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DEPARTMENT OF CIVIL, CONSTRUCTION AND ENVIRONMENTAL

ENGINEERING.

B.Sc. CIVIL, CONSTRUCTION & ENVIRONMENTAL ENGINEERING

STABILIZATION OF BITUMEN USING BANANA FIBRE AND ITS EFFECT ON


DRAIN DOWN AND STRENGTH.

By JUNE KARIMI MUTWIRI (EN251-1817/2012) and OSCAR WAIHARO KIBATHI


(EN251-1826/2012)

Supervised by Mr. Tulatia Mungathia

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Table of Contents
DECLARATION ....................................................................................................................... 5
CERTIFICATION ..................................................................................................................... 5
DEDICATION: .......................................................................................................................... 6
ACKNOWLEDGEMENT ......................................................................................................... 6
LIST OF FIGURES ................................................................................................................... 7
LIST OF TABLES ..................................................................................................................... 7
LIST OF ABBREVIATIONS: ................................................................................................... 8
ABSTRACT ............................................................................................................................. 11
1.1 BACKGROUND ............................................................................................................ 12
1.1.1 Asphalt concrete ...................................................................................................... 13
1.1.2 Hot mix asphalt (HMA) ........................................................................................... 14
1.1.3 Selection of binder ................................................................................................... 18
1.1.4 Banana fibre ............................................................................................................. 18
1.2 Problem Statement And Study Justification ................................................................... 20
1.3 Research Objectives ....................................................................................................... 21
1.4 Research Hypothesis ...................................................................................................... 21
1.5 Limitations of Study: ...................................................................................................... 22
2.1 Introduction .................................................................................................................... 23
2.1.1 Stone Matrix Asphalt (SMA) ................................................................................... 23
2.2 Characteristics Of Material Used In Bituminous Mix.................................................... 27
2.2.1 Mineral Aggregate ................................................................................................... 27
2.2.2 Binder....................................................................................................................... 28
2.2.3 Mineral filler ............................................................................................................ 29
2.2.4 Stabilizing Additives................................................................................................ 30
2.3 Banana Fibre................................................................................................................... 34
2.3.1 Extraction of Banana Fiber ...................................................................................... 35
2.3.2 Treatment of banana fibre ........................................................................................ 35
2.3.3 Comparison of Drain Down and Compressive Strength in SMA Mixtures with .... 36

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Natural Fibres ................................................................................................................... 36
2.4 Mix Design ..................................................................................................................... 38
2.5 Conclusion ...................................................................................................................... 39
3.1 Introduction .................................................................................................................... 41
3.2 Material Characterization ............................................................................................... 41
3.2.1 Aggregates ............................................................................................................... 41
3.2.2 Mineral Filler ........................................................................................................... 41
3.2.3 Bitumen .................................................................................................................... 42
3.2.4 Banana Fibre ............................................................................................................ 43
3.3 Test Procedures .............................................................................................................. 43
3.3.1 Marshall Stability Test ............................................................................................. 43
3.3.2 Drain Down Test ...................................................................................................... 52
3.3.3 Indirect Tensile Strength .......................................................................................... 54
3.3.4 Moisture Susceptibility ............................................................................................ 59
4.1 Material Properties ............................................................................................................. 62
4.2 Marshall Stability and Flow Test Results .......................................................................... 63
4.3 Indirect Tensile Strength Test Results ............................................................................... 64
4.4 Drain Down Test Results ................................................................................................... 64
4.5 Moisture Susceptibility Results: ........................................................................................ 64
4.6 Graphs ................................................................................................................................ 68
5.1 Marshall Stability and Flow ............................................................................................... 73
5.1.1 Volumetric and stability characteristics ...................................................................... 73
5.1.1.1 Air Voids............................................................................................................... 73
5.1.1.2 Voids Filled with Bitumen .................................................................................... 74
5.1.1.3 Voids in Mineral Aggregate ................................................................................. 74
5.2 Indirect Tensile Strength .................................................................................................... 75
5.3 Moisture Susceptibility: ..................................................................................................... 75
5.4 Drain Down: ....................................................................................................................... 75
CHAPTER- 6 ........................................................................................................................... 77

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6.1 Future Scope: .................................................................................................................. 77
REFERENCES: ....................................................................................................................... 79

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DECLARATION

We declare that this is our original work.

We also affirm that to the best of my knowledge, this project has not been presented in this or

any other university for examination or for any other purposes.

Student 1: JUNE KARIMI MUTWIRI

Signature : Date :

Student 2: OSCAR WAIHARO KIBATHI

Signature : Date :

CERTIFICATION

I have read this report and approved it for examination.

Signature __________________________ Date ______________________

Supervisor: MR. TULATIA MUNGATHIA

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DEDICATION:

This report is dedicated to our beloved parents

ACKNOWLEDGEMENT

We are grateful to God-the Almighty for the blessings which has given us the strength to
make this a reality. It is with deep sense of accomplishment that we write this and our hearts
are full of gratitude for a number of individuals who have been instrumental in the realization
for this cherished goal.

We extend our deep sense of gratitude and indebtedness to our supervisor Mr. Tulatia
Mungathia for his kind attitude, invaluable guidance, valuable suggestion, keen interest,
immense help, inspiration and encouragement which helped us carrying out our project work.
We are extremely grateful to Dr. Eng. Kiptala, Head of the Department of Civil,
Construction and Environmental Engineering and Mr. Mwangi, project coordinator and
members of Civil Engineering Department, Jomo Kenyatta University of Agriculture and
Technology, Main Campus, Juja, for providing all kind of possible help throughout the two
semesters for the completion of this project work. We would like to thank to Mr. Juma, Lab
Assistant, Mr. Hinga lab attendant and for their kind support in execution of experiment.
It is a great pleasure for us to acknowledge and express our gratitude to our classmates,
friends and parents for their understanding, unstinted support and endless encouragement
during our study.
Lastly, we thank all those who are involved directly or indirectly in completion of the present
project work.

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LIST OF FIGURES

1. Plate 1.1 Pavement Layers ....................................................................................................................... 12


2. Plate 1.2. Comparison between SMA and Conventional DGM .............................................................. 17
3. Plate 1.3 Banana Fibre ............................................................................................................................. 18
4. Plate 3.1 Research on bitumen properties ................................................................................................ 42
5. Plate 3.2 Test for Flashpoint and Fire Point ............................................................................................ 42
6. Plate 3.3 Marshall Stability and Flow Specimen in water bath of 60 0 C ................................................. 45
7. Plate 3.4 Specific Gravity of Mix ............................................................................................................ 46
8. Plate 3.5 Phase diagram of bituminous mix ............................................................................................ 48
9. Plate 3.6 Drain Down Apparatus ............................................................................................................. 53
10. Plate 3.7 Drain Down apparatus section view ......................................................................................... 53
11. Plate 3.8 Schematic IDT set up................................................................................................................ 56
12. Plate 3.9 Forces acting during split tensile test ........................................................................................ 56
13. Plate 3.9.1 Indirect Tensile Strength Specimens ..................................................................................... 58
14. Plate 3.9.2 Splitting test for indirect tensile strength test ......................................................................... 59
15. Figure 4.1 Marshall Stability vs Bitumen Content .................................................................................. 68
16. Figure 4.2 Flow vs Bitumen Content ....................................................................................................... 69
17. Figure 4.3 VFB vs Bitumen Content ....................................................................................................... 70
18. Figure 4.4 VMA vs Bitumen Content ...................................................................................................... 71
19. Figure 4.5 Air Voids vs Bitumen Content ............................................................................................... 72

LIST OF TABLES

1. Table 1.1 Characteristics of 60/70 Bitumen ................................................................. 18


2. Table 1.2 Properties of banana fibre ............................................................................ 19
3. Table 2.1 Coarse Aggregate Grading ........................................................................... 27
4. Table 2.2 Fine Aggregate + Filler grading ................................................................... 27
5. Table 2.3 Drain down values for different fibre percentages....................................... 37

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6. Table 2.4 Compressive strength (MPa) of fibre stabilised SMA samples at 250C and
600C .............................................................................................................................. 38
7. Table 2.1 SMA Coarse Aggregate Standards .............................................................. 45
8. Table 3.2: SMA mixture design criteria ....................................................................... 51
9. Table 4.1 Coarse Aggregate Grading ........................................................................... 62
10. Table 4.2 Banana Fibre Properties ............................................................................... 62
11. Table 4.3 Physical Properties of Coarse Aggregate ..................................................... 62
12. Table 4.4 Properties of 60/70 penetration grade bitumen ............................................ 63
13. Table 4.5 Physical properties of crushed gravel .......................................................... 63
14. Table 4.6 Marshall Stability and Flow Values ............................................................. 63
15. Table 4.7 Indirect Tensile Strength Test Results ......................................................... 64
16. Table 4.8 Drain Down Test Results ............................................................................. 64
17. Table 4.9 Water Unconditioned Sample ...................................................................... 64
18. Table 5.0 Water Conditioned Sample .......................................................................... 65
19. Table 5.1 Tensile Strength Ratio.................................................................................. 65
20. Table 5.2 Marshall parameters of samples without fibres ........................................... 66
21. Table 5.3 Marshall parameters of samples with fibres ................................................ 67

LIST OF ABBREVIATIONS:

1. HMAC- Hot Mix Asphalt Concrete


2. HMA- Hot Mix Asphalt
3. WMA- Warm Mix Asphalt
4. DGM- Dense Graded Mix
5. SMA- Stone Matrix Asphalt
6. OGFC- Open Grade Friction Course
7. ATPB- Asphalt Treated Permeable Bases
8. DGA- Dense Grade Asphalt
9. PMB- Polymer Modified Bitumen

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10. CRMB- Crumb Rubber Modified Bitumen
11. NRMB- Natural Rubber Modified Bitumen
12. AC- Asphalt Concrete
13. AR- Asphalt Rubber
14. GTR- Ground Tyre Rubber
15. HDPE- High Density Polyethylene
16. GPa- Giga Pascal
17. COPF- Cellulose Oil Palm Fibre
18. VA- Air Voids
19. VMA- Voids in Mineral Aggregate
20. VFB- Voids filled with bitumen
21. ITS- Indirect Tensile Strength
22. TSR- Tensile Strength Ratio
23. MSWI- Municipal Solid Waste Incinerator
24. MN7- Marshall Neat Specimen with 7% bitumen content
25. MN5- Marshall Neat Specimen with 7.5% bitumen content
26. MN8- Marshall Neat Specimen with 8% bitumen content
27. MM7- Marshall Modified Specimen with 7% bitumen content
28. MM5- Marshall Modified Specimen with 7.5% bitumen content
29. MM8- Marshall Modified Specimen with 8% bitumen content
30. IM8- Indirect Tensile Strength Modified Specimen with 8% bitumen content
31. IM5- Indirect Tensile Strength Modified Specimen with 7.5% bitumen content
32. IM7- Indirect Tensile Strength Modified Specimen with 7% bitumen content
33. IN8- Indirect Tensile Strength Neat Specimen with 8% bitumen content
34. IN5- Indirect Tensile Strength Neat Specimen with 7.5% bitumen content
35. IN7- Indirect Tensile Strength Neat Specimen with 7% bitumen content
36. DN8- Drain Down Neat Specimen with 8% bitumen content
37. DN5- Drain Down Neat Specimen with 7.5% bitumen content
38. DN7- Drain Down Neat Specimen with 7% bitumen content

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39. DM8- Drain Down Modified Specimen with 8% bitumen content
40. DM5- Drain Down Modified Specimen with 7.5% bitumen content
41. DM7- Drain Down Modified Specimen with 7% bitumen content
42. SM8- Moisture Susceptibility Modified Specimen with 8% bitumen content
43. SM5- Moisture Susceptibility Modified Specimen with 7.5% bitumen content
44. SM7- Moisture Susceptibility Modified Specimen with 7% bitumen content
45. SN8- Moisture Susceptibility Neat Specimen with 8% bitumen content
46. SN5- Moisture Susceptibility Neat Specimen with 8% bitumen content
47. SN7- Moisture Susceptibility Neat Specimen with 8% bitumen content

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ABSTRACT

The technology and usage of the asphalt materials and mixtures is first discovered and mostly
used in European countries and North America. The SMA (stone matrix asphalt) mixture is a
gap-graded mix which is characterized by high coarse aggregates, high asphalt contents and
fiber additives as stabilizers. In this present research, an attempt has been made to study the
engineering properties of mixtures of stone matrix asphalt with and without fiber. Here fiber
used, is a non-conventional natural fiber, namely banana fiber. This research was done to
check the suitability of banana fibre as stabilising agent in the mixture by laboratory tests in
which a flow parameters and stability, moisture susceptibility, indirect tensile strength and
drain down were analyzed, Here for the stone matrix asphalt mix the aggregate gradation is
taken based on the Kenya Roads Design Manual Part III specification and the binder content
is 7%, 7.5% and 8% by weight of aggregate and fibre used is 0.3% by weight of aggregate.
Here crushed gravel is used as filler and binder used is 60/70 grade bitumen.

Keywords: Stone Matrix Asphalt, banana fibre, volumetric characteristics, stability and
strength characteristics, drain down sensitivity, moisture susceptibility.

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CHAPTER 1 INTRODUCTION

1.1 BACKGROUND

Road network is vital to the economic development, trade and social integration of a country.
It facilitates smooth conveyance of both people and goods. Global competition has made the
existence of efficient road transport an absolute imperative. Transport demand in Kenya has
been growing rapidly since independence. Easiness in accessibility, flexibility of operations,
door-to-door service and reliability has earned road transport an increasingly higher share of
both passenger and freight traffic vis-a-vis other transport modes.
Generally there are two types of pavements: rigid pavement and flexible pavement. Rigid
pavements are made of Portland cement concrete. Flexible pavements are so named because
the total pavement structure deflects, or flexes, under loading. A flexible pavement structure
is typically composed of several layers of material. Each layer receives the loads from the
above layer, spreads them out then passes on these loads to the next layer below. (Maxwell,
2016) Typical flexible pavement structure consisting of:
Wearing course. The wearing course directly supports the vehicle, provides a
surface of sufficient smoothness and traction, and protects the base course and
natural formation from excessive amounts of water.

Base course. The base course provides the required supplement to the strength,
stiffness, and durability of the natural formation.

Sub-base course. This is the layer (or layers) under the base course.

Plate 1.1 Pavement Layers

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1.1.1 Asphalt concrete
Asphalt concrete is a composite material commonly used in construction projects such as
road surfaces, airports and parking lots. It consists of asphalt (used as a binder) and
aggregate mixed together, then are laid down in layers and compacted. Mixing of asphalt
and aggregate is accomplished in one of several ways:

1.1.1.1 Hot mix asphalt concrete (commonly abbreviated as HMAC or HMA) is produced
by heating the asphalt binder to decrease its viscosity, and drying the aggregate to remove
moisture from it prior to mixing. Mixing is generally performed with the aggregate at about
150 C for virgin asphalt and about 166 C for polymer modified asphalt. The asphalt cement
is prepared at a temperature of about 95 C. Paving and compaction must be performed while
the asphalt is sufficiently hot. HMAC is the form of asphalt concrete most commonly used on
highly trafficked pavements. (NAPA, 2001)

1.1.1.2 Warm mix asphalt concrete (commonly abbreviated as WMA) is produced by


adding zeo-lites waxes, asphalt emulsions, or sometimes even water to the asphalt binder
prior to mixing. This allows significantly lower mixing and laying temperatures and results in
lower consumption of fossil fuels, thus releasing less carbon dioxide, aerosols and vapors.
Not only are working conditions improved, but the lower laying-temperature also leads to
more rapid availability of the surface for use, which is important for construction sites with
critical time schedules. The usage of these additives in hot mixed asphalt may afford easier
compaction and allow cold weather paving or longer hauls. (NAPA, 2001)

1.1.1.3 Cold mix asphalt concrete is produced by emulsifying the asphalt in water with
(essentially) soap prior to mixing with the aggregate. While in its emulsified state the asphalt
is less viscous and the mixture is easy to work and compact. The emulsion will break after
enough water evaporates and the cold mix will, ideally, take on the properties of cold
HMAC. Cold mix is commonly used as a patching material and on lesser trafficked service
roads. (NAPA, 2001)

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1.1.1.4 Cut-back asphalt concrete is produced by dissolving the binder in kerosene or
another lighter fraction of petroleum prior to mixing with the aggregate.
While in its dissolved state the asphalt is less viscous and the mix is easy to work and
compact. After the mix is laid down the lighter fraction evaporates. Because of concerns
with pollution from the volatile organic compounds in the lighter fraction, cut-back asphalt
has been largely replaced by asphalt emulsion. (NAPA, 2001)

1.1.1.5 Mastic asphalt concrete or sheet asphalt is produced by heating hard grade blown
bitumen (oxidation) in a green cooker (mixer) until it has become a viscous liquid after which
the aggregate mix is then added. Then bitumen aggregate mixture is cooked (matured) for
around 6-8 hours and once it is ready the mastic asphalt mixer is transported to the work site
where experienced layers empty the mixer and either machine or hand lay the mastic asphalt
contents on to the road. In addition to the asphalt and aggregate, additives, such as polymers
may be added to improve the properties of the final product. (NAPA, 2001)

1.1.2 Hot mix asphalt (HMA)


HMA is a mixture of coarse and fine aggregates and asphalt binder. HMA, as the name
suggests, is mixed, placed and compacted at higher temperature. HMA is typically applied in
layers, with the lower layers supporting the top layer. The mixing temperature has to be
sufficiently high such that the consistency of bitumen is fluid enough for proper mixing and
coating the aggregate, but not too high as to avoid excessive stiffening of the asphalt. HMA
mixture must be laid and compacted when the mixture is still sufficiently hot so as to have
proper workability. (NAPA, 2001) They are the most commonly used paving material in
surface and binder courses in bituminous pavements. Hot mix pavements are classified mainly
as:
1. Dense Graded Mixes (DGM)
2. Open Graded Mixes
3. Stone Matrix Asphalt (SMA)

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1.1.2.1 Dense-Graded Mixes
This type of bituminous concrete is a well-graded HMA and has good proportion of
all constituents. When properly designed and constructed, a dense graded mix is
relatively impermeable. Dense-graded mixes are generally referred to by their
nominal maximum aggregate size and can further be classified as either fine-graded
or coarse graded.
Fine-graded mixes have more fine and sand sized particles than coarse-graded mixes.
It is suitable for all pavement layers and for all traffic conditions and offers good
compressive strength. (NAPA, 2001)

1.1.2.2 Open-Graded Mixes


Unlike dense-graded mixes and SMA, an open-graded HMA mixture is designed to be
water permeable. Open-graded mixes use only crushed stone and a small percentage of
manufactured sands. The two most typical open-graded mixes are:
Open-graded friction course (OGFC). Typically 15% air voids and no maximum air
voids specified.

Asphalt treated permeable bases (ATPB). Less stringent specifications than OGFC
since it is used only under dense-graded HMA, SMA or Portland cement concrete
(PCC) for drainage.

OGFC Used for surface courses only. It reduces tire splash/spray in wet weather and
typically results in smoother surfaces than dense-graded HMA. The high air voids reduce
tyre road noise by up to 50%.
ATPB Used as a drainage layer below dense-graded HMA, SMA or PCC. (NAPA, 2001).

1.1.2.3 Stone Matrix Asphalt (SMA)


Stone matrix asphalt (SMA), sometimes called stone mastic asphalt, is a gap-graded HMA
originally developed in Europe to maximize rutting resistance and durability in heavy traffic
road. SMA has a high coarse aggregate content that interlocks to form a stone skeleton that

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resists permanent deformation. The stone skeleton is filled with a mastic of bitumen and filler
to which fibres are added to provide adequate stability of bitumen and to prevent drainage of
binder during transport and placement. Typical SMA composition consists of 7080% coarse
aggregate, 812% filler, 67% binder and 0.3% fibre. The deformation resistant capacity of
SMA stems from a coarse stone skeleton providing more stone-on-stone contact than with
conventional dense graded asphalt (DGA) mixes. Improved binder durability is a result of
higher bitumen content, a thicker bitumen film, and lower air voids content. (Brown et
al.,1993).
This high bitumen content also improves flexibility. Addition of a small quantity of cellulose
or mineral fibre prevents drainage of bitumen during transport and placement.

There are no precise design guidelines for SMA mixes. The essential features, which are the
coarse aggregate skeleton and mastic composition, and the consequent surface texture and
mixture stability, are largely determined by the selection of aggregate grading and the type
and proportion of filler and binder. SMA improves rut resistance and durability. (Bose et
al.,2006).

It has good fatigue and tensile strength. SMA is almost exclusively used for surface courses
on high volume roads. (Brown et al.,1993).

Other SMA benefits include wet weather friction (due to a coarser surface texture), lower
tyre noise (due to a coarser surface texture) and less severe reflective cracking. Mineral
fillers and additives are used to minimize asphalt binder drain-down during construction,
increase the amount of asphalt binder used in the mix and to improve mix durability. (Brown
et al.,1993).
For a comparison, a view of a typical SMA mixture and a conventional dense graded mixture
is shown in Fig. 2. The core from SMA mixtures (left) illustrate the greater percentage of
fractured aggregate and higher percentage of bitumen binder, compared to the conventional

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dense graded mixture (DGM) (right) which contains a more uniform aggregate gradation and
less bitumen binder. (Brown et al.,1993).

2 Plate 1.2. Comparison between SMA and Conventional


DGM

As a vehicle passes over SMA the downward force is spread over a wider area as
the matrix of interconnecting stones is able to share the load unlike tradition
asphalt mixes which absorb all the downward pressure directly under the tyre.

1.1.2.4 Properties of Hot Mix Asphalt (HMA)


The bituminous mixture should possess the following properties:
Resistance to Permanent Deformation

Resistance to Fatigue and Reflective Cracking

Resistance to Low Temperature (Thermal) Cracking

Durability.

Resistance to Moisture Damage (Stripping)

Workability.

Skid Resistance

In Kenya, Stone Matrix Asphalt (SMA) mixture has been preferred due to its nature
in ensuring long lasting flexible pavements. The load is carried directly by the coarse
aggregate skeleton due to stone-on-stone contact. This results in a long-lasting
pavement with minimum maintenance.

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1.1.3 Selection of binder
Different types of binder like convectional 60/70 or 80/100 penetration grade
bitumen and modified binder like Polymer Modified Bitumen (PMB), Crumb
Rubber Modified Bitumen (CRMB) and Natural Rubber Modified Bitumen
(NRMB) are used by different researchers for their research work.
Here in this research, 60/70 penetration grade bitumen is used as binder.
1Table 1.1 Characteristics of 60/70 Bitumen
UNIT SPECIFICATION TEST METHOD
Specific Gravity at 25C Kg/m 1010-1060 ASTM-D71/3289
Penetration at 25C, 100g 0.1 mm 60/70 ASTM-DS
Softening point C 49/56 ASTM-D36
Loss on Heating %wt. 0.2 max ASTM-D6
Drop in penetration after Heating % 20 max ASTM-D6&D5
Flash point C 250min ASTM-D92
Solubility in CS2 %wt. 99.5min ASTM-D4
Spot test - Negative *A.A.S.HT.O T102
Solubility in Trichloroethylene % 99 ASTM-D2042

1.1.4 Banana fibre


Banana fibre presents important advantages such as low density, appropriate stiffness
and mechanical properties and high disposability and renewability. Moreover, the
fibre is recyclable and biodegradable. Banana fibre is made up of thick-walled cell
tissue and bonded by natural gums. It is mainly composed of cellulose 31-35%,
hemicellulose 14-17% and lignin 15-16%. (Mazharul,2014).
Natural fibres can degrade at high temperatures or moisture conditions. This can be
improved with surface treatment e.g. using vinegar. (S. Kalia et al. 2011).

18 Banana Fibre
3Plate 1.3
1.1.4.1 Characteristics of Banana Fibre:

Banana fibre has its own physical and chemical characteristics and many other properties that
make it a fine quality fibre, (Mazharul, 2014) i.e.

The chemical composition of banana fibre is cellulose, hemicellulose and lignin.

It is highly strong fibre.

It has smaller elongation.

It has somewhat shiny appearance depending upon the extraction & spinning process.

It is light weight.

It has strong moisture absorption quality. It absorbs as well as releases moisture very
fast.

It is bio- degradable and has no negative effect on environment and thus


can be categorized as eco-friendly fibre.

Its average fineness is 2400Nm.


2Table 1.2 Properties of banana fibre
Tenacity 29.98 g/denier
Fineness 17.15
Moisture Regain 13.00%
Elongation 6.54
Alco-ben Extractives 1.70%
Total Cellulose 81.80%
Alpha Cellulose 61.50%
Residual Gum 41.90%
Lignin 15.00%

1.1.4.2 Surface Treatment of Banana Fibre by Coating with Nanocellulose (Vinegar)


This type of modification involves the deposition of nano-sized cellulosic materials onto
the surface of the fibre to enhance the interfacial adhesion between the fibres and the
matrix.

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By doing so, a hierarchical structure can be created. These works are inspired by nature.
Nature maximizes the efficiency of structural materials by creating hierarchical structures: the
arrangement of the constituents at every level, from the molecular level to the macroscopic
level. By applying this concept, composites that possess a hierarchical structure with
improved mechanical properties can be manufactured. (Pommet M et al., 2008)

In addition to plant-derived cellulose, cellulose can also be synthesised by bacteria such as


from the Acetobacter species present in vinegar. By culturing cellulose-producing bacteria in
the presence of banana fibre in an appropriate culture medium, bacterial cellulose is
preferentially deposited in situ onto the surface of the fibre. The introduction of bacterial
cellulose onto the fibre provides new means of controlling the interaction between the fibre
and polymer matrices. (Pommet M et al.,2008)

Coating of banana fibre with bacterial cellulose not only facilitates good distribution of
bacterial cellulose within the matrix, but also results in an improved interfacial adhesion
between the fibre and the matrix. This enhances the interaction between the fibre and the
polymer matrix through mechanical interlocking. Bacterial cellulose-coated fibre introduces
nanocellulose at the interface between the fibres and the matrix hence, tensile strength is
improved. (Pommet M et al.,2008)

1.2 Problem Statement And Study Justification

SMA mixtures exhibited a very high bitumen binder film thickness. This high binder content
and the filler content (as compared to that of dense-graded HMA) lead to higher susceptibility
for the bitumen binder to drain off the aggregate skeleton (i.e. drain down) in SMA mixtures.
Irregular distribution of bitumen binder due to its drain down can lead to raveling of zones
with low bitumen binder content and reduction of permeability in zones with accumulation of
bitumen binder.

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Too much bitumen causes the asphalt to flush to the surface and create a skidding hazard and
eventually asphalt failure while too little bitumen results in a weak brittle mix which will
unravel and fall apart. Moreover, storage and placement temperatures cannot be lowered to
control these problems due to the difficulty in obtaining the required compaction. Therefore a
stabilizing additive has to be added to stiffen the mastic and thereby reduce the drainage of
the mixture at high temperatures and to obtain even higher binder content for increased
durability.

Mineral and synthetic fibres or polymers are commonly used as stabilizing additives in SMA.
Here, a study on the impact of banana fibre as an additive in Stone Matrix Asphalt and its
role in the mechanical and drain down characteristics of the mixture is proposed. The rutting
characteristics of the mix are intended to be studied indirectly by analyzing the stability and
strength characteristics of the mixtures.

1.3 Research Objectives

Main Objective: To assess the use of banana fibre in modification of Stone Matrix
Asphalt on road surface course.

Specific Objectives:
To determine the strength of banana fibre modified Stone Matrix Asphalt.

To determine the moisture susceptibility of banana fibre modified Stone Matrix


Asphalt.

To determine the bitumen retention of the banana fibre modified Stone Matrix
Asphalt.

1.4 Research Hypothesis

Does banana fibre, when used as a stabilizing additive in stone matrix asphalt reduce drain
down and increase strength in stone matrix asphalt?

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1.5 Limitations of Study:

1. Due to limited time, we could not determine whether the banana fibre modified Stone
Matrix Asphalt produced a durable road surface.

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CHAPTER 2 REVIEW OF LITERATURE

2.1 Introduction

2.1.1 Stone Matrix Asphalt (SMA)


SMA is a hot mixture with a relatively large proportion of stones and a substantial quantity of
bitumen and filler. The main concept of having a gap gradation of 100% crushed aggregates
is to increase the pavements stability through interlock and stone-to-stone contact. This
mixture is designed to have 34% air voids and relatively high bitumen content due to the
high amount of voids in the mineral aggregate. The mixture contains high filler content (10%
passing the 0.075-mm sieve), and a polymer in the bitumen, or fibre (cellulose or mineral) in
the mixture to prevent the drainage of bitumen. This mixture has a surface appearance similar
to that of an open graded friction course; however it has low in-place air voids similar to that
of a dense graded HMA. SMA provides a mixture that offers maximum resistance to studded
tyre pressures and also has good low temperature properties (Brown et al., 1997b; Cooley et
al., 2003).

Stone Matrix Asphalt has excellent deformation and durability characteristics, along with
good fatigue resistance. Stone matrix asphalt has a rough surface texture which offers lower
noise characteristics than dense graded asphalt. The enhanced deformation resistance, or
resistance to rutting, compared to dense graded asphalt is achieved through mechanical
interlock from the high coarse aggregate content forming a strong stone skeleton. In dense
graded asphalt, the lean mastic provides the stability. The improved durability of SMA
comes from its slow rate of deterioration obtained from the low permeability of the binder
rich mastic which cements the aggregate together. The increased fatigue resistance is due to
higher bitumen content, a thicker bitumen film over the aggregate and lower air voids
content.
The higher binder content should also contribute to flexibility and resistance to reflection
cracking from underlying cracked pavements. Fat spots appear to be the biggest problem.

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These are caused by segregation, drain down, and high bitumen content or improper amount
of stabilizer (Brown, et al., 1997). The rich mastic provides good workability and fret
resistance (aggregate retention). The high binder and filler content provide durable, fatigue
resistant, long life bituminous surfacing for heavily trafficked areas. The difficult task in
designing an SMA Mix is to ensure a strong stone skeleton with the correct amount of
binder. Too much binder results in pushing the coarse aggregate particles apart, while too
little results in a mix that is difficult to compact (Wonson, 1998).

In Germany, surface courses of SMA have proven themselves to be exceptionally resistant to


permanent deformation and durable surfaces subject to heavy traffic loads and severe
climatic conditions (DAV, 1992). Stone Matrix Asphalt surface courses are reported to show
excellent results in terms of being particularly stable and durable in traffic areas with
maximum loads and under a variety of weather conditions (Wonson, 1996).

The gap-graded aggregate mixture provides a stable stone-to-stone skeleton that is held
together by a rich mixture of bitumen mastic, which is a mixture of bitumen, filler, sand and
stabilizing additives. Stabilizing additives can be organic or mineral fibres, or less often,
polymers. They stabilize the asphalt mortar and tend to thicken or bulk the bitumen to
prevent binder run-off from the aggregate. Thus, they ensure the homogeneity of the mixture.
Aggregate interlock and particle friction are maximized and gives the structure its stability
and strength (Susanne, 2000).

Because the aggregates are all in contact, rut resistance relies on aggregate properties rather
than binder properties. Since aggregates do not deform as much as bitumen binder under load,
this stone-on-stone contact greatly reduces rutting. The improved rutting resistance of the
SMA mixture is attributed to the fact that it carries the load through the coarse aggregate
matrix (or the stone matrix). The use of polymer or fibre, which increase the viscosity of the

24
mixture, and the use of high filler content, which increases the stiffness of the binder, allow
the SMA mixtures to have a higher binder film thickness and higher binder content without
the problem of drain down of bitumen during construction. The increased durability of the
SMA mixtures can be attributed to thick film thickness and the high binder content (Chen et
al, 2008).
Summing up, the properties of a properly designed and constructed SMA can be enumerated
as
The stone skeleton, with its high internal friction, will give excellent shear resistance.

The binder rich, void less mastic will provide good durability and good
resistance to cracking.

The very high concentration of large stones, three to four times higher than in a
conventional dense graded mixture will give superior resistance to wear. The
rough surface texture than that of dense graded mixture will assure good skid
resistance and proper light reflection.

The surface texture also provide anti-splash features during wet and rainy conditions
and thus reduce hydroplaning which results from water draining through the voids in
the matrix.

2.1.1.1 Advantages and Disadvantages of Stone Matrix Asphalt


Stone matrix asphalt has a number of advantages over conventional dense graded asphalt.
These include:
Resistance to permanent deformation or rutting (30-40% less permanent deformation
than dense graded bituminous mixtures).

The mechanical properties of SMA rely on the stone to stone contact so they are
less sensitive to binder variations than the conventional mixes (Brown, et al,
1997a).

Good durability due to high binder content (slow ageing), resulting in longer service
life (up to 20%) over conventional mixes.

25

Good flexibility and resistance to fatigue (3-5 times increased fatigue life).

Good low temperature performance.

Good wear resistance.

The coarser surface texture characteristics may reduce sound from the tyre and
pavement contact as well as water spray and glare.

SMA can be produced and compacted with the same plant and equipment available
for dense grade asphalt.

More economical in the long term.

Provide friendly and safety features including improved skid resistance on wet
pavements (NAPA, 1998).

SMA may be used at intersections and other high traffic stress situations where open
graded aggregate is unsuitable. SMA surfacing may provide reduced reflection
cracking from underlying cracked pavements due to the flexible mastic.

Apart from good stability and durability that ensures a long service life, other advantages
claimed for SMA are:

It can be laid over a rutted or uneven surface because it compresses very little during
compaction. This also helps to produce good longitudinal and transverse evenness
(Nunn, 1994). There is no harm to the final evenness of the surface even when applied
in different mat thicknesses.

If the pavement lacks stiffness, such that dense graded mixtures with conventional
binder which suffer premature fatigue induced cracking, then it may be beneficial to
place SMA because of its improved fatigue resistance properties (Austroads, 1997).

An anticipated secondary benefit of SMA is the retardation of reflection


cracks (Austroads, 1997).

26
Perceived disadvantages of SMA include:
Increased cost associated with higher binder and filler contents, and additive.

High filler content in SMA may result in reduced productivity. This can be overcome
by suitable plant modifications.

Possible delays in opening to traffic as SMA Mix should be cooled to prevent
flushing of the binder surface.

Initial skid resistance may be low until the thick binder film is worn off from the
top of the surface by traffic.

2.2 Characteristics Of Material Used In Bituminous Mix

2.2.1 Mineral Aggregate

Gap graded asphalt is a designed mixture of bitumen (60/70), filler, fine aggregate and coarse
aggregate

3Table 2.1 Coarse Aggregate Grading


Coarse Aggregate Grading

SIEVE (mm) % by weight passing

20 100
14 38-100
10 0-69
2 0-2

4Table 2.2 Fine Aggregate + Filler grading


Fine aggregate + Filler grading

SIEVE (mm) % by weight passing

1 100
0.425 70-97
0.300 49-93
0.150 16-58
0.075 0-20
(Road Design Manual Part III, 1987)

27
2.2.2 Binder
Bitumen acts as a binding agent to the aggregates, fines and stabilizers in bituminous
mixtures. Binder provides durability to the mix. The characteristics of bitumen which
affects the bituminous mixture behaviour are temperature susceptibility, visco-elasticity
and aging. The behaviour of bitumen depends on temperature as well as on the time of
loading. It is stiffer at lower temperature and under shorter loading period. Bitumen must
be treated as a visco-elastic material as it exhibits both viscous as well as elastic properties
at the normal pavement temperature; at low temperature it behaves like an elastic material
and at high temperatures its behaviour is like a viscous fluid.

Bitumen along with its different additives acts as a stabilizer for bituminous mix. Polymer
modified bitumen can also be used as a stabilizer with or without additives in the mixture.
Different types of bitumen have been used by various researchers to the mixture properties.
Penetration grade bitumen such as 60/70, modified bitumen such as crushed rubber modified
bitumen (CRMB), polymer modified bitumen (PMB) and super-pave performance grade
bitumen are used to evaluate SMA mixtures.

Brown and Mallick (1994) used viscosity grade binder AC-20 for their research on
SMA properties related to mixture design. Mogawer and Stuart (1996) also used AC-
20 binder.

Putman et al. (2004) used a performance grade binder PG 76-22 to study the SMA
properties. They observed that polymer modified bitumen gives better performance (in
terms of deformation) than unmodified bitumen.
Sharma et al. (2004) used natural rubber powder to modify 80/100 penetration grade bitumen.
They termed it as Natural Rubber Modified Bitumen (NRMB). Kamaraj et al. (2006) used
60/70 grade bitumen and SBS modified bitumen (PMB-40) in SMA for their investigation.

28
Chiu and Lu (2007) investigated the feasibility of using Asphalt Rubber (AR) as a binder for
SMA. They produced this AR by blending ground tire rubber (GTR) with AC-20 asphalt.
They termed it as AR-SMA. The performance of AR-SMA was evaluated in terms of
moisture susceptibility. It was found that the AR-SMA mixtures were not significantly
different from the conventional SMA mixtures in terms of moisture susceptibility. It was also
observed that no fibre was needed to prevent drain down when this AR is used in the mix. It
has been reported by Reddy et al. (2006) that the fatigue life, temperature susceptibility and
resistance to moisture damage characteristics of the bituminous mixes can be improved by the
use of CRMB as compared to other unmodified bitumen.

Here in this research, 60/70 penetration grade bitumen is used as binder.

2.2.3 Mineral filler

Mogawer and Stuart (1996) studied the effect of mineral fillers on properties of SMA
mixtures. They chose eight mineral fillers on the basis of their performance, gradation etc.
They evaluated the properties of SMA mixtures in terms of drain down of the mastic,
rutting, low temperature cracking, workability and moisture susceptibility.
Mustafa Karasahin et al. (2006) used waste marble dust obtained from shaping process of
marble blocks and lime stone as filler and optimum binder content was determined by
Marshall Test and showed good results.

Yongjie Xue et al. (2008) utilized municipal solid waste incinerator (MSWI) fly ash as a
partial replacement of fine aggregate or mineral filler in stone matrix asphalt mixtures. They
made a comparative study of the performance of the design mixes using Superpave and
Marshall Mix design procedures.

29
Jony Hassan et al. (2010) studied effect of using waste glass power as mineral filler on
Marshall Property of SMA by comparing with SMA where lime stone, ordinary Portland
cement was taken as filler with varying content (4-7%).
Here in this research, crushed gravel is used as filler.

2.2.4 Stabilizing Additives


Stabilizing additives are used in the mixture to prevent mortar drain down and to provide
better binding. Fibres commonly used now-a-days are polypropylene, polyester, mineral and
cellulose. The main stabilizing additives used in mixes can be classified in to different groups;

Fibres (Cellulose Fibres, Mineral Fibres, Chemical Fibres)


Polymer
Powder and flour like materials (Silicic acid, Special Filler)
Plastics (Polymer Powders or Pellets)

2.2.4.1 Natural Fibres


Natural fibre classified into 3 categories depending upon the part of plant from where
it is extracted:
Stem fibre (jute, banana etc.)
Leaf fibre (sisal, pineapple)
Fruit fibre (cotton, coir, oil palm
Fibres are added as reinforcement in bituminous mixtures. Reinforcement consists of
incorporating certain materials with some desired properties within other material which lack
those properties (Maurer and Gerald, 1989). Fundamentally, the principal functions of fibres
as reinforcing materials are to provide additional tensile strength in the resulting composite
and to increase strain energy absorption of the bituminous mixtures (Mahrez et al., 2005).

30
Some fibres have high tensile strength relative to bituminous mixtures, thus it was found that
fibres have the potential to improve the cohesive and tensile strength of mixes. They are
believed to impart physical changes to bituminous mixtures (Brown et al., 1990). Research
and experience have shown that fibres tend to perform better than polymers in reducing the
drain down of bituminous concrete mixtures that is why fibres are mostly recommended
(Hassan et al., 2005). Because of the inherent compatibility of fibres with bitumen and its
excellent mechanical properties, adding fibres to bitumen enhances material strength and
fatigue characteristics while at the same time increasing ductility (Fitzgerald, 2000).

According to Maurer and Gerald (1989), fibre reinforcement is used as a crack barrier rather
than as a reinforcing element whose function is to carry the tensile loads as well as to prevent
the formation and propagation of cracks. Finely divided fibres also provide a high surface
area per unit weight and behave much like filler materials. Fibres also tend to bulk the
bitumen, so it will not run off from the aggregates during construction. In terms of efficiency,
mixtures with fibre showed a slight increase in the optimum binder content compared to the
control mix. In this way, adding fibres to bitumen is very similar to the addition of very fine
aggregates to it. Thus, fibre can stabilize bitumen to prevent leakage (Peltonen, 1991).
It is important to know that the appropriate quantity of bitumen needed to coat the fibres
depend on the absorption rate and the surface area of the fibres. It also depends on the
concentration and type of fibres (Button et al,1987)

If the fibres are too long, it may create the so called balling problem, i.e., some of the fibres
may lump together, and the fibres may not blend well with the bitumen. In the same way, too
short fibres may not provide any reinforcing effect. They may just serve as expensive filler in
the mix.
Fundamentally, fibre improves the different properties of the resulting mix. It changes the
viscoelasticity of the modified bitumen (Huang et al.1996), increases dynamic modulus (Wu,
Ye et al,2007), moisture susceptibility (Putman et al, 2004), creep compliance, rutting

31
resistance (Chen et al, 2004) and freeze thaw resistance (Echols, 1989), while reducing the
reflective cracking of bituminous mixtures and pavements (Echols, 1989; Tapkn et al., 2009,
Maurer et al, 1989).

Goel and Das (2004) reported that fibre reinforced materials develop good resistance to
ageing, fatigue cracking, moisture damage, bleeding and reflection cracking. Serfass and
Samanos (1996) examined the effects of fibre-modified bitumen on bituminous mixtures
utilizing asbestos, rock wool, glass wool and cellulose fibres. The tests conducted included
resilient modulus, indirect tensile strength, rutting resistance and fatigue resistance. Three
studies were performed on a test track in Nantes, France. The first study showed that, fibre
modified mixtures maintained the highest percentage of voids with a 13 metric ton axle
load for 1.1 million times, compared with unmodified and the other two elastomer
modified mixtures. The authors concluded that the decreased susceptibility to moisture
related distress in the porous mixtures tested is due to better drainage. In the second study,
two million load applications were applied to fibre-modified bituminous mixture which
was used as an overlay on pavements with signs of fatigue distress. After the load
applications, the pavement surface was noted to have a well maintained macrostructure,
and practically no cracking. Fibre modified overlays were also constructed over fatigued
pavements in the third study reported by them. After 1.2 million load applications, it was
observed that all of the fibre modified overlays showed no sign of fatigue related
distresses or rutting compared to the unmodified samples which showed signs of distress.
This was in agreement with the findings of the second study, establishing that the fatigue
life of the fibre modified pavement is improved over unmodified mixtures.

32
Fibre modification also allowed for an increase in film thickness, resulting in less ageing
and improved binder characteristics. Addition of fibres also resulted in the reduction of
temperature susceptibility of bituminous mixtures.

Previous researches (Marais, 1979; Chen et al., 2005; Amit et al. 2004; Tapkin, 2008) showed
that the addition of fibre into bitumen increases the stiffness of the bitumen binder resulting
in stiffer mixtures with decreased binder drain down. The fibre modified mixtures showed
improved Marshall Properties with increased stability and bulk specific gravity values
compared to the control mix.
Fibres appear to have the potential to improve fatigue life and deformation characteristics
by increasing rutting resistance. The tensile strength and related properties of mixtures
containing fibres were found to improve. In terms of workability, mixtures with fibres
showed a slight increase in the optimum binder content compared to the control mix.
This is similar to the addition of very fine aggregates. The proper quantity of bitumen
needed to coat the fibres is dependent on the absorption and the surface area of the fibres
and is therefore affected not only by different concentrations of fibres but also by different
fibre types (Button et al., 1987).

According to Mills and Keller (1982), the degree of homogeneity of dispersion of the
fibres within the mix will determine the strength of the resulting mixtures. The results
obtained from the different field studies showed that the addition of fibre have a benefit
since it will help to produce more flexible mixtures with more resistant to cracking (Jiang
et al., 1993).

The design methods of bituminous mixtures primarily include the well-known Marshall
Design method and Superpave design method. In the design procedure bitumen content
plays a key role in determining the engineering properties of mixture, which is determined in

33
terms of the volumetric properties of mixture (specific gravity, air void, etc.) in both the
Marshall and Superpave mixture design procedures.

However, the volumetric properties of fibre-reinforced bitumen mixture are different from
that of the ordinary bituminous mixture (Serfass and Samanos, 1996).

Therefore, it is essential to investigate the volumetric properties of these mixtures to design


more reliable ones. Fibre content plays an important role in determining the volumetric and
engineering properties of bituminous mixtures. It was reported that there exists some optimum
fibre content to achieve the maximum tensile strength and toughness (Chenet al., 2004). In
many cases, fibre content is determined only according to the engineering practices or
manufacturers recommendation.

Fibres do the best job of preventing drain down, where polymers improve the bitumen
properties at low and high temperatures. Brown and Cooley (1999) also concluded in NCHRP
Report 425 that fibres do a better job than polymers to reduce drain down.

2.3 Banana Fibre

The entire sheath of banana fibre yields good quality fibre which is highly valued in the
market for its durability and strength. A large quantity of bio waste is generated every year
owing to banana cultivation which needs to be disposed off. By extracting banana fibre, the
waste can be effectively put to use and provide additional income to the banana farmers.
Banana fibre is a multicellular fibre. The suitability of fibre for utilization in products can be
identified by the degree of polymerization of cellulose. It is a cellulose rich fibre (70%) with
low lignin content (12%). Tensile strength, elongation and density are the most important
mechanical properties of the fibre. The high tensile strength exhibited by the fibre indicates its
resistance to wear and tear, thus facilitating its use in pavements. It is observed that single

34
fibre tenacity, fibre bundle tenacity, fibre porosity and moisture regain is the highest for this
fibre when physical and chemical properties of different natural fibres are compared (Sinha,
1974). They can be extracted from the pseudostem by removing the non- fibrous tissues and
other plant parts from the fibre bundles. Fibre extraction is usually practiced either by hand
extraction or by mechanical means (Suma, 2009).

2.3.1 Extraction of Banana Fiber


The processes for making yarn from banana fibers vary from region to region. Banana fiber
is extracted from the pseudo stem Sheath of the plant. The extraction can be done mainly in
three ways: manual, chemical and mechanical. Of these, mechanical extraction is the best
way to obtain fiber of both good quality and quantity in an eco-friendly way. In this process
the fiber is extracted by inserting the pseudo stem sheaths one by one into a raspador
machine.

The raspador machine removes non-fibrous tissues and the coherent material (known as
sctcher) from the fiber bundle present in the sheath and gives the fine fiber as output. After
extraction, the fiber is shade dried for a day and packed in HDPE bags. After extraction, the
fibre is stored away from moisture and light to keep it in good condition until it is used.
(Banana star, 2012)

2.3.2 Treatment of banana fibre


Recent studies pointed out that nano-scale cellulose is an interesting green reinforcing agent
for the design of nano-composites. Cellulose micro-fibrils can be extracted from wood or
many other plant-based materials, but pulping and bleaching processes are not
environmentally friendly.

Bacterial or microbial cellulose is produced by certain bacteria belonging to the genera


Acetobacter, Agrobacterium, Alcaligenes, Pseudomonas, Rhizobium, or Sarcina, the most

35
efficient producer of bacterial cellulose being Acetobacter xylinum. Acetobacter xylinum, an
obligate aerobe, produces extracellular cellulose micro- fibrils to provide a firm matrix that
floats and, therefore, allows the embedded bacteria to stay in close contact with the
atmosphere. The produced cellulose pellicles play a great role in promoting colonisation of
the cells on the substrate. Cellulose pellicles were also observed to protect Acetobacter
xylinum cells from UV light. Recently, Guhados et al. have measured the elastic modulus of
single bacterial cellulose fibril using atomic force microscopy to be 78 GPa, which is much
higher than those of natural fibers (generally less than 30 GPa) and is in the same order as
that of glass fibers (70 GPa). This makes bacterial cellulose a very promising green nano-
reinforcement. Moreover, the very good mechanical properties obtained for some cellulose-
reinforced renewable nano-composites prompt us to assume that the interfacial adhesion
between bacterial cellulose and renewable polymers should be good.

Inspired by nature, creating very complex hierarchical structures by assembly of molecules


of different sizes where high mechanical resistance is needed, such as in plant cell walls,
animal shells, and bones, we propose an alternative way of modifying natural fiber surface.
A hierarchical structure was produced by cultivating cellulose-producing bacteria in
presence of natural fibers, which resulted in significant coverage of the fiber surfaces by
bacterial cellulose. This green modification is aimed at improving the interfacial adhesion to
bio-based polymers and might lead to truly green fiber reinforced hierarchical nano-
composites with enhanced properties and much better durability. (Marion et al.,2008)

2.3.3 Comparison of Drain Down and Compressive Strength in SMA Mixtures with

Natural Fibres

From Table 2.3, it can be observed that all additives provide significant stabilization to the
mixture as compared to the control mixture. Drain down of the control mixture is 6.5% which
is beyond the specified limits (< 0.3%).

36
It is evident that in all stabilized SMA mixtures, the values of drain down decreases
considerably with increase in additive content and reaches the acceptable limit at 0.2 % fibre
content and 5% WP and PP content. This indicates that in all mixtures, each additive is
performing its function as a stabilizing additive. The potential effects of the inclusion of
additives in SMA mixtures are therefore beneficial in preventing the bleeding phenomenon
and the drain down of this gap graded SMA mix having rich binder content. Either fibre or
polymer additive can be effectively utilized as the stabilizing agent. Fibre stabilizers are found
to be more effective in reducing the drain down than polymer stabilizers due to the absorptive
nature of fibres. Among the fibre stabilized mixtures, SMA mixture with coir fibre shows the
0% drain down at 0.3% fibre content.

(IJRET: International Journal of Research in Engineering and Technology eISSN: 2319-


1163 | pISSN: 2321-7308)

5Table 2.3 Drain down values for different fibre percentages


% Fibre Drain Down %
Coir Sisal Banana

0 6.497 6.497 6.497

0.1 1.887 2.347 2.584

0.2 0.083 0.114 0.116

0.3 0 0.012 0.014

0.4 0 0 0.003

The variation of the compressive strength with increasing percentage of additive content for
the two different temperatures, 25C and 60C for fibres is shown in Table 2.4. All stabilized

37
mixtures shows higher compressive strength than the control mixture. This may be due to the
increase in stiffness of the SMA mix. Presence of additive may strengthen the bonding
between the aggregates provided by the binder and thereby enhancing the stone to stone
contact.

This will result in increasing the resistance to crushing. It is also observed that the
compressive strength decreases with the increase in temperature. But the percentage
decrease in strength decreases with the increase in fibre content up to a certain level.
(International Journal of Scientific Engineering and Applied Science (IJSEAS) -
Volume-1, Issue-6, September 2015 ISSN: 2395-3470)

6Table 2.4 Compressive strength (MPa) of fibre stabilised SMA samples at 25 0C and 600C
Fibre % Compressive strength of SMA samples with
Coir Fibre Sisal Fibre Banana Fibre
25 60 25 60 25 60

0 5.10 4.13 5.10 4.13 5.10 4.13

0.1 5.19 4.25 5.16 4.22 5.15 4.20

0.2 5.71 5.22 5.58 5.15 5.54 5.01

0.3 5.96 5.87 5.80 5.67 5.76 5.57

2.4 Mix Design

For preparation of mix by Marshall Method some researcher used 50 blows on either face
of sample and some researcher used 75 blows for their project work on both sided of
sample. In this investigation, SMA mixes have been prepared using normal Marshall
Procedure by applying 75 blows of compaction on either face of all types of mixes.

38
Muniandy and Huat (2006) used Cellulose oil palm fibre (COPF) and found fibre-modified
binder showed improved rheological properties. The Cellulose oil palm fibre (COPF) was
found to improve the fatigue performance of SMA deign mix.

The fatigue life increased to a maximum at a fibre content of about 0.6%, while the tensile
stress and stiffness also showed a similar trend in performance. The initial strains of the mix
were lowest at a fibre content of 0.6%.

Kumar et al. (2007) studied on 2 type of fibre. Tried to use a fibre in SMA by taking jute
fibre which is coated with low viscosity binder and compare the result with a imported
cellulose fibre (a cellulose fibre imported from Germany) using 60/70 grade bitumen and
found optimum fibre percentage as 0.3% of the mixture. Jute fibre showed equivalent results
to imported patented fibres as indicated by Marshall Stability Test, permanent deformation
test and fatigue life test. Aging index of the mix prepared with jute fibre showed better result
than patented fibre.

2.5 Conclusion

Literature shows that it has been possible to improve the performance of bituminous mixtures
used in the surfacing course with the help of various types of additives like fibres, polymers
and waste materials. Synthetic fibres are conventionally used in the construction of Stone
Matrix Asphalt and are imported at a high cost. The excessive use of synthetics has led to
environmental pollution. This ecological crisis has necessitated the use of bio-renewable
resources and plant fibres. Resources in terms of materials consumed for construction and
maintenance of roads are very scarce and limited. Therefore, there is an urgent need to
identify new technologies that can work well with alternative resources such as agro-based
materials and renewal of existing resources without affecting the performance.

39
Investigators mainly have focused on uses of cellulose fiber and other materials in the mixes
to prevent drain down of binder mortar from the mix. Use of a non- conventional fiber such
as banana fiber which primarily contain cellulose on its outer part and is widely and cheaply
available all over the world, is not available in past literature, particularly in SMA mixes.
Hence this material has been used as the stabilizing additive in the preparation of SMA
mixes.

40
CHAPTER- 3 METHODOLOGY

3.1 Introduction

The performance of bituminous surfacing depends to a great extent on the correct choice of
quality and quantity of materials. Materials needed for the production of Stone Matrix Asphalt
mixtures include high quality aggregates, bituminous binder, mineral filler and a stabilizer.
The Materials used in this research are locally available construction materials in Kenya. This
chapter will deal with the properties of these materials and the tests carried out on the
bituminous mix.

3.2 Material Characterization

3.2.1 Aggregates
Aggregates form the major constituent of road construction materials. Since they have to bear
the brunt of traffic, they should be strong enough to resist the degradation and should have
enough structural stability which is offered by the mechanical interlock of aggregate in the
layer. The Road Design Manual Part III 1987 gives the methods of tests for aggregates in road
construction. Aggregate of sizes 20mm, 14mm and stone dust produced from a local quarry at
Mlolongo was used in the present investigation. The values obtained for various properties of
aggregate are given below.

3.2.2 Mineral Filler


The role of mineral filler is essentially to stiffen the rich binder SMA. It is designed to fill the
voids and form stiff mastic with bitumen binder and stabilizing additive. It increases the
cohesion of the mix resulting in a significant increase in shear resistance. A higher percentage
of filler may stiffen the mixture excessively, making it difficult to compact and may be
resulting in a crack susceptible mixture, (Brown et al., 1997). In general, amount of material
passing through the 0.075 mm sieve is 8-12 % of the total amount of aggregate in the mix.

41
Commonly used mineral fillers are fly ash, hydrated lime, finely ground limestone dust and
Ordinary Portland Cement (OPC).

3.2.3 Bitumen
In this study, 60/70 penetration grade bitumen obtained from Collas East Africa was used as
binder for preparation of the mix.

4Plate 3.1 Research on bitumen properties

5Plate 3.2 Test for Flashpoint and Fire Point

42
3.2.4 Banana Fibre
The banana fibre required for carrying out the work was procured from Muthurwa Market.
The banana fibres was cleaned and cut in to small pieces of 10-20 mm in length to ensure
proper mixing with the aggregates and binder during the process of mixing.

3.3 Test Procedures

3.3.1 Marshall Stability Test

3.3.1.1 Introduction
Suitably designed bituminous mix will withstand heavy traffic loads under adverse climatic
conditions and also fulfill the requirement of structural and pavement surface characteristics.
The objective of the design of bituminous mix is to determine an economical blend through
several trial mixes. The gradation of aggregate and the corresponding binder content should
be such that the resultant mix should satisfy the following conditions.
Sufficient binder to ensure a durable pavement by providing a water proofing
Coating on the aggregate particles and binding them together under suitable
compaction.
Sufficient stability for providing resistance to deformation under sustained or
Repeated loads. This resistance in the mixture is obtained from aggregate
Interlocking and cohesion which generally develops due to binder in the mix.
Sufficient flexibility to withstand deflection and bending without cracking.
To obtain desired flexibility, it is necessary to have proper amount and grade of
bitumen.
Sufficient voids in the total compacted mix to provide space for additional
Compaction under traffic loading.
Sufficient workability for an efficient construction operation in laying the
Paving mixture.

43
There are three principal bituminous mix design methods in general use. They are Marshall
Method, Hveem Method and Superpave Method. Marshall Mix design is the widely used
method throughout Kenya. In this method load is applied to a cylindrical specimen of
bituminous mix and the sample is monitored till its failure as specified in the ASTM standard
(ASTM D1559). For the present work, the bituminous mix is designed using the Marshall
Method and arrived at the volumetric properties.
This test procedure is used in designing and evaluating bituminous paving mixes and is
extensively used in routine test programmes for the paving jobs. There are two major features
of the Marshall method of designing mixes namely, density voids analysis and stability
flow test.

Strength is measured in terms of the Marshalls Stability of the mix following the
specification ASTM D 1559 (2004), which is defined as the maximum load carried by a
compacted specimen at a standard test temperature of 60C. In this test compressive loading
was applied on the specimen at the rate of 50.8 mm/min till it was broken. The temperature
60C represents the weakest condition for a bituminous pavement.

The flexibility is measured in terms of the flow value which is measured by the change in
diameter of the sample in the direction of load application between the start of loading and at
the time of maximum load. During the loading, an attached dial gauge measures the
specimen's plastic flow (deformation) due to the loading. The associated plastic flow of
specimen at material failure is called flow value.

44
6Plate 3.3 Marshall Stability and Flow Specimen in water bath of 60 0 C

3.3.1.2 Marshall Mix Design


There are two major features of the Marshall method of designing mixes namely, density
voids analysis and stability flow test. The density-voids analysis is done using the
volumetric properties of the mix, which will be described in the following sub sections.

3.3.1.2.1 Gradation of aggregates


Gradation of aggregates is one of the most important factors for the design of SMA mixture.
The sieve analysis, blending and the specified limits of the SMA mixture are given in table
3.1.

7Table 2.1 SMA Coarse Aggregate Standards


Standards

SIEVE (mm) % by weight passing

20 100
14 38-100
10 0-69
2 0-2

45
3.3.1.2.2 Volumetric properties
Fundamentally, mix design is meant to determine the volume of bitumen binder and
aggregates necessary to produce a mixture with the desired properties (Roberts et al., 1996).
Since weight measurements are typically much easier, weights are taken and then converted
to volume by using specific gravities. The following is a discussion of the important
volumetric properties of bituminous mixtures. The properties that are to be considered,
include the theoretical maximum specific gravity Gmm, the bulk specific gravity of the mix G
mb, percentage air voids VA, percentage volume of bitumen V b, percentage void in mineral
aggregate VMA and percentage voids filled with bitumen VFB.

Theoretical Maximum Specific Gravity of the mix (Gmm) is defined as:



= (Equation 1)
+

Where, A is the mass of dry sample in air (g), ASSD is the mass of saturated surface dry sample
in air, g, D is mass of flask filled with water at 25C, g, E is mass of flask filled with water
and the test sample at test temperature, g. Gmm is calculated as per AASHTO T 209-12.

7Plate 3.4 Specific Gravity of Mix

46
Bulk specific gravity of mix (Gmb)
The bulk specific gravity or the actual specific gravity of the mix Gmb is the specific gravity
considering air voids and is found out by:


= .. (Equation 2)

It is obtained by measuring the total weight of the mix and its volume. Volume is determined
by measuring the dimensions of the sample or for better accuracy it can be measured by the
volume of water it displaces. However, while the sample is immersed in water, some water
may be absorbed by the pores of the mix. Therefore, the mix is covered with a thin film of
paraffin and the volume of the sample is measured by knowing the volume of paraffin used to
coat its surface. The bulk specific gravity of paraffin-coated specimen is determined in
accordance with ASTM standard test procedure D1188-96.

The phase diagram of the bituminous mix is given in fig. 3.1. When aggregate particles are
coated with bitumen binder, a portion of the binder is absorbed into the aggregate, whereas
the remainder forms a film on the outside of the individual aggregate particles. Since the
aggregate particles do not consolidate to form a solid mass, air pockets also appear within the
bitumen-aggregate mixture. Therefore, as fig 3.1 illustrates, the four general components of
HMA are: aggregate, absorbed bitumen, bitumen not absorbed into the aggregate (effective
bitumen) and air.

47
8Plate 3.5 Phase diagram of bituminous mix

Effective Bitumen Content (Pbe)


It is the total bitumen binder content of the mixture less the portion of bitumen binder that is
lost by absorption into the aggregate.

Volume of Absorbed Bitumen (Vab)


It is the volume of bitumen binder in the mix that has been absorbed into the pore structure of
the aggregate. This volume is not accounted for the effective bitumen content.

Air voids percent (VA)


It is the total volume of the small pockets of air between the coated aggregate particles
throughout a compacted paving mixture, expressed as a percent of the bulk volume of the
compacted paving mixture. The amount of air voids in a mixture is extremely important and
closely related to stability, durability and permeability. The voids in a compacted mixture are
obtained in accordance with ASTM standard test method D3203 94. The following equation
represents the percentage of air voids in the specimen.

48

= ( )100.(Equation 3)

Where Gmm is the theoretical specific gravity of the mix and Gmb is the bulk specific gravity of
the mix.

Voids in mineral aggregate (VMA)


The total volume of voids in the aggregate mix (when there is no bitumen) is called Voids in
Mineral Aggregates (VMA). In other words, VMA is the volume of inter-granular void space
between the aggregate particles of a compacted paving mixture. It includes the air voids and
the volume of bitumen not absorbed into the aggregate. VMA is expressed as a percentage of
the total volume of the mix.

When VMA is too low, there is not enough room in the mixture to add sufficient bitumen
binder to coat adequately over the individual aggregate particles. Also, mixes with a low
VMA are more sensitive to small changes in bitumen binder content. Excessive VMA will
cause unacceptably low mixture stability (Roberts et al., 1996). Generally, a minimum VMA
of 17% is specified. VMA can be calculated as,


= {1 ( )} 100(Equation 4)

Where is the bulk specific gravity of compacted specimen, Ps is the fraction of aggregates
present, by total weight of the mix and Gsb is the bulk specific gravity of the mixed
aggregates.

49
Voids Filled with Bitumen (VFB)
VFB is the voids in the mineral aggregate frame work filled with bitumen binder. This
represents the volume of the effective bitumen content. It can also be described as the percent
of the volume of the VMA that is filled with bitumen. VFB is inversely related to air voids
and hence as air voids decreases, the VFB increases.

= ( )100 (Equation 5)

Where, VA is air voids in the mix and VMA is the voids in the mineral aggregate.

The decrease of VFB indicates a decrease of effective bitumen film thickness between
aggregates, which will result in higher low-temperature cracking and lower durability of
bitumen mixture since bitumen perform the filling and healing effects to improve the
flexibility of mixture.

3.3.1.2.3 Role of volumetric parameters of mix


Bitumen holds the aggregates in position, and the load is taken by the aggregate mass through
the contact points. If all the voids are filled with bitumen, the one to one contact of the
aggregate particles may lose, and then the load is transmitted by hydrostatic pressure through
bitumen, and hence the strength of the mix reduces. That is why stability of the mix starts
reducing when bitumen content is increased further beyond a certain value.

During the hot season, bitumen softens and occupies the void space between the aggregates
and if void is unavailable, bleeding is caused. Thus, some amount of void is necessary in a
bituminous mix, even after the final stage of compaction. However excess void will make the
mix weak from its elastic modulus and fatigue life considerations. Evaluation and selection of
aggregate gradation to achieve the specified minimum VMA is the most difficult and time-
consuming step in the mix design process.

50
In the Volumetric method of mix design approach, proportional volume of air voids, binder
and aggregates are analyzed in a compacted mixture, applying a compaction close to that of
field compaction. SMA mixture design requirements is given in table 3.6

8Table 3.2: SMA mixture design criteria


Design Parameter Design criteria
Percent Air Voids 3-5 %
Percent voids in mineral aggregate (VMA) 17 (minimum)
Stability Value 6200 N (minimum)
Flow Value 2-4mm
Retained Stability (LS- 283) 70% (minimum)
Drain Down @ Production Temperature (AASHTO 0.3% (maximum)
T305)

3.3.1.2.4 Specimen preparation


Bituminous mixes are prepared by mixing the graded aggregates with 60/70 penetration grade
bitumen and additives.

The additives are added in heated aggregate prior to mixing them with heated bitumen (dry
blending method). The fibre content in this research is 0.3%. The fibre length in the mixture is
preserved as a constant parameter with a value equal to 10 mm. The mixing and compaction
temperatures are kept as 165C and 150C respectively (Brown et al, 1993).

3.3.1.3 Test Procedure:


Approximately 1200g of aggregates and filler were put together with the first trial percentage
of bitumen (5.5% by weight of the mineral aggregates) were heated separately to 170oC and
163 oC respectively. They were then mixed and transferred into a compaction mould where 75
blows are administered on the top side of mix. The specimen was then reversed and 75 blows

51
administered. The mix is left to cool for a few minutes. Average height and diameter of the
specimen was obtained. The specimen was then weighed in air and in water to determine its
bulk density and specific gravity. The specimen was then immersed in a water bath at a
temperature of 60oC for 40 minutes. It was then removed, wiped and placed centrally on the
lower half of the stability mould and then put the upper half in position. The stability mould
was placed on the lower platen of the loading frame and the flowmeter attached and adjusted
to zero. The maximum test load, in kilograms, gave the Marshall Stability value while the dial
reading corresponded to the amount of deformation (flow). The stability value was corrected
by multiplying it with a factor which is a ratio of the actual height of the test specimen to that
of the 63.5mm high standard specimen.

3.3.2 Drain Down Test

3.3.2.1 Introduction
This test was developed by AASHTO T305 is anticipated to simulate conditions that the
mixture is likely to encounter as it is produced, stored, transported, and placed. The test
provides an evaluation of the drain down potential of a bituminous mixture during mixture
design and/or during field production. This test method covers the determination of the
amount of drain down in an un-compacted bituminous mixture when the sample is held at
elevated temperatures comparable to those encountered during the production, storage,
transport, and placement of the mixture.

Drain down test is conducted on loose mixtures at the optimum binder content to ensure that
the draining property of the SMA mixtures is within the acceptable levels. The samples of the
SMA loose mixtures are placed in a wire basket fabricated using standard 6.3mm sieve cloth.
Wire basket and its dimensions are given in fig 3.4 and 3.5. The basket is positioned on a pre-
weighted plate or pan which is placed in an oven for three hours at an anticipated mix
production temperature. At the end of three hours, the basket containing the sample is

52
removed from the oven along with the pan and the pan is weighted. The mass of any binder
that drain down from the mixture to the pan is measured. This mass is then expressed as a
percentage by weight of the total mixture. The drain down of SMA mixtures should not
exceed 0.3% by weight of the mixture (AASHTO T305).

9Plate 3.6 Drain Down Apparatus

10Plate 3.7 Drain Down apparatus section view

53
3.3.2.2 Test Procedure:
In this study, the SMA mixtures obtained at optimum binder content, (7%) were checked for
drain down. A total of two loose SMA samples were tested with triplicate samples for each
design mix of SMA, stabilized with banana fibre additive and also without additive.

The mass of loose SMA mixture sample and the initial mass of the pan was determined to the
nearest 0.1 g. The loose SMA sample was then transferred and placed into the wire basket
without consolidating or disturbing it. The basket was placed on the pan and the assembly
afterward was placed in the oven (175 oC) for 1hour. After the sample had been in the oven
for 1 hour, the basket and the pan was removed and the final mass of the pan was determined
and recorded to the nearest 0.1 g. The Drain down of the mixture can be calculated as follows,

Drain down (%) =( ) 100 (Equation 6)

Where;
A = Mass of initial total sample (g),
B = Mass of initial pan (g)
C = Mass of final pan (g)

3.3.3 Indirect Tensile Strength

3.3.3.1 Introduction
The tensile properties of bituminous mixtures are of interest to pavement engineers because
of the problems associated with cracking. Although SMA is not nearly as strong in tension as
it is in compression, SMA tensile strength is important in pavement applications. The indirect
tensile strength test (IDT) is used to determine the tensile properties of the bituminous
mixture which can further be related to the cracking properties of the pavement. Low
temperature cracking, fatigue and rutting are the three major distress mechanisms. A higher
tensile strength corresponds to a stronger cracking resistance.

54
At the same time, mixtures that are able to tolerate higher strain prior to failure are more
likely to resist cracking than those unable to tolerate high strains (Tayfur et al., 2007).
A lot of research work has been reported on the performance of bituminous pavements
relating the tensile strength of bituminous mixtures (Zhang et al., 2001; Behbani et al, 2009;
Anderson et al., 2001). A higher tensile strength corresponds to a stronger low temperature
cracking resistance (Huang et al., 2004). The test provides information on tensile strength,
fatigue characteristics and permanent deformation characteristics of the pavement materials.

The resistance of bituminous mixtures to fatigue cracking is dependent upon its tensile
properties, notably its tensile strength and extensibility characteristics. Fatigue has been
defined in the literature as the phenomenon of fracture under repeated or fluctuating stresses.
The layers in a flexible pavement structure are subjected to continuous flexing as a result of
the traffic loads that they carry, resulting in tensile stresses and strains at the bottom of the
bituminous layers of the pavement. The magnitude of the strain is dependent on the overall
stiffness of the pavement. Indirect tensile strength test is an indicator of strength and
adherence against fatigue, temperature cracking and rutting. Tensile strength is typically used
as SMA performance measure for pavements because it better simulates the tensile stresses at
the bottom of the SMA surface course when it is subjected to loading. These stresses are
typically the controlling structural design stresses. Tensile strength is difficult to measure
directly because of secondary stresses induced by gripping a specimen so that it may be pulled
apart. Therefore, tensile stresses are typically measured indirectly by a splitting tensile test.
The values of indirect tensile strength may be used to evaluate the relative quality of
bituminous mixtures in conjunction with laboratory mix design, testing and for estimating the
resistance to cracking. The results can also be used to determine the resistance to field
pavement moisture when results are obtained on both water-conditioned and unconditioned
specimens. Many researchers used this test (Wallace et al., 1980; Kennedy et al, 1968;
Kandhal, 1979; Ibrahim, 2000).

55
The method has been standardized by both the British Standard Institutions and the ASTM.
The indirect tensile mode of testing like the one presented in fig. 3.6 can be used to establish
the tensile properties of bituminous mixtures to evaluate the performance of the pavement.
The forces acting during the test are shown in fig. 3.7.

11Plate 3.8 Schematic IDT set up

12Plate 3.9 Forces acting during split tensile test

56
3.3.3.2 Test Procedure:
The tensile characteristics of bituminous mixtures were evaluated by loading the 6 Marshall
specimens (7%, 7.5% & 8% binder content, with and without banana fibre additive) along a
diametric plane with a compressive load at a constant rate acting parallel to and along the
vertical diametrical plane of the specimen through two opposite loading strips. This loading
configuration develops a relatively uniform tensile stress perpendicular to the direction of the
applied load and along the vertical diametrical plane, ultimately causing the specimen tested
to fail by splitting along the vertical diameter. A 13 mm (1/2) wide strip loading is used for
101 mm diameter specimen to provide a uniform loading with which produces a nearly
uniform stress distribution. A loading rate of 1kN/sec was adopted. Tensile failure occurs in
the sample rather than the compressive failure.
Plywood strips were used so that the load was applied uniformly along the length of the
cylinder. The compressive load indirectly created a tensile load in the horizontal direction of
the sample.
The peak load was recorded and it was divided by appropriate geometrical factors to obtain
the split tensile strength using the following equation:

St= 2000P .(Equation 7)


tD

Where;
St = IDT strength, kPa
P = maximum load, N
t = specimen height immediately before test, mm
D = specimen diameter, mm

57
13Plate 3.9.1 Indirect Tensile Strength Specimens

58
14Plate 3.9.2 Splitting test for indirect tensile strength test

3.3.4 Moisture Susceptibility

3.3.4.1 Introduction
Moisture susceptibility is a primary cause of distress in HMA pavements. HMA should not
degrade substantially from moisture penetration into the mix. HMA mixtures may be
considered susceptible to moisture if the internal asphalt binder-to-aggregate bond weakens in
the presence of water. This weakening, if severe enough, can result in stripping. (Hicks, 1991
and Epps, 2000)

The water induced damage in HMA layers may be associated with two mechanisms: loss of
adhesion and/loss of cohesion (Hicks 1991). In the first mechanism, the water gets between

59
the asphalt and aggregate and strips the asphalt film away, leaving aggregate without asphalt
film coverage. This is because the aggregates have a greater kinship for water than asphalt
binder. The second mechanism includes the interaction of water with the asphalt cement that
reduces the cohesion within the asphalt cement. This will lead to a severe reduction in the
asphalt mixture strength.
In this research, the Indirect Tensile Strength (ITS) method using Tensile Strength Ratio
(TSR) Method was used.
The ITS test is a performance test which is often used to evaluate the moisture susceptibility
of a bituminous mixture. Tensile strength ratio (TSR) is a measure of water sensitivity. It is
the ratio of the tensile strength of water conditioned specimen, (ITS wet, 60C, and 24 h) to
the tensile strength of unconditioned specimen (ITS dry) which is expressed as a percentage.
A higher TSR value typically indicates that the mixture will perform well with a good
resistance to moisture damage. The higher the TSR value, the lesser will be the strength
reduction by the water soaking condition, or the more water-resistant it will be.

2
=
1
Equation 8

Where:
TSR = tensile strength ratio
S1 = average tensile strength of unconditioned samples
S2 = average tensile strength of conditioned samples

3.3.4.2 Test Procedure:


A total of 12 Marshall specimen of Stone Matrix Asphalt stabilized were prepared. 3
specimens, for each binder content, (7%, 7.5% & 8%) were prepared with banana fibre

60
additive and that without the banana fibre additive. The first group was immersed in a water
bath at 60C, for a period of 24 hours (conditioned sample). The samples were then removed
from the water bath and kept at a temperature of 25C for a period of 2 hours. Other set of
samples (unconditioned sample) were kept at a temperature of 25C for a period of 2 hours
without soaking. These specimens were then mounted on the conventional Splitting testing
apparatus and loaded at a deformation rate of 1kN/sec and the load at failure was recorded at
each case. Then the tensile strength of water conditioned as well as unconditioned specimen
for each sample with and without the banana fibre additive was determined and recorded.

61
CHAPTER 4 RESULTS

4.1 Material Properties

9Table 4.1 Coarse Aggregate Grading


Coarse Aggregate Grading Standards

SIEVE (mm) % by weight passing SIEVE (mm) % by weight passing

20 100 20 100
14 38- 100 14 38-100
10 0-69
2 0-2

10Table 4.2 Banana Fibre Properties


Property Test Results
Diameter (m) 80-250
3
Density (g/cm ) 1.35
Cellulose content (%) 85
Lignin content (%) 5
Elastic modulus(GN/m2) 8-20
2
Tenacity (MN/m ) 528-754
Elongation at break (%) 1.0-1.2

11Table 4.3 Physical Properties of Coarse Aggregate


Property Method of Test Test Results STANDARDS (Road

Design Manual)

Aggregate Impact Value (%) IS: 2386 (P IV) 14.0

Aggregate Crushing Value (%) IS: 2386 (P IV) 11.6 28- 30

Los Angeles Abrasion Value (%) IS: 2386 (P IV) 12.0 35- 40

Combined Flakiness and Elongation IS:2386 (P I) 13.6 25- 35

Index (%)

Water Absorption (%) IS: 2386 (P III) 0.66

62
Specific gravity IS:2386 (P I) 2.834

12Table 4.4 Properties of 60/70 penetration grade bitumen


Property Method of Test Test Results Standards
0
Penetration at 25 C ASTM D5 70mm 60/70
(mm)
Softening Point (0C) ASTM D2398 48C 49- 56
Specific Gravity at ASTM D70 1.030 1.010-1.060
270C
Ductility at 270C ASTM D113 110mm 100 min
Flashpoint (0C) ASTM D92 285oC 250min
Loss on Heating ASTM D6 0.17 0.2 max

13Table 4.5 Physical properties of crushed gravel


Property Test Results Standards (Road Design Manual)
Specific Gravity 2.8 SIEVE (mm) % by weight passing
% passing 0.075 mm IS 85 1 100
sieve 0.425 70-97
0.300 49-93
0.150 16-58
0.075 0-20

4.2 Marshall Stability and Flow Test Results

14Table 4.6 Marshall Stability and Flow Values


Sample Name Stability Reading Flow Reading
Initial Final Corrected Standards Initi Final Difference Standards
Value(Kg) (Kg) al
MN7 0 80 769.5 305.1- 917.4 6.3 11.5 5.2 2- 4mm
MN5 0 75 721.1 305.1- 917.4 3.9 11.8 7.9 2- 4mm
MN8 0 70 672.5 305.1- 917.4 4.0 14.2 10.2 2- 4mm
MM7 0 97 931 305.1- 917.4 5.6 13.6 8.0 2- 4mm
MM5 0 95 912 305.1- 917.4 6.1 16.4 10.3 2- 4mm
MM8 0 90 864.5 305.1- 917.4 6.3 17.2 10.9 2- 4mm

63
4.3 Indirect Tensile Strength Test Results

15Table 4.7 Indirect Tensile Strength Test Results


Sample Name Mass(g) Maximum Load(KN) Maximum Strength(MPa)
IM8 1389.0 2.886 0.216
IM5 1389.0 2.916 0.218
IM7 1396.5 2.825 0.212
IN8 1374.0 2.848 0.213
IN5 1406.5 2.867 0.215
IN7 1425.0 1.987 0.149

4.4 Drain Down Test Results

16Table 4.8 Drain Down Test Results


Sample Name A(g) B (g) C (g) Drain Down % Standards (%)
(AASHTO
T305)
DN8 1374.0 2000.0 2013.5 0.98 0.3
DN5 1406.5 2000.0 2009.3 0.66 0.3
DN7 1425.0 2000.0 2006.4 0.45 0.3
DM8 1389.0 2000.0 2003.5 0.252 0.3
DM5 1389.0 2000.0 2001.6 0.116 0.3
DM7 1396.5 2000.0 2001.2 0.014 0.3

4.5 Moisture Susceptibility Results:

17Table 4.9 Water Unconditioned Sample


Sample Name Mass (g) Maximum Load (KN) Maximum Strength (mPa)
SM8 1410.5 2.691 0.260
SM5 1404.0 2.939 0.163
SM7 1320.5 1.938 0.161
SN8 1396.0 3.468 0.120
SN5 1444.0 2.170 0.220
SN7 1374.0 2.147 0.145

64
18Table 5.0 Water Conditioned Sample
Sample Name Mass (g) Maximum Load (KN) Maximum Strength (mPa)
SM8 1410.5 3.440 0.253
SM5 1404.0 2.989 0.159
SM7 1320.5 2.148 0.156
SN8 1396.0 2.997 0.064
SN5 1444.0 2.876 0.115
SN7 1374.0 1.785 0.066

19Table 5.1 Tensile Strength Ratio


Sample Name TSR Standards
SN8 1.028 >0.80
SN5 1.025 >0.80
SN7 1.032 >0.80
SM8 1.875 >0.80
SM5 1.913 >0.80
SM7 2.197 >0.80

65
20Table 5.2 Marshall parameters of samples without fibres
Bind Weight Weight in Hei Diam Bulk Gm Gmb VA Aver % Bulk Specific VM Aver VFB Aver
er in air water ght eter Volume m age aggreggat Gravity A age age
es
1897 1207 88.7 101 710.9368 2.6 2.66 0.43 0.619 0.5061 2.834 52.3 99.1
80 83 81 8 525 632
8 1895 1208 88.8 101 711.7383 2.6 2.66 0.65 0.5066 2.834 52.4 52.38 98.7 98.81
80 25 75 061 82 455 71
1893 1207 88.8 101 711.7383 2.6 2.65 0.76 0.5071 2.834 52.4 98.5
80 97 38 061 425
1891 1205 88.7 101 710.9368 2.6 2.65 1.13 1.079 0.5077 2.834 52.3 97.8
90 99 27 4 525 363
7.5 1890 1203 88.7 101 710.9368 2.6 2.65 1.18 0.5079 2.834 52.3 52.35 97.7 97.93
90 85 62 525 25 341 82
1895 1201 88.7 101 710.9368 2.6 2.66 0.91 0.5066 2.834 52.3 98.2
90 55 93 525 441
7 1869 1180 88.6 101 710.1353 2.7 2.63 2.58 2.423 0.5136 2.834 52.2 52.29 95.0
00 19 78 4 987 85 519
1872 1185 88.4 101 708.5323 2.7 2.64 2.19 0.5128 2.834 52.1 95.7 95.36
00 21 22 908 997 66
1875 1187 88.8 101 711.7383 2.7 2.63 2.49 0.5120 2.834 52.4 95.2
00 44 03 061 480

66
21Table 5.3 Marshall parameters of samples with fibres
Bind Weight Weight in Hei Diam Bulk Gm Gmb VA Aver % Bulk Specific VM Aver VFB Aver
er in air water ght eter Volume m age aggreggat Gravity A age age
es
8 1930 1230 87.4 101 700.5172 2.6 2.66 0.02 0.4974 2.834 53.1 99.9
69 83 59 672 514
8 1934 1224 87.3 101 711.7383 2.6 2.66 0.24 0.206 0.4964 2.834 53.3 53.22 99.5 99.61
69 25 43 8 659 72 422 15
8 1923 1221 87.3 101 711.7383 2.6 2.65 0.35 0.4992 2.834 53.1 99.3
69 97 02 486 411
7.5 1893 1212 87.3 101 710.9368 2.6 2.65 0.38 0.5071 2.834 52.4 99.2
5 70 99 08 028 733
7.5 1890 1205 87.4 101 710.9368 2.6 2.65 0.43 0.327 0.5079 2.834 52.3 52.38 99.1 99.37
70 85 39 9 525 60 711 40
7.5 1897 1215 87.4 101 710.9368 2.6 2.66 0.16 0.5061 2.834 52.4 99.6
70 55 89 027 776
7 1840 1185 87.3 101 710.1353 2.6 2.63 1.82 0.5217 2.834 51.5 51.67 96.4
7 80 19 79 469 88 540
7 1855 1180 87.3 101 708.5323 2.6 2.64 1.43 1.664 0.5175 2.834 51.7 97.2 96.77
1 80 21 52 7 526 268 83
7 1849 1190 87.3 101 711.7383 2.6 2.63 1.73 0.5192 2.834 51.7 96.6
3 80 44 11 369 540

67
4.6 Graphs

15Figure 4.1 Marshall Stability vs Bitumen Content


1000

900

800

700
Marshall Stability

600

500
With Banana Fibre
400 Without Banana Fibre
300

200

100

0
6.8 7 7.2 7.4 7.6 7.8 8 8.2
Bitumen Content (%)

68
16Figure 4.2 Flow vs Bitumen Content
12

10

8
Flow (mm)

6
Without Banana Fibre
With Banana Fibre
4

0
6.8 7 7.2 7.4 7.6 7.8 8 8.2
Bitumen Content (%)

69
17Figure 4.3 VFB vs Bitumen Content
100

99.5

99

98.5

98
VFB %

97.5
Without Banana Fibre
97
With Banana Fibre
96.5

96

95.5

95
6.8 7 7.2 7.4 7.6 7.8 8 8.2
Bitumen Content %

70
18 Figure 4.4 VMA vs Bitumen Content
53.4

53.2

53

52.8
VMA (%)

52.6

52.4 without fibres


52.2 With Fibre
52

51.8

51.6
6.8 7 7.2 7.4 7.6 7.8 8 8.2
Bitumen Content(%)

71
19Figure 4.5 Air Voids vs Bitumen Content
3

2.5

2
Air Voids (%)

1.5
With Banana Fibre
Without Banana Fibre
1

0.5

0
6.8 7 7.2 7.4 7.6 7.8 8 8.2
Bitumen Content (%)

72
CHAPTER- 5 DATA ANALYSIS & DISCUSSION

5.1 Marshall Stability and Flow

The plot above (figures 1.0) indicates that the stability value increases initially with increase
in bitumen content but then decreases gradually. This can be attributed to the fact that with
initial increase in bitumen content, the aggregate bitumen bond gradually gets stronger, but
with further increase in the bitumen content, the applied load is transmitted as hydrostatic
pressure, keeping the fraction across the contact points of aggregates immobilized. This
makes the mix weak against plastic deformation and the stability falls.
The same principle applies to mix with fibers, but this mix shows higher stability value at the
same binder content than the mix without fibers. This can be attributed to the fact that , the
fibers in the mixes act as stabilizers which not only fills up the voids in the sample but also
reduces the drain down significantly, thus holding up the binder in the mix. The addition of
fibers also provides homogeneity to the mix.

It is observed that with increase binder content flow value increases. For BC flow value
should be within 2 to 4 mm. However, since the optimum binder content in this study was
7.5%, which is higher than for conventional mixes, hence a higher flow value. Variation of
flow value with different binder content of BC with different fibre content is shown in fig 1.1.

5.1.1 Volumetric and stability characteristics

5.1.1.1 Air Voids


Excessive air voids in the mixture would result in cracking due to insufficient bitumen binders
to coat on the aggregates, while too low air void may induce more plastic flow (rutting) and
bitumen bleeding. Here the test results (Fig. 1.4) show that air void decreases after adding

73
fibres into bituminous mixtures. This may be due to the net- working effect of the fibre within
the mix (lower Gmb correlates to higher air voids).
The VA of mix with fiber is much less than that without fiber. This is because the fiber
already filled up some portion of air voids (VA) which further decreases as the bitumen goes
on filling the air voids with increase in bitumen content. However, the air voids of mixtures
are located within the specification range of 3% to 5% (AASHTO T 312) which support the
use of banana fibre.

5.1.1.2 Voids Filled with Bitumen

The Voids Filled Bitumen (VFB) is expressed basically as a fraction of VMA. The VFB of a
mix generally increases with the increase in the bitumen content. Here in our result too, we
can clearly observe that VFB increases since increase in bitumen content causes more and
more bitumen to fill the voids present in the mix as well as that inside the aggregates causing
the overall increase in the bitumen inside the voids or VFB.

The increase of VFB indicates an increase of effective bitumen film thickness between
aggregates, which will result in minimal to no low-temperature cracking and a higher
durability of bitumen mixture since bitumen perform the filling and healing effects to improve
the flexibility of mixture.

5.1.1.3 Voids in Mineral Aggregate

The VMA value should ideally remain constant. However, in some cases, it is sometimes
observed that, at low bitumen content, VMA slowly decreases with the increase in bitumen
content, then remains constant over a range, and finally increases at high bitumen content.

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VMA increased steadily with increase in bitumen content as our mix already had a high
bitumen at the beginning of the research.

At very high bitumen content, due to a thicker bitumen film, the aggregates slightly moves
apart resulting in an increase in VMA. VMA of mix with fiber is slight more which can
be attributed to the fact that at more bitumen content the fibers will form lump thus
causing the further movement of aggregates apart increasing the VMA .

5.2 Indirect Tensile Strength

ITS value is higher in the modified SMA compared to the control mix. Presence of banana
fibre strengthened the bonding between the aggregates provided by the binder and thereby
enhancing the stone to stone contact which resulted in increasing the resistance to crushing.
This gives rise to a stiffer and tougher mix with considerable improvement in compressive
strength.

5.3 Moisture Susceptibility:

The tensile strength ratio is an indicator of the extent of moisture induced damage shows
that all stabilized SMA mixtures exhibit higher values against the lower values of control
mixture. This supports the influence of banana fibre in significantly reducing the water
induced damages of the SMA mixture. In addition, it also indicates that banana fibre does not
cause the mixture to weaken when exposed to moisture.

5.4 Drain Down:

The potential effect of the inclusion of banana fibre additive in SMA mixtures was beneficial
in preventing the bleeding phenomenon of the mixtures and the drain down of SMA mix. The

75
role of banana fibre additive is to stiffen the mastic and thereby reducing the drainage of the
mixture at high temperatures during storage, transportation, placement and compaction of
SMA mixture. Banana fibre used in the SMA mixture for the present investigation acts as an
effective stabilizing agent and provide significant stabilization to the mixture as compared to
the control mixture. Due to the gap graded gradation and rich binder content in SMA, the
control mixture is subjected to heavy drain down of 0.98% which is beyond the specified
limits of 0.3% by weight of mix. The presence of banana fibre additive in the SMA mix
brings down the drain down of the mixture to the specified level. This again supports the need
of the banana fibre additive in SMA mixtures.

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CHAPTER- 6 CONCLUSION & RECOMMENDATION
Here, SMA is prepared where 60/70 penetration grade bitumen is used as binder. Also a
naturally available fibre called banana fibre is used with concentration 0.3%.
Generally, by adding 0.3% of fibre, properties of mix are improved.
Conclusion based on specific objectives are as follows:
To determine the strength of banana fibre modified Stone Matrix Asphalt- Addition of
0.3% banana fibre increases the strength of the SMA mix.

To determine the moisture susceptibility of banana fibre modified Stone Matrix


Asphalt- Addition of 0.3% banana fibre significantly reduces the water induced
damages of the SMA mixture.

To determine the bitumen retention of the banana fibre modified Stone Matrix
Asphalt- The presence of banana fibre additive in the SMA mix brings down the drain
down of the mixture to the specified level.

6.1 Future Scope:

Many properties of the SMA mix such as Marshall properties, drain down characteristics,
tensile strength characteristics and moisture susceptibility have been studied in this
investigation. Only 60/70 penetration grade bitumen and a modified natural fibre called
banana fibre have been tried in this investigation. However, some of the properties such as
fatigue properties, resistance to rutting and dynamic creep behaviour can further be
investigated. Some other synthetic and natural fibres and other type of binder can also be tried
in mixes and compared. Banana fibre used in this study is a low cost material, therefore accost
benefit analysis can be made to know its effect on cost of construction. Moreover, to ensure
the success of this new material, experimental stretches may be constructed and periodic
performances monitored.

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Further research is recommended on the following aspects:-
Long term Performance Evaluation - This research was mainly concentrating on the
laboratory investigations. Hence the results of this research are to be ascertained in the
field by constructing experimental test tracks, monitoring and conducting long term
performance evaluation under varying traffic and environmental conditions.
Fatigue failure resistance & Rutting Characteristics - Repeated load testing can give
us an idea about the fatigue failure resistance of the bituminous mixtures. This can be
recommended for further research to assess the effect of additives on fatigue behavior.
Hamburg wheel tracking Test can be recommended for the further study of rutting
characteristics, which are already arrived in this research by Marshall stability test and
Triaxial test.

78
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