PROJECT FOR REHABILITATION ZANZIBAR AIRPORT

ASPHALT CONCRETE MIX DESIGN FOR ZANZIBAR AIRPORT (BASE COURSE BC-20, WEARING COURSE WC-14)

REPORT ON AN INVESTIGATION AND EVALUATION OF THE ASPHALT CONCRETE MAKING-PROPERTIES OF AGGREGATES FROM LUGOBA (GRANITE) AND AIRPORT QUARRY (CORAL)

November 09

-1REPORT ON AN INVESTIGATION AND EVALUATION OF THE ASPHALT CONCRETE MAKING-PROPERTIES OF AGGREGATES FROM LUGOBA (GRANITE) AND AIRPORT QUARRY (CORAL) 1.0 OVERVIEW The Technical Specifications for Rehabilitation of Zanzibar Airport calls for three different mixes namely base course with nominal maximum aggregate size of 28 mm (BC-28), base course with nominal maximum aggregate of 20 mm (BC-20) and wearing course with nominal maximum aggregate size of 14 mm (WC-14). However, knowing that the base courses with nominal aggregate size of 20 mm is of superior quality in comparison with that of nominal size of 28 mm, it was agreed that the BC-28 will be substituted with BC-20. The asphalt is supposed to be designed following the conventional Marshall Mix Design procedures as outlined in Asphalt Institute Manual Series 2 (MS 2) as well as following the Marshall design procedures as outlined in Appendix 4C of Technical Specifications. 2.0 PURPOSE OF WORK The purpose of work described in this report was to determine and evaluate the asphalt concrete making-properties of fine and coarse aggregates from Lugoba and Airport quarry (Sogea Satom quarry) and finally to carry out asphalt concrete mix design using conventional Marshall Mix Design method (CML 3.18, Asphalt Institute Manual MS 2-1994 and Technical Specification). The aim of the mix design was to select suitable aggregate design structure so as to achieve a mixes with acceptable stability, rut-resistant, fatigue life, flexibility and impermeability to be used as base and wearing course for Zanzibar Airport rehabilitation project. 3.0 SCOPE OF THE WORK The aggregate were characterised, the aggregate design structures selected and the volumetric properties of asphalt concrete made with different binder content were determined using conventional Marshall Method. Thereafter, the selected mixes were subjected to additional performance indicator tests like immersion index (retained strength) so as to shed some light on how the mixes are likely to perform in-service. 4.0 MATERIALS The aggregate sampled from Lugoba and Airport quarry (Sogea quarry) was brought in site laboratory for testing and evaluation so as to ascertain that the aggregate can produce hot-mix asphalt meeting all the parameters specified in Technical Specifications. The formation of Lugoba quarry is typical massive granitic-gneiss found along Chalinze Tanga road while the formation of airport quarry is a typical coralline found along the coastline.

Asphalt Concrete Mix Design Report

-2The visual examination of the Lugoba rock reveals that the main mineral present is quartz and feldspar. The rock from Lugoba quarry has been used extensively used in various sites for producing asphalt concrete with an excellent in-service record. Likewise, the coralline material found along the coast in particular Zanzibar has been extensively used in asphalt production with excellent in-service records. The granitic gneiss rock is sourced from mainland whereby it is initially crushed in a primary crusher to get 20-60 mm cobbles. The final crushing is carried by the Contractors crushing plant in Zanzibar whereby the aggregates are crushed in the following grain sizes: 1. Graded 14/10 mm aggregates 2. Graded 10/6 mm aggregate 3. Graded 6/0 mm aggregate The granitic gneiss aggregates are specifically crushed for production of asphalt wearing course. The coral material is produced within the Airport vicinity using Contractors crusher plant. The coralline material is specifically crushed for production of bituminous bound base and bituminous base course. The corraline material is crushed into the following grain sizes: 1. Graded 25/14 mm aggregates 2. Graded 14/6 mm aggregates 3. Graded 0/6 mm aggragtes The crushed materials were hauled from the crusher to the asphalt batching plant. The produced aggregate were feed to the cold-bins and the thereafter passed through hot-bins, thereby the grading modified at the hot-bins screening. The batching plant is equipped with cyclone dust collector, thus, some filler from 0/6 mm was sucked and stored in the bag-house while some was transmitted through pipe to the hot-bins. In the hot bins, the granitic aggregates were screened into four fraction as shown below and these four fraction were sampled from the hot-bins for laboratory testing and analysis for the HMA wearing course mix design: 1. Graded 14/10 mm 2. Graded 10/6 mm 3. Graded 6/0 mm 4. Inert filler For the case of base course, the materials in hot-bins were screened into five fractions as shown below: 1. 2. 3. 4. 5. Graded 25/14 mm Graded 14/10 mm Graded 10/6 mm Graded 6/0 mm Inert filler

Asphalt Concrete Mix Design Report

-3-

The aggregates were sampled and tested in Sogea Satom Site laboratory. The sampled aggregates were subjected to the following tests: 1. Shape tests a. Flakiness Index 2. Mechanical tests a. Aggregate crushing value 3. Durability tests a. Water absorption (indirect indicator) b. Magnesium sulphate soundness test 4. Specific gravities and water absorption 5. Stripping test 6. Deleterious matter a. Clay and silt content 5 5.1 LABORATORY WORK Characterization of materials

5.1.1 Aggregates The six aggregate fractions (coral and granite) sampled from Sogea quarry were subjected to specific gravities determination. The specific gravity and water absorption test for all aggregates fractions (coral and granite) was carried out following the standard procedures outlined in BS 812. The summary of the test results is given in the Appendix. The particle size distributions of all aggregates fraction were carried out using a standard procedure outlined in BS 1377: Part 2: 1992 or BS 812. It is worth mentioning that due to nature of the granitic gneiss rock from Lugoba (the rock is extremely solid and hard), the grading of fine aggregates (0/6 mm) is coarser. Likewise, the 0/6 grading of the coralline material is slightly fine due to the fact that the coralline material is soft in comparison to the granitic gneiss rock. Thereafter, the aggregate were proportioned so as to achieve grading of all-in aggregates complying with the requirements Table 4.2.1 of Technical Specification for base and wearing course. The resultant grading (aggregate design structures) for the bases and wearing course is annexed with this report. The mechanical test was carried out so as to ascertain that the aggregate are strong enough to sustain prolonged loading while the shape tests was carried out so as to guarantee that the aggregate has favourable shape. The aggregate testing was carried out following the relevant British, ASTM, AASHTO or CML standard or as detailed in Technical Specification. The stripping test was carried following standard procedures given in Appendix 4A of the Technical Specification. The stripping was evaluated visually and found to be in line with the requirements of the specification. In

Asphalt Concrete Mix Design Report

-4other words, all 150 particles tested for both coral and granitic gneiss aggregates did not show any sign of stripping. The magnesium sulphate soundness was carried out following the standard procedures as given in Appendix 4B of Technical Specification. 5.1.2 BINDER The binder used was straight-run bitumen penetration grade 60/70 complying with the requirements of AASHTO M20-70. The suppliers test certificate is annexed with this report as Appendix 2. The use of less stiffer bitumen 60/70 is ideal for this climate so as to avoid the possibility of having the top-down cracking caused by differential binder stiffness due to age hardening thus creating a steep gradient of binder viscosity. 6.0 ASPHALT CONCRETE Using the all-in aggregates combined from hot bins fractions sampled from asphalt plant, the Marshall specimens were moulded using the standard procedures outlined in Technical Specification. BS 598, Asphalt Institute Manual MS-2 (1994) Sixth Edition as well as in CML testing procedure were also referred to. The Marshall specimens were moulded with bitumen content ranging from 4.0%-6.0%. The bitumen content was increased stepwise at an interval of 0.5%. In accordance with MS 2, the binder and aggregates were supposed to be mixed at 160oC corresponding a binder viscosity of about 0.17 Pa.s and was supposed to be compacted at 150 oC corresponding to a binder viscosity of about 0.25 Pa.s. as derived from viscosity-temperature relationship graph using suppliers test certificate. The viscosity temperature relationship is shown in Figure 1. However, in accordance with Appendix 4C of Technical Specification, the aggregates were heated to 180-190 oC and the binder was heated to between 165-180 oC prior mixing. For each moulded specimen the volumetric data were determined by either calculations or directly by weighing. The test results represents an average of four-Marshall specimen compacted with 75 blows at the same bitumen content. The target was to achieve a mix with 3-5% of air void for base and 3-4 air voids for wearing course using 75 Marshall blows. The aggregate design structures were selected so as to ensure that particletoparticle contact is achieved so as get a mix that has sufficient shear strength mobilised by inter-particle friction.

Asphalt Concrete Mix Design Report

-5-

1000

Viscosity, Pa.s

100 10

1 0.1 50 70 90 110 Temperature 130 150 170

Figure 1: Viscosity Temperature relationship for 60/70 pen to be used for Zanzibar Airport

The optimum binder content was selected based on critical two parameters which influences the performance of the hot mix asphalt namely air voids and voids in mineral aggregates (VMA). The air voids in the mix is an important parameter in regard to the permanent deformation. Excess air voids leads to rapid oxidation of the binder leading embrittlement of the mix while insufficient amount of air voids may lead to permanent deformation and shoving of the asphalt concrete. Therefore, the analysis was based on the fact that the binder content should be selected such that the mix will retain at least 3% air voids during the entire life of the pavement, in other words the mix should stabilise with air voids of at least 3% so as to guarantee the longterm performance of the pavement. Furthermore, the asphalt binder content was selected so as to ensure that sufficient film thickness of binder of more than 6 micron is achieved so as to guarantee the durability of the mix. The optimum binder content was selected on dry-leg of the VMA curve so as to ensure that the mix will not exhibit plastic flow and/or permanent deformation. For the wearing course using Lugoba aggregates, the volumetric analysis was carried using the standard procedure as outlined in Appendix 4C using apparent density to compute the maximum theoretical density. Other volumetric parameters like VMA and VFB were computed using bulk and effective specific gravities. For the coral material (used for base mix) which has absorption of more than 1%, the maximum theoretical density was measured and thereafter other Gmm values were computed using effective specific gravities in line with recommendation given in Appendix 4C of the specifications as well as MS 2. The results of the volumetric analysis are enclosed with this report.

Asphalt Concrete Mix Design Report

-66.1 Base Course Mix BC -20 In accordance with Technical Specifications, four volumetric parameters namely stability, flow, air voids and voids filled with binder are specified. As mentioned in afore paragraph, the most important parameter which governs the performance of asphalt concrete is the air void in the total mix. Thus, the optimum binder content was selected at the median of the specified air voids and the other parameters checked against this binder content. Therefore, for this mix the initial optimum binder content was selected at 4% air void and the stability, flow and voids filled with binder checked against this binder content. The optimum binder content at 4% air voids was found to be 5% while when the binder content is computed in accordance with the procedures given in Appendix 4C, the optimum binder content was found to be 5.4% which corresponds to air voids of about 2.5%. Furthermore, the binder content of 5.4 lies on wet leg of VMA curve. The mixes with optimum binder content on the wet leg of VMA curve are most likely to bleed or exhibit plastic flow. Considering that the coral aggregate are highly absorptive, the optimum binder content of 5.2% corresponds to effective binder content of 3.74% which is close to the recommended minimum binder of 4% is proposed. The summary of the volumetric parameters at the proposed optimum binder content is shown in Table 1. Table 1: Summary of volumetric at optimum binder content for BC-20 mix Mix Properties Value Spec Bitumen Content % 5.2 4-7 VMA 10.6 Air Voids 3.5 3-5 VFB 72 67-77 Density, Gmb 2190 kg/m3 Stability 17500 N >8 kN Flow 2.6 2-4 mm Immersion Index 92%

VFB VMA
Too low

Air void Flow Stability 3 3.5 4 4.5 5 5.5 6 Bitumen Content % 6.5 7

Passing Too high

Figure 2: Range of Bitumen content at which all requirements are satisfied Asphalt Concrete Mix Design Report

-7-

6.3

Wearing course WC 20 In accordance with Technical Specification, the wearing course (WC-14) is made of fine grading so as to guarantee that the mix is impermeable. Since the air void is the most important performance indicator, the optimum binder content was selected at the median of the specified air void of 3-4% (say 3.5%) and other parameters checked against air voids. However, if the binder content is selected based on the procedures given in Appendix 4C, the optimum binder content becomes 5.4%. If this binder content is selected as optimum binder content other volumetric parameters like air voids will be violated. This underlines the rationale of selecting the binder content at the median of air voids i.e. 3.5% air voids. The summary of volumetric analysis is given in Table 3. Table 2: Summary of volumetric at optimum binder content for WC-140 mix Mix Properties Value Spec Bitumen Content % 5.0 5-7 VMA 14.5 Air Voids 3.5 3-4 VFB 78 76-82 Density, Gmb 2478 kg/m3 Stability 11600 N >8 kN Flow 1.6 4 mm max Immersion Index 92 >90% The mix was further analysed to establish the range of binder content which satisfies all the requirements. The analysis is shown in Figure 3.

VFB VMA
Too low

Air void Flow Stability 3 3.5 4 4.5 5 5.5 6 6.5 7

Passing Too high

Bitumen Content %

Figure 3: Range of Bitumen content at which all requirements are satisfied (WC-14 Mix) Asphalt Concrete Mix Design Report

-8-

7.0 7.1

DISCUSSION OF THE RESULTS Materials

7.1.1 Aggregates From the results given in the annex, it is seen that the aggregate is in line with the requirements given in Technical Specifications. The aggregate design structures (for base mixes BC-20) as proportioned in our laboratory is conforming to the grading envelope specified in Table 4.2.1of Technical Specifications and can produce good workable and durable asphalt concrete. The mechanical and soundness properties tested indicate that the aggregate are sound and are well exceeding the specifications limits given Technical Specification. Therefore, the aggregates can withstand impact and abrasions imparted on it by heavily laden planes and are not likely to suffer in-service degradation. Furthermore, the shape of the aggregate is very favourable with flakiness index of less than 20% recorded. The durability of the mix is satisfactory as evidenced by film thickness of more than 6 microns. Furthermore, the impermeability is enhanced by higher binder content as well as low air void in the mix. The retained stability of more than 90% is a direct indication that the asphalt mixes are not likely to suffer moisture induced damages and/or stripping. 7.1.2 Binder The binder is complying with the requirements of AASHTO M20-70. 7.2 Asphalt Concrete The asphalt concrete made with aggregate design structures (Base course BC-20 and Wearing course WC-14) shown in annex were workable and cohesive. The volumetric data as shown in Table 1-2 and in the annexed graphs are all meeting the requirements given in Technical Specification and recommendation given MS 2 in terms of stability, air voids, voids in mineral aggregates, voids filled with binder and flow. The analysis used for selection of optimum binder content and aggregate design structure guarantees the stability, durability, stiffness and flexibility of the mix and thus the mix is likely to perform satisfactorily in-service and critical value of 3% air void is likely to be retained throughout the pavement designed life. The mechanical and soundness properties tested are indicating that the aggregate are sound and are well exceeding the specifications limits given in Technical Specification. The immersion index is a measure of the asphalt mix resistance against moisture induced damages. The retained stability of more than 90% is a direct Asphalt Concrete Mix Design Report

-9indication that the mixes are not likely to loose their strength due to ingress of water. This guarantees that no de-bonding of the asphalt film from the aggregate surface is likely to occur due to moisture content leading to premature pavement failure due to excessive permanent deformation and/or fatigue cracking. 7.0 CONCLUSION Based on the test results of the work described in this report, the following main conclusions are drawn: The aggregate are suitable for production of asphalt concrete The aggregate design structures shown in the annex can produce the asphalt concrete meting all the volumetric criteria given in Technical specifications. The optimum binder cotent for both mixes has been selected on the dry leg of VMA curve. The proposed mixes can be used as base and wearing course as designated in the Technical Specifications. The proposed mixes are likely to retain the critical minimum air void of 3% for the entire design period with high degree of reliability. This implies that no plastic flow or flushing of mix is expected during in-service due to particle reorientation and/or post compaction of the mix. The selection of the optimum binder content was based on crucial parameters which influence the performance of the asphalt concrete. Therefore, the binder content was selected so as to striking a balance between durability (influenced by VMA, film thickness, binder content) and permanent deformation resistance as well as the fatigue life of the pavement. Since sufficient binder content has been provided in all mixes, this leads to improved flexibility, reduction in oxidation and improved impermeability. The aggregate design structures has been carefully selected so that the resultant mix has sufficient shear strength through inter-particle friction while the cohesion will be provided by sufficient binder.

Asphalt Concrete Mix Design Report

- 10 -

ANNEXURE MIX DESIGN DATA SHEETS

Asphalt Concrete Mix Design Report