Abstract
In this paper, test results are presented from laboratory trials of blending discarded tire derived crumb rubber with 60/70pen grade Kuwaiti bitumen. The virgin bitumen, in addition to 15% and 18% crumb rubber blends were tested for PG grading and multiple stress creep recovery at temperatures in the range from 40°C to 70°C. Elastic recovery and nonrecoverable creep compliance showed optimum performance at 18% rubber content. The optimized rubberized-bitumen blend was next converted into a pelletized form which was then used as a partial substitute to the conventional bitumen in the manufacture of continuously graded hot mix asphalts at various binder contents. The rubberized-bitumen pellet contents trialed were 2.5%, 3.0% and 3.5% by mass of mix. The Marshall method of mix design was used to assess the various mixes and the overall volumetric, stability and flow results, though satisfactory, was not entirely sufficient to aid in the selection of the best performing formulation.
Highlights
The State of Kuwait’s total length of main paved roads is slightly in excess of 7518 km
The primary causes vary from one site to the other and include; incorrect bitumen grade, excessive binder oxidation, incorrect mix designs and binder contents, high traffic loading, settlement failure in the lower layers, inadequate compaction, very high climatic temperatures, lack of high-quality local mineral aggregates, etc
Rubberized-hot mix asphalt (HMA) is a process of blending crumb rubber produced from recycled waste tires into hot bitumen to produce an extremely resilient, high performance, modified binder that is used in road paving operations
Summary
The State of Kuwait’s total length of main paved roads is slightly in excess of 7518 km (equivalent to an area of 87,411,674 km). It is intended that a pilot road surfacing trial will be subsequently conducted using rubberized-HMA on a highly trafficked road in Kuwait as part of routine maintenance operations This road trial will be designed to assess the benefits of rubberized HMA technology, in particular with respect to alleviating rutting, fatigue cracking and moisture induced stripping, and observe any noticeable impact or shortfalls during HMA production, transport, laying and compaction operations. To replace only the wearing course (i.e. 5 cm thick layer) of a single lane on a damaged road using rubberized-HMA would consume approximately 4.5 tons of crumb rubber per 1 km length of road (equivalent to 100 discarded truck tyres or 500 car tyres)
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