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A LABORATORY INVESTIGATION OF ENGINEERING PROPERTIES OF CRUSHED ASPHALT AND CONCRETE

WASTES AS UNBOUND ROAD MATERIALS

Mark Jana

TE 200 K345 2004

Faculty of Engineering UNNERSITI MALAYSIA SARAWAK

2004

UNIVERSITI MALAYSIA SARAWAK

R13a

BORANG PENGESAHAN STATUS TESTS

Judul: A Laboratory Investigation of Engineering Properties of Crushed Asphalt and Concrete Wastes as Unbound Road Materials

SESI PENGAJIAN: 2004 / 2005

Saya MARK JANA (HURUF BESAR)

mengaku mLrnbenarkan tesis * ini disimpan di Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak dengan syarat-syarat kegunaan seperti bc. ýrikut:

I. Tesis adalah hakmilik Universiti Malaysia Sarawak. 2. Pusat Khidmat Maklumat Akademik, Universiti Malaysia Sarawak dibenarkan membuat salinan untuk

tujuan pengajian sahaja. 3. Mtmbuat pendigitan untuk membangunkan Pangkalan Data Kandungan Tempatan. 4. Pusat Khidmat Maklumat Akadtmik, Universiti Malaysia Sarawak dibenarkan membuat salinan tesis ini

sebagai bahan pertukaran antara institusi pengajian tinggi. 5. "" Sila tandakan (ý) di kotak yang herkenaan

SULIT (Mengandungi maklumat yang herdarjah keselamatan atau ke)entingan Malaysia seperti yang termaktub di dalam AKTA RAHSIA RASMI 1972).

TERHAD (Mengandungi maklumat TERHAD yang telah ditentukan oleh organisasi/ hadan di mana penyelidikan dijalankan).

F7 TIDAK TERHAD

Pik (TANDATANGAN PENULIS) /(TA)ýAj_AN A fýFNýYFLY_ AI )

Alamat tetap: NO. 5F. LORONG 10, JALAN

SUKUN, 96(xx) SIBU

Lecturer Faculty

jýýof Engineering

n FMWAMk MAANSYUR rr

Nama Penyelia

Iankh: 29 o CTOBER 2(X)4 Tarikh: 29 OCTOBER 2004

CATATAN " ff

Tcsis dimaksudkan sebagai tesis bagi Ijazah Doktor Falsafah, Sarjana dan Sarjana Muda. Jika tcsis ini SULIT atau TERHAD, sila lampirkan surat daripada pihak berkuasa/organisasi herkenaan dengan menyatakan sekali sebab dan tempoh tesis ini perlu dikelaskan sebagai SULIT dan TERHAD.

This Final Year Project attached here:

Title A Laboratory Investigation of Engineering Properties of

Crushed Asphalt and Concrete Wastes As Unbound Road

Materials

Author's Name : Mark Jana

Metric Number : 5995

Has been read and approved by:

In Resdiansyah Mansyur

(Supervisor)

ResdiansYah Mansyur Lecturer

Faculty of Engineering UNIVERSITI MALAYSIA SARAWAK

-eAdzp 7 (Date)

b 11, O zzº'Is'1 " Pusat Khidmat Makfumat Akadenia UNIVERSITI MALAYSIA SARAWAIK

94300 Kota Samarahas

P. KHIDMAT MAKLUMAT AKADEMM( UNIMAS

1000143639

A LABORATORY INVESTIGATION OF ENGINEERING PROPERTIES OF CRUSHED ASPHALT AND CONCRETE WASTES AS UNBOUND ROAD

MATERIALS

MARK JANA

This project is submitted in partial fulfilment of the requirements for the degree of Bachelor of Engineering with Honours

(Civil Engineering)

Faculty of Engineering UNNERSITI MALAYSIA SARAWAK

2004

Dedicated to my beloved families, cousins and friends

11

ACKNOWLEDGMENT

I would like to send my frank appreciation and gratitude to my supervisor, Ir.

Resdiansyah Mansyur for his continuously guidance and advice all through the project

until the end of the project.

The author would like to acknowledge all who have contributed towards the completion

of this project.

The author deepest appreciation is extended to Universiti Malaysia Sarawak, particularly

the laboratory of Civil engineering, Faculty of Engineering for providing the environment

and facilities to complete this project successfully.

III

ABSTRACT

This study was conceded out to test the appropriateness of crushed asphalt and crushed concrete waste as unbound road material. Crushed concrete and crushed asphalt were collected, for laboratory tests, from road and building demolition in Kuching and Kota Samarahan. Both crushed concrete and asphalt samples were tested for design parameter, CBR. Some physical tests as aggregate crushing value and the Los Angeles abrasion were also made. In the meantime, test results were compared on its physical properties between crushed asphalt, crushed concrete and mixed crushed asphalt/crushed concrete with 60/40,50/50 and 40/60 ratios regarding to the existing specifications for base and subbase materials of Public Works Department (JKR) of Malaysia and British Standard Institution (BSI). The laboratory test results discovered the both crushed concrete and asphalt samples as collected from some area in Kuching and Kota Samarahan require to be graded to meet the criteria of unbound materials as specified. All collected crushed aggregates were found to meet the specifications of subbase set by JKR and BSI. However, only 60/40,50/50 and 40/60 mix crushed asphalt/crushed concrete could be suitable for road base regarding to the specifications.

iv

ABSTRAK

Kajian ini telah dijalankan untuk menentukan kesesuaian penggunaan bahan terbuang seperti pecahan konkrit dan asphalt sebagai alternatif bahan material bagi lapisan bawah pavement. Pecahan konkrit dan asphalt yang telah diambil untuk terlibat dalam ujian makmal adalah daripada jalan di korek dan bangunan yang telah di runtuhkan di sekitar kawasan Kuching dan Kota Samarahan. Kedua-dua pecahan konkrit dan asphalt yang di gunakan di uji dalam makmal, iaitu CBR. Sebahagian fizikal batuan yang di uji dalam makmal yang turut terlibat adalah aggregate crushing value dan Los Angeles abrasion. Keputusan yang diperolehi untuk pecahan konkrit, asphalt dan/atau kedua-dua pecahan untuk 60/40,50/50 dan 40/60 akan dibandingkan dengan nilai yang telah ditetapkan untuk road base dan subbase, iaitu Jabatan Kerja Raya Malaysia (JKR) dan British standard (BS). Keputusan dari ujian makmal menunjukkan bahawa sampel yang diambil di sekitar kawasan Kuching dan Kota Samarahan memenuhi kriteria bahan untuk road base. Kesemua sampel yang telah diambil adalah mengikut nilai subbase, iaitu nilai yang telah ditetapkan oleh JKR dan BS. Walaubagaimanapun, hanya pecahan untuk nisbah 60/40,50/50 dan 40/60, konkrit dan asphalt sesuai digunakan sebagai road base tertakluk kepada spefikasi-spefikasi yang telah di tentukan.

V

Pt, sat Khidmat Makiumat Alcademl* UNIVERSI'Tl MALAYSIA SARAWAK

943)(1 Kota Samarahan

LIST OF CONTENTS

CONTENT

Dedication

Acknowledgement

Abstract

Abstrak

List of Contents

List of Tables

List of Figures

Notation

Abbreviations

Chapter 1 INTRODUCTION

1.1 Background

1.2 Objective

1.3 Scope of Works

Chapter 2 LITERATURE REVIEW

2.1 Background

2.2 Road Pavement

2.3 Unbound Granular Materials

2.4 Base Course

2.5 Sub-base Course

Page

11

iil

lv

V

vi

ix

R

xii

X111

1

4

5

6

7

9

9

10

vi

2.6 Crushed Asphalt

2.7 Crushed Concrete

2.8 Pavement Structure

2.8.1 Flexible Pavements

2.8.2 Rigid Pavement

2.8.3 Flexible Pavements Structure

2.9 Properties of Crushed Asphalt

2.9.1 Physical Properties

2.9.2 Chemical Properties

2.9.3 Mechanical Properties

2.10 Properties of Crushed Concrete

2.11 Specification for Road Making Materials

10

10

11

12

12

13

14

15

18

19

19

20

2.11.1 British Specifications 20

2.5.1.1 Unbound Sub-base and Base Materials 21

2.11.2 JKR Standard Specifications 24

2.12 Study of Relevant Researches 28

2.12.1 Crushed Concrete as Unbound Road Materials 28

2.12.2 Reclaimed Materials for Use in Aggregates 30

Chapter 3 METHODOLOGY

3.1 Data and Samples Collection

3.2 The Los Angeles Abrasion Test

3.3 Aggregates Crushing Value Test (ACV)

3.4 California Bearing Ratio Test (CBR)

31

32

35

40

vii

Chapter 4 RESULTS AND ANALYSIS

4.1 The Los Angeles Abrasion Test

4.2 Aggregates Crushing Value Test

4.3 California Bearing Ratio Test

Chapter 5 DISCUSSION

5.1 The Los Angeles Abrasion

5.2 The Aggregates Crushing Value(ACV)

5.3 The California Bearing Ratio(CBR)

Chapter 6 CONCLUSION AND RECOMMANDATIONS

6.1 Conclusions

6.2 Recommendations

44

49

54

60

62

62

63

65

67

REFERENCES 68

APPENDIX

A Figures

B Pictures

66

68

viii

LIST OF TABLES

Table Page

2.1 Typical range of particle size distribution for reclaimed asphalt 17

pavement

2.2 Estimated aggregate demand for various thickness of sub-base 22

and capping of a three-lane motorway

2.3 Gradation Limits for Sub-base Material 25

2.4 Standard Properties of Sub-base 26

2.5 Standard Properties of Road-base 27

3.1 Guide to minimum mass of test portions required to obtain a

suitable mass of material to determine the aggregate crushing value 36

3.2 Principal dimensions of cylinder and plunger apparatus 36

4.1 Laboratory results of percentage loss on crushed aggregates 45

4.2 Laboratory results of ACV on crushed asphalt 49

4.3 Laboratory results of ACV on crushed concrete 51

4.4 Laboratory results of ACV on mix crushed materials 52

4.5 Calibration chart for load measuring ring 54

4.6 Laboratory results of CBR on crushed asphalt 55

4.7 Laboratory results of CBR on crushed concrete 57

4.8 Laboratory results of CBR on mix crushed materials 58

ix

LIST OF FIGURES

Figure Page

2.1 Cross-section of a pavement structure 11

2.2 Cross-section of a flexible pavement 12

2.3 Cross-section of a rigid pavement

2.4 Cross-section of a flexible pavement

2.5 Requirements for the unbound granular materials

used in subbase Construction

2.6 Design thickness for flexible and composite of capping

and subbase for different CBR values of sub-grade

3.1 Los Angeles Abrasion Machine

3.2 Sieve Shaker Machine

3.3 Dimensions of cylinder and plunger apparatus for the aggregate

crushing value

3.4 ACV testing machine

3.5 CBR Test ( Load-Penetration Measurement)

3.6 CBR Test (Equipments)

3.7 CBR Compaction

4.1 Percentage loss vs. crushed asphalt

4.2 Percentage loss vs. crushed concrete

4.3 Percentage loss vs. mix crushed materials

4.5 Aggregate crushing value vs. crushed asphalt

12

13

22

23

32

33

38

38

42

42

43

47

47

48

50

X

4.6 Aggregate crushing value vs. crushed concrete

4.7 Aggregate crushing value vs. mix crushed materials

4.8 Samples were soaked for four days

4.9 Percentage of CBR vs. crushed asphalt

4.10 Percentage of CBR vs. crushed concrete

4.11 Percentage of CBR vs. mix crushed materials

5.1 Particles condition of both materials

51

52

55

56

57

58

64

R1

NOTATION

C. B. R - California Bearing Ratio A. C. V - Aggregate Crushing value cm2 - Centimeter square cm3 - Centimeter cubic kg - Kilogram kg/m3 - Kilogram per meter cubic hr - Hour in - Inch in2 - Inch square kg - Kilogram kN - kilo Newton lb/ft3 - Pounds per feet cubic MPa - Mega pascal M3 - Mass of retained specimen at 2.36 mm test sieve M2 - Mass of passing specimen at 2.36 mm test sieve MI - Mass of the test specimen Min - Minute mm - Millimeter No. - Number rpm - revolution per minute S. O - Superintendent officer °C - Degress celcius %Loss - Percentage loss %- Percentage µm - Micrometer

X11

ABBREVIATIONS

AASHTO - American Association of State Highway & Transportation Officials

ASTM - American Society for Testing Materials B. S - British Specification JKR - Jabatan Kerja Raya n. d - No date S. O - Superintendent Officer M. S - Material standard Vs. - Versus

X111

CHAPTER 1

INTRODUCTION

The aims of this chapter is to establish a general thought that consists of road

pavement, unbound granular materials, base course, sub-base course and the aim of this

project is also included.

1.1 Background

The movement of people and goods throughout the world is primarily dependant

upon transportation networks especially the roadways. Roads are an essential part of

everyday life since they provide a platform for freight haulage, in addition to satisfying the

diverse range of business and recreational commuting needs of one country.

I

Although it would be naive to compare the roads constructed by the Romans

more than 1800 years ago with modem highways, the sheer scale of their operations

throughout the whole of Europe seems incredible even by today's standard.

Throughout Europe from medieval times, stone setts were the most widely used form

of pavement construction. After 1850, wood block pavements were introduced into

many European cities as a less noisy alternative to stone setts. While in between 1870

and 1890, ceramic brick or block pavements were widely used in New York and other

American cities. The blocks were of brick size, but only 2-3 in thick. Fracture,

probably due to in adequate quality control, appears to have been the main problem

with these. The use of wood blocks in London continued until the nineteen-fifties. In

later years, their life was extended by tar spraying and chipping. This also ensured an

adequate resistance skidding. [Croney D. etl, 1977]

In 1854, asphalt was first used as a paving material in Paris. The material

used was natural rock asphalt, i. e., limestone rock impregnated with asphalt. The

material provided a quiet, easily cleaned surfacing but the skid resistance was very

low in wet weather. By 1870, this type of surfacing was being widely used also in

Britain, Germany, Switzerland and in the United States, and it continued to be used

until the nineteen thirties in the city of London. Concrete roads almost certainly

started in the USA in the first decade of the twentieth century, and spread to Europe in

the twenties. Concrete was widely used over a century ago as a base for stone setts,

wood blocks and asphalt, but it was not used as running surface. [Croney D. etl, 1977]

According to Wai Y. C [1994], the road pavement in Malaysia itself was

constructed from Sungai Ujong to Malacca and Seremban in 1818. The road

2

pavement was getting important in Malaysia accordance with the growth of using

lorries, cars and from Kuala Lumpur to Kuantan (1899), from Johore Bahru to Perai

(1911), from Singapore to Padang Besar (1928) and the main road that was linking all

east-course divisions was constructed after the year of 1945. Meanwhile the road

constructions in Sarawak have started earlier during the British governance. The

purpose is to transport antimony and rubber for economic purposes [Jong Kiam

Leong, JKR Kuching].

Most of the roadway in Sarawak either in town or rural area are using asphalt

or bitumen road pavement. Basically, natural aggregates were used for the pavement

construction. In order to get natural aggregate, the cost of expanses is high and it

included lots of money spent on transportation to carry the natural aggregates from

the quarries to the construction site. Nevertheless, our economic situation is still

unstable which is why waste material usage as an alternative is a perfect solution to

these problems.

Because of topography factors of Sarawak, it is much accurate to use waste

material such as demolished concrete from old buildings or old culverts disused and

asphalt from old waste road pavement materials as an alternative to natural aggregate.

In Sarawak, the usage of old waste road pavement materials as unbound material was

only widely used after the 1980s [Jong Kiam Leong, JKR Kuching].

Based on the Recycling resource [2003], Malaysia itself produced 17 tonnes of

waste materials everyday, other than to waste those materials especially the old

3

concrete and asphalt, there still is an alternative on how to use those materials wisely

by recycling it as unbound road materials.

According to Sherwood [ 1995], the crushed concrete arising from the

demolition of disused airfield runways was widely available after World War II.

However the materials, crushed concrete and asphalt, has been used in road

pavements as road-base or sub-base, and in some cases as both. This unbound road

materials is usually appropriate for rural road pavement, parking areas and other areas

that having low traffic load.

Before World War II, the first pavement constructed in Malaysia was the

flexible pavement or bituminous pavement that using block stone pitching on sand or

laterite subbase covered with a layer of tar or bitumen stabilized aggregates. Since

that, the road pavements had been constructed using crushed stones road base and

subbase with dense bituminous surfing and still being practiced until now.

1.2 Objective

The objective of this study is to investigate the appropriateness of crushed

asphalt and crushed concrete for unbound road materials, especially as alternative

materials for road base or sub-base. Crushed asphalt and crushed concrete samples are

taken from Bt. Kawa area in Kuching.

4

1.3 Scope of Works

In details, the following tasks shall be carried out:

a) to investigate the use of crushed asphalt pavements and crushed

concrete as sub-base courses and/or base courses based on BS (British

Standard) standard or ASTM and JKR (Jabatan Kerja Raya) standard

and;

b) to compare physical properties between crushed asphalt, crushed

concrete, and/or both 60/40 or 50/50 or 40/60 mix crushed

asphalt/crushed concrete by using field measurement and laboratory.

5

CHAPTER 2

LITERATURE REVIEW

The principle of this second chapter is to give detail explanations and

understanding on the physical and chemical properties of crushed asphalt and crushed

concrete. The road construction specifications shall be adhered to be drawn up and

discussed in details in this chapter.

2.1 Background

According to Ontario Construction Industry resource [n. d], paving asphalt is a

mixture of 5 percent asphalt cement and 95 percent aggregate. It can be used as a "cold

mix" as crushed asphalt, aggregate, stone, compacted to form a road-base. Road asphalt

is not deeming suitable for recycling; it should be used as road-base. This paving asphalt

is crushed to the required size, usually 38 mm or less. [Atkins, H. N., 1997].

6

According to COST 337 resources, [1998], besides using the asphalt as a road

base or subbase, concrete waste too is widely used as unbound road materials. Generally

concrete is made of a hardened mixture of cement, sand, stone and water. Concrete

waste is produce in the construction, renovation and demolition of bridges, roads,

sidewalks, buildings, foundations and structural elements. However, concrete can be

crushed and used as an aggregate for road beds. It is also minimize the need for virgin

aggregates by using crushed demolition materials wherever possible and this will help

to preserve natural environments where aggregates are mined. According to Mullehorn,

[ 1990], reported that crushed concrete had lower compacted densities than limestone,

but the density of the crushed concrete proved to be more consistent.

2.2 Road Pavement

The road pavement is the actual surface on which the vehicles will travel, in

other words it means the structural element which supports traffic. Road pavement can

be defined as a structure constructed to facilitate the movement of persons and materials

from one place to another. In addition, road pavement is also a path specially prepared

for movement of the transport vehicles. Its purpose is two fold, to provide friction for

the vehicles and to transfer normal stresses to the underlying soils.

As commonly known, pavement can be classified as "Flexible" or "Rigid".

Those types of pavements can be differentiated depending on how they distribute

surface loads. Flexible pavement can be classified as pavements with a bitumen bonded

surfacing and road base. Thus, rigid pavement is a high quality concrete of its top layer

7

with a concrete surface slab which can be un-reinforced, joint reinforced or

continuously reinforced.

The functions of the pavement structure are to distribute imposed wheel loads

over a large area of the natural soil and reduce the high unit stresses imposed by

vehicles on the surface to stresses on the sub-grade which are low enough to be carried

without failure due to rutting, excessive settlement, or other types of distress.

Furthermore, shear failure would occur in the wheel path in most soils if vehicles were

to travel on the natural soil itself and forming ruts. The shear strength of the soil is

commonly not high enough to support the load. Regarding to its load distribution

purpose, the surface course of pavement structure shall provide a level with safe

traveling surface.

Generally, the major layers of the pavement structure can be divided into four

parts that are surface, base, sub-base and sub-grade. The most expensive layer is the

surface layer and it depends on bearing capacity of base and sub-base layer.

Besides, both base and sub-base are usually granular materials. Sub-base, there

are various types such as gravel, sand, recycled asphalt and concrete pavements and slag.

The sub-base does not require high quality materials as the base does because loads are

reduced considerably.

8