Reducing Rutting Effect in Flexible Pavement

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REDUCING RUTTING EFFECT IN FLEXIBLE PAVEMENT

MOHAMMED ABDUL HAMEED (PhD)

MD ILYAS AHMED

CIVIL ENGINEERIN DEPARTMENT LORDS INSTITUTE OF ENGINEERING AND TECHNOLOGY. HIMAYATH SAGAR, HYDERABAD500091

ASSOC.PROF CIVIL ENGINEERIN DEPARTMENT LORDS INSTITUTE OF ENGINEERING AND TECHNOLOGY. HIMAYATH SAGAR, HYDERABAD500091

Mdilyas012@gmail.com

ma_hameed@lords.ac.in

MOHAMMED SAFIUDDIN Associate Professor

MOHD AZEEM UL HUSSAIN Asst.prof CIVIL ENGINEERING DEPARTMENT

LORDS INSTITUTE OF ENGINEERING AND TECHNOLOGY. HIMAYATH SAGAR, HYDERABAD-500091

LORDS INTITUTE OF ENGINEERING AND TECHNOLOGY HUSSAIN_1100@YAHOO.COM

msafiuddin@lords.ac Abstract Flexible pavements are construction of roads in

layer of 160 to 180 mm topped with 50 mm bituminous

India. Bitumen as a binder is known to be highly sensitive

concrete are being provided by way of strength. The

to high temperatures. The form of ruts, cracking, ageing

bitumen used in the design of mixes for DBM and BM is

etc. are common on Flexible pavements. These are still

typically of 60/70 grade. The bituminous thick is also

observed on pavements presently with thick layers of

being provided with modified bitumen. Use of modifiers,

binder courses at high cost. Rutting one of the commonly

however, is not common. The design of mixes done with

observed permanent is the subject matter of this case study.

normal 75 blows for all locations without considering the

The effect of high pavement temperature on the stability of

effects of climatic, traffic variations etc.

mix in conjunction with lower softening point of bitumen in

Such bituminous pavements from rutting usually in

the context of prevailing high temperature in top pavement

totally early age. Such deformations in the form of rutting

layers. Study brings out the existing specifications and

are more plain at locations of junction, curves and in

some

existing

stretches where heavy traffic operates with low speed

specifications. Use of the top binder courses like DBM to

and is subject to periodic stop/start condition. The

enhance the dependent of the bituminous mixes is one of

rutting of the flexible pavements should cover all highway

the

biased

engineers .when construction long performing all

specifications covering different climatic regions of the

highway in view of great investment being made on the

country is also suggested.

construction of such highways.

follow

up

actions

recommendations.

It

to

type

improve

the

performance

Permanent deformation of rutting is one of the most

Keywords—Road engineering, Asphalt pavement, Mechanical properties Laboratory testing, Field durability.

important distress (failure) mechanisms in asphalt pavements. Increase in truck tire pressure, rutting has become the ruling mode of flexible pavement failure.

Introduction

Which results in a ruling pavement surface, is first caused

Flexible pavements have been normal provided on

by the collection of permanent deformation of the layers

most of the important highways of the country. Thick

in the pavement structure. Rutting can also be caused by

bituminous pavement layer mainly comprising of a DBM

wear of pavements from use of studded tires. Length

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ways coarseness in the magnitude of rutting. Water may

Rutting is a longitudinal surface depression in the wheel

become in resulting in a reduced skid resistance;

path accompanied, in most cases, by pavement upheaval

Progression of rutting can lead to cracking and finally to

along the sides of the rut. Significant rutting can lead to

complete failure. Rutting accounts for a significant

major structural failure and hydroplaning, which is a

portion of maintenance and associated costs in both main

safety hazard. Rutting can occur in all layers of the

highways and secondary roads.

pavement structure and results from lateral distortion

The truck transportation has caused the average gross

and densification. Moreover, rutting represents accumulation

of

incrementally

a

weight of trucks. So that a majority of trucks are

continuous

small

operating close to the axle loads limits. In countries

permanent deformations from each load application.

enforcement of the axle load limits is relaxed or non-

Generally there are three causes of rutting in asphalt

existent (typical of developing countries), trucks at axle

pavements: accumulation of permanent deformation in

loads, and the axle load limit the use of higher tire

the asphalt surfacing layer, permanent deformation of

pressures has become more popular in the trucking

sub grade, and wear of pavements caused by studded

industry. The contact area between the tire and the

tires. In the past sub grade deformation was considered

pavement, resulting in high stress which to greater

to be the primary cause of rutting and many pavement

deformation in flexible pavements, wheel track rutting.

design methods applied limiting criteria on vertical strain

As increased tire pressure and axle load, the asphalt

at the sub grade level. However recent research indicates

layer to increased stresses, which result in permanent

that most of the rutting occurs in the upper part of the

deformations

with

asphalt surfacing layer. These three causes of rutting can

increasing number of load applications. The permanent in

act in combination, i.e., the rutting could be the sum of

the layer accounts for a major of rutting on flexible

permanent deformation in all layers and wear from

pavements subjected to heavy axle loads and high tire

studded tires

pressures.

RUTTING

THE PROBLEM OF RUTTING IN FLEXIBLE PAVEMENTS

MIXTURE

The

permanent

deformation

of the increase in truck tire pressures and axle loads, which puts asphalt mixtures nearest the pavement

become the dominant mode of failure of flexible

surface under increasingly high stresses.

pavements in many countries. There are various causes of

Causes of Rutting in Flexible Pavements

rutting depending on configuration and structural

Generally there are three causes of rutting in asphalt

capacity of the various layers and environmental

pavements: accumulation of permanent deformation in

conditions. In this chapter, the problem and the

the asphalt surfacing layer, permanent deformation of

mechanisms of rutting in flexible pavements in general

sub grade, and wear of pavements caused by studded

and the rutting caused by permanent deformation in the particular

are

discussed.

tires. In the past sub grade deformation was considered

The

to be the Primary cause of rutting and many pavement

considerations of rutting at the pavement design and

design methods applied limiting criteria on vertical strain

mixture design stages are also discussed. Š 2016, IRJET

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ASPHALT

component of flexible pavement rutting. This is because

pressure and axle loads in recent years, rutting has

in

WEAK

asphalt layer is now considered to be the principal

flexible pavements. Because of the increase in tire

layer

BY

Rutting resulting of permanent deformation in the

Rutting is one of the major distress mechanisms in

asphalt

CAUSED

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at the sub grade level. However recent research indicates

are conducted on the mechanical properties of the

that most of the rutting occurs in the upper part of the

mixtures. Volumetric mix design method is expected to

asphalt surfacing layer. These three causes of rutting can

produce mixtures that would perform satisfactorily under

act in combination, i.e., the rutting could be the sum of

low

permanent deformation in all layers and wear from

supplemented by some sort of mechanical tests if it is to

studded tires.

be used for design of mixtures that would be subjected to

traffic

conditions.

This

method

has

to

be

medium or heavy traffic conditions. A prime example of the volumetric mix design method is the level 1 of the Super mix design system developed in the Strategic Highway Research Program (SHRP). In the Superpose method,. This method also utilizes performance - based bitumen specifications and empirical performance related specifications for the aggregates.

Rutting caused mainly by studded tire wear

RUTTING CONSIDERATION IN MIXTURE DESIGN The purpose of mix design is to determine the proportions of aggregate and binder that would Produce a mix, which is economical and has the following desirable properties: Rutting caused by weak asphalt layer.

• Sufficient binder to ensure durability • Sufficient voids in mineral aggregate, so as to minimize post construction compaction

TESTS ON BITUMEN & AGGREGATE

without loss of stability

and without causing bleeding, and to minimize harmful

There are a number of tests to assess the properties of

effects of air and water.

bituminous materials. The following tests are usually the

• Sufficient workability to permit laying of the mix

different of bituminous materials

without risk of segregation, and • Sufficient performance characteristics over the service life of the pavement

Ductility test

v.Viscosity test

the proportional volume of air voids, binder and

vi.

aggregate for mixtures which have been compacted using

Impact test

vii. Abrasion test

a compaction procedure that is assumed to reproduce, in

viii. Marshall test

the laboratory, the in situ compaction process. No tests Impact Factor value: 4.45

ii.

iv. Specific gravity test

content and aggregate gradation are chosen by analyzing

|

Penetration test

iii. Softening point test

In the volumetric mix design method, design binder

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

Ductility test: Bitumen grade 75a Pouring temperature ᵒC= 44% Test temperature ᵒC = 40% Periods of cooling, minutes = 18 Name

1

2

3

1

a)Initial reading

0

0

0

2

b)Final reading

51

58

62

3

c)Ductility a(cm)

51

58

62

4

Ductility value

51

58

62

S.No PENETRATION TEST

Ductility

=b-

.’. Ductility value is = 57.3cm  End point

Softening point test

S.No 1

DUCTILITY TEST 2 3

Name Temperature when the ball touches bottom ᵒ C Average

1 88

2 92

90

90

Softening point of bitumen

90

90

THE SOFTENING POINT TEST VALUE IS = 90ᵒC 

Abrasion Test

BC with filler type

Max. Stability(KN)

Corresponding Binder Content (%)

Bitumen

14.78

5

Stone dust

14.48

5

Aggregate

14.38

5

ANALYSES OF TEST RESULTS AND DISCUSSIONS  Penetration test: .’. Penetration value is = 21mm

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= 10.70% .’.The Average value of Los Angeles Abrasion test is = 10.70 %

S.No

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S.No

Details of sample

Trial 1

Trial 2

1

Weight of sample = w1g

5000

5000

2

Weight of sample after abrasion test, coarser than 1.70mm IS sieve =w2g

4460

4470

3

Percentage wear = ((w1-w2)/w1)*100

10.8

10.6

Impact Test

Details of sample

Trial 1

Total Weight of Aggregate Sample Filing the Cylinder measure =w1g Weight of Aggregate passing 2.36mm IS sieve after the Test =w2g Aggregate impact value= (w2/w1)*100 percent

Trial 2

Trial 3

313

330

320

235

245

240

75.07

74.24

75.00

EFFECT OF DIFFERENT TYPE OF FILLER ON BC:Variation of Marshall Properties of bituminous

Formula: -

concrete (BC) with different type of filler is explained

=74.77%

below.

.’.The Average value of impact test is = 74.77%

EFFECT OF BC:

For preparation of mix binder content from 4 to 7% and vary from 0.3% to 0.5%. Here OBC, OFC and other Marshall properties is calculated by Marshall Method.

Marshall Stability It is observed that stability value increases with binder content up to certain binder content; then stability value decreases. Also stability value increases variation of Marshall Stability value with different binder content with different is given.

Fig 4.1 Phase Diagram of bituminous mix

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CONCLUSIONS

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The parameters such as Field Dry Density, Field Moisture Content, Optimum Moisture

Based on the results and discussion of experimental

Content, Maximum Dry Density, Atterberg

Investigation carried out on mixes i.e.

Limits, CBR, Soil composition and the fraction

SMA and BC following conclusion are drawn.

of Silt & Clay of the sub grade soil have influence on the strength of the pavement.

BC with different type of filler REFERENCES

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Based on the present study, the conclusions drawn

are

Bituminous Mixtures Using Marshall Apparatus”

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RELATIONSHIP OF PAVEMENT PAVEMENT COMPOSITION •

STRENGTH

AND

Asphalt (SMA) – A Long Life Pavement Surface”, International Seminar on Innovations in Construction and

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Maintenance of Flexible Pavements, Agra, 2-4 September,

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•

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•

•

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The

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