A practical on roads, streets, and pavements

UANL

Recycling of NR Based Cured Latex Material Reclaimed with 2,2'-Dibenzamidodiphenyldisulphide in a TruckTire Tread Compound

It is observed that reclamation of natural rubber latex based rubber using 2,2'-dibenzamidodiphenvldisulphide as reclaiming agent is an optional methodology for recycling of waste latex rubber (WLR). For progressive replacement of virgin natural rubber by the reclaim, two alternatives curing system were investigated: adjustment or reduction of the curing system with increasing reclaim content, to compensate for the extra amount of curatives brought along by the reclaim. For fixed curing system, as if the reclaim were equivalent to virgin NR. The cure behavior, final crosslink density and distribution, mechanical properties, and dynamic viscoelastic properties of the blends with reclaimed WLR are measured and compared with the virgin compound. The morphology of the blends, sulfur migration, and final distribution are analyzed.The mechanical and dynamic viscoelastic properties deteriorate for both curing systems, but to a lesser extent for fixed curing system compared to adjusted curing system. With the fixed cure system, many properties like tensile strength and compression set do still deteriorate, but tan 6 and Mrrr„/Murxr, representative for the rolling resistance of tires are improved. On the other hand, with the adjusted cure system both mechanical and dynamic properties still deteriorate.

Cure Characteristics and Mechanical Properties of Maleic Anhydride Grafted Reclaimed Rubber/ Styrene Butadiene Rubber Blends

Blends of styrene butadiene rubber (SBR) with maleic anhydride grafted whole tire reclaim (MA-g-WTR) have been prepared and the cure and mechanical properties have been studied with respect to the reclaim content. The grafting was carried out in the presence of dicumylperoxide (DCP) in a Brabender Plasticorder at 150'C. The presence of anhydride group on the WTR was confirmed by infrared spectrometry (IR) study. The properties were compared with those of the blends containing unmodified WTR. Though the cure time was marginally higher, the mechanical properties of the blends containing grafted WTR were better than that of the unmodified blends.

Effect of Silane Coupling Agent on Cure Characteristics and Mechanical Properties of Nitrile Rubber/Reclaimed Rubber Blend

Blends of nitrile rubber and reclaimed rubber containing different levels of a coupling agent, Si 69 (bis(3- triethoxysilyl propyl)(tetrasulphide) were prepared and the cure characteristic's and mechanical properties were studied. Optimum loading of Si-69 was found to be a function of blend ratio. 3 phi- of Si 69 in a 70:30. Blend was found to be the optimum combination with respect to the mechanical properties. The rate and state of cure were also affected bv the conp/ing agent. Tensile strength, tear strength and abrasion resistance were improved in the presence of coupling agent. While the state of cure improved, the cure rate and scorch time decreased with increasing silane content. Ageing studies showed that the blends containing the coupling agent were inferior to the unmodified blends.

Effect of Silane Coupling Agent on Cure Characteristics and Mechanical Properties of Chloroprene Rubber/Reclaimed Rubber Blend

Chloroprene rubber was blended with whole tire reclaimed rubber (WTR) in presence of different levels of a coupling agent Si69 [bis- (3-(triethoxysilyl)propy1)tetrasuIfide] and the cure characteristics and mechanical properties were studied. The rate and state of cure were also affected by the coupling agent. While the cure time was increased, the cure rate and scorch time were decreased with increasing silane content. Tensile strength, tear strength, and abrasion resistance were improved in the presence of coupling agent. Compression set and resilience were adversely affected in presence of silane-coupling agent.Aging studies showed that the blends containing the coupling agent were inferior to the unmodified blends.

Studies - on Maleic Anhydride Grafted Reclaimed Rubber/Acrylonitrile Butadiene Rubber Blends

Blends of Acrylonitrile rubber with Maleic anhydride grafted Whole Tyre Reclaim WTR (MA-g-WTR) have been prepared and the cure and mechanical properties have been studied with respect to reclaim content. Control compounds containing unmodified WTR were also prepared for comparison. Grafting was confirmed by IR studies. Blends containing grafted WTR showed higher minimum torque and (max-min) torque. They also showed longer cure time, scorch time and lower cure rate. Grafting of the WTR with maleic anhydride also resulted in the improved tensile strength, abrasion resistance, compression set and resilience. However, the heat build up under dynamic loading was marginally higher for the blends containing grafted reclaimed rubber.

Acrylonitrile-Butadiene Rubber/ Reclaimed Rubber-Nylon Fiber Composite

The effect of diphenylmethane diisocyanate (MDI) -polyethyleneglycol (PEG) resin on the cure characteristics and mechanical properties of nitrile rubber/whole tyre eclaim-short nylon fiber composite-was studied. At a constant loading of 5 phr, the resin composition was varied. The minimum torque .,id (maximum - minimum) torque increased with isocyanate concentration. Scorch time and cure time showed a reduction on introduction of bonding agent. Properties like tensile strength, tear strength, and abrasion resistance increased with increase in MDI/PEG ratio, and these properties are higher in the longitudinal direction of fiber orientation. Compression set increased with isocyanate concentration and the resilience remain unchanged.

Cure Characteristics and Mechanical Properties of Short Nylon Fiber Reinforced Acrylonitrile Butadiene Rubber/Reclaimed Rubber Blends

Cure characteristics and mechanical properties of short nylon fiber reinforced acrylonitrile butadiene rubber-reclaimed rubber composites were studied. Minimum torque, (maximum-minimum) torque and cure rate increased with fiber concentration. Scorch time and cure time decreased by the addition of fibers. Properties like tensile strength, tear strength, elongation at break, abrasion loss and heat build up were studied in both orientations of fibers. Tensile and tear properties were enhanced by the addition of fibers and were higher in the longitudinal direction. Heat build up increased with fiber concentration and were higher in the longitudinal direction. Abrasion resistance was improved in presence of short fibers and was higher in the longitudinal direction. Resilience increased on the introduction of fibers. Compression set was higher for blends.

Studies on Acrylonitrile Butadiene Rubber/Reclaimed Rubber Blends

Cure characteristics and mechanical properties of acrylonitrile butadiene rubber/reclaimed rubber blends were studied. Minimum torque, (ma)dmum -minimum) torque, scorch time, cure time and cure rate decreased in presence of reclaimed rul3ber. Tensile strength, elongation at break and compression set increased'with increase in reclaim content. Resilience and abrasion resistance decreased with reclaim loading. Heat build up was higher for the blends. The ageing resistance of the blends was inferior to that of the gum compound.

STYRENE BUTADIENE RUBBER/RECLAIMED RUBBER BLENDS

Cure characteristics and mechanical properties of styrene butadiene rubber reclaimed rubber blends were studied. The blends showed improved processability, as indicated by the minimum torque values. Cure characteristics like minimum torque, (maximum-minimum) torque, cure time and cure rate decreased in the presence of reclaimed rubber. Tensile strength, tear strength, elongation at break were higher for blends. Resilience decreased with reclaim content. Compression set and abrasion loss were higher in the blends.

Studies on short nylon fiber - reclaimed rubber/elastomer composites

The thesis deals with the development of short nylon fiber-reclaimed rubber/elastomer composites. Three rubbers viz, natural rubber, acrylonitrile butadiene rubber and styrene butadiene rubber were selected and were partially replaced with reclaimed rubber. The blend ratio was optimized with respect to cure characteristics and mechanical properties. Reclaimed rubber replaced 40 parts of NR and SBR and 20 parts of NBR without much affecting the properties. These blends were then reinforced with short nylon fibers. The mechanical properties of the composites were studied in detail. In all the cases the tensile strength, tear strength and the abrasion resistance increased with increase in fiber content. In the case of NRlreclaimed rubber blends, the tensile strength-fiberloading relationship was non-linear where as in the case of NBRlreclaimed rubber blends and SBRlreclaimed rubber blends the tensile strength-fiber loading relationship was linear. All the composites showed anisotropy in mechanical properties. The effect of bonding system on the composite properties was also studied with respect to cure characteristics and mechanical properties. For this, a 20 phr fiber loaded reclaimed rubber/elastomer composites were selected and the effect of MDI/PEG resin system was studied. The resin used was 5 phr and the resin ratios used were 0.67: I, 1:1, 1.5:1 and 2:1. The bonding system improved the tensile strength, tear strength and abrasion resistance. The best results are with SBRlreclaimed rubber-short nylon fiber composites. The optimized resin ratio was 1:1 MDI/PEG for all the composites.

Waste plastic as a stabilizing additive in Stone Mastic Asphalt

The present study investigates the benefits of stabilizing the stone mastic asphalt (SMA) mixture in flexible pavement with shredded waste plastic. Conventional (without plastic) and the stabilized SMA mixtures were subjected to performance tests including Marshall Stability, tensile strength and compressive strength tests. Triaxial tests were also conducted with varying percentage bitumen by weight of mineral aggregate (6% to 8%) and by varying percentage plastic by weight of mix (6% to 12% with an increment of 1%). Plastic content of 10% by weight of bitumen is recommended for the improvement of the performance of Stone Mastic Asphalt mixtures. 10% plastic content gives an increase in the stability, split tensile strength and compressive strength of about 64%, 18% and 75% respectively compared to the conventional SMA mix. Triaxial test results show a 44% increase in cohesion and 3% decrease in angle of shearing resistance showing an increase in the shear strength. The drain down value decreases with an increase in plastic content and the value is only 0.09 % at 10% plastic content and proves to be an effective stabilizing additive in SMA mixtures

Influence Of Additives On The Drain Down Characteristics Of Stone Matrix Asphalt Mixtures

In Kerala highways, where traditional dense graded mixtures are used for the surface courses, major distress is due to moisture induced damages. Development of stabilized Stone Matrix Asphalt (SMA) mixtures for improved pavement performance has been the focus of research all over the world for the past few decades. Many successful attempts are made to stabilize SMA mixtures with synthetic fibres and polymers. India, being an agricultural economy produces fairly huge quantity of natural fibres such as coconut, sisal, banana, sugar cane, jute etc.. Now- a -days the disposal of waste plastics is a major concern for an eco- friendly sustainable environment. This paper focuses on the influence of additives like coir, sisal, banana fibres (natural fibres), waste plastics (waste material) and polypropylene (polymer) on the drain down characteristics of SMA mixtures. A preliminary investigation is conducted to characterize the materials used in this study. Drain down sensitivity tests are conducted to study the bleeding phenomena and drain down of SMA mixtures. Based on the drain down characteristics of the various stabilized mixtures it is inferred that the optimum fibre content is 0.3% by weight of mixture for all fibre mixtures irrespective of the type of fibre. For waste plastics and polypropylene stabilized SMA mixtures, the optimum additive contents are respectively 7% and 5% by weight of mixture. Due to the absorptive nature of fibres, fibre stabilizers are found to be more effective in reducing the drain down of the SMA mixture. The drain values for the waste plastics mix is within the required specification range. The coir fibre additive is the best among the fibres investigated. Sisal and banana fibre mixtures showed almost the same characteristics on stabilization.

A study on the performance of flexible pavements on mature soil subgrades

The country has witnessed tremendous increase in the vehicle population and increased axle loading pattern during the last decade, leaving its road network overstressed and leading to premature failure. The type of deterioration present in the pavement should be considered for determining whether it has a functional or structural deficiency, so that appropriate overlay type and design can be developed. Structural failure arises from the conditions that adversely affect the load carrying capability of the pavement structure. Inadequate thickness, cracking, distortion and disintegration cause structural deficiency. Functional deficiency arises when the pavement does not provide a smooth riding surface and comfort to the user. This can be due to poor surface friction and texture, hydro planning and splash from wheel path, rutting and excess surface distortion such as potholes, corrugation, faulting, blow up, settlement, heaves etc. Functional condition determines the level of service provided by the facility to its users at a particular time and also the Vehicle Operating Costs (VOC), thus influencing the national economy. Prediction of the pavement deterioration is helpful to assess the remaining effective service life (RSL) of the pavement structure on the basis of reduction in performance levels, and apply various alternative designs and rehabilitation strategies with a long range funding requirement for pavement preservation. In addition, they can predict the impact of treatment on the condition of the sections. The infrastructure prediction models can thus be classified into four groups, namely primary response models, structural performance models, functional performance models and damage models. The factors affecting the deterioration of the roads are very complex in nature and vary from place to place. Hence there is need to have a thorough study of the deterioration mechanism under varied climatic zones and soil conditions before arriving at a definite strategy of road improvement. Realizing the need for a detailed study involving all types of roads in the state with varying traffic and soil conditions, the present study has been attempted. This study attempts to identify the parameters that affect the performance of roads and to develop performance models suitable to Kerala conditions. A critical review of the various factors that contribute to the pavement performance has been presented based on the data collected from selected road stretches and also from five corporations of Kerala. These roads represent the urban conditions as well as National Highways, State Highways and Major District Roads in the sub urban and rural conditions. This research work is a pursuit towards a study of the road condition of Kerala with respect to varying soil, traffic and climatic conditions, periodic performance evaluation of selected roads of representative types and development of distress prediction models for roads of Kerala. In order to achieve this aim, the study is focused into 2 parts. The first part deals with the study of the pavement condition and subgrade soil properties of urban roads distributed in 5 Corporations of Kerala; namely Thiruvananthapuram, Kollam, Kochi, Thrissur and Kozhikode. From selected 44 roads, 68 homogeneous sections were studied. The data collected on the functional and structural condition of the surface include pavement distress in terms of cracks, potholes, rutting, raveling and pothole patching. The structural strength of the pavement was measured as rebound deflection using Benkelman Beam deflection studies. In order to collect the details of the pavement layers and find out the subgrade soil properties, trial pits were dug and the in-situ field density was found using the Sand Replacement Method. Laboratory investigations were carried out to find out the subgrade soil properties, soil classification, Atterberg limits, Optimum Moisture Content, Field Moisture Content and 4 days soaked CBR. The relative compaction in the field was also determined. The traffic details were also collected by conducting traffic volume count survey and axle load survey. From the data thus collected, the strength of the pavement was calculated which is a function of the layer coefficient and thickness and is represented as Structural Number (SN). This was further related to the CBR value of the soil and the Modified Structural Number (MSN) was found out. The condition of the pavement was represented in terms of the Pavement Condition Index (PCI) which is a function of the distress of the surface at the time of the investigation and calculated in the present study using deduct value method developed by U S Army Corps of Engineers. The influence of subgrade soil type and pavement condition on the relationship between MSN and rebound deflection was studied using appropriate plots for predominant types of soil and for classified value of Pavement Condition Index. The relationship will be helpful for practicing engineers to design the overlay thickness required for the pavement, without conducting the BBD test. Regression analysis using SPSS was done with various trials to find out the best fit relationship between the rebound deflection and CBR, and other soil properties for Gravel, Sand, Silt & Clay fractions. The second part of the study deals with periodic performance evaluation of selected road stretches representing National Highway (NH), State Highway (SH) and Major District Road (MDR), located in different geographical conditions and with varying traffic. 8 road sections divided into 15 homogeneous sections were selected for the study and 6 sets of continuous periodic data were collected. The periodic data collected include the functional and structural condition in terms of distress (pothole, pothole patch, cracks, rutting and raveling), skid resistance using a portable skid resistance pendulum, surface unevenness using Bump Integrator, texture depth using sand patch method and rebound deflection using Benkelman Beam. Baseline data of the study stretches were collected as one time data. Pavement history was obtained as secondary data. Pavement drainage characteristics were collected in terms of camber or cross slope using camber board (slope meter) for the carriage way and shoulders, availability of longitudinal side drain, presence of valley, terrain condition, soil moisture content, water table data, High Flood Level, rainfall data, land use and cross slope of the adjoining land. These data were used for finding out the drainage condition of the study stretches. Traffic studies were conducted, including classified volume count and axle load studies. From the field data thus collected, the progression of each parameter was plotted for all the study roads; and validated for their accuracy. Structural Number (SN) and Modified Structural Number (MSN) were calculated for the study stretches. Progression of the deflection, distress, unevenness, skid resistance and macro texture of the study roads were evaluated. Since the deterioration of the pavement is a complex phenomena contributed by all the above factors, pavement deterioration models were developed as non linear regression models, using SPSS with the periodic data collected for all the above road stretches. General models were developed for cracking progression, raveling progression, pothole progression and roughness progression using SPSS. A model for construction quality was also developed. Calibration of HDM–4 pavement deterioration models for local conditions was done using the data for Cracking, Raveling, Pothole and Roughness. Validation was done using the data collected in 2013. The application of HDM-4 to compare different maintenance and rehabilitation options were studied considering the deterioration parameters like cracking, pothole and raveling. The alternatives considered for analysis were base alternative with crack sealing and patching, overlay with 40 mm BC using ordinary bitumen, overlay with 40 mm BC using Natural Rubber Modified Bitumen and an overlay of Ultra Thin White Topping. Economic analysis of these options was done considering the Life Cycle Cost (LCC). The average speed that can be obtained by applying these options were also compared. The results were in favour of Ultra Thin White Topping over flexible pavements. Hence, Design Charts were also plotted for estimation of maximum wheel load stresses for different slab thickness under different soil conditions. The design charts showed the maximum stress for a particular slab thickness and different soil conditions incorporating different k values. These charts can be handy for a design engineer. Fuzzy rule based models developed for site specific conditions were compared with regression models developed using SPSS. The Riding Comfort Index (RCI) was calculated and correlated with unevenness to develop a relationship. Relationships were developed between Skid Number and Macro Texture of the pavement. The effort made through this research work will be helpful to highway engineers in understanding the behaviour of flexible pavements in Kerala conditions and for arriving at suitable maintenance and rehabilitation strategies. Key Words: Flexible Pavements – Performance Evaluation – Urban Roads – NH – SH and other roads – Performance Models – Deflection – Riding Comfort Index – Skid Resistance – Texture Depth – Unevenness – Ultra Thin White Topping