalized rutting formula and to apply it to thereal rutting behavior that occurs in pavements. For

this purpose, observations and material analysis of

eleven in place pavements were made. The model was

calibrated using these eleven different bituminous

mixs and vrid intrducing th charactristics

of four in place bituminous mixes not considered in

the initial calibration phase. The developed model

gives rut depths values after having determined

material and site characteristics and presents a good

crrlatin cfcint with vry satisfactry rsults inits vricatin phas with additinal matrials.

Road maintenance is one of the important components

of the entire road system. The maintenance operations

BMS Cllg f enginring, Bangalr


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involve the study of road condition, analysis of

problems and adopting the most suitable maintenance

steps. Even if the highways are well designed and

constructed, they require maintenance of pavements

(xibl pavmnts).

A xibl pavmnt failur is dnd by frmatin f

pot holes, ruts, cracks, depressions and settlements.

Failure of wearing course are observed due to lack of

proper mix design, improper gradation of aggregates,

inadequate binder content and inferior type of binder,

results in a poor bituminous surfacing. The failure of

any one or more components of the pavement structure

develops the waves and corrugations on the pavements

surface or longitudinal ruts and shoving.

For years, researchers and practitioners alike in

the pavements and materials industry have been

performing forensic investigations to determine

the origin of HMA permanent deformation failures.

Usually, th invstigatins invlv trafc cntrl,

cring, xcavatin, and signicant matrials tsting

inconvenient for road users. A method of estimating

the contribution of individual pavement layers to

rutting frm analysis f transvrs surfac prls

would provide the industry with an extremely valuable

analytical tool. Additionally, such a method couldsave tax payers much of the costs associated with

typical forensic investigations. It would also provide

highway engineers with information necessary for

selecting appropriate maintenance, rehabilitation, or

reconstruction alternatives.

The objectives of this project were to

1. To study the relationship between Rut Depth

and Number of Passes for varying Temperature

in Bituminus Cncrt Mix Plain and Mdid

binders

2. To compare the Rutting behavior of Plain and

Mdid bituminus Cncrt mixs with Air

voids using Treaded Wheel.

3. To study the rutting behavior of 40 mm

thick Bituminus Cncrt layr fr varying

temperature using treaded wheel.

4. To compare the rutting behavior of Plain

and mdid Bituminus mixs fr varying

thicknss f Bituminus Cncrt layr.

1.2 Problems of Rutting(1)

Permanent deformation (rutting) is one of the major

distress causing failure of asphalt concrete pavements.

Rutting not only decreases the road service life but

also creates a danger for the safety of road users. It

is du t havy truck trafc, incrasd whl lads,

and use of high pressure radial tires which increase

the problem of rutting of asphalt pavements in India.

Failure of wearing course is observed due to heavy

channld trafc, inadquat cmpactin f th mix

at the surface or in the underlying courses duringconstruction, lacking in the stability of mix to support

th trafc and lading t plastic mvmnt latrally

undr trafc, imprpr gradatin f aggrgats,

inadequate binder content and inferior type of binder.

Fig. 1 Sketch above Showing Permanent Deformation in the

Flexible Pavement

1.3 Solutions to Prevention of Rutting(2)

The addition of polyethylene improves the resistance

of bituminous binders and mixtures. Provision of


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TECHNICAL PAPERS


adquat drainag, us f Plymr mdid bindrs

have been found to be effective and use of quality

design, aggregate and liquid asphalt can prevent

rutting in bituminous pavements. When polyethylene

is used as additive, it is highly resistant to oxidationand other forms of environmentally induced distress

thus preventing rutting.

2 PRESENT INVESTIGATIONS

The present investigation is focused on the effect of

rutting characteristics of bituminous concrete mix

with mdid bindrs (PMB-70 & CRMB-60) and

normal bitumen (VG-10) for beam specimen using

optimum binder content, different parameters like

applied pressure, volume of voids, number of passes,varying temperature for bituminous concrete mix.

2.1 Methodology

● T dtrmin th ffcts f rutting by

moving a hard molded rubber wheel on

the bituminous concrete surface using

Immersion Wheel Tracking Equipment

(IWTE).

● T dtrmin th dpth f rut n th bam

specimen by allowing number of passes

of the wheel under an applied pressure.

● T dtrmin th ffcts f rutting, by

using optimum binder content for plain

bitumn VG-10 and fr mdid bindrs

PMB-70 and CRMB-60.

2.2 Materials Used in the Study

● Th diffrnt matrials usd in th study

ar aggrgats, cnvntinal and mdid

binders. Granite aggregate available in

th quarry nar Bangalr was slctd.

The Proportion of aggregates 20 mm,

12.5 mm, 6 mm and Crusher dust are

29%, 20%, 23% and 28% respectively

which is usd as a llr matrial fr th

preparation of rutting beam specimens.

The Type of binders used in the study

are VG-10 grade as a Conventional

Bindr, CRMB-60 and PMB-70 grad as

Mdid Bindrs.

Table 1 Properties of Aggregates

S. No. Test Property Obtained

Values

MoRT&H

Specications

Clause 509.2

1 Abrasion Value 24 Max. 40

2 Impact Value 14 10-30

3 Combined Value

(Flakiness and

elongation Index)

22 Max. 30

4 Spcic gravity

of Aggregates

2.62 2.6-2.8

5 Crushing Value 20 Max. 45

2.3 Obtained Gradation

The different sizes of aggregates, that is, 20 mm,

12.5 mm, 10 mm, 6 mm and dust are selected from

the heap and the sieve analysis is done to obtain the

individual gradation of these aggregates. Then by

trial and error method, by using the Microsoft excel,

the desired gradation for bituminous concrete wereobtained to match the midpoint gradation as shown in

Tabl 2. Plain bitumn f grad VG-10 and mdir

PMB-70, CRMB-60 wr usd fr th study and th

physical properties of the aggregates should meet

the requirement as given in Table 1. The gradation

obtained for bituminous concrete mix is shown in

Fig. 2.

Fig. 2 Gradatin obtaind fr Bituminus Cncrt Mix


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Table 2 Aggregate Gradation of Bituminous Concrete Mix

S. No. Sieve Size

(mm)

% Passing Obtained Gradation Desired Gradation

20 mm

(29%)

12.5 mm

(20%)

6 mm

(23%)

Dust

(28%)

Lower

Limit

Upper

Limit

1 26.5 100 100 100 100 100 100 100

2 19 75.05 100 100 100 92.76 79 100

3 13.2 1.625 100 100 100 71.47 59 80

4 9.5 0.15 48.75 100 100 60.79 52 75

5 4.75 - 3.6 35.8 100 36.95 35 55

6 2.36 - 0.45 22.6 99.2 33.06 28 50

7 1.18 - 0.35 20.7 79.2 27.01 20 35

8 0.6 - 0.30 20.4 70.4 24.46 15 30

9 0.3 - 0.25 20.1 53.2 19.57 10 20

10 0.15 - 0.2 19.4 17.6 9.43 5 1011 0.075 - 0.1 18.7 0.2 4.38 2 8

Table 3 Physical Properties of Bitumen12

S. No. Properties Test Method

1 Penetration

(100 g, 25°C, 5 s)

IS:1203 - 1978

2 Softening point IS:1205 - 1978

3 Ductility at 25°C IS:1208 - 1978

4 Spcic gravity IS:1202 - 1978

5 Flash and r pint (°C) IS:1206 - 1978

2.4 Properties of Modied Binder

Plymr and Rubbr Mdid Bitumn ar rfrrd as

Mdid Bindrs, which ar btaind by incrprating

thermoplastic synthetic thermo hardening resins and

powdered rubber from scrap truck tires also called

lastmrs in rdinary Bitumn. Mdid bindrs

have the ability to offer improved performance over

cnvntinal bindrs. Whn th abv mdirs

are used in bitumen, it should have the following prprtis;

B cmpatibl with bitumn

B capabl f bing prcssd by

conventional mixing and laying

machinery

Resist degradation of bitumen at mixing

temperature

Maintain premium properties during

storage, application and in-service

Produce coating viscosity at application

temperature

B cst ffctiv n lif cycl cst basis

Table 4 Properties of Plain and Modied Binders(8, 12)

Properties VG-10 CRMB-60 PMB-70

Penetration (0.1 mm) 82 42 62

Ductility (cm) 89 65 45

Softening Point (ºC) 48 84 89

Spcic Gravity 1.0 1.07 1.12

Flash & Fire point (ºC) 279&292 276 & 310 270 & 295

Elastic Recovery of Half

Thread in Ductilometer at

15ºC, %

- 60 79

Separation Difference in

Sftning pint, R&B, ºC

- 3.6 1.3

Thin Film Oven test (TFOT) on ResidueLoss in Weight, % - 0.37 0.29

Penetration of Residue at

25ºC, 0.1 mm, 100g, 5 sec

- 24 26

Increase in Softening

Pint, R&B, ºC

- 3.4 0.8

Elastic Recovery of Half

Thread in Ductilometer at

25ºC, %

- 58 62


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2.5 Technical Specication of Immersion Wheel

Tracking Equipment(3, 4)

This equipment has been designed by Dr. K. Ganesh

(Asst. Professor, Dept of civil Engineering) under the

guidance of Dr. R. Satyamurty (Professor in Highway

Technology ,VTU) and Dr. H.S. Jagadeesh (Professor,

Dpartmnt f Civil enginring), BMS cllg f

Engineering.as shown in Fig. 3.

Fig. 3 View of Immersion Wheel Tracking Equipment

2.6 Procedure and Operating Instructions

Fig. 4 Wheel Tracking Equipment

i) Preparation of the specimen(11)

Weigh the required, sizes and quantities

of aggregates, according to the proportion

found by Rothfutch’s method.

● 20 mm and dwn siz (29%),



● Crushr dust (28%),

● optimum Bitumn cntnt

(5.93%),

Pour all the weighed and mixed aggregates

in the pan and heat the aggregates up to

150-170°C.

Add bindr as pr oBC (150-165ºC) and

mix it and heat to the required temperature

of mix which should be between 140ºC

to 160°C.

The bituminous mix is poured in a pre-

heated mould of size 600 mm x 100 mm

x 40 mm (pouring temperature should be

between 100ºC to 145ºC).

The mix is compressed at constant rate

of loading of 4 tonnes per minute using

Universal Testing Machine (UTM) to

obtain a required thickness of 40 mm.

The photographic view of ImmersionWheel Tracking Equipment and its

schematic diagram for recording rut depth

are shown in Figs. 3 and 4 respectively.

3 ANALYSIS OF TEST RESULTS

3.1 General

The beams of 600 mm x 100 mm x 40 mm thickness

prepared from the bituminous concrete mix were

subjected to rutting at varying temperature and

environment using the Immersion Wheel Tracking

equipment. The variables considered are the mix

charactristics dnd by air vids (Vv) f mix,

number of passes of the roller and applied pressure

on the roller. The binders used are plain bitumen

(VG-10) and mdid bindrs (CRMB-60 and

PMB-70). Th Rsults btaind ar summarizd and

analyzed as given below.


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3.2 Analysis of Rut depth and Number of Passes

for 40 mm thick Bituminous Concrete mix

using Conventional and Modied binders at

varying temperatures

The rut depth was recorded for maximum number of passes upto 20 mm (failure rut depth) for 40 mm thick

bam spcimns f Bituminus Cncrt mix prpard

with different binders. The rut depth was recorded for

vry v hundrd passs upt failur rut dpth f

20 mm & given in Table 5. Graphs have been plotted

between rut depth versus number of passes which isshown in Fig. 5 through Fig. 7.

Table 5 Rut Depth Versus Number of Passes of Bituminous Concrete Mix

Number

of

Passes

RUT DEPTH (mm)

VG-10 CRMB-60 PMB-70

30°C 35°C 40°C 45°C 50°C 30°C 35°C 40°C 45°C 50°C 30°C 35°C 40°C 45°C 50°C

0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0

500 4.86 5.42 6.08 6.69 7.1 4.57 5.05 5.45 5.99 6.58 3.75 4.38 4.78 5.68 6.31

1000 7.03 7.73 8.61 9.52 10.78 6.43 6.89 7.46 7.99 9 5.27 6.09 6.87 7.87 8.68

2000 10.54 11.37 12.42 13.18 14.44 8.58 9.24 9.84 10.47 11.37 7.09 8.08 8.99 10.26 11.24

3000 13.68 14.56 15.56 16.14 17.62 10.53 11.22 12.21 12.66 13.56 8.71 9.92 10.86 12 12.81

4000 16.1 17.18 18.43 19.09 20(3679) 12.38 13.3 14.2 14.58 15.69 10.58 11.86 12.94 14.46 15.64

5000 18.38 20(4840) 20(4550) 20(4166) 14.2 15.21 16.12 16.61 18 12.28 13.85 15 16.37 17.76

6000 20(5644) 15.66 16.99 17.98 18.95 20(5705) 14.17 15.98 17.15 18.64 20(5933)

7000 17.51 19.08 19.77 20(6422) 16 17.94 19.26 20(6683)

8000 19.47 20(7500) 20(7025) 17.79 19.51 20(7373)

9000 20(8230) 19.6 20(8250)

10000 20(9199)

Fig. 5 Rut Dpth Vrsus Numbr f Passs f Bituminus

Cncrt Mix Using VG-10 Grad Bindr


Cncrt Mix Using CRMB-60 Grad Bindr


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Cncrt Mix Using PMB-70 Grad Bindr

3.3 Analysis on Air Voids versus Rut depth at

different temperatures using various binders

for 40 mm thick Bituminous Concrete mix

Bituminus Cncrt (BC) mix prpard with variustypes of binders and at different temperatures, resulted

in different air voids content (Vv) due to the inherent

mix characteristics viz. size of the aggregates,

compaction procedure etc. The specimens for each

type of binder were tested for rut depth (mm) versus

air voids (Vv) as given in Table 6 and the graphs are

plotted between rut depth (mm) versus air voids (Vv)

as given in Fig. 8. The air voids were determined from

the weight in air, weight in water basis and obtained

during the casting of the beam specimens.

Table 6 Rut Depth Versus Air Voids

S. No. Type of

Binder

Temp

ºC

Rut Depth (mm)

at 3000 Passes

Air voids

(Vv) %

1 VG-10 30 13.68 3.71

35 14.56 3.87

40 15.56 3.99

45 16.14 4.13

50 17.62 4.57

2 C R M B -

60

30 10.53 4.01

35 11.22 4.13

40 12.21 4.2

45 12.66 4.34

50 13.56 4.57

3 PMB-70 30 8.71 4.24

35 9.92 4.36

40 10.86 4.48

45 12.00 4.61

50 12.81 4.72

Fig. 8 Rut Depth (mm) Versus Air Voids (%)

3.4 Analysis on Effect of Thickness on theNumber of Passes at failure of Bituminous

Concrete mix

The effect of thickness on rutting characteristics

of bituminous concrete mix for 40 mm, 75 mm and

100 mm thickness are given in Table 7. Relevant

plots are shown in Fig. 9 through Fig. 11 for different

binders. The rutting test results for 75 mm and

100 mm thick Bituminus Cncrt mix wr

obtained from the previous studies(13, 14).

Fig. 9 Number of Passes and Temperature of

Varying Thicknss f Bituminus Cncrt Mix Using

VG-10 Grad Bindr


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Fig. 10 Number of Passes and Temperature of Varying

Thicknss f Bituminus Cncrt Mix Using CRMB-60

Grad Bindr

Fig. 11 Number of Passes and Temperature of Varying

Thicknss f Bituminus Cncrt Mix Using PMB-70

Grad Bindr

Table 7 Relation Between Number of Passes and Thickness of Bituminous Concrete Mix

Temperature

of mix, ºC

Number of Passes at maximum Rut depth of 20mm for thickness of

40 mm 75 mm 100 mm 40 mm 75 mm 100 mm 40 mm 75 mm 100 mmVG-10 VG-10 VG-10 CRMB-60 CRMB-60 CRMB-60 PMB-70 PMB-70 PMB-70

30 5644 4749 4575 8230 7815 7634 9199 8388 8241

35 4840 4520 4227 7500 6581 6350 8250 7525 7367

40 4550 4122 3783 7025 6357 5794 7373 6756 6533

45 4022 3753 3205 6422 5462 5322 6683 6012 5653

50 3679 3350 2800 5705 5012 4630 6103 5507 5104

3.5 Analysis of Number of Passes Versus

Temperature at Failure Rut Depth of 20 mm

Using Conventional and Modied BindersTh Rutting charactristics f Bituminus Cncrt

mixs using Cnvntinal and Mdid bindrs fr

temperature at 30°C (Room temperature) to higher

temperature of 50°C using all the binders were

analyzed upto failure rut depth of 20 mm. As the

temperature was increased from 30°C to 50°C, the

number of passes varied as given in Table 8. Relevant

plot for the above analysis is shown in Fig. 12.

Table 8 Number of Passes Versus Temperature

Temperature, °C Number of Passes at Failure RutDepth (20 mm)

VG-10 CRMB-60 PMB-70

30 5644 8230 9199

35 4840 7500 8250

40 4550 7025 7373

45 4022 6422 6683

50 3679 5705 5933

Fig. 12 Numbr f Passs Vrsus Tmpratur f Bituminus

Concrete Mix

4 DISCUSSIONS ON TEST RESULTS

4.1 General

The Rutting tests were conducted on 40 mm thick

Bituminus Cncrt bams with 7.2 kg/cm2 tire

pressure at varying temperatures from 30°C to 50°C

and using thr diffrnt Bindrs VG-10, CRMB-60

and PMB-70. It has yildd th data fr discussins

as given below.


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TECHNICAL PAPERS


4.2 Effect of Binder on the Rutting

Characteristics for 40 mm Thick

Bituminous Concrete Mix

From Table 5 and Figs. 5 to 7 the Rut Depth and

Number of Passes depends on the type of the binder and

temperature. Comparing the Rutting Characteristics at

Rm Tmpratur(30°C), Bituminus Cncrt mix

with Cnvntinal VG-10 Bindr has faild (20 mm

Rut dpth) at 5644 passs, CRMB-60 at 8230 and

PMB-70 at 9199 numbr f passs, th prcntag

increase compared to VG-10 is 45.82 percent for

CRMB-60 and 62.99 prcnt fr PMB-70. This shws

that th PMB-70 grad bindr mix is mr rsistanc

to rutting. Similarly increasing trend is observed at

other temperatures also.

4.3 Effect of Temperature on Rutting

Characteristics for 40 mm Thick Bituminous

Concrete Mix

From Table 7 and Fig. 12 the Rutting characteristics

f Bituminus Cncrt mixs using Cnvntinal

and Mdid bindrs fr varying tmpraturs

indicated that resistance to rutting decreases as

temperatures increases. At 30°C (Room temperature),

th Bituminus Cncrt with cnvntinal VG-10 bindr has faild at 5644 passs, CRMB-60 at 8230

and PMB-70 at 9199 numbr passs, th prcntag

increase compared to VG-10 is 45.82 percent, for

CRMB-60 and 62.99 prcnt fr PMB-70. At highr

tmpratur f 50°C Bituminus Cncrt mix with

Conventional VG-10 binder has failed at 3679 passes,

CRMB-70 at 5705 passs and PMB-70 at 5933 passs,

the percentage increase compared to VG-10 is 55

prcnt fr CRMB-60 and 61.2 prcnt fr PMB-70

binder.

4.4 Effect of Thickness on Rutting

Characteristics for 40 mm Thick

Bituminous Concrete Mix

The data available on rutting characteristics of

bituminous concrete mix for 75 mm and 100 mm

are compared with present data of 40 mm thick.

Relevant plot is shown in Figs. 9 to 11 for different

bindrs. Bituminus cncrt mix using VG–10,

CRMB-60 and PMB-70 shws th sam trnd f

decrease in number of passes with increases in

temperature.

From Table 6 for conventional binder of grade VG-10

the number of passes to failure i.e. 20 mm rut depth

decreases with bituminous concrete mix thickness,

for 40 mm at 30°C, the number of passes is 5644 and

for 100 mm it is 4575, the decrease is 18.94 percent,

fr CRMB-60 7.2 prcnt and fr PMB 10.4 prcnt.

As temperature increases to 50°C, the decrease

in number of passes to failure is 23.8 percent for

VG-10, 18.8 prcnt fr CRMB and 16.3 prcnt fr

PMB. Th diffrnc in numbr f passs is bsrvd

t b mr in cas f PMB fr 40 mm, 75 mm and100 mm compared toVG-10 which also suggest that

PMB is mr rsistant t rutting cmpard t thr

binders.

5 CONCLUSIONS

Basd n th analysis and discussins, th fllwing

conclusions on the rutting characteristics are

obtained

1. Cmparing th thr Bindrs VG-10, CRMB-

60 and PMB-70, th PMB-70 grad mdid

bitumen showed maximum resistance to

rutting.

2. As the temperature increases from 30°C to

50°C, the resistance to rutting decreases for

Bituminus Mixs using Cnvntinal and

Mdid grad bindrs.

3. The difference in number of passes is observed

t b mr in cas f PMB-70 grad bindr

for 40 mm, 75 mm and 100 mm thickness at20 mm failure rut depth compared to

VG-10 grade binder which also indicates that

PMB-70 grad bindr is mr rsistant t

rutting compared to other binders. The 40 mm

thick Bituminus Cncrt mix shwd highr

number of passes than 75 mm and 100 mm thick

bituminous Concrete mix using Conventional

and Mdid bindrs.


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TECHNICAL PAPERS


4. Rut dpth is als inuncd by air vids in th

mix and temperature of mix during testing in

the immersion wheel tracking device. As the

air voids increases, the rut depth also increases

which is independent of the type of binder inBituminus Cncrt mix.

6 ACKNOWLEDGEMENTS

The authors would like to thank Department of

Civil enginring B.M.S. Cllg f enginring,

Bangalr fr prviding th facilitis and xtnding

the help in different aspects of academia. Authors

would like to thank the reviewers for their constructive

comments and their suggestions.

REFERENCES

1. Fild trials f us f Mdid Bitumn in Flxibl

Pavements, Final Report, CRRI, New Delhi, (Nov-2000).

2. www.Pavementinteractive.org/article/laboratory-wheel-

tracking-devices/

3. K. Gansh, H.S. Jagadsh & R. Sathyamurty. “Dsign

of Automatic Immersion Wheel Tracking Equipment to

Masur th Rutting Charactristics f Bituminus Mixs

with Plain and Mdid Bindrs”, Highway Rsarch

Journal, January-June 2010.

4. I. Srinivasa Reddy and M. Amarnath Reddy, Indian

Highways “Lw Cst dvic fr valuating rutting

characteristics of bituminous mixes” March 2011.

5. Archilla A. R. & S. Madanat (1999a), “Dvlpmnt f

a Pavement Rutting Model from Experimental Data”.

Submitted for Publication at the Journal of Transportation

Engineering, American Society of Civil Engineers.

6. Pravn Mugalkhd “effct f Gradatin n th Rutting

Charactristics f Smi Dns Bituminus Cncrt

Mix” M.Tch rprt, Dpt. f civil ngg, B.M.S Cllg

of Engg , VTU, (June 2011).

7. V.K. Sinha, H.N Singh and Saurav Shkar “ Rutting inFlexible Pavements – A Case Study” paper No. 535 Indian

Highways, August 2010.

8. MRT&H, “Spccatin fr Rad and Bridg Wrks”,

Ministry of Road Transport & Highways, Fourth Revision,

2001.

9. NCHRP Rprt – 468 “Cntributins t pavmnt

Structural layers to Rutting of hot mix Asphalt pavements”

by THOMAS D. WHITE Mississippi State University

Starkville.

10. Hua J., and Whit T. (2002). “A study f Nnlinar

Tire Contact Pressure Effects on HMA Rutting”. Int. J.

Geomechanics, ASCE, 2(3), 353-376.

11. Dr. S. K. Khanna and Dr. C. e. G. Just, “Highway

Engineering” Eighth Edition, 2001.

12. Dr. S. K. Khanna, Dr. C. E. G. Justo and Dr. A.

Vraragavan (2009), “Highway Matrials and Pavmnt

Testing” Laboratory Manual, Revised Fifth Edition, Nem

Chand & Brs., Rrk 247 667, India.

13. Sunil Kumar Bli, “Studis n ffct f whl

cnguratin-tmpratur and typ f bindr n rutting

characteristics of bituminous concrete mix”, M.Tech

thsis, Dpartmnt f Civil enginring, B.M.S Cllg

f enginring, Bangalr, July 2012.

14. Satish B K,”Rutting studis n 100 mm thick bituminus

cncrt mix with plain and mdid bindrs at varying

temperatures”, M.Tech thesis, Department of Civil

enginring, B.M.S Cllg f enginring, Bangalr,

July 2012.


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A CONCEPTUAL APPROACH FOR URBAN PAVEMENT

MAINTENANCE MANAGEMENT SYSTEM

YOGESH SHAH*, S.S. JAIN**, M.K. JAIN*** & D. TIWARI****

* Research Scholar, Centre for Transportation Systems (CTRANS),

E-mail: [email protected].

** Professor & Coordinator, TEG, Department of Civil Engineering,

*** Associate Professor of Hydrology Department,

**** Principal Scientist, Pavement Evaluation Division, Central Road Research Institute, New Delhi.

ABSTRACT

Urban pavement network is a capital investment for the Nation

looking to the faster rate of urbanization. Funds available

for maintaining this infrastructure are ever decreasing while

maintenance needs are ever increasing. Moreover, roads have

experienced an early deterioration in a form of fatigue cracking

and rutting that requires enormous funds for maintenance and

repair. Therefore, to preserve this capital infrastructure and

maximiz its bnts, a gd systmatic Urban Pavmnt

Maintenance Management System (UPMMS) must be practiced

at municipal level in different urban cities. MORT&H, Govt. of

India has als idntid th nd fr frmulatin f guidlins frthe ‘Maintenance Management System’ for Urban Roads.

The primary objective of this paper is to present the methodology

for developing a UPMMS for any urban city of India. The UPMMS

starts with ntwrk idnticatin and gs thrugh pavmnt

evaluation, data analysis (deterioration modelling, life-cycle-cost

analysis), maintenance decisions, and maintenance priorities,

and ends with supervision and follow-up. This methodology

highlights the application of different software’s and techniques

lik HDM-4, Articial Nural Ntwrk (ANN), Multi-Critria

Decision Making Techniques (MCDM) [Analytical Hierarchy

Process (AHP) and Analytical Network Process (ANP)] for the

development of UPMMS. The developed system can then beintegrated with Geographical Information System (GIS) that ends

with tailoring and decision support. This UPMMS will provide

managers and pavement engineers of municipal corporations with

a computer based tool to help them manage their urban roads

fcintly and ffctivly.

1 INTRODUCTION

Traditionally, pavements were maintained but not

managed. Recently road agencies changed their

view to how they can maintain and manage roads

economically as the pavement infrastructure has aged.

That requires a more systematic approach to determinemaintenance and rehabilitation needs and priorities. In

conclusion, pavement networks must be managed to be

correctly maintained. Roadway maintenance takes the

load of several entities activities besides the travelling

public. The condition of the roadway network and its

features are severely affected by utility maintenance

and upgrades, urban developments and many other

social and economical facilities and activities.

Treating the symptoms alone of degradation resulting

from such activities had been historically proven to be

inadequate (Haas et al., 1994). Most of the developingcountries due to lack of sources and budgets don’t use

such systems for road maintenance management. The

result was an endless chain of problematic issues,

some of which were deemed almost impossible to

resolve. Aggarwal et al. (2004) and Jain et al. (2007)

attempted to present the pavement maintenance

management for national highways and low volume

roads in India respectively.

A Maintenance Information/Decision Making

Mchanism that intgrats and “thinks” thr affcting bdis within its structur, is dnitly dsird.

Integration between the roadway maintenance system

and thr ntitis such as utility dpartmnt, trafc

control, urban planning, etc will ensure the systematic

well organized operations for both current maintenance

measures and future development projects. An

approach would ensure that the working version will

be able to communicate with other existing systems

in the manner that would provide users in both sides

with the appropriate output needed for coordination

between decision making mechanisms (Sharaf andAbo-Hashema, 2004).

Indian Institute of Technology Roorkee,


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TECHNICAL PAPERS


2 OBJECTIVES OF THE STUDY

In the present paper a conceptual approach to develop

the UPPMS for urban transport network is presented.

The approach of the study includes following

objectives:

i) Evaluating the structural and functional

conditions of urban pavement sections

and developing the Overall Pavement

Condition Index (OPCI) for the study

area.

ii) Analyzing the effect of urban road

drainage condition on the pavement

performance.

iii) Developing the model for the pavement prfrmanc prdictins using Articial

Neural Network (ANN).

iv) Developing the priority ranking model for

maintenance needs using Multi Criteria

Decision Making method (MCDM).

v) Developing the HDM-4 (Highway

Development & Management)

based Urban Pavement Maintenance

Management System (UPMMS).

vi) Integrating UPMMS with Geographical

Information System (GIS).

3 METHODOLOGY FOR DEVELOPING

UPMMS

The comprehensive prioritization maintenance

management decision model must include (i) an

fcint pavmnt valuatin prcss (ii) a ralistic

prediction models for pavement performance, (iii)

a procedure to select optimal maintenance strategy(iv) a process for optimal funds allocation, and (v) a

graphical presentation of results for ease in decision

making.

An overview of the system to ultimately develop

the UPMMS for the urban road network within the

constraints of available resources is presented. The

wrk w fr th dvlpmnt f UPMMS is shwn

in Fig. 1. The details of above modules are presented

in Fig. 2. The approach adopted to proceed with each

mdul is briy dscribd in fllwing sctins.

Fig. 1 Work Flow for Development of UPMMS

3.1 Module 1: Data Collection

Th rst mdul dals with th cllctin f data as

required for the development of UPMMS. The primary

dtails hav t b cllctd thrugh survys lik trafcvolume count, functional & structural evaluation,

etc. The secondary details have to be collected from

sources like Urban Development Authority, City

Master Plans, the relevant publications of the Indian

Roads Congress (IRC), and the Ministry of Road

Transport & Highways (MORT&H), Government of

India.

3.2 Module 2: Pavement Evaluation

The second module evaluates the present distress

conditions of individual highway sections. An Overall

Pavement Condition Index (OPCI) for individual

highway section shall be computed which is a function

of pavement condition distress based index (PCIDistress

),

roughness based index (PCIRoughness

) and structural

capacity based index (PCIStructure

). The M&R strategies

should be suggested as per these OPCI to restore the

pavement sections both functionally and structurally.


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TECHNICAL PAPERS


Fig. 2 Detailed Methodology for Proposed Work


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TECHNICAL PAPERS


3.3 Module 3 : Modelling Effect of Urban

Drainage

The third module stresses the effect of good & poor

drainage conditions on the performance of highway

sections. The permeability test of permeable base

shall be done in laboratory to classify the sections

with good or poor drainage condition. In order to

quantify th bnts f gd drainag cnditin th

transportation cost (VOC, RUC, and Construction &

Maintenance) can be estimated for sections with good

& poor drainage and compared. Also the effect of

drainage condition on pavement performance shall be

analysed.

3.4 Module 4 : Pavement Deterioration Model

using ANN

The fourth module focuses on the pavement prediction

models using ANN. The ANN models predicting

the initiation and progression of distresses shall be

developed for the urban road network by using the

pavement performance data. The selected ANN model

nds t b validatd t xamin its fcacy bfr

implementation. Finally the outputs of these predicted

models should be compared with the calibrated

HDM-4 pavement deterioration models. The models

should be developed based on cyclic pavement

condition data.

3.5 Module 5 : Application of MCDM

Th fth mdul illustrats th us f MCDM fr

the priority ranking of the highway sections for

maintenance needs and selecting of Preventive

Pavement Maintenance (PPM) for urban roads. Arational approach using AHP is proposed in the study to

determine the priority of highway sections considering

different parameters/factors affecting maintenance

priority. Finally a Priority Index (PI) should be

calculated using the weight for each parameter to

prioritize the highway sections for maintenance. The

ANP will then be applied to select appropriate PPM for

selected sections based on parameters like expected

lif, inunc f xisting pavmnt cnditin, sasnal

effects, location, cost effectiveness, previous success

or failure of a treatment, availability of resources,

trafc disruptin and surfac frictin.

3.6 Module 6: UPMMS using HDM-4

The sixth module describes the development of

UPMMS fr th idntid urban rad ntwrk

using worldwide recognized and approved software

HDM-4. The pavement deterioration models

incorporated in the HDM-4 should be calibrated for the

local conditions and validated. The calibrated modelshall be used for the perdition of future pavement

conditions. The ‘project analysis’, ‘programme

analysis’ & ‘strategy analysis’ application module

of HDM-4 is used to develop UPMMS at network &

project level.

3.7 Module 7: GIS integrated UPMMS

The principal objective of seventh module is to reveal

the role of the GIS techn

Documents

Indian Highways Vol.41 11 Nov 13