Laboratory investigations on hot mix asphalt containing mining waste as aggregates

Construction and Building Materials 168 (2018) 143–152

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Laboratory investigations on hot mix asphalt containing mining waste as aggregates Pradeep Kumar Gautam ⇑, Pawan Kalla ⇑, Ravindra Nagar, Rahul Agrawal, Ajay Singh Jethoo Department of Civil Engineering, Malaviya National Institute of Technology Jaipur, India

h i g h l i g h t s
Limestone mining waste was used as replacement of conventional aggregates in HMA.
The waste was used in two type of HMA i.e. BC (grade 2) and DBM (grade 2).
This study provide a sustainable solution for disposal problem of the mining waste.

a r t i c l e

i n f o

Article history: Received 4 August 2017 Received in revised form 1 December 2017 Accepted 16 February 2018

Keywords: Mining waste Quarry waste Hot mix asphalt Pavement material Sustainable pavement

a b s t r a c t In the present study, limestone (famous as Kota stone) mining waste reformed into aggregates of size between 19 mm and 0.075 mm were used to make bituminous concrete (BC) and dense bituminous macadam (DBM) by replacing conventional (Basalt) aggregates. Properties of LSW as aggregates was evaluated on the basis of physical parameters and mix performance. The mixes were evaluated on the basis of strength, durability, resistance to moisture and rutting. Results indicated suitability of LSA (Kota stone aggregates) as pavement material. Up to 50% replacement of conventional stone (CS) by LSA in BC mixes and 25% in DBM gave satisfactory results for moisture susceptibility, resistance to rutting and low temperature cracking. It was recommended to use LSA for making medium to low traffic roads. Ó 2018 Elsevier Ltd. All rights reserved.

1. Introduction India is one of the fastest growing economies in the world and has 2nd largest road network after U.S.A. [1] About 6604 km of national highways were constructed in the year 2016–17 alone, and as part of its infrastructure reforms, Government of India is aiming to double its National Highways to 200,000 km [2]. Since natural aggregate contributes to more than 90% by weight of pavement, it is evident that excavation and consumption of natural stone like basalt, andesite, and limestone will increase exponentially [3]. This Abbreviations: BC, bituminous course; DBM, dense bitumen macadam; HMA, hot mix asphalt; LSW, Kota stone mining waste; LSA, lime stone (Kota stone) aggregates, C-bc, 25L-bc, 50L-bc, 75L-bc, 100L-bc and C-dbm, 25L-dbm, 50L-dbm, 75L-dbm, 100L-dbm are mix designations representing different percentage replacement of LSA with conventional stone (CS) in bituminous concrete and dense bituminous macadam with percentage Kota stone aggregate replacements; ITS, indirect tensile strength test; TSR, tensile strength ratio; VFB, void filled with bitumen; SEM, scanning electron microscopic analysis; MoRT&H 2013, Ministry of Road Transport and Highways. ⇑ Corresponding authors. E-mail address: [email protected] (P.K. Gautam). https://doi.org/10.1016/j.conbuildmat.2018.02.115 0950-0618/Ó 2018 Elsevier Ltd. All rights reserved.

mining process is already having a derogatory effect on the environment. On one side extraction of natural resources is leading toward a rapid decrease in available natural resources and on another side, massive extraction of these resources is generating an enormous quantity of waste [4]. Rajasthan is bestowed with a variety of decorative stone like granite, marble, sandstone, etc. all across its topography [5]. Kota stone is one such variety of splittable type flaggy limestone found in this area, and over the years it has gained tremendous popularity among buyers and sellers for flooring and cladding purposes. In the recent past, Kota stone mining waste (LSW) has emerged as a serious threat to the biodiversity of this region. The genesis of this waste is quarry waste, generated from in situ mining, and, cutting and polishing waste produced during its manufacturing process. Piles of this waste are stretched over kilometers in the area. This has created a nuisance for residents, mine owners, workers, nearby flora, and fauna. Respiratory diseases are common among residents close to mining sites [6]. The unmanaged, unplanned dumping of slurry waste has polluted the local ecosystem by intermixing with nearby soil, degrading fertility of the agricultural land

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and aquatic life [7]. To control this situation and regulate the dumping of waste on nearby areas government agencies have imposed strict environmental control policies and penalties over the opening of new quarries. However this is having little effect on the situation, the reason being no solution is available for the accumulated waste in the area [8]. The scarcity of dumping land has resulted in increased hauling distance, transportation cost, and pollution. This situation demands a concrete step to eliminate the accumulated waste. In recent past, the feasibility of using mining waste as partial to full replacement of traditional aggregates in HMA have been studied. In a study by Kalla et al. (2006) black cotton soil was mechanically stabilized using LSW and fly ash from Kota thermal power plant. Twenty-seven mixes using soil-flyash, LSW-soil and LSWflyash-soil combination were prepared. Improvement in soil strength (CBR, density, and plasticity) characteristic was observed in most of the mixes [9]. Pawan Patidar (2017) studied granular sub-base (GSB grading I–VI) made with LSW as aggregate. Results of this study showed suitability of this waste as aggregate for the above-mentioned purpose. However, authors suggested that LSA reformed aggregates were highly flaky and elongated above 20 mm [10]. Another study on the use of LSW as aggregate in asphaltic mixes was carried out by Mohit (2015). In his research LSW as aggregate was used to prepare BC, DBM, and cold patching mixes. The results of stability water sensitivity, resilient modulus, adhesion and indirect tensile strength tests on HMA and cold patching mixes indicated its strong resistance against moisture attack, thermal and fatigue cracking, with the best interlocking between particles. However, high creep and poor workability test results showed lower resistance of these mixes against permanent deformation [11]. Karasahin et al. (2007) used marble dust as filler in HMA between 0 and 10%. Results suggested that the use of marble dust as filler in asphalt mixtures however slightly higher plastic deformations were observed [12]. Another study by Ibrahim et al. (2009), in their study, tried to improve mechanical properties of the asphaltic mix by replacing basalt aggregate with limestone. Results showed optimal mix with basalt coarse aggregate and limestone fine aggregate. The optimal mix showed superiority, over the other mixes, on the basis of evaluated properties such as stability, indirect tensile strength, stripping resistance, resilient modulus, dynamic creep, fatigue, and rutting [13]. A study by Choudhary et al. (2010), evaluated hot mix asphalt properties containing marble and granite dust. Results of stability creep and moisture susceptibility tests indicate the suitability of dust as filler in bituminous construction [14]. Kofteci et al. (2014), also demonstrate the possibility of using marble waste (0, 50 and 100%) as a substitute of conventional aggregate in HMA. On the basis of improved stability and flexibility values of mixes containing marble waste, it was found suitable to replace conventional aggregate completely [15]. Resende et al. (2003) used quarry waste in pavement construction. The material was first evaluated in the lab which was followed by field study by laying road of 80 m stretch. The result showed that with time performance indices of road constructed by waste decreased, but no structural damage was observed. The study also recommended use of quarry waste for low volume roads [16]. Above studies shows tremendous potential of LSW as aggregate for bituminous and non-bituminous pavement layer. LSW as aggregate has been considered alone; its combination with other stones has not been explored earlier. Preliminary studies on use of LSW are based on mix design parameters, long term performance based test were not conducted. In the present study performance test including ITS, rutting, resilient Modulus have been carried out on ten composite mixes containing Kota stone waste.

2. Material and methods 2.1. Aggregate and asphalt binder content The quarry waste used in this study was obtained from mining areas of Jhalawar and Ramganj Mandi, Kota, Rajasthan. Waste was crushed and transformed into aggregates of different sizes using commercial Jaw crusher in Jaipur city. The crushed aggregate produced in size ranging from size 19 mm to .075 mm, VG-30 bitumen was used as a binder in the study. Properties of the binder are summarized in Table 1. Conventional aggregates and stone dust was procured from a local supplier at Jaipur.

2.2. Aggregate testing LSA was tested for aggregate shape as per (IS: 2386 Part I), for strength (IS: 2386 Part IV), water absorption and stripping (IS: 2386 Part III and IS: 6241), bulk specific gravity of aggregates and fines (IS: 2386 Part III). Properties of LSA were compared with conventional aggregate and fines used in this study; it reveals potential results summarized as shown in Table 2.The texture of LSA observed smoother than conventional aggregates as can be seen in Fig. 1. From physical property testing, it was established that LSA has all the desired property as required for a pavement material

2.3. Chemical properties test The chemical composition of Kota stone was determined at Centre for Development of Stones, Jaipur (Rajasthan), as shown in Table 3. Primarily it consists of SiO2, CaO, MgO and traces of Fe2O3.

2.4. Gradation Gradation plays a vital role for an HMA to have proper strength and durability [17]. For bituminous concrete, dense bituminous macadam gradation type 2 was used as specified by section 505 and 507 of MoRT&H 2013. Hit and trial approach was used to achieve the required gradation. The procedure used to obtain LSA gradation was as per Montegomry et al. [18] and ASI et al. (2016) [19]. After crushing LSW, aggregates were washed, dried and sieved through standard sieves. Sieved material was then mixed to obtain gradation similar to that obtained using conventional aggregates. This procedure eliminates any chance of change in aggregate gradation and variation of gradation on binder content for analysis of durability and mechanical property of these mixes. The gradation obtained for bituminous concrete and dense bituminous macadam as shown in Fig. 2 and Fig. 3 respectively.

3. Experimental setup and procedure 3.1. Sample preparation Ten different composites were prepared to replace conventional aggregates by LSA at an interval of 25% by weight ranging from 0 to 100% in BC and DBM. Marshall mix design method was adopted for sample fabrication with 75 blows each side as per MS-2 asphalt mix design method [38]. Blended aggregate sample weighing about 1200 gm was kept in the oven along with cast moulds for 24 h. The sample was then mixed with bitumen at mixing temperature of 150–160 °C till they are uniformly coated as per MoRT&H 2013. The mix was then placed in a preheated mould and subjected to 75 blows on both sides by hammer weighing 4.9 kg from a height of 45 cm. First trial percentage of bitumen was kept 5.4% for BC and 4% for DBM by weight of aggregates and increased subsequently by 0.5%. Three samples were prepared for each bitumen content, and the average value was adopted for calculation.

Table 1 Binder properties. Properties

Value

Test method

Penetration value at 25 °C (.1 mm, 5 s) Softening point Flashpoint Density

38 60 °C 220 °C 1.09

IS 1203-1978 [30] IS 1205-1978 [31] IS 1209-1978 [32] IS1202-1978 [33]

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P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152 Table 2 Aggregate property test result. Property

LSA

Conventional aggregate

Permissible value

Test method

Los Angeles test (500 revolution) Impact test Water absorption test Combined flakiness and elongation indices Bulk specific gravity of coarse aggregate Bulk specific gravity of fine aggregate Stripping value

25.34% 18.41% 0.23% 33% 2.87 2.87 100%

14.26% 13.53% 0.18% 28.24% 2.75 2.61 100%

40% max 30% max 2% max 35% max – – Minimum retained coating 95%

IS:2386 Part IV [37] IS:2386 Part IV [37] IS:2386 Part III [36] IS: 2386 Part I [35] IS:2386 Part III [36] IS:2386 Part III [36] IS:6241 [34]

120

Gradaon BC grade II

Percentage Passing

100 80 60 40 20 0 0

5

10

15

20

Sieve Size Upper Limit

Mid value

Combined Value

Lower Limit

Fig. 2. Gradation chat for BC grade 2.

120

3.2. Scanning electron microscopic analysis Studying surface morphology between LSA, bitumen, and CS in HMA mixes at optimum binder content may provide in-depth perspective, which may help in understanding behavior of LSW substitution in mixes. To achieve this SEM analysis was carried out at Material Research Centre (MRC), MNIT Jaipur. The Morphology was examined using JSM 7400-F FE-SEM. Thin section of specimen was placed inside the machine, over which a beam of primary electron was projected. Collision between primary electron and specimen surface resulted in formation of secondary electrons. The image produced was result of collection of these secondary electron by sensors.

Gradaon DBM Grade II 100

Percentage Passing

Fig. 1. Texture difference of limestone aggregate (left) as compared to conventional aggregate (right).

80 60 40 20 0 0

5

10

15

20

25

30

35

40

Sieve Size Upper Limit

Mid value

Combined Value

Lower Limit

Fig. 3. Gradation Chart for DBM grade 2.

where P is the maximum applied load (kN), t is the thickness of the specimen (mm), d is the diameter of the sample (mm).

3.3. Indirect tensile strength test 3.4. Tensile strength ratio ITS test was performed as per ASTM D 6931 [28]. It measures performance, determined by loading a Marshall specimen diametrically across the circular cross-section, which produces a nearly uniform stress distribution. The load causes a tensile deformation perpendicular to the loading direction, which yields a tensile failure. Major distress mechanism in indirect tensile strength test (ITS) is low-temperature cracking, fatigue, and rutting. Greater the ITS value better is cracking resistance. ITS was evaluated by using the following equation:

ITS ¼

2P

pdt

Tensile strength ratio (TSR) is a measure of water sensitivity. It is the ratio of the tensile strength of water conditioned specimen (ITS wet) to the tensile strength of unconditioned sample (ITS dry) which is expressed as a percentage. TSR value less than 80% is not desirable. A higher TSR ratio indicates that the mix will have excellent resistance to moisture damage condition [20]. To evaluate wet ITS, Marshall specimen subjected to series of freeze and thaw cycle as per AASTHO T-283 [29]. These samples were then mounted on the conventional Marshall testing apparatus diametrically, and load was transferred through loading strip placed opposite to each other for determining the respective tensile strength.

Table 3 Chemical composition of Kota stone. Chemical composition

CaO

SiO2

MgO

Fe2O3

Al2O3

LOI

Percentage

23.14

37.15

7.02

Traces

Nill

31.89

P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152

Table 4 Resilient modulus test parameters. Parameters

Values

Loading pulse width (ms) Pulse repetition period (ms) Conditioning pulse count Target temperature (°C) Peak loading force (N) Estimated Poisson’s ratio

100 1000 50 40 1000 0.35

percentage binder content

146

8.00 7.00

6.30

6.13

6.37

6.27

25L-bc

50L-bc

75L-bc

6.73

6.00 5.40

5.00 4.00 3.00 2.00 1.00 0.00

C-bc

Table 5 Dynamic creep test parameters.

100L-bc

mix Values

Loading pattern Loading period (ms) Rest Period (ms) Contact stress (kPa) Applied repeated stress (kPa) Temperature (°C)

Rectangular 500 1500 10 200 60

3.5. Resilient modulus test The ratio of deviator stress to recoverable strain is termed as Resilient modulus [21]. This test is used to investigate the mechanical property of mix, behavior under moving load condition and evaluate low temperature cracking as an index to assess stripping and fatigue performance [22,23]. For a lesser pavement thickness whilst maintaining its structural integrity, a higher resilient modulus is desirable [24]. The test was performed as per ASTM D 4123 [40]. For each design mix, three samples were tested; experimental setup parameters used for this study is presented in Table 4.

O.B.C.

Minimum value (%)

Fig. 4. Optimum binder content requirement for BC mixes.

Percentage Binder Content

Parameters

5.47

6

5.2

5.3

5.5

5.5

25L-dbm

50L-dbm

75L-dbm

100L-dbm

5 4.50 4 3 2 1 0 C-dbm

Mix O.B.C.

Minimum value (%)

Fig. 5. Optimum binder content requirement for DBM mixes.

14.00

3.6. Dynamic creep test

12.08

The rutting potential of a mix is analyzed using dynamic creep test [25]. BS DD 226 was referred for this test [41]; for each design mix, three samples were tested. Two Linear variable displacement transducers measure vertical deflection under the application of repeated axial stress pulse. This test gives good correlation with measured field rut depth that can be analyzed using Flow number [26]. The test samples were put in environment chamber at 60 °C for 24 h. Input data as summarized in Table 5.

Stability Value (KN)

12.00

11.72

11.24

10.75

10.35

75L-bc

100L-bc

10.00 9.00 8.00 6.00 4.00 2.00 0.00 C-bc

25L-bc

4. Result and discussion 4.1. Marshall parameters 4.1.1. Optimum binder content Optimum binder content was obtained by taking the average value of binder giving maximum stability, 4% air void and maximum density as per MoRT&H 2013 [39]. All mixes satisfied the minimum binder content requirement as shown in Figs. 4 and 5 for BC and DBM mixes respectively. Compared with their respective conventional mix, the optimum binder increased in BC while no much difference was observed for DBM. The reason was attributed to smooth surface area of fine LSA particles, which compose major part of BC gradation.

4.1.2. Stability value Fig. 6 and Fig. 7 summarizes the result of Marshall stability value for BC and DBM mix respectively. At optimum binder content, except 100L-dbm, each mix satisfied the minimum stability value of 9 kN required for an asphalt mixture to be used for heavy traffic roadworks.

50L-bc

mixes Stability

Minimum value (KN)

Fig. 6. Stability value of BC mixes.

4.1.3. Flow value Flexibility and plasticity of the mix are represented by its flow value. Higher the flow value lower is its interface friction and brittleness [4]. MoRT&H 2013 suggests flow value to be in between 2 and 4. The relationship between LSA and flow value are shown in Fig. 8 for BC mixes and Fig. 9 for DBM mixes. Flow value observed increasing with increase in the proportion of LSA, indicating plastic behavior. Mix 75L-dbm, 100L-dbm, and 100L-bc marginally surpassed the prescribed code limit of flow value indicating the presence of weak friction between aggregates.

4.1.4. Marshall quotient Marshall Quotient is the ratio of Marshall Stability to flow value. It is an indicator of material’s resistance to deformation [27], and according to MoRT&H 2013 specifications, this value must be in between 2 and 5. Figs. 10 and 11 show Marshall quotient values

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16

6.00

13.481 5.00

Stability (KN)

12

10.7

10.83 9.87

10

8.143

9.00 8 6 4

Marshall Quoent

14

5 4.01

3.79

4.00

2.89

3.00

2.37 1.96

2.00

2

1.00

2

0.00

0 C-dbm

25L-dbm

50L-dbm

75L-dbm

C-dbm

100L-dbm

25L-dbm

Stability Value (KN)

Minimum value (KN)

Marshall Quoent

Fig. 7. Stability value of DBM mixes.

Lower limit

2.512

2.500

4 3.24

3.51

3.82

3.78

Specific gravity (gm/cm3)

flow (mm)

Upper limit

2.520

3.50 3.00

2.50 2.00 1.50 1.00 0.50

2.480 2.460 2.432

2.440 2.420

2.415

2.415

C-bc

25L-bc

2.421

2.400 2.380

0.00 C-bc

25L-bc

50L-bc

75L-bc

100L-bc

2.360

Mix Flow Value (mm)

Upper limit

Lower limit

4.5

3.5

2.47

2.466

2.465

2.82

3

100L-bc

4.16

3.75

4 3.36

75L-bc

Fig. 12. Specific gravity of BC mixes.

4.16

4

50L-bc

Mix

Fig. 8. Flow value of BC mixes.

Marshall Flow value (mm)

100L-dbm

4.40

4.50

2.459

2.46

2.5 2

75L-dbm

Fig. 11. Marshall quotient value of DBM mixes.

5.00

4.00

50L-dbm

Mix

Mix

2.455

2

1.5

2.45

1

2.447

2.445

0.5 2.44

0

C-dbm

25L-dbm

50L-dbm

75L-dbm

100L-dbm

2.440

2.439

2.435

Mix Marshall Flow (mm)

Upper limit

2.43

Lower limit

2.425

Fig. 9. Flow value of DBM mixes.

C-dbm

25L-dbm

50L-dbm

75L-dbm

100L-dbm

Fig. 13. Specific gravity of DBM mixes.

6.00 5

4.00

3.34

3.34 2.97

3.00 2.00

2.81 2.35

2

1.00 0.00 C-bc

25L-bc

50L-bc

75L-bc

Mix Marshal Quoent

Upper limit

100L-bc

% air void

Marshall Quoent

5.00

5.00 4.50 4.00 3.50 3.00 2.50 2.00 1.50 1.00 0.50 0.00

4.30

Fig. 10. Marshall Quotient value of BC mixes.

4.10

3.90 3.00

C-bc Lower limit

4.10

25L-bc

50L-bc

75L-bc

Mix Fig. 14. Percentage air void in BC mixes.

100L-bc

148

P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152

4.7

80

4.6

4.6

70

4.5

4.5

4.2

ITS (MPa)

4.3

4.2

4.2

4.1

4.1

66.06 59.77

58.31

60

4.4

% air void

68.89

60.68

58.4

53.84 46.54

50

41.52

40 24.64

30 20

4

10

3.9 0

3.8

C-dbm

C-dbm

25L-dbm

50L-dbm

75L-dbm

25L-dbm Dry ITS (Mpa)

Fig. 15. Percentage air void in DBM mixes.

83.00

80.00

82.00

70.00

81.00 79.58

78.00

78.51

78.38

91.00

90.00

Percentage

% void filled with bitumen

83.30

80.00

100L-dbm

Wet ITS(Mpa)

Fig. 19. ITS value of DBM mixes.

100.00

84.00

75L-dbm

Mix

Mix

79.00

50L-dbm

100L-dbm

85.72

82.61

80 . 0 0

80.00

70.13

60.00 50.00 35.39

40.00 30.00

77.21

20.00

77.00

10.00

76.00

0.00 C-bc

75.00

25L-bc

50L-bc

75L-bc

100L-bc

Mix

74.00 C-bc

25L-bc

50L-bc

75L-bc

100L-bc

TSR

Minimum Percentage

Mix Fig. 20. Tensile strength ratio of BC mixes. Fig. 16. VFB in BC mixes.

84.64

90.00 80.00

76.5 75.69

Percentage

% Void filled with bitumen

76 75.39 75.05 75 74.5 74

68.42

60.00 50.00

42.19

40.00 30.00 20.00 10.00

73.72

0.00

73.5

C-dbm

25L-dbm

73

Tensile Strength Rao C-dbm

25K-dbm

50K-dbm

75K-dbm

100L-dbm

93.71 85.28

80.00

83.95

83.03 71.17

69.35

Minimum Percentage

Fig. 21. Tensile strength ratio of DBM mixes.

Fig. 17. VFB in DBM mixes.

70.26

70.00

ITS (MPa)

75L-dbm

100K-dbm

Mix

90.00

50L-dbm

Mix

72.5

100.00

77.87

70.00

75.9

75.5

81.50

80

59.31

60.00

49.27

of BC and DBM. All BC Mixes satisfied the required criteria indicating that LSW has required strength, rigidity, and flexibility that enabled it better resistance against cracks under heavy traffic movement rigidity to be used in BC course. For DBM, mix 100Ldbm failed the required criteria while all other mixes satisfied the criteria. The reason for failure was attributed to lower stability value and higher flow value obtained for the mix.

50.00 40.00 30.00

20.99

20.00 10.00 0.00 C-bc

25L-bc

50L-bc

Mix Dry ITS

Wet ITS

Fig. 18. ITS value of BC mixes.

75L-bc

100L-bc

4.1.5. Specific gravity, air void and void filled with bitumen (VFB) With increase in LSA replacement, specific gravity increased in BC; this increment was attributed to the higher specific gravity of LSA as compared to conventional aggregates. In DBM mixes, the specific gravity was observed increasing up to 50% LSA replacement, indicating improvement in overall quality of mix, after which decremental trend was observed this was attributed to high flakiness of LSA, making structure porous. Figs. 12 and 13 shows results of specific gravity for BC and DBM mixes respectively.

P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152

149

Fig. 22. SEM photograph of B.C. at 5000 zoom a) C-bc, b) 25L-bc, c) 50L-bc, d) 75L-bc, e) 100L-bc.

In BC mixes, with increase in LSA replacement, air void decreased and VFB increased. While in DBM mixes, with increase in LSA, air void remained almost same for all mixes with marginal increase in VFB (Figs. 14–17).

aggregates in areas subjected to moisture condition. The reason for decrease in dry ITS value was higher flakiness index of LSA and reduced wet ITS value was attributed to the smooth texture of LSA which leads to weakening of adhesion between aggregates under thaw condition.

4.2. Indirect tensile strength test and tensile strength ratio 4.3. SEM analysis Figs. 18 and 19 show results of ITS for BC and DBM mix respectively. Up to 50% replacement of LSA with conventional aggregate in BC and 25% in DBM found effective for resistance against moisture condition, after which the TSR value falls below the prescribed limit of 80% as shown in Figs. 20 and 21, indicating that LSA aggregate can be used only as a partial replacement to conventional

Figs. 22 and 23 shows SEM analysis of BC and DBM samples respectively. Fig. 22b and c are surface morphology images of 25L-bc and 50L-bc showing dense, well compacted plate like pattern similar to that of sample C-bc (Fig. 22a). However, as the proportion of LSA increases beyond 50%, a more irregular structure

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P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152

Fig. 23. SEM photograph of DBM a) C-dbm, b) 25L-dbm, c) 50L-dbm, d) 75L-dbm, e)100L-dbm.

pattern is observed which is shown in Fig. 22d and e. Similar behavior was observed in DBM, where, specimen showed perfect binding between LSA aggregates, conventional aggregates and bitumen. Sample 25L-dbm in Fig. 23b show a well arranged structural matrix, similar to that of sample made of conventional aggregates in Fig. 23a. As proportion increases to 50%, the breaking of flaky LSA during casting, causes change in structure matrix (Fig. 23c) which continues with further addition of LSA as can be seen in Fig. 23d and e of sample 75L-dbm and 100L-dbm. This justifies the obtained ITS ratio of the mixes. Since flaky particle has low tensile strength, as the proportion of LSA increased the ITS value of the mix kept on decreasing.

4.4. Dynamic creep test The test results of dynamic creep test for BC as shown in Fig. 24 and for DBM in Fig. 25. In both HMA types, as the proportion of LSA increases, accumulated strain was also observed increasing, indicating permanent deformation and decrease in service life. It was noted that by 8001st cycle all mixes reached the tertiary stage as minimum slope lower than 8001st cycle was found in each mix. Percentage accumulated strain value at 8001st pulse count as shown in Tables 6 and 7 for BC and DBM respectively. It can be seen that 25L-dbm mix showed almost similar performance to control mix C-dbm, indicating substantial resistance to rutting.

151

8

7000

7

6000

6

5000

6485 5821

4077

5

Cycles

% permanent actuator strain

P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152

4

4000 3019 3000

2719

3 2000

2 1000

1 0

0 0

2000

4000

6000

8000

C-bc

10000

25L-bc

25L-bc

50L-bc

75L-bc

75L-bc

100L-bc

Mixes

cycles C-bc

50L-bc

Fig. 26. Flow number results of BC mixes.

100L-bc

Fig. 24. Dynamic creep result of BC mixes.

5000

4561

6.000

3895

4000

5.000

3500

4.000

3000

2955

Cycles

% permanent actuator strain

4500

3.000

2557

2511

75L-dbm

100L-dbm

2500

2.000

2000

1.000

1500 1000

0.000 0

2000

4000

6000

8000

10000

500

cycles C-dbm

25L-dbm

50L-dbm

0

75L-dbm

100L-dbm

C-dbm

25L-dbm

50L-dbm

Mixes

Fig. 25. Dynamic creep result of DBM mixes.

Fig. 27. Flow number results of DBM mixes. Table 6 Percentage actuator strain value for BC mixes.

4000.00 Permanent actuator strain (%)

C-bc 25L-bc 50L-bc 75L-bc 100L-bc

2.827 3.18 3.641 4.092 5.678

Table 7 Percentage actuator strain value for DBM mixes.

3497.00 3500.00

Resilient Modulus (MPa)

Mix

3000.00 2281.00

2500.00

1969.00 2000.00 1502.00 1500.00

1219.00

1000.00 500.00

Mix

Permanent actuator strain (%)

C-dbm 25L-dbm 50L-dbm 75L-dbm 100L-dbm

2.529 2.634 3.009 3.279 4.148

0.00 C-bc

25L-bc

50L-bc

75L-bc

100L-bc

Mix Fig. 28. Resilient modulus results of BC mixes.

4.5. Resilient modulus test On comparing BC and DBM mixes, 25L-dbm, 50L-dbm, 75L-dbm showed similar performance. This behavior was attributed to the aggregate gradation of the mix. The mechanical properties of DBM mixes was more relied on the stone to stone contact instead of mastic, hence giving better resistance to permanent deformation. Another assessment of rutting performance was made with flow number results of which are shown in Figs. 26 and 27. It was observed that both in BC and DBM mixes, as the proportion of LSA was increased, Flow number decreased. Mixes 25L-bc and 25L-dbm gave flow value close to their respective control mix design indicating their suitability for medium to low traffic roads.

Resilient Modulus test results as shown in Fig. 28 and Fig. 29 for BC and DBM respectively were on a similar line to that of dynamic creep test. With the inclusion of LSA, Resilient Modulus of the mix decreased. This was attributed to the fact that LSA were less stiff than conventional aggregates as can be seen from respective Los Angeles abrasion test results and impact test results.

5. Conclusion All BC and DBM mixes prepared with LSA fulfilled Marshall Design parameters required for low volume roads. No apparent effect on binder content was observed with incorporation of LSA.

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P.K. Gautam et al. / Construction and Building Materials 168 (2018) 143–152

2500

Resilient Modulus (MPa)

2042 2000 1714 1500

1261

1251 1016

1000

500

0 C-dbm

25L-dbm

50L-dbm

75L-dbm

100L-dbm

Mix Fig. 29. Resilient modulus results of DBM mixes.

However, a consistent decrease in stability value and an increase in flow value was observed both in BC and DBM as the proportion of LSA increased in the mixes leading to reduced Marshall Quotient value. Except for 75L-dbm, 100L-dbm, all test samples satisfied the minimum Marshall Quotient criteria indicating resistance against permanent deformation. Similar behavior was observed in Indirect Tensile Strength test, Resilient Modulus test, and Dynamic Creep test. Mix for 25L-bc, 50L-bc, and 25L-dbm satisfied the minimum tensile strength ratio of 80%. Overall, LSA was found suitable up to 50% replacement in BC mixes and 25% in DBM mixes for medium to low traffic roads. References [1] https://www.cia.gov/library/publications/the-world-factbook/fields/2085. html. [2] Report, MORT&H annual Report 2015-16, NHAI, Tech Sci Research. [3] Y. Huang, R.N. Bird, O. Heidrich, A review of the use of recycled solid waste materials in asphalt pavements, Resour. Conserv. Recycl. 52 (1) (2007) 58–73, https://doi.org/10.1016/j.resconrec.2007.02.002. [4] H. Akbulut, C. Gürer, Use of aggregates produced from marble quarry waste in asphalt pavements, Build. Environ. 42 (2007) 1921–1930, https://doi.org/ 10.1016/j.buildenv.2006.03.012. [5] Report, Indian Minerals Year Book 2013: Part III Mineral Reviews, 52nd ed., Ministry of Mines, Government of India, 2015, pp. 1–13. [6] K. Lahiri-Dutt, Sandstone Quarry Workers Association for Rural Advancement through Voluntary, (June) Retrieved from, 2015. http://aravali.org.in/themes/ upload/news/351161.pdf. [7] Executive Summery, State of Environment Report for Rajasthan, Ministry of Environment of Forest, India, 2007. [8] Rajasthan State Pollution Control Board, Guidelines For Abatement of Pollution From Mining Operation, 2011. Retrieved from file:///P:/phd/1.phd work/papers related to kota stone industry/guidelines for abatement of mining operations.pdf. [9] P. Kalla, A. Gaur, M. Rotwal, G. Agarwal, Soil Stabilization with Kota Stone Slurry and Flyash Available at, Indian Road Congress, 2006. http://eresources. gitam.edu/IRCPAPERS/IRC%20TECHNICAL%20PAPERS%202006/highway_ research_bulletin/SOIL-STABILIZATION.html. [10] P. Patidar, Use of Kota stone cutting and quarry waste as sub-base material (M. Tech Thesis), Malaviya National Institute of Technology, Jaipur, 2014. [11] M. Sharma, Gainful utilization of Kota stone waste in Hot Mix Asphalt and Cold patching Mixes (M.Tech Thesis), Malaviya National Institute of Technology, Jaipur, 2013.

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