CONTENTS CHAPTER NO.

TITLE ABSTRACT LIST OF FIGURES LIST OF TABLES PAGE NO i ii iii

1.INTRODUCTION
1.1 SCOPE 1.2 ADVANTAGE

2.DIFFERENT FORM OF BITUMEN

2.1 CUTBACK BITUMEN 2.2 BITUMEN EMULISION 2.3 BITUMEN PRIMER 2.4 MODIFIED BITUMEN

3.MODIFYING AGENT
3.1 LATEX 3.2 RUBBER WASTE

4. PREPARATION
4.1 LATEX AS A MODIFIER 4.2 WASTE RUBBER AS A MODIFIER
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5.TEST PERFORMED ON MODIFIED BITUMEN

5.1 PENETRATION TEST 5.2 DUCTILITY TEST 5.3 SOFTING POINT TEST 5.4 FLASH & FIRE POINT TEST

6.COMPARISION
6.1 TEST ON MODIFIED BITUMEN 6.2 COST ANALYSIS

7. CONCLUSION 8. REFERENCE

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ABSTRACT

Strengthening of flexible bitumen pavement by using rubber products and the bitumen we are using called as modified bitumen, which consists of rubber products as its modified agents. Here by we had performed both laboratory test. In laboratory work, we had tested our modified bitumen samples to know about its ability by performing various essential tasks, and thatare based on the journal Introduction of Transportation Engineering by A.L Mathews and as per IRC provisions The main scope of adding the modifying agent is delaying agent is to delaying the crack formation in a pavement.

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LIST OF FIGURES CHAPTER NO 1 TITLE PAGE NO

MODIFYING AGENTS
NATURAL RUBBER VULCANIZATION RUBBER

2 3 4 5 6

PENARATION TEST DUCTILITY TEST SOFTING POINT TEST VISCOSITY TEST LASH & FIRE POINT TEST

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LIST OF TABLES CHAPTER NO 1 2 3 TITLE PAGE NO

PROPERTIES OF MODIFIED BITUMEN COMPARING TESTS ON MODIFIED BITUMEN COST ANALYSIS

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1. INTRODUCTION
Flexible pavement with bituminous surfacing are widely used in India. The high traffic intensity in terms of commercial vehicles, overloading of trucks and significant variation in daily and seasonal temperature of the pavement have been responsible for early development of distress like rutting, cracking, bleeding, shoving and potholing of bituminous surfacing. A factor which causes concern in India, is very high and very low pavement temperature conditions in some parts of the country. Under these conditions the bituminous surfacing tends to become soft in summer and brittle in winter. Studies have related that properties of bitumen and bituminous mixes can be improved /modified with the incorporation of certain additives or blend of additives. These additives are called Modifiers and the bitumen premixed with these modifiers is known as Modified bitumen. Use of modified bitumen in the top layers of the pavement is expected to significantly enhance the life of the surfacing and extend the time of the next renewal. Full scale performance studies on technology under the aegis of Ministry of road Transport and Highways ; Central Road Research Institute; Highways Research Station, Chennai; Rubber Board, kerala; Gujarat Engineering Research Institute; and various state Public Works Department revealed that the use of Modified Bitumen in construction/maintenance of bituminous roads significantly improve the pavement performance and is cost effective, when life-cycle cost is taken into consideration.

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1.1 SCOPE:
These guidelines deal with the specification and use of Modified Bitumen binders in road construction & maintenance works, their advantages, storage, testing, quality control and quality assurance requirements

1.2 ADVANTAGES:
Property of modified bitumen depend upon type and quantity of modifier used and process adopted for their manufacture. The advantages of modified bitumen can include one or more of the following for road works: Lower susceptibility variations Higher resistance to deformation at high pavement temperature Delay of cracking and reflective cracking Better age resistance properties Better adhesion between aggregates and binder Higher fatigue life of mixes Over all improved performance The choice of modified bitumen may be made on the basis of traffic, climate and overall life cycle cost analysis
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2. DIFFERENT FORMS OF BITUMEN 2.1 CUTBACK BITUMEN:

Normal practice is to heat bitumen to reduce its viscosity. In some situation preference is give to use liquid binders such as cutback bitumen. In cutback bitumen suitable solvent is used to lower the viscosity of the bitumen. From the environmental point of view also cutback bitumen is preferred. The solvent from the bituminous material will evaporate and the bitumen will bind the aggregate. Cutback bitumen is used for cold weather bituminous road construction and maintenance. The distillates used for preparation of cutback bitumen are naphtha, kerosene, diesel oil, and furnace oil. There are different types of cutback bitumen like rapid curing (RC), medium curing (MC), and slow curing (SC). RC is

recommended for surface dressing and patchwork. MC is recommended for premix with less quantity of fine aggregates. SC is used for premix with appreciable quantity of fine aggregates.

2.2 BITUMEN EMULSION:

Bitumen emulsion is a liquid product in which bitumen is suspended in a finely divided condition in an aqueous medium and stabilized by suitable material. Normally cationic type emulsions are used in India. The bitumen content in the emulsion are used in India. The bitumen content in the emulsion is around 60% and the remaining is water. When the emulsion is applied on the road it breaks down resulting in release of water and the mix starts to set. The time of setting depends upon the grade
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of bitumen. The viscosity of bituminous emulsion can be measured as per IS: 8887-2004. Three types of bituminous emulsions are available, which are Rapid setting (RS), Medium setting (MS), and Slow setting (SC). Bitumen emulsion are ideal binders for hill road construction. Where heating of bitumen or aggregates are difficult. Rapid setting emulsion are used for surface dressing work. Medium setting emulsions are preferred for premix jobs and repairs work. Slow setting emulsions are preferred in rainy season.

2.3 BITUMINOUS PRIMERS:

In bituminous primer the distillate is absorbed by the road surface on which it is spread. The absorption therefore depends on the porosity of the surface. Bitumen primers are useful on the stabilized surfaces and water bound macadam base courses. Bituminous primers are generally prepped on road sites by mixing penetration bitumen with petroleum distillate.

2.4 MODIFIED BITUMEN:

Certain additives or blend of additives called as bitumen modifiers can improve properties of Bitumen and bituminous mixes. Bitumen treated with these modifiers is known as modified bitumen. Polymer modified bitumen (PMB)/ crumb rubber modified bitumen (CRMB) should be used only in wearing course depending up on the requirements of extreme climatic variations. The detailed specifications for modified bitumen

have been issued by IRC: SP: 53-2010. It must be noted that the

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performance of

PMB and CRMB is dependent on strict control on

temperature during construction.

2.4.1

TAR- BITUMEN MIXTURES:

Tar and bitumen possess certain individual characteristics

which, when combined by proper blending of the two materials, provide a road binder of excellent quality. The practice of blending tar and bitumen has thus become very popular in some countries. Bitumen has greater durability and lower temperature susceptibility then tar. But bitumen has poor adhesion with certain stone aggregates, especially in the presence of water, resulting in stripping. Tar has better adhesion with aggregates because of the presence of phenols. Tar, when exposed, weathers and hardens. Tar mixtures shown better skid resistance properties then bitumen mixtures.

2.4.2 RUBBERISED TAR AND BITUMEN:

The addition of small quantity of nature rubber vastly changes the properties of tar and bitumen to great advantage. The important change is that the change in viscosity with temperature of the bitumen is significantly reduced. The softening point of the binder increased and its brittle point is reduced. The elasticity of the binder increases with the addition of rubber.

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 Natural rubber is introduced either as latex or rubber powder. The Frothing which takes places is advantage The use of crumb rubber powder, further improved by additives such as Gilsonite, is known to improve the properties of bitumen and the bituminous mixes, the suggested dosage is 12% by weight of bitumen. TMB super is one such material available in India

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3. MODIFYING AGENTS

3.1 NAURAL RUBBER LATEX:

Natural rubber latex (NRL) is a particular kind of rubber derived from the milky sap of Heveabrasiliensis tree, that is refined and treated to form the raw liquid latex used to make gloves. It is also used to manufacture a number of products as diverse as types, clothing, medical products and toys.

LATEX RUBBER

3.1.1
NRL

CHARACTERISTICS:
is a cross-linked polymeric material, offering excellent

strength and the ability to stretch to many times its original length without creating hoes or breaches. On the contrary, materials that are poorly cross-linked (i.e. PVC or vinyl), tend to develop holes and breaches, both visible and at the molecular level upon stretching. 2
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NRL memory is very high, allowing the material to always return to its original shape and along with its elasticity makes it superior to other glove materials in terms of comfort and fit. Latex is very resistant to punctures and has the tendency to seal itself if a small hole occurs even though it can be pierced by very sharp object. 3,4NRL gloves provide a good protection from most caustic chemicals and detergents, being recommended by the OSHA for use with cytotoxic drugs. 5NRL is also a natural, containing no petroleum by-products or dioxins, 6 enabling disposal by either land fill or incineration without environment

3.2 VULCANIZATION RUBBER WAST:

Rubber powder is made from waste rubber and tyres that are ground and shredded into powder of different sizes. It canbe used directly

or mixed with other materials.

VULGANIZED WASTE RUBBER

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3.2.1 APPLICATIONS OF RUBBER POWDER:

When mixing with asphalt or cement, it can be used for road or house Construction. When mixing with plastic, it can be used to produce water proof materials,, infiltrating irrigation tubes, soundproof materials, circulation floor, water tape, oil pipes, packing materials, frames, and

box, bathtubs, Water tanks

Make coatings, paints

adhesives Produce active carbon.

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4.PREPARATION
The manufacturer shall establish, document and maintain a quality system to ensure that products supplied conform to the specification. The quality system shall consist of tests or assessment and the use of the finished product. procedures, regular inspections and the results to control the quality of

4.1 LATEX AS A MODIFIER:

If a modifier is latex, the mixing of 153-160o bitumen with latex at certain

amount of temperature

bitumen is replaced by latex and it will heated at the of C. When it attained the appropriate

temperature, the modifier is completely mixed with bitumen, and form modified bitumen.

NATURAL LATEX RUBBER

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4.2 RUBBER WASTE AS A MODIIER:

If a modifier is vulcanization rubber waste, the mixing of bitumen 130-1420C. when it

with rubber waste at certain amount of bitumen is replaced by rubber waste and it will heated to the temperature of

attained the appropriate temperature, the modifier is completely mixed with bitumen, and form modified bitumen.

VULCANISATION WASTE RUBBER

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PROPERTIES OF MODIFIED BITUMEN (IRC SP:53-2010)

SL.NO. Characteristics Specified value For the Bitumen (200C) 1. Penetration at 250C, 0.1 mm, 100g, 5s 2. Softening point, (R&B),
0

Method of test IS No.

60 to 120

1203

50

1205

C, Max 220 50 9381 -

3. 4.

Flash point, COC, 0C, Min. Elastic recovery of half thread in ductilometer at 150c, percent, min Viscosity at 1500C, poise

5.

1-3

1206(part 2)

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5.TEST PERFORMED ON MODIFIED VITUMEN 5.1 PENTRATION TEST:

It measures the hardness of the bitumen by measuring the depth in tenths of millimeter to which a standard loaded needle will penetrate vertically in 5 seconds. BIS standardized the equipment and test procedure. The penetrometer consists of needle assembly with 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 15mm in excess of the expected penetration. The test should be conducted at specified temperature of 250C. It may be noted that penetration value is largely influenced by any inaccuracy with regards to the pouring temperature. A grade of 40/50 bitumen means the penetration values is in the range of 40 to 50 at standard test condition. In hot climate, a lower penetration grade is preferred.

PENETRATION TEST SHOT

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OBSERVATION & TABULATION: TEST FOR LATEX BITUMEN:

@actual temperature=250C

Penetrometer dial reading Initial Final Penetration value

Test 1

Test 2

Test 3

0 60 60

0 57 57

0 50 50

TEST FOR RUBBER WASTE BITUMEN:

@actual temperature=250C

Penetrometer dial reading Initial Final Penetration value 0 60 60

Test 1

Test 2

Test 3

0 58 58

0 50 50

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50 45 40 35 30 25 20 15 10 5 0 Category 1 Category 2 Column1 Column2 Series 1

RESULT:
1.Mean penetration value for the latex bitumen = 50/60 2.Mean penetration value for the rubber waste bitumen = 50/60

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5.2 DUCTILITY TEST:

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 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 sample with moulds are cooled in the air and than in water bath at 27 0C temperature. The excess bitumen is cut and the surface is leveled using a hot knife. Than the mould with assembly containing sample is kept in water bath of the ductility machine for the 90 minutes. The sides of the moulds are removed, the clips 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.

DUCTILITY SHOT

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900 800 700 600 500 400 300 200 100 0 Category 1 Category 2 Column1 Column2 Series 1 Series 1 Column2 Column1

Ductility for Latex &Rubber Waste

RESULT:
1. The ductility value of the taken Latex bitumen sample= 660mm 2. The ductility of the taken Rubber waste bitumen sample= 850mm

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5.3 SOFTENING POINT TEST:

Softening point denotes the temperature at which the bitumen attains a particular degree of softening under the specification of test.

The test is conducted by using Ring and Ball apparatus. A steel ball is placed upon the bitumen is suspended in liquid like water or glycerin at a given temperature. A steel ball is placed upon the bitumen touches the metal plate which s at a specified distance below. Generally, higher softening point indicates lower temperature susceptibility and is

preferred in hot climates.

RING AND BALL APPARATUS SHOT

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OBSERVATION AND TABULATION:

Temperature when the ball falls at the bottom 0 c

Trials

Latex Bitumen

Rubber Waste Bitumen

1. 2.

51 53

75 79

80 70 60 50 40 30 20 10 0 Category 1 Category 2 Series 1

Softening point values for Latex & Rubber waste

RESULT:
1. Softening point of Latex bitumen= 520c 2. Softening point the Rubber waste bitumen= 770c

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5.4 VISCOSITY TEST:

Viscosity denotes the fluid property of bituminous material and it is a measure of resistances to flow. At the application temperature, this characteristic greatly influences the strength of resulting paving mixes. At high viscosity, it resist the compactive effort and thereby resulting mix is heterogeneous, hence low stability values, and at low viscosity instead of providing a uniform film over aggregates, it will

lubricates the aggregates particles. Orifice type viscometer are used to indirectly find the viscosity of liquid binders like cutbacks and emulsion. The viscosity expressed in seconds is the time taken by the 50 ml bitumen material to pass through the orifice of a cup, under standard test conditions and specified temperature. Viscosity of a cutback can be measured with either 4.0 mm orifice at 25 0C or 10 mm orifice at 25 or 600C.

VISCOSITY TESTING SHOT

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25 20 15 10 5 0 Category 1 Category 2 Column1 Column2 Series 1 Series 1

Viscosity for Latex & Rubber waste

RESULT:
1. Viscosity of latex bitumen= 18 sec 2. Viscosity of rubber waste bitumen= 22 sec

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5.5 FLASH AND FIRE POINT:

At high temperatures depending upon the grade of bitumen materials level out volatiles. And these volatiles catches fires which is very hazardous and therefore it is essential to qualify this temperature for each bitumen grade. BIS defined the flash point as the temperature at which the vapour of bitumen momentarily catches fires in the form of flash under

specified test conditioned at which the bituminous material gets ignited and burns.

FLASH AND FIRE POINT SHOT

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OBSERVATION AND TABULATION:

Samples 1. Latex bitumen 2. Rubber waste bitumen 2200c 2310c Flash point 2250c 2330c Fire point

235 230 225 Series 1 220 215 210 Category 1 Category 2 Column1 Series 2 Series 1 Series 2

Flash and Fire Point For Latex & Rubber

Waste

RESULT:
1.LATEX BIUMEN:
Flash point= 2200c Fire point= 2250c

2.RUBBER WASTE BITUMEN: Flash point= 2310c Fire point= 2330c

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6. COMPARISION OF MODIFIED BITUMEN

Comparing of tow type of rubber products in different of view

6.1 TESTS ON MODIFIED BITUMEN:

SL.NO Nature of test Bitumen Using Latex 1 2 3 4 5 Ductility(mm) Softening Point Viscosity Flash and Fire Penetration test 660 18 Sec @600C 2200C & 2250C 520C 50/60 @ 250C Bitumen Using Rubber Waste 850 22 Sec @600C 2310C & 2330C 770C 50/60 @ 250C

When comparing the latex bitumen with rubber waste bitumen, In the ductility test, the deformation of the rubber waste bitumen is les than the latex (i.e) the percentage of deformation in latex bitumen is 45% . Due to the decrease in deformation, the ductility of bitumen will increase. The softening point of the bitumen will be in high manner due to the temperature variation in our country. The softening point of the rubber waste bitumen is10% higher than latex bitumen. The fluidity of the bitumen is must be very low room temperature. The fluidity of the bitumen is found out by the viscosity test, the fluidity of the rubber bitumen 3% less than the latex bitumen.

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The best quality of the bitumen is less in grade values, The grade value of rubber waste bitumen is less than the grade value of latex bitumen. From the above words, The rubber waste bitumen is a best quality, when compared to latex in physical properties.

6.2 COST ANALYSIS:

Latex Bitumen

SI.NO. 1 2

Materials Bitumen Latex

Quantity (gm) 700 300 28 45

Cost (Rs)

The cost of per kg of latex bitumen is Rs.68.25

Rubber Waste Bitumen:

SI.NO. 1 2

Materials Bitumen Rubber Waste

Quantity (gm) 700 300 28 3.6

Cost (Rs)

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The cost of per kg of rubber waste bitumen is Rs.31.6 In the cost analysis, the cost of the rubber waste bitumen is 57% less than the latex bitumen.

When comparing the tow type of modified bitumen in physical properties and in cost analysis, The rubber waste bitumen is high economical and also, it ia a recycling process of rubber waste.

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CONCLUSION:
In this project, the test would be conducted on the modified bitumen in the basis of IRC SP 53-2010. From this tests, the grade of the rubber waste bitumen is high when compared with latex bitumen. The deformation property is highly reduced in rubber waste bitumen compared to latex bitumen. The softening point of rubber waste bitumen bitumen. When bitumen is 57% analysis. The rubber waste materials are recyclable one. The life cycle of the rubber waste modified bitumen pavement is high due to the delaying of cracking. The rubber waste are reused in this process so which is ecofriendly. comparing this two modified bitumen, rubber waste is 10% higher than the latex bitumen is 3% less then the latex

less when compared to latex bitumen in the view of cost

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REFERENCE: BOOK REFERENCE:

1. Introduction of transport engineering - TOW V.MATHEW & K.V.KRISHNA RAO 2. Transportation engineering & planning C.S.PAPACOSTAS & P.D.PREVEDOUROS 3. Highway engineering Dr. L.R.KADYALI & Dr. N.B.LAL 4. Notes from Tamilnadu road research club (TRRC)

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