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I. N. A. Thanaya
Lecturer, Civil Engineering
Department, Udayana University,
Denpasar-Bali, Indonesia
S. E. Zoorob
Private consultant, formerly
Lecturer, School of Civil Engineering,
University of Leeds, UK
J. P. Forth
Senior Lecturer, School of
Civil Engineering, University
of Leeds, UK
Beng, PhD,
S. E. Zoorob
MEng, PhD
and J. P. Forth
Thanaya et al.
47
100 F dn 0:075n
F
Dn 0:075n
Cumulative passing: %
Filler
laboratory investigations have
By-product of aggregate crushing. PS, power station.
shown that y ashes can
enhance the workability of the
Table 1. Materials used for the cold mixes
bituminous mixtures, which is
of great benet particularly
during the compaction process. Based on the laboratory results
provided good aggregate packing. A value of 4% was selected
and as part of a resurfacing programme on the A689, UK in
for F, which satised the allowable limits for ller content in
April 1991, a full-scale 320 m length trial section consisting of
dense bitumen macadams.13
several hot-rolled asphalt segments containing pulverised y
ash ller was laid and compacted. Subsequently, the road
3. MATERIALS USED
sections were continuously monitored for any signs of distress
The constituent materials used for the cold mixes and their
over a period of 5 years and all trial sections were shown to
properties are given in Table 1.
perform [as expected] adequately.8 Based on the success of the
project, a publication was issued by the energy efciency ofce
The binder used was a cationic bitumen emulsion (60% bitumen
of the Department of the Environment, on Future Practice (R&D
content) with 100 pen. grade base bitumen obtained from Nynas
prole 52) carrying the title The Use of Pulverised Fuel Ash as a
Bitumens. The specic gravity of the base bitumen was 1.02.
Bituminous Filler.9
The maximum aggregate size selected for all the cold mixes was
12 mm. The gradation of the cold mixes is plotted in Figure 1.
This gradation is within the limits recommended by the
The utilisation of y ash in the UK has remained stable for a
American Asphalt Institute.14 The optimum residual bitumen
number of years (at around 50% of production). The amount of
content of the cold mix was previously designed at 6%.
y ash available in stock, in addition to fresh production is
estimated to have remained relatively constant at about
250 000 000 t for a number of years.7
4. MIXTURE DESIGNATION
Depending on the material types incorporated, the cold mixes
The mixtures also incorporated crushed glass. In the UK, the
were designated as shown in Table 2.
glass manufacturing sector attempts to operate a closed-loop
recycling system; however, it has a limited capacity to accept
The coarse aggregates for all mixtures were composed of the
green and mixed colour glass. As glass collection increases (to
following fractions (1210 mm), (105 mm), (52.36 mm), and
meet the 2006 packaging targets of 60%)10 an excess
the ne aggregates were of particle sizes (2.360.075 mm). All
ller material passed 0.075 mm.
(300 000400 000 t) of green glass is likely, for which alternative
high-value, high-volume markets are required.
As shown in Table 2, three types of cold mix were produced.
The incorporation of crushed glass, in particular green/mixed
Initially cold-mix-0 mixtures were made, but it was found that
glass into bituminous mixtures is not new. Glasphalt hot
some aggregate particles of the cold-mix-0 mixtures were not
mixtures incorporating 30% crushed glass (using a 100 pen.
fully coated with the bitumen emulsion. Although cationic
bitumen), laid at a trial site in Milton Keynes by RMC
bitumen emulsion was recommended to be compatible with
Aggregates Ltd. showed an average ITSM value of 1900 MPa.
most aggregates,1 this was certainly found not to be the case
Meanwhile, in the same trial, the control hot mixture (not
containing crushed glass) gave 2200 MPa. The average air-void
100
UL Asphalt Institute
contents for the Glasphalt and the control mixtures on that trial
90
LL Asphalt Institute
11
.
.
were 4 9 and 4 7%, respectively.
80
Cold mixes
70
60
50
40
30
20
10
0
001
01
10
100
Sieve size: mm
Thanaya et al.
Mixture type
Filler (4%)
Cold mix-0
Cold mix-1
Limestone
Limestone
Fly ash
Fly ash
Cold mix-2
68% limestone
32% crushed glass
Fly ash
Thanaya et al.
49
Mixture type
Cold mix-0
Cold mix-0 2%
Cold mix-1
Cold mix-1 1%
Cold mix-1 2%
Cold mix-2
Cold mix-2 1%
Cold mix-2 2%
100 pen. hot mix
RSC
RSC
RSC
RSC
RSC
Compaction
effort
Air voids:
%
ITSM:
MPa
2 heavy
2 heavy
2 heavy
2 heavy
2 heavy
2 heavy
2 heavy
2 heavy
Medium
compaction
Heavy
compaction
9.7
9.6
9.6
9.3
9.2
8.4
8.6
8.8
4.7
1680
2500
2276
3378
4973
2275
3290
4339
2161
3.4
2525
50
Thanaya et al.
120
Cold mix-0
Cold mix-0 +2%RSC
Average porosity: %
115
110
105
2700
Cold mix-0
Cold mix-0 +2%RSC
2500
Average ITSM: MPa
2300
2100
1900
1700
1500
1300
10
15 20 25 30 35
Loose mix storing time: h
40
45
50
100
95
90
85
80
75
70
10
15
20
25
30
35
40
45
50
Thanaya et al.
51
6000
Cold mix-1
Cold mix-1 +2%RSC
5000
4000
3000
2000
1000
0
8 10 12 14 16 18 20 22 24 26
Outdoor curing time: weeks
compared with some cold mix site trials without cement which
required much longer curing times of 2 to 24 months.1 Direct
comparison with other full-scale cold mix surfacing
investigations was not possible as the mixtures in the eld were
inuenced by various factors, including; compaction level,
climatic conditions: rainfall, surface drainage, trafc conditions,
etc.
9. CREEP PERFORMANCE
Dynamic creep tests were carried out using a universal material
testing apparatus (MATTA) as shown in Figure 7 (a typical
conguration for illustration), and was set at the following test
conditions
(a)
(b)
(c)
(d )
(e)
(f)
(g)
(h)
(j)
Thanaya et al.
Cold mix-1
Cold mix-1 +2% RSC
AC-50 pen
HRA-50 pen
14 000
12 000
10 000
8000
6000
4000
2000
0
1000
2000
3000
Load cycles: pulses
4000
Cold mix-1
Cold mix-1 2% RSC
Asphalt concrete
Hot rolled asphalt
Test
temp.:
8C
40
40
40
40
Linear regression
equations and R2
y
y
y
y
1:42x 6963:1
0:02x 2956:1
0:3378x 5614:1
0:4229x 6041:1
Slope of
creep curve:
e/pulse
1.42
0.02
0.338
0.423
Equations applicable to the range from 12003600 pulses (see Figure 9).
R2 values for all equations were higher than 0.95.
Average annual
pavement
temperature: 8C
>30
2030
1020
Heavy traffic:
>106 ESA
Medium traffic:
5 105 to 106 ESA
Light traffic:
<5 105 ESA
<0.5
<1
<2
0.53
16
210
>36
>610
Not applicable
Thanaya et al.
53
11. CONCLUSIONS
The main conclusions drawn from this investigation are listed
here.
Strain: microstrain
1000
100
Cold mix-1
Cold mix-1 +2% RSC
AC
10
100
1000
10 000
100 000
Number of cycles to failure: Nf
1 000 000
ACKNOWLEDGEMENT
The authors would like to thank: Eggborough Power Station
Management, Ferrybridge Power Station Management, Nynas
Ltd. UK, Tarmac Group-UK and Berryman Ltd. UK for their
materials supply and technical information.
REFERENCES
1. LEECH D. Cold Bituminous Materials for Use in the
Structural Layers of Roads. Transport Research Laboratory,
Wokingham, 1994, Project Report 75.
2. HIGHWAY AUTHORITIES AND UTILITIES COMMITTEE (HAUC). New
Roads and Streetworks Act 1991 Specication for the
Reinstatement of Opening in Highways. HMSO, London,
1992.
3. ZOOROB S. E. and THANAYA I. N. A. Improving the
performance of cold bituminous emulsion mixtures
(CBEMs) incorporating waste materials. Proceedings of the
4th European Symposium on Performance of Bituminous
and Hydraulic Materials in Pavement, BITMAT 4,
University of Nottingham, UK, 1112 April 2002. Balkema,
Amsterdam, The Netherlands, 2002, pp. 237249.
4. THANAYA I. N. A. and ZOOROB S. E. Improved mix design
procedure for cold asphalt mixes. Proceedings of 5th
Malaysia Road Conference (MRC), 79 October 2002, Kuala
Lumpur, 2002.
5. MINISTRY OF PUBLIC WORKS REPUBLIC OF INDONESIA (MPW-RI).
Paving Specications Utilizing Asphalt Emulsions. MPWRI, Jakarta, Indonesia, 1990.
Mixture
:3397
e 3152:2 N0
f
2
:
R 0 9898
:1774
e 679:37 N0
f
2
R 0:9899
:2567
e 1638:4 N0
f
2
:
R 0 9991
Nf
R2
Nf
R2
Nf
R2
ee at
Nf 106 cycles
Nf (cycles) at
e 100 e
29
3:03 104
59
4:84 104
47
4:98 104
:
2:0 1010 e2 91
:
0 9898
:
7:0 1015 e5 58
0:9899
:
3:0 1012 e3 89
:
0 9991
Based on data presented in Figure 10, but with the strain plotted as the x-axis and the load cycles plotted as the y-axis.
Table 6. Fatigue line equations (exponential regression line/trend line) and coefficient of correlation (R2 )
54
Thanaya et al.
Thanaya et al.
55