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1. INTRODUCTION
As population grow, so do the volume of waste and by-product materials generated.
Attempts are still been made by various organizations and researchers to find methods
for effectives utilization of waste materials which also includes efforts to the
application of some of the waste products in highway construction. The construction
of highway pavements requires large volume of materials hence highway agencies
have become participants in these recycling efforts. Experience and knowledge
regarding the use of these materials differ from material to material hence to recover
these materials for potential use, engineers and researchers need to be aware of the
properties of the materials, how they can be used and what limitations may be
associated with their use. Every year, an estimated eight hundred and fifty thousand
(850,000) scrap tyres are generated and carelessly discarded in Nigeria, resulting in
serious waste disposal problems, [1].
The introduction of scrap tyre rubber into asphalt concrete production has the
potential to solve this waste problem as has been effectively carried out in the
production of most construction materials, [2-7]. The use of scrap tyre-rubber as an
additive for asphalt concrete has been developing for over thirty years, where it was
generally observed that the benefits outweighs the higher cost of the conventionally
produced asphaltic concrete material, especially on some highways with peculiar
problems, [8-9].
The basic contribution made in this study is to find out the optimum effect of the
substitution of the aggregates for asphalt concrete production with locally available
scrap tyre on the standard strength parameters.
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Investigating The Marshall Stability Requirements of Asphalt Concrete Mix with Ground
Scrap Tyres as Aggregate
research was for Asphalt Institute Mix No. IV(a), in order to meet the specification
requirement of 49% granite chippings and 51% of quarry sand.
2.1.2 Specific Gravity
The specific gravity test was carried out in accordance with BS1377:1975 methods of
test for soils for Civil Engineering purposes. Close values 2.66 and 2.57 were
obtained for granite chippings and Quarry sand respectively, while the ground scrap
tyre specimens gave specific gravity values of 1.11, 1.16 and 0.96 for rubber particle
sizes of 4.75, 2.36 and 0.6mm respectively which also indicates their light weight.
2.1.3 LOS Angles Abrasion and Aggregate Crushing Test
This test is used for measuring the abrasion resistance of aggregates. The top layer of
a pavement gets abraded due to the movement of tyres. A material which has high
abrasion resistance has a long life. The LOS Angles Abrasion test was carried out in
accordance with AASHTO-T96. Also one of the modes in which a pavement material
can fail is by crushing under severe stresses. A test devised to express the crushing
strength is the aggregate crushing test. The test consists of subjecting the aggregate
specimen in a standard mould to a compression test under standard loading
conditions. The aggregate crushing test was carried out in accordance with BS1377
:(1975). The granite chippings gave a Los Angeles abrasion value of 31.19% and
aggregate crushing value of 36.80%. From the specification recommended in
Emesiobi [10], the granite chipping is adequate for use in asphalt concrete mix.
2.1.4. Penetration Test
The penetration of bitumen is defined as the distance in tenths of a millimeter that
a standard needle will penetrate into the bitumen under a load of 100g applied in five
seconds at 250C. The higher the penetration, the softer is the bitumen. It is used for
classifying bitumen into standard grade. The bitumen test was carried out in
accordance with AASHTO-T49. The bitumen gave a penetration of 63pen. The result
indicates that the bitumen used is a 60/70 grade bitumen which is adequate for use in
hot mix asphaltic concrete in tropical climate.
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and average maximum unit weight) was obtained. Thereafter the bitumen content
(optimum bitumen content) was fixed while the effect of other parameters was
investigated. The parameters such as scrap tyre rubber particle sizes and rubber
content of the hot-mix asphaltic concrete were varied. The mix parameter chosen
were rubber particle sizes retained on 4.75mm, 2.36mm and 0.600mm sieves and
rubber content of mix from 2 to 10 percent by weight of granite chippings.
10
Rubber
Particle
Size (mm)
Marshal
Stability
(kN)
7.24
Flow
(mm)
Air voids by
Total
Mixtures (%)
4.04
3.23
2.354
81.19
2.385
4.75
2.36
0.600
4.63
5.47
6.20
3.68
3.71
3.74
3.09
3.05
3.02
2.275
2.288
2.300
81.11
81.92
81.79
2.355
2.360
2.316
4.75
2.36
0.600
3.61
4.95
4.97
3.25
4.05
4.22
3.40
3.53
2.28
2.230
2.276
2.246
80.16
79.45
85.52
2.332
2.335
2.316
4.75
2.36
0.600
3.49
4.90
4.33
3.61
4.52
4.48
4.30
4.46
2.13
2.206
2.268
2.231
75.19
74.56
86.70
2.306
2.311
2.283
4.75
2.36
0.600
3.14
4.85
3.84
4.21
4.97
4.69
4.34
4.76
2.04
2.191
2.177
2.205
75.43
73.63
86.72
2.267
2.289
2.251
4.75
2.36
0.600
2.69
4.28
3.61
4.52
5.54
5.43
4.37
4.89
1.35
2.158
2.164
2.190
75.51
72.89
90.74
2.255
2.265
2.220
Unit
Weight
(kg/m3)
Voids filled
with Bitumen
(VMA) (%)
Specific
Gravity
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Investigating The Marshall Stability Requirements of Asphalt Concrete Mix with Ground
Scrap Tyres as Aggregate
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rubber content. The results show the trend that would be expected for the three
different rubber particle sizes and is also in agreement with Roque etal., [13].
The control specimen (i.e. 0% rubber content) produced higher stability value
compared to specimens containing various percentages of rubber. The stability
generally decreases as the rubber content increases and the lower the RPS, the
higher the stability.
2.
The flow increases as the rubber content increases for the various RPS and there
is no set pattern between RPS and flow.
The percent air voids increases as rubber content increases for 4.75mm RPS and
2.36mm RPS. However, the same trend is not true for 0.600mm RPS.
As the rubber percentage increases, the unit weight decreases and there is no set
pattern for RPS.
The VMA decreases as the rubber content increases for 4.75mm RPS and
2.36mm RPS but for 0.600mm RPS where the VMA increases as the rubber
content increases. In general, the VMA increases as the RPS increases from
2.36mm to 4.75mm.
As the rubber percentage increases, the specific gravity decreases and there is no
set pattern for RPS.
3.
4.
5.
6.
4.2. RECOMMENDATIONS
1.
2.
The upper limit of 10% of 4.75mm RPS and 4% of 2.36mm and 0.600mm RPS
meets the design criteria for medium volume pavement surface. .
Other alternatives uses of scrap tyre rubber, not related to asphaltic concrete
should be studied, for example, use of rubber in producing lightweight concrete.
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Investigating The Marshall Stability Requirements of Asphalt Concrete Mix with Ground
Scrap Tyres as Aggregate
3.
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