PAVEMENT CONDITION PERFORMANCE ON CRUMB RUBBER ROAD IN

KUALA KRAI, KELANTAN

NAZIRUL MUBIN BIN ZUKIRNAINI

A project report submitted in partial fulfilment of the

requirements for the award of the degree of

Master of Engineering (Civil)

School of Civil Engineering

Faculty of Engineering

Universiti Teknologi Malaysia

SEPTEMBER 2020

iv

DEDICATION

This work is dedicated to the sincerest,

Loving and caring parents,

My beloved Father and Mother,

Zukirnaini Bin Mustapha,

Wan Nazila Binti Wan Ahmed,

My beloved Father and Mother in law,

Saadi Bin Che Ismail,

Hasnah Binti Mohd Nor,

And my supportive wife,

Siti Sahirah Binti Saadi.

All my dear children,

Nafeesha Inara, Naila Irdina and Niyaz Iskandar.

Hopefully these efforts given consideration and rewarded by Allah.

As the Prophet Muhammad S.A.W said:

“Whoever follows a path to seek knowledge,

Allah will make the path to Jannah (Paradise) easy for them.”

(Shahih Muslim)

v

ACKNOWLEDGEMENT

First and above all, I praise Allah, the almighty for providing me this

opportunity and granting me the capability to proceed successfully. In preparing this

thesis, I was in contact with many people and my fellow friends. They have contributed

towards my understanding and thoughts.

In particular, I wish to express my sincere appreciation to my project supervisor

“Pensyarah Kanan” Ts. Dr. Haryati Yaacob and ex-supervisor Prof. Ts. Dr. Mohd

Rosli Hainin for unlimited guidance from the start to the completion of this study,

encouragement, cooperation, advice and friendship. Without their continued support

and interest, this thesis would not have been the same as presented here.

I am also thankful to Ir. Raja Rusdy Irwan Bin Raja Hussien and Mohd Asrul

Farizul Bin Ab Adzi, District Engineer of Jabatan Kerja Raya Tumpat. Besides that,

thanks to Muhd Mazwan Bin Kamarudin, Engineer Assistant of JKR Kuala Krai and

Bukit Buloh Quarry for help me give more imformation to complete my project. Not

to forget, Zainal Zulkifli Bin Mohamad Noor, QAQC Executive Regional and Nik

Ahmad Hilmi Nik Mustapha, Area Manager of Roadcare Sdn. Bhd for their

cooperation and experience shared.

My sincere appreciation also extends to all my colleagues and others who

provide assistance and support at various occasions. Their views and tips are useful

indeed. Finally, I would like to speak thousands of thanks to all who have, in one way

or other, directly or indirectly they deserve my greatest gratitude.

vi

ABSTRACT

Paved roads are the main public transportation infrastructure in Malaysia.

Asphaltic pavements require a hefty amount of thoughts and engineering to be made

viable to keep up with the growing traffic as the country develops. The constant

increase in traffic loads by calls for improvements need to be done in order to maintain

a quality, yet economical paved roads. One of the critical breakthroughs is the use of

crumb rubber as additive in the binding substance of asphaltic pavements. Thus, this

study aims to assess the effectiveness of crumb rubber modified asphalt (CRMA)

pavements in Kuala Krai, Kelantan. This research was done through both controlled

experiment in a laboratory and also on site. The physical properties of the bitumen in

terms of their penetration, softening points, penetration index and flash points have

been further tested. For the asphalt mixture, they were tested in regards to their

Marshall properties such as stability, Void-In-Mix (VIM), flow and stiffness. The field

test begins with the coring test in order to assess the thickness of the asphalt pavement

layers in 16 spots along the study location. The densities and bitumen content of the

samples were then evaluated. Generally, CRMA proves its efficacy in providing an

effectual performance. In almost all aspect of experimentation revealed that CMRA

was the better choice. It is relatively stable, with sufficient VIM percentage to provide

flexibility. The field test did not contradict with these findings. Conclusively, CMRA

is able to accommodate and provide good riding quality while also being durable to

sustain all its challenges.

vii

ABSTRAK

Jalan berturap adalah infrastruktur pengangkutan awam utama di Malaysia.

Turapan asphalt memerlukan banyak idea dan kejuruteraan agar dapat membangun

secara praktikal dengan lalu lintas yang semakin meningkat seiring dengan kemajuan

negara. Peningkatan lalu lintas yang berterusan, menyebabkan kerja-kerja

penambahbaikan perlu dilakukan bagi mengekalkan jalan berturap yang berkualiti dan

ekonomik. Salah satu penyelesaian penting adalah dengan penggunaan serpihan getah

tayar kenderaan sebagai bahan tambahan dalam bahan pengikat turapan asphalt. Oleh

itu, kajian ini bertujuan untuk menilai keberkesanan turapan Crumb Rubber Modified

Asphalt (CRMA) di Kuala Krai, Kelantan. Penyelidikan ini dilakukan melalui

eksperimen terkawal di makmal dan juga di lokasi. Sifat fizikal bitumen dari segi

penusukan, titik lembut, indeks penusukan dan titik kilat telah diuji lebih lanjut. Untuk

campuran asfalt, bahan-bahan berkenaan diuji dengan ujian asphalt (Marshall Test)

seperti kestabilan, Void-In-Mix (VIM), aliran dan kekerasan. Ujian lapangan

dimulakan dengan ujian coring untuk menilai ketebalan lapisan turapan asfalt pada 16

tempat di sepanjang lokasi kajian. Kemudian, ketumpatan dan kandungan bitumen

sampel telah dinilai. Secara amnya, CRMA telah terbukti keberkesanannya dalam

memberikan prestasi yang berkesan. Dalam hampir semua aspek eksperimen, CMRA

telah menunjukkan bahawa ia adalah pilihan yang lebih baik. Ia agak stabil, dengan

peratusan VIM yang mencukupi untuk memberikan fleksibiliti. Keputusan ujian

lapangan tidak bertentangan dengan rekabentuk yang telah diluluskan.

Kesimpulannya, CMRA mampu menampung dan memberikan kualiti yang baik dan

juga tahan lama untuk menanggung beban aliran lalu lintas yang semakin meningkat.

viii

TABLE OF CONTENTS

TITLE PAGE

DECLARATION iii

DEDICATION iv

ACKNOWLEDGEMENT v

ABSTRACT vi

ABSTRAK vii

TABLE OF CONTENTS viii

LIST OF TABLES xi

LIST OF FIGURES xii

LIST OF ABBREVIATIONS xiii

LIST OF SYMBOLS xiv

LIST OF APPENDICES xv

CHAPTER 1 INTRODUCTION 1

1.0 Background Study 1

1.1 Problem Statement 3

1.2 Objectives 4

1.3 Scope of Study 4

1.4 Significance of Study 4

CHAPTER 2 LITERATURE REVIEW 7

2.0 Introduction 7

2.1 Asphalt 7

2.2 Modification of Asphalt 7

2.3 Bitumen 9

2.4 Materials 10

2.4.1 Aggregate 11

2.4.2 Filler 13

2.5 Crumb Rubber 14

ix

2.5.1 Fiber Content 16

2.5.2 Moisture Content 16

2.5.3 Mineral Contaminants 16

2.5.4 Metal Contaminants 16

2.5.5 Chemical Composition 16

2.5.6 Source 17

2.5.7 Packaging and Labeling 17

2.6 Background of CRMA 18

2.6.1 Crumb Rubber Grinding Procedures 19

2.6.2 Properties of CRMA 20

2.6.3 Waste Materials (Scrap Tyres) 21

2.6.4 Rubber Modified Process 23

2.7 Preparation of Crumb Rubber Modified Binder 25

2.7.1 Blending Equipment 25

2.7.2 Blending Process 26

2.7.3 Terminal Blend 26

2.7.4 Completion of Blending 27

2.7.5 Sampling of CRMB 27

2.7.6 Storage of CRMB 28

2.7.7 Application of CRMB 28

CHAPTER 3 METHODOLOGY 31

3.0 Introduction 31

3.1 Overall Structure of Research Methodology 31

3.2 Bitumen Test 33

3.2.1 Penetration Test 33

3.2.2 Softening Point Test 34

3.2.3 Penetration Index 35

3.2.4 Flash Point Test 36

3.3 Asphalt Test 37

3.3.1 Extraction Test 37

3.3.2 Sieve Analysis 37

x

3.3.3 Marshall Test 39

3.3.4 Coring Test 40

CHAPTER 4 RESULTS AND DISCUSSION 43

4.0 Introduction 43

4.1 Bitumen Testing Result 43

4.1.1 Physical and rheological properties of CRMB 43

4.1.2 Penetration Test Result 44

4.1.3 Softening Point Result 45

4.1.4 Penetration Index Result 46

4.1.5 Flash Point Result 47

4.2 Proposed mix design for CRMA – Gap Graded Asphalt (GGA) 48

4.3 Marshall Properties Result 50

4.3.1 Voids in Mix Result 51

4.3.2 Stability Result 52

4.3.3 Flow Result 53

4.3.4 Stiffness Result 54

4.4 Site Monitoring Result 55

4.4.1 Summary of Sample Result CRMA 55

4.4.2 Coring Test 56

4.4.3 Marshall Density 57

CHAPTER 5 CONCLUSION AND RECOMMENDATIONS 59

5.0 Introduction 59

5.1 Conclusion 59

5.2 Recommendation 60

5.3 Limitation of Study 61

REFERENCES 63

xi

LIST OF TABLES

TABLE NO. TITLE PAGE

Table 2. 1 Chemical Composition of Crumb Rubber 17

Table 2. 2 Properties of CRMB (JKR, 2019) 28

Table 3. 1 Combined Aggregate Gradation for CRMA Mixture 38

Table 4. 1 CRMB Testing Result 43

Table 4. 2 Blending of Aggregates 48

Table 4. 3 Aggregate combined grading for proposed mix design 49

Table 4. 4 CRMA Marshall Properties result 50

Table 4. 5 CMA Marshall Properties result 50

Table 4. 6 AC14 Marshall Properties result 51

Table 4. 7 Comparison of Sample Result CRMA 56

Table 4. 8 Coring Test Result 56

Table 4. 9 Core Density Result 58

xii

LIST OF FIGURES

FIGURE NO. TITLE PAGE

Figure 2. 1 The Size of Aggregates 13

Figure 2. 2 Quarry Dust 14

Figure 2. 3 Scrap tyres 22

Figure 2. 4 Rubber Modified Process. 25

Figure 3. 1 Flowchart of the Research Methodology 32

Figure 3. 2 The Penetration Test 33

Figure 3. 3 The Softening Test 34

Figure 3. 4 The Flash Point 36

Figure 3. 5 The Bitumen Content Test 37

Figure 3. 6 The Sieve Analysis Test 38

Figure 3. 7 The Marshall Test 39

Figure 3. 8 The Coring Test 41

Figure 4. 1 Penetration 45

Figure 4. 2 Softening Points 46

Figure 4. 3 Penetration Index 47

Figure 4. 4 Flash Points 48

Figure 4. 5 Sieve analysis for proposed mix design 49

Figure 4. 6 VIM percentage 52

Figure 4. 7 Stability 53

Figure 4. 8 Flow 54

Figure 4. 9 Stiffness Result 55

xiii

LIST OF ABBREVIATIONS

CRMB

CRMA

CR-GGA

CR-SMA

CR-OGFC

CR-SAMI

CMB

CMA

HMA

AC 14

ASTM

BS

PI

MS

VIM

PG 76

Pen. 60-70

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

-

Crumb Rubber Modified Binder

Crumb Rubber Modified Asphalt

Crumb Rubber – Gap Graded Asphalt

Crumb Rubber – Stone Mastic Asphalt

Crumb Rubber – Open Graded Friction Course

Crumb Rubber – Stress Absorbing Membrane Interlayer

Cup Lump Modified Binder

Cup Lump Modified Asphalt

Hot Mix Asphalt

Asphaltic Concrete 14

American Society for Testing and Materials

British Standards

Penetration Index

Malaysian Standards

Voids in mix

Performance Grade 76

Penetration Grade 60-70

xiv

LIST OF SYMBOLS

°C

%

g

N

N/mm

mm

cm

um

Pa.S

kPa

rpm

-

-

-

-

-

-

-

-

-

-

-

Celsius

Percent

Gram

Newton

Newton/millimeter

Millimeter

Centimetre

Micrometre

Pascal per second

Kilopascal

Revolutions per minute

xv

LIST OF APPENDICES

APPENDIX TITLE PAGE

Appendix A Nomograph X 67

Appendix B1 The Details of Result for Sample 1 68

Appendix B2 The Details of Result for Sample 2 70

Appendix B3 The Details of Result for Sample 3 72

Appendix B4 The Details of Result for Sample 4 74

Appendix B5 The Details of Result for Sample 5 76

Appendix C Compaction Test Result 78

1

CHAPTER 1

INTRODUCTION

1.0 Background Study

In pavement structures, wearing course and base coarse aggregates are mixed

and bound using bitumen. Asphalt is used in road pavement as it’s very economical

and fulfills the roadway design requirements, for example; good ride quality, skid-

resistant surface, quiet surface and low maintenance. However, asphaltic pavements

do have some weaknesses, especially in extreme climates where it becomes brittle and

hard in cold environments and soft in hot environments making it easy to crack when

the temperature fluctuates (Al-maamori and Hussen, 2014). Another major factor for

road damage is the current traffic capacity and the volume of road users that increases

year by year, defecting and affecting the pavement condition. Heavy traffic and high

loading weight are also significant factors affecting the quality and pavement

performance. Therefore, to decrease damage and defect, an improvement is needed in

the road pavement structures. Globally, many additive materials such as Polymer

Modified Asphalt (PMA), Stone Mastic Asphalt (SMA), Cold in-place recycling

(CIPR), Glassphalt, Cup Lump Modified Asphalt (CMA) and Crumb Rubber Modified

Asphalt (CRMA) are used to make road pavements stronger (Huang et al., 2007).

In previous years , the growing popularity of crumb rubber, a recycled material

from End-of - Life Tyres (ELTs), has led to several studies to be carried out in order

to improve the material cycle where rubber, produced as a by-product of crushing and

sieving scrap tyres, has become the resource needed in another production process,

such as the construction of road pavement layers. Crumb Rubber Modified Asphalt

(CRMA) has various applications in the production of asphalt mixtures (Issa, 2016).

The aim is to find an alternative method of disposal of tyres and to improve the

performance of asphalt mixtures. Rubber, in general, has a wider range of performance

temperatures than bituminous mixtures, as they do not melt in heat and do not crack in

2

cold temperatures. However, the performance of rubberized materials varies

considerably depending on the processes and technology used. Some studies, indicate

that CRMA modified mixtures are less affected by moisture damage compared to

traditional mixtures, and that rubber particles contribute to the completion of higher

performance of both binders and mixtures at high temperatures (Farina et al., 2014).

On the other hand, if other processes are adopted, certain studies have shown that a

higher volume of air voids would be present due to the decreased compaction of the

mixture could lead to a higher moisture content. Therefore, these types of CRMA

mixes are more susceptible to moisture than conventional mixes.

Besides that, crumb rubber is an appropriate pavement additive due to one of

its characteristics, which is the ability to support the weakness of asphalt. The elastic

property of crumb rubber also has the potential to improve skid resistance and asphalt

durability (Farina et al., 2014). The usage of crumb rubber is proven to be good and

reliable. Moreover, crumb rubber can also help in decreasing the effect of exhaustion

and cracking that occur on most pavements. In addition, it can save the cost for the

maintenance of roadway pavement as pavements are less vulnerable to damages as a

result of the crumb rubber additives.

The addition of crumb rubber typically results in an increase in the complex

modulus of the binder as well as a reduction in the phase angle, particularly at high

temperatures, which has a favourable effect on the rutting resistance (Hassan et al .

2014). However, these materials are not without limitations. For example, the

instability during storage is one of the disadvantages of the industrial production of

this material. The rubber modified bitumen has a higher heterogeneity and there is a

significant difference in density between the bitumen and the rubber granules. When

that method is applied, the rubber particles have the propensity to sink to the bottom,

and also decreasing the storage constancy (Chen et al., 2018).

It can be understood from previous considerations that there are a number of

different types of processes and technologies when crumb rubber is used in asphalt

mixture applications that result in different performance and durability. With this in

mind, this study provides scientific research with a description and nomenclature of

3

key mechanisms, processes and technologies related to the use of crumb rubber in road

pavements.

1.1 Problem Statement

The inappropriate management of solid waste such as rubber tyres and plastic

bags may progress into very serious environmentally related issues. Several studies

have shown that about 90% of solid waste is disposed of in open dumps and landfills,

creating problems and hazards to public health and the environment (Sharholy et al.,

2007). Waste tyres are one of the environmental problems in Malaysia. This problem

needs to be urgently solved because waste tyres are not easily decomposed. The

recycling of such tyres would be one method to save the space. Besides that, the

application of recycled automobile tyres and plastics also can solve the environmental

problem.

Additionally, the failures of pavement have increased significantly over the

years due to the increase in road traffic which is proportional to the degree of

insufficient maintenance. Over the years, the damage of roadway pavement in

Malaysia has been increasing. A great deal of maintenance work needs to be done to

reduce defects or damage on the roadway. This is because of the heavy traffic load in

Malaysia. When the road users increase, the loading on the road will simultaneously

be increased and the pavement will develop complications if the pavement cannot

support the high loading or volume (Sulyman et al., 2014).

Moreover, asphalt cannot withstand drastic weather changes as it hardens in

cold environments and softens in hot environments. Previous studies have shown that

a number of failures have caused its quality and pavement performance to decrease

due to low temperature cracking, extreme fatigue, and rutting at high temperatures

(Chen et al., 2018).

Thus, the potential of crumb rubber as an additive in asphalt pavement has been

further investigated in this research.

4

1.2 Objectives

The main objective of this project is to investigate the strength and condition

of road pavement when crumb rubber is used as additive in asphalt pavement. The

specific objectives for the project are:

i. To identify Crumb Rubber Modified Bitumen (CRMB) properties compared

to penetration grade bitumen.

ii. To investigate the performance of Crumb Rubber Modified Asphalt (CRMA)

compared to other types of asphalt mixtures.

1.3 Scope of Study

The research has involved the study of the performance of modified bitumen

using the waste materials crumb rubber has been added as a modifier to the bituminous

mixture by carrying out laboratory procedures using the equipment available in the

road laboratory. The bituminous mixture sample was tested (in the laboratory and

field) for its performance and analysis was carried out based on the results.

1.4 Significance of Study

The aim of the project is to study the performance of crumb rubber in modified

bitumen. By doing this, it will enable the reduction of costs as well as improve the

performance of flexible pavement for future road construction due to the involvement

of a more environmentally friendly materials.

5

This research is important in order to solve the problem of pavement strength

along with environmental issues which arise from waste tyres. Both issues can be

resolved by reusing scrap tyres by producing crumb rubber that will then be used in

road construction by adding it as a sub-base or surface coarse pavement layer.

One of the major advantages of using CRM in road pavements is that, it can

improve the resistance of bitumen to surface initiated cracks, decrease the fatigue,

reflection, and cracking, improve toughness as well as a reduction in road pavement

maintenance costs (Liu et al., 2009).

63

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