BAHIR DAR UNIVERSITY

BAHIR DAR INSTITUTE OF TECHNOLOGY

SCHOOL OF RESEARCH AND GRADUATE STUDIES

FACULTY OF CIVIL AND WATER RESOURCE ENGINEERING

EVALUATION OF THE COMBINED EFFECTS OF CRUMB

RUBBER AND CALCIUM CARBONATE MODIFIERS ON

BITUMEN USING BOTH CONVENTIONAL AND

RHEOLOGICAL TEST METHODS

PROGRAM: ROAD AND TRANSPORT MSc. THESIS PROPOSAL

By: ALEBACHEW AYALEW

ENGINEERING

ADVISOR: PROFESSOR EMER TUCAY QUEZON

CO-ADVISOR: HENOK DESALEGN (MSc.)

FEBRUARY, 2021 G.C

BAHIR DAR, ETHIOPIA

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 BAHIR DAR UNIVERSITY

BAHIR DAR INSTITUTE OF TECHNOLOGY

SCHOOL OF RESEARCH AND POSTGRADUATE STUDIES

FACULTY OF CIVIL AND WATER RESOURCES ENGINEERING

ROAD AND TRANSPORT ENGINEERING PROGRAM

THESIS PROPOSAL

Submitted By:

Alebachew Ayalew Sinkie…………………………………………………………………

Name Signature Date

The following graduate faculty member certifies that this student has successfully

presented the necessarily written proposal and oral presentation of this proposal

for partial fulfillment of the thesis option requirement for the Degree of Master of

Science in Road and Transport Engineering.

Approved By:
11/03/2021
1. Prof. Emer Tucay Quezon …………………………..………………………..……….

Advisor Signature Date

2. Henok Desalegn (MSc.)…………………………………………..…….…………..…

Co-Advisor Signature Date

3. Mr. Melkamu Abebe………………………………………………………………….

Chair Holder Signature Date

Dr. Temesgen Enqu ……………………………………………………………………

Faculty Dean Signature Date

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ABBREVIATIONS

AASHTO American Association Society for Highway Transport and

Officials

AB Asphalt Binder

AB-67 Asphalt Binder having penetration grade 60/70

AB-81 Asphalt Binder having penetration grade 80/100

ANOVA Analysis of Variance

AST Amplitude Sweep Test

ASTM American Society for Testing and Materials

BB Base Binder

CC Calcium Carbonate

CRM Crumb Rubber Modifiers

DSR Dynamic Shear Rheometer

ETB Ethiopian Birr

FHA Federal Highway Administration

FST Frequency Sweep Test

HMA Hot Mix Asphalt

LVER Linear Visco-Elastic Rheometer

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MSCRT Multiple Stress Creep Recovery Test

NB Note That

PG Performance Grade

RTFOT Rolling Thin Film Oven Test

SHRP Strategic Highway Research Program

Superpave Superior Performing Asphalt Pavements

UK United Kingdom

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TABLE OF CONTENTS

ABBREVIATIONS…………………………………………………………………….II
ABSTRACT……………………………………………………………………………..V
1. INTRODUCTION…………………………………………………………………1
2. LITERATURE REVIEW…………………………………………………………..3

2.1. DEFINITION OF ASPHALT BINDER……………………………………….3

2.2. SOURCES, LOCATIONS AND DISTRIBUTION OF THE ASPHALT
DEPOSIT..................................................................................................................3
2.3. CONVENTIONAL BITUMEN TESTS……………………………………….4
2.4. RHEOLOGICAL (FUNDAMENTAL) BITUMEN TESTS…………………….4
2.4.1. Dynamic Shear Rheometer (DSR) Tests……………………….….....5
2.5.APHALT MODIFICATION……………………………………………………7
2.5.1. Crumb Rubber as Asphalt Binder Modifier…………………….…...7
2.5.2. Calcium Carbonate as Asphalt Binder Anti-strip Additive...…….8
3. STATEMENT OF THE PROBLEM……………………………………………10
4. OBJECTIVE OF THE STUDY……………………………………………….…13

4.1. GENERAL OBJECTIVE……………………………………………………13

4.2. SPECIFIC OBJECTIVE…………………………………………………….13
5. METHODOLOGY……………………………………………………………....14

5.1. MATERIALS………………………………………………………….…...14
5.2. METHODS………………………………………………………………..14
5.3. TESTS TO BE CONDUCTED…………………………………………...….15
5.4. TESTS APPARATUSES AND PROTOCOLS……………….………….…....15
6. SCOPE OF THE STUDY…………………………………………………….....17
7. SIGNIFICANCE OF THE STUDY……………………………………………18
8. WORK PLAN…………………………………………………………………….19
9. BUDGET PLAN………………………………………………………………....20
REFERENCES…………………………………………………………………….…..22
APPENDIX…………………………………………………………………………....24

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ABSTRACT
The integration of crumb rubber into asphalt pavement mixes is designed to
enhance binder properties by reducing the binder's inherent temperature
susceptibility. During the interaction process, crumb rubber particles swell after
absorbing a portion of the oils in the binder and the result may increase binder
viscosity. Calcium carbonate powder has been widely used for its excellent
mechanical and physical properties as well as low manufacturing cost and
simple process. In this study, Calcium Carbonate Nano-particle will be
purposefully added into asphalt binder to produce modified asphalt with the
mutual collaboration of crumb rubber fine particles. The morphological
characteristics, thermal performance, and rheological properties of Calcium
Carbonate and the modified asphalts will be studied with various experimental
methods. The combined effects of the modifiers (crumb rubber and calcium
carbonate) powder both on the physical characteristics (penetration, softening
point, flash point, ductility, and fire point) through conventional bitumen tests
and the rheological properties will be evaluated through Dynamic Shear
Rheometer (DSR) tests which are performance evaluation laboratory tests.
Among the DSR tests Amplitude Sweep Test (AST), Frequency Sweep Test
(FST), Multiple Stress Creep Recovery Test (MSCRT), and also Performance
Grade (PG) determinations will be conducted at elevated temperatures. For this
specific study, two different penetration graded (60/70 and 80/100) base
asphalts will be used. All the respective tests will be done on both Base Binders
as controls (references) and the composite of the two nano-particle modifiers at
different percentages of the bitumen by weight. In addition to the performance
evaluation of the modified asphalt binders, the optimum content of each
modifier needed to improve the resistance on the physical (non-rheological)
properties of the base asphalt binders will be determined in their combined
applications to the virgin asphalt binder.

____________________________________________________
Key Terms: CRM, Calcium Carbonate, Conventional tests, DSR tests, Rheological and
Physical Properties, Penetration Grade

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1. INTRODUCTION
The increasing demands of traffic on road-building materials in recent years
has resulted in a search for binders with improved performance relative to
normal penetration grade asphalt binders. This effort to obtain improved
binder characteristics has led to the evaluation, development, and use of a
wide range of bitumen modifiers which enhance the performance of the
basic bitumen and hence the asphalt on the road. The strength, stiffness, and
adhesion of asphalt to gravel must be greatly improved to sustain the
pavement performance. (Dr. John Read Mr. David Whiteoak (2003)).

Asphalt binders are most commonly characterized by their physical

properties. An asphalt binder’s physical properties directly describe how it
will perform as a constituent in HMA pavement. The challenge in physical
property characterization is to develop physical tests that can satisfactorily
characterize key asphalt binder parameters and how these parameters
change throughout the life of an HMA pavement (Al-Jumaili, M. A. (2017,
December 20)).

When testing polymer-bitumen, the non-linear behavior of the material is

observed in test conditions at the behavior of conventional. Plain bitumen is
linear. Polymer-bitumen systems show non-Newtonian behavior in a wider
range of temperature and shear than plain bitumen. (Dariusz SYBlLSKl, D.
(n.d.)).

This study will present the results of testing of modified with the
combinations of CRM and Calcium Carbonate with a discussion of the
validity of conventional test methods when applied for modified bitumen
systems. Traditional or index rheological properties include many
standardized tests that are used mostly before the completion of the
Strategic Highway Research Program (SHRP) in the early 1990s. (Y. Richard
Kim, Ph.D., P.E. (2009)).

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The two tests used in the UK to specify different grades of bitumen are
penetration and softening point tests. Although they are arbitrary empirical
tests, it is possible to estimate important engineering properties from the
results, including high-temperature viscosity and low-temperature stiffness.
The use of the penetration test for characterizing the consistency of bitumen
dates from the late nineteenth century. (Dr. John ReadMr David Whiteoak.
(2003) Page 119).

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2. LITERATURE REVIEW
2.1. Definition of Asphalt Binder

The word 'asphalt' has different meanings in Europe and North America.
In Europe, it means a mixture of bitumen and aggregate, e.g. thin
surfacing, high modulus mixtures, mastic asphalt, glass asphalt, etc. In
contrast, in North America, the word 'asphalt' means bitumen. (Dr. John
Read Mr. David Whiteoak. (2003)Page3). Between these two nomenclature
styles, the naming style of North America is being used both for academic
and construction practice. However, the elaboration of the word asphalt
used according to Europe is termed as asphalt mix which can be hot, cold
mix, warm mix, or mastic asphalt depending on the mode, mix
temperature, and composition of the aggregate. Hence, in this study, the
naming style given and used by North America is accepted.

2.2. Sources, Locations, and Distribution of the Asphalt Deposit

Rock asphalt is extracted from mines or quarries depending on the type of
deposit. Rock asphalt occurs when bitumen, formed by the same
concentration processes as occurs during the refining of oil, becomes
trapped in impervious rock formations. The largest deposits in Europe were
found at Val de Travers in Switzerland, Seyssel in France, and Ragusa in
Italy, all of which were mined in underground galleries. These natural
asphalts are composed of limestone or sandstone impregnated with bitumen
at concentrations up to 12%. In North America, vast bituminous sandstone
and schist deposits were mined up to the early twentieth century in Utah
and Kentucky. An example is the Sunnyside sandstone deposit in Utah
which is estimated to contain 800 million tons of rock asphalt, with a
bitumen concentration in the range of 8 to 13%. This would be enough to
construct a road 22 meters wide three times around the Earth. In both North
America and Europe, rock asphalt was extracted from deposits, transported
to preparation areas, where it was dried, if necessary, then ground and
pulverized in a series of crushers before being packaged and shipped for use
(Dr. John ReadMr David Whiteoak. (2003)Page7.

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 In Ethiopia, some investigations proved that the deposit of petroleum is
found in the Eastern part of the country, Ogaden, Somalia, and in the
Northern area, Ogigi, South Wollo zone. But due to some constraints like
the economy, technology, its market influence of the exporter countries, the
lack of qualified personnel in the field of petroleum refining, and also
political influences still, the final residue of the petroleum called asphalt
hasn't been used in Ethiopian construction industries.

2.3. Conventional Bitumen Tests

Among physical (conventional) tests of asphalt cement consistency,
durability, purity, and safety tests are the major ones. Consistency describes
the degree of fluidity of asphalt cement at any particular temperature. Since
asphalt cement is a thermoplastic material its consistency varies with the
temperature. Therefore, it is necessary to measure the consistency of
different asphalt cement at the same temperature and shear loading
conditions if the comparisons are to be made (Freddy L.Roberts, Parithvi S.
Kandhal, E. Ray Brown. (1996)). Under this study basic components’ of
consistency tests like penetration test, softening point test, flash point test,
viscosity test, and fire point test will be conducted for the comparisons of
the base asphalt cement (controlled) to the modified one at different
percentages of the modifiers.

2.4. Rheological (Fundamental) Bitumen Tests

The Superpave asphalt binder specifications are performance-based
specifications for purchasing asphalt binders for the construction of roads. This
means that the asphalt is characterized by fundamental material (rheological)
properties that relate to the distress modes of the pavements. The distress
modes addressed are primarily rutting, fatigue cracking and low temperature
cracking. For example, G*/sin (δ) is designed to predict the rutting potential of
pavements, where G* is the magnitude of the complex shear modulus and δ is
the phase angle.

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 2.4.1. Dynamic Shear Rheometer (DSR) Tests
Performance of asphalt concrete can be categorized into two major types of
distress: cracking and permanent deformation. Cracking of asphalt concrete can
be caused by mechanical loading from repetitive traffic and/or thermal loading
from temperature changes. At high temperatures and/or slow loading rates, the
asphalt binder becomes too soft to carry the load and, thus, the principal type of
damage is permanent deformation due to volume change (i.e., densification)
and rearrangement of aggregate particles caused by shear flow(Y. Richard Kim,
Ph.D., P.E. (2009).

Bohlin dynamics shear rheometer instrument will be used to characterize the

rheological properties (Viscous and elastic behaviors') of the aged and un-aged
BB and the modified binders' at intermediate and high-temperature gradients.
For this specific study, a high-temperature performance evaluation of the
asphalt binder will be given more credit than that of a low temperature. This is
because rutting is the savior pavement problem than that of the low
temperature cracking one in, Ethiopia. The rutting index (G*/sin(δ)) and phase
angle (δ) of the binders will be determined at 0.1 Hz, 1 Hz, and 10 Hz cyclic
frequencies. The phase angle will be used to characterize the viscoelastic
properties of the binders, and the rutting index might be used to predict the
rutting resistance of the binders (Officials, A. A. (20001).

The binder for a road that is situated in a certain climatic zone requires the
binder to have a minimum G*/ (sin δ) of 2.2k Pa at the highest consecutive
seven-day average pavement temperature the road had experienced. Implicit in
such a performance-based specification is that the fundamental property, G*/sin
(δ), of the binder correlates with the rutting potential of the pavement
regardless of the nature of the binder. In other words, the specification is
transparent to the fact that the binder can simply be asphalt or asphalt modified
by polymers, particulates, and other materials that can form a two-phase
mixture (N. Shashidhar, E. E. (n.d.). The pavement engineering community
recognized fifty years ago that age hardening and embrittlement of asphalt
during service is a primary cause of road failure. One important fundamental
molecular property of asphalt, which dictates its temperature-dependent
performance, is the nature of molecular motions associated with the asphalt
molecular components (Daniel A. Netzel, Thomas F. Turner, and Francis P.
Miknis. (n.d.)).

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 a) Frequency Sweep Test (FST)
A frequency sweep test will be performed using a DSR SuperPave instrument
on the RTFO-aged and un-aged BB and crumb rubber and calcium carbonate
modified by AASHTO-315. A strain-controlled test with frequency ranging
between 0.1Hz and 25Hz will be carried out at elevated temperatures with
constant strain amplitude. Before conducting the FST, a strain sweep test will be
done to measure the limit of the linear viscoelastic (LVE) region for all the
binders and the test temperatures. The FST test results are used to construct the
isothermal plot, black space diagram, and master curve, which are going to be
used to evaluate the rheological property of the binders at different
temperatures and frequencies (Werku Hareru and Tewodros Ghebrab. (2020, March
11 )).

b) Amplitude Sweep Test (AST)

This test method covers how to determine asphalt binders' resistance to damage
using cyclic loading employing linearly increasing load amplitudes. The
amplitude sweep is conducted using the Dynamic Shear Rheometer at the
intermediate pavement temperature determined from the performance grade
(PG) of the asphalt binder according to M 320. Amplitude sweep test is run at
the selected temperature using oscillatory shear in strain-control mode at a
frequency of 10 Hz. The loading scheme consists of a continuous oscillatory
strain sweep (Officials, A. A. (20001).

c) Multiple Stress Creep Recovery (MSCR) Test

Bohlin Dynamic Shear Rheometer (DSR) instrument will be used also to
perform multiple stress creep recovery tests for neat binder and modified
bitumen by the AASHTO T-350 standard procedure. The test could be used to
evaluate the non-recoverable creep compliance (Jnr) and the measure of the
potential of a binder to undergo permanent deformation (rutting) under cyclic
loading. During the test, the applied stress level at the outset should be 0.1 kPa
and, after 10 creep/recover cycles, will be increased to 3.2 kPa. The Jnr would be
calculated as a residual strain in a specimen after creep/recovery cycles divided
by the applied stress (Werku Hareru and Tewodros Ghebrab. (2020, March 11 )).

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 d) Performance Grading (PG) Determination Test
The performance grading (PG) test will be performed on an un-aged BB and the
modified binders by using DSR equipment by AASHTO T315 testing
procedures. The test is recommended to be carried out in 25-mm diameter
plates spaced at 1 mm moving at a constant frequency of 10 rad/s with 10%
strain for the RTFO-aged binders and 12% strain for the un-aged binders. The
initial testing temperature was 52⁰C and was gradually increased until the test
was completed. The test will be conducted to determine the permanent
deformation parameter (G*/sin (δ)) and to categorize the PG of the binders.
(Werku Hareruand Tewodros Ghebrab. (2020, March 11 )).

2.5. Asphalt Modification

Asphalt modification is a process done to enhance the strength and life of the
pavement. Modifications can be combined or put as an additive to asphalt.
Thermoplastic, polymers, thermoset, polymers, reinforcing agents; adhesion,
promoter, catalyst, chemical reaction, crumb rubber, and aging inhibitors use in
modified of asphalt, only to strengthen the road pavement and avoid the
maintenance every year. Not all types of modifiers are being currently used.
The frequency of users varies significantly depending on the marketing of the
modifiers, the experience of contractors and agencies, and cost (RAHIM, W. M.
(2016, JANUARY).

2.5.1. Crumb Rubber as Asphalt Binder Modifier

Historically, two basic polymers, plastometers, and elastomer have been used
to modify asphalt cement. Plastometers refer to asphalt cement modifiers that
are plastic-like. Materials that are typically solid at room temperature but melt
when added to asphalt cement at mixing temperature. And elastomers are can
be a natural or synthetic polymer having rubber-like properties and
substantially recovering their size and shape after removal of a deforming force
(INSTITUTE, A. (2008)). Hence the modifier which is planned to be used under
this study is grouped as an elastomer modifier that has closer characteristics of
rubbers. The Crumb Rubber modifier which is going to be used for this study
will be added to the base binder at a mixing temperature as its solid phase
which is the powder gathered from the combustion process of the waste
vehicular tires.

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Asphalt rubber is defined in ASTM D 6114 as “a blend of asphalt cement,
reclaimed tire rubber and certain additives, in which the rubber component is
at least 15% by weight of the total blend and has reacted in the hot asphalt
cement sufficiently to cause swelling of the rubber particles.” (Transportation, U.
D. (n.d.). Asphalt Materials and Paving Mixtures (Vol. Module F) Page. F5-126).
Even though FHA confirmed that using a minimum of 15% of the weight of the
asphalt binder as it is modified with the CRM is acceptable; but in previous
research articled next only 10% of the plain asphalt binder by weight had been
used; a percentage (10%) of CR (passing from 600 microns sieve) is used from
the total weight of bitumen. Therefore it will be beneficial in reducing the
bitumen content in the pavement construction, which is economical, and usage
of unused tire rubber which reduces environmental pollution. By laboratory
examination, we found that the strength of the design was amplified (Ss Asadi,
Naga Seshu Babu T., Bharath Kanti Harish Kumar, P. Khasim Khan. (2016, April)).

In this study base asphalt binder will be modified by three combined dosages:
10, 15, and 20% for CRM and 5, 7, and 10% for calcium carbonate based on the
asphalt binder's weight. Here the dosage of the CRM ranged between 10 to 20%
is that the crumb rubber will not be the lone modifier of the plain asphalt
cement.

2.5.2. Calcium Carbonate as Asphalt Binder Anti-strip Additive

Loss of adhesion between asphalt binder and aggregates is a serious cause of
pavement distress and can lead to premature pavement failure. Loss of
adhesion in the presence of water is called striping. Liquid anti-strip materials
that contain highly polar molecules that attach to the aggregate are often added
to the asphalt binders to enhance adhesion. They can also affect the physical
properties of the binder (INSTITUTE, A. (2008)). For this specific study the anti-
strip chemical, Calcium Carbonate Powder, is will be used as an additive under
the modification processes for the susceptibility resistance and durability
performance enhancement reasons of the base asphalt binder.

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Conventional bituminous materials have been utilized acceptably as a part of
most parkway asphalt Environmental variables, for example, temperature, air,
and water can profoundly affect the solidness of these asphalts. The

perfect bitumen ought to be sufficiently solid, at ideal and weakness, at

moderate temperatures. In the wake of including the waste tire elastic in
bitumen, the properties of the bitumen will be checked (Ss Asadi, Naga Seshu
Babu T., Bharath Kanti Harish Kumar, P. Khasim Khan. (2016, April)). Under this
previous article, there is no well-stated solution for the problem of which the
existence of water in the asphalt mix could be solved. But in this specific
research, the addition of the calcium carbonate serves as an anti-strip in the
bitumen to increase the cohesion among the inter and intra molecules of the
asphalt mix.

Generally, the modification of paving grade asphalt has been practiced for
several years. The increasing demands placed on the performance of asphalt
concrete pavements and the development of a PG grading system with the
inclusion of grades that have a wide between the upper and lower specification
temperatures have accelerated the use of modified binders. Given the nature of
the asphalt cement as described above, it should be obvious that, without
modification, there is an inherent limit to the useful temperature interval of
unmodified asphalt cement (INSTITUTE, A. (2008)).

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 3. STATEMENT OF THE PROBLEM
According to the temperature zone mapping for the performance grade (PG)
system of Ethiopia, bitumen grade PG58-10 (SHRP, Washington, DC, USA) is
the commonly used asphalt binder in most parts of the country; this PG grade is
equal to penetration grade AB-81(Werku Hareru and Tewodros Ghebrab. (2020,
March 11 ). For this study an asphalt binder with a penetration grade of 60/70
(AB-67) will be used in addition to an 80/100 (AB-81) asphalt binder for the
characterization of asphalt binder failures at elevated temperatures; that is
rutting which most common pavement distress in Ethiopia. The performance
failures of asphalt concrete pavements [like rutting and bleeding in hot areas
whereas transversal cracks (low-temperature cracks) and moisture damages
around the cold areas] are the most common pavement distresses which need
more investigations and practical studies to prolong the pavements in service as
per their design lifetime. So the above initiated distresses are the major ones in
Ethiopia which may disturb the traffic mobiles of the country even along on the
trunk roads of the nation. Hence this study will focus on the enhancements of
the main mix material of the asphalt pavements, asphalt binder, to reduce the
rate, coverage, and time of expansion of the above-mentioned pavement
distresses at the time of construction material specifications.

Currently, the demand for cars and the need for fuel are increasing due to
urbanization in Ethiopia especially in the capital city Addis Ababa. The
increasing demand for cars increases the need for a tire that leads also for the
waste tire to increase. These wastes tires are dumped simply at any place and
recycled without any considerations about environmental impact and human
health some of them are reusing for another purpose, burning to reuse the steel
inside and retreading for extended use (YESEMWORK TAYE WENDMU. (MAY
2019)).

Globally, about 1.5 billion waste tires are generated annually. In addition to the
annual continuous flow of waste tires, billions of tires are already stocked in
piles. When tires are disposed of, they have lost only a small percentage of their
original mass, indicating that used tires are essentially the same in physical and
chemical properties as that of new tires. It is found that about 40,000 tons of
scrap tires are generated annually in Ethiopia currently, out of which about
6,000 tons per year are estimated to be available for pyrolysis projects. Hence,

10
scrap tires present both an environmental challenge and a resource
opportunity. (GEBRU AYEHUBZU ALAMREW. (MAY 2014)).

One of the incidents (destructions both on human lives and their properties)
which have been happened in Addis Ababa (Kosh) proves that Ethiopia is
under the nations which have poor waste management systems. Hence reusing
these waste rubbers for the modification of the asphalt binder can be taken as
one of the best solutions even though combustion of such rubberized materials
may not be environmentally friendly; this is one of the main limitations of this
study. But it is possible to use tire rubbers for asphalt modification in an
environmentally friendly approach using mechanical grinding machines which
have been discussed as the importance of the study to initiate the
entrepreneurs. Meanwhile, asphalt binder is an expensive imported and
limited pavement construction material in Ethiopia; so this study has been
conducted on the asphalt binder modification using Crumb Rubber Modifier
and Calcium Carbonate for economic reasons also. Since the country, Ethiopia,
rich in lime and sandstones; so this may alarm for the investors to take part in
the production processes of calcium carbonate for all uses which is an imported
chemical.

Research Questions

[1].what will be the combined effects of the modifiers at a different percentage

on the non-rheological properties of the base asphalt binders?

[2]. How will the additions of Crumb Rubber and Calcium Carbonate (CC)

modifiers affect (positively, negatively, or null) the base asphalt binders'

physical properties?

[3].What will be the optimum percentage content of the combined binder

modifiers to improve the performance resistance of physical properties of the

base binders if [2] exhibits their affect positively?

[4]. What will be the possible relationships that are going to be established on

two different graded asphalt binders due to the effects of the modifiers?
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[5]. Will the addition of both Crumb Rubber and Calcium Carbonate (CC)

modifiers into the two different graded asphalt binders increase their stiffness

at elevated temperatures?

12
 4. THE OBJECTIVE OF THE STUDY
The purposes of the study are presented in two categories (General
Objective and Specific Objectives) as explained below:

4.1. General Objective

 To appraise the effects of Crumb Rubber and Calcium Carbonate
modifiers and to specify the optimum content of the mutual modifiers in
percent that is required to improve the performance resistance on the
physical properties of the base asphalt binder and to evaluate the
performance of the two different graded base binders by using DSR
tests.

4.2. Specific Objective

 To evaluate the combined effects of modifiers on the base asphalt
binders (AB-67 and AB-81) at different amounts in laboratory tests on
the non-rheological properties (Penetration, Ductility, Softening Point,
Flash Point, and Fire Point) tests;
 To determine the optimum content of the mutual modifiers in percent
that is required to improve the performance resistance on the physical
properties;
 To summarize all the possible (direct, inverse, or null) relationships of
mutual applications of modifiers on the virgin binder;
 Compare and establish relationships between the effects of the
modifiers on the two different base asphalt binders used in this study
through regression techniques;
 To evaluate the performances of the modified asphalt as compared to
the base asphalt binder at different elevated testing temperature values
by using DSR tests.

 To determine visco-elastic ranges of modified binders using AST

 To evaluate rutting resistance of modified binders using MSCRT;
 To specify PG of both neat and modified binders;
 To develop the master curve from FST results to evaluate the
fundamental properties of the binders;

13
 5. METHODOLOGY
Under this section deals with some activities (like tools, materials, and the
protocols to be used) for the proposed to actual research processes.

5.1. Materials

a). Bitumen
According to the temperature zone mapping for the performance grade (PG)
system of Ethiopia, bitumen grade PG 58-10 (SHRP, Washington, DC, USA) is a
commonly used asphalt binder in most parts of the country; this PG grade is
equal with penetration grade AB-81. Therefore, the same bitumen grade will be
used in this study. The properties of the PG 58-10 bitumen, referred to
henceforth as the base binder which are going to be determined using the PG
test (Werku Hareru and Tewodros Ghebrab). For the seek of best validation of
the study a bitumen with a grade of AB-67 will be used in addition to AB-81
asphalt binder.

b). Modifiers

The crumb rubber nanoparticles derived from the combustion process of the
waste tires and fabricated and packed calcium carbonate powder will be used
for the modification processes of the two different graded neat asphalt binders.
The possible percentages of the mutual amounts of the modifiers can be 10%,
15%, and 20% of crumb rubber nano-particle and 5% to 7% calcium carbonate
powder onto the base binder by weight with different combinations of the
modifiers.

5.2. Methods
The specifications provide a means for the agencies to specify that the asphalt
cement meets the requirements of the agencies. Reliable testing by accredited
laboratories and qualified technicians is important to the procedures and
suppliers of the asphalt binder (INSTITUTE, A. (2008)). Since most AASHTO
and ASTM methods or procedures have precision statements in determining
the expected deviation test results. For the seek of this study AASHTO and
ASTM specifications and test, methods will be dominantly used. Most asphalt
binder physical property characterization laboratory tests will be done. Among
the tests planned to be performed in the laboratory are:

14
a penetration test, flashing point test, softening point test, fire point and
ductility tests are the major ones. And Superpave tests (DSR tests) will be
conducted for performance evaluation of the modified binders. Among DSR
tests AST, FST, MSCRT, and also PG determination fundamental tests will be
accounted for in the study. Here all the above-mentioned tests will be
conducted on the virgin asphalt binders AB-67 and AB-81), and the original
asphalt binders modified with the combinations of the modifiers at the different
percentage (10%, 15%and 20%) of CRM and (5%, 7%) for calcium carbonate
compositions by the weight of asphalt binder.

5.3. Tests to be conducted

The first phase of the research involved determining the properties of the
materials used, and the results will be compared with the relevant
specifications. Penetration, softening point, ductility, flash, and fire point tests
may be the tests carried out on the virgin binders. In the second phase, binder
performance tests such as Dynamic Shear Rheometer (DSR) tests, [frequency
sweep test (FST), amplitude sweep test (AST), multiple stress creep recovery
(MSCR) test, and PG determination test] will be carried out to evaluate the
elevated temperatures rheological properties and performances of the base
binder and the modified one at different composite percentages of modifiers
onto the neat binder by weight.

5.4. Tests apparatuses and protocols

The table below shows the summary of the tests, apparatuses used, and the
standards to conduct laboratory binder tests:

Protocol
No Test Apparatus Used
/Standard/ Used
Conventional Tests
1 Penetration Penetrometer ASTM D946
ASTM D36/
2 Softening Point Ring and Ball Apparatus
AASHTO T53
3 Ductility Ductility Testing Machine ASTM D113.
4 Flash Point Cleveland Open Cup AASHTO T48
5 Fire Point Cleveland Open Cup AASHTO T48

15
 Rheological (DSR) Tests AASHTO T315
6 Viscosity Viscometer AASHTO T316
7 FST Dynamic Shear Rheometer AASHTO T315
8 AST Dynamic Shear Rheometer AASHTO M320
9 MSCRT Dynamic Shear Rheometer AASHTO T350
10 PG Dynamic Shear Rheometer AASHTO R29

16
6. SCOPE OF THE STUDY
This study will mostly emphasize two different cases; the first is on the
evaluation of final impacts and improvements of the Crumb Rubber and
Calcium Carbonate modifiers on the physical/ non-rheological/ properties of
the base asphalts AB-67 and AB-81). Also focuses on the determination of the
mutual percent of modifiers in the processes of modifying the neat asphalt
binders. The second task will be evaluating the performances of mutually
modified binders at elevated temperatures as compared to the base asphalt
binders (controlled trials) using Superpave tests especially the DSR test. The
scope shall be enhanced to the development of the master curve to judge the
fundamental (rheological) properties of the modified bitumen.

Generally, the limits of the study can be summarized as follow:

 Finding out the combined effects (direct, inverse, or null effects) the
modifiers on the physical properties of base asphalt binders through
using conventional test methods as per AASHTO or ASTM test
protocols;
 Determination of the mutual percentage of the modifiers is possibly
used to improve the non-rheological characteristics of the neat asphalt
binders which are based on the laboratory results.
 Evaluating the rheological properties of the mutually modified base
asphalts as compared to their neat states based on the DSR laboratory
test results;
 Presenting the final result or findings to the parties that take part in
pavements construction industries both at the local and worldwide
levels.

17
7. SIGNIFICANCE OF THE STUDY
The use of rubberized modified asphalt in asphalt mixtures is currently
considered as one of the main alternatives for reducing bitumen consumption,
which has environmental, economic, and health benefits. This study is essential
to solve the problem of asphalt finished pavement especially the distresses of
pavements caused at elevated temperatures such as rutting. Furthermore, the
use of crumb rubber in the road will reduce noises, prevent bleeding, flushing,
and drain down, increase the performance life, very economically and increase
safety. Such binder modification studies are better to be valued in the countries
where its supply is the main problem in the highways construction activities;
like in Ethiopia. Not only its availability but also it is imported pavement
construction material, so it is better to practice using the modified asphalt
binders in the practical pavement construction sectors for economic reasons.
This practice will make the country is being saved from unwanted foreign
currency expense to some extent.
Here are some more additional significances of the study:

 For the production of stiff and well-performed pavement materials

which can be characterized by evaluating both the rheological and non-
fundamental properties of the base asphalt.
 It will also contribute to the reductions of the solid waste matters
especially around the urban areas;
 It may initiate the entrepreneurs to discover new efficient and
environmentally friend mechanical machines for the production and
mixing processes of CRM nano-particles;
 It may also initiate investors to take part in the production sector of
calcium carbonate powder which is currently the imported chemical for
all applications;
 Finally, the study will initiate other researchers to perform more studies
and findings on asphalt binder which is the limiting construction
material in the construction of paved highways.

18
 8. WORK PLAN
The table below shows the major activities which are planned to be conducted as per
the provided time interval for the combinations of all tasks under the proposed study.

Time Schedule and Work Flow for the Study

Time Frame in Months

No. Activities to be performed
Feb. Mar. Apr. May Jun. July Aug.

1 Proposal Writing and Submission

2 Proposal presentation

3 Literature Review

Collecting Laboratory input Materials

4
(BB, CRM &CC)
Producing CRM powder from waste
5
vehicle tires

6 Conducting Laboratory Tests

Collecting all lab results and Analysis

7
on AB characteristics
Feedback from the advisors for the
8
progress of each activity
Discussion on the Outputs as per the
9
advisors’ comments

10 Preliminary Documentation

Receive comments on the first draft

11
documentation

12 Final Documentation

13 Thesis Report Submission

19
9. BUDGET PLAN
The following Table below shows the estimated cost breakdown for full
achievement of the study:

Cost Breakdown for the Study

Total
No Unit Cost
Item Unit Quantity Cost Remark
. (ETB)
(ETB)

1 Transportation and Perdiem Cost

Transport to AA to
Lab Material
1.1 purchase Calcium Trip 4 400 1600
Collection
Carbonate
Lab Material
1.2 Perdiem cost in AA Day 4 225 900
Collection
Transport to
Lab Material
1.3 Gondar to purchase Trip 3 100 300
Collection
binders
Perdiem cost in Lab Material
1.4 Day 2 220 440
Gondar Collection
Transport cost Lab Material
1.5 Trip 300 5 1500
from/to lab site Collection
Asphalt Binder and
Lab Material
1.6 CaCO3 Kg 22 10 220
Collection
transportation
Lab Material
Sub Total ETB _ _ 4960
Collection

2 Material and Labour Cost

Lab Material
2.1 Asphalt Binder Lit. 20 320 6400
Input
Calcium Carbonate Lab Material
2.2 Kg 2 500 1000
powder Input
Used Vehicular Lab Material
2.3 Pcs 20 50 1000
Tires Input
Gloves and
2.4 Safety accessories Pcs 3+1 900 +1500 2400
safety shoe

2.5 Stationeries Package 1+2 120 + 500 620 Pen + Paper (A4)

Lab Material
Sub Total ETB _ _ 11420
Input

20
3 Service Costs

For E-mail and

3.1 Internet Service MB 7500 0.45 3375
web site services
3.2 Telephone Service min. 400 0.5 200
3.3 Printing _ 300 4 1200 Documentation

3.4 Binding _ 4 500 2000 Documentation

Sub Total ETB 6775
Total ETB 23155
Contingency (10%) ETB 2315.5
Grand Total ETB 25471

21
 REFERENCES

Al-Jumaili, M. A. (2017, December 20). Adapting Performance Grading System for

Local Asphalt Cement. Kufa Journal of Engineering, Vol.2, No.1, Vol.2, No.1.

Daniel A. Netzel, Thomas F. Turner, and Francis P. Miknis. (n.d.). MOLECULAR

DYNAMICS AND THE STRUCTURE OF ASPHALTS AND MODIFIED
ASPHALTS AT LOW TEMPERATURES. (C. a. Wyoming, Ed.)

DariuszSYBlLSKl, D. (n.d.). EVALUATION OF VALIDITY OF

CONVENTIONALTEST METHODS IN CASE OF POLYMER-BITUMENS.

Dr. John ReadMr David Whiteoak. (2003). The She Bitumen Handbook (Fifth Edition ed.).
(D. R. Hunter, Ed.) Heron Quay London: Great Britain by CPI Bath Press.

DrBernard BrulC, E. N. (n.d.). CHARACTERIZATION O FRHEOLOGICAL AND

TBERMALBEHAVIOR OF ASPHALT cement MODIFIED BY ETHYLENE CO-
POLYMERS. (E. L. Dr Sabine Gazeau, Ed.)

Freddy L.Roberts, Parithvi S. Kandhal, E. Ray Brown. (1996). HOT MIX ASPHALT
MATERIALS, MIXTURE DESIGN, AND CONSTRUCTION (Second Edition
ed.). USA: National Asphalt Pavement Association.

GEBRU AYEHUBZU ALAMREW. (MAY 2014). A BUSINESS OPPORTUNITY

STUDY ON RECOVERY OF FUEL OIL, CARBON BLACK, AND STEEL FROM
USED TYRES. Retrieved from

http://etd.aau.edu.et/bitstream/handle/123456789/13399/Gebru%20Ayehubzu.pdf?seque
nce=1&isAllowed=y

Golalipour, A. (2013). Investigation of the Effect of Oil Modification on

CriticalCharacteristics of Asphalt Binders. (P. C. Hussain U. Bahia, Ed.)

Hussain U. Bahia1 and Robert Davies. (n.d.). Effect of Crumb Rubber Modifiers (CRM)
on performance-Related Properties of Asphalt Binders.

INSTITUTE, A. (2008). Asphalt Binder Testing, Technician's Manual for Specification

Testing of Asphalt Binders, MS-25 (Second Edition ed.). USA: Asphalt Institute.

Kjosavik, A. M. (2013, June ). Determining the Rheological Properties of Neat and

Rubber Modified Soft Bitumen.

22
Mill, T. (n.d.). THE ROLE OF HYDROAROMATICS IN OXIDATIVE AGING IN
ASPHALT.

N. Shashidhar, E. E. (n.d.). RHEOLOGICAL PROPERTIES OF ASPHALTS WITH

PARTICULATE ADDITIVES. (B. H. Chollar, Ed.)

Officials, A. A. (20001). Standard Method of Test for Estimating Damage Tolerance of

Asphalt Binders Using the Linear Amplitude Sweep.

RAHIM, W. M. (2016, JANUARY ). A STUDY ON THE STRENGTH OF CRUMB

RUBBER MODIFIED BITUMEN USING VARIOUS CRUMB RUBBER SIZES.

Rebecca McDaniel and Ayesha Shah. ( 2003, January). Asphalt Additives to Control
Rutting and Cracking. (F. H. Administration, Ed.)

S.Naveen Kumar, Manoj. Kumar. Rath, P.Markandeya Raju. (2019, January ). A

Review on Utilization of Crumb rubber in various ingredients of Concrete.
International Journal of Recent Technology and Engineering (IJRTE) ISSN: 2277-
3878, Volume-7 Issue-5S2, Volume-7.

Ss Asadi, Naga Seshu Babu T., Bharath Kanti Harish Kumar, P. Khasim Khan. (2016,
April ). Crumb Rubber Utilization in Pavements to Improve the Durability: An
Experimental Study. (R. I. Publications., Ed.) Volume 11.

Tesfaye, A. (August 2014). Evaluation of the Effect of Binder Grades and Modifiers on
Rutting Performance. Addis Ababa Institute of Technology, Civil Engineering
(Road and Transport Engineering). Addis Ababa, Ethiopia: Addis Ababa
Institute of TechnologySchool of Civil and Environmental Engineering.

Transportation, U. D. (n.d.). Asphalt Materials and Paving Mixtures (Vol. Module 5).
USA: Federal Highway Administration.

Werku Hareru and Tewodros Ghebrab. (2020, March 11 ). Rheological Properties and
Application of Molasses Modified Bitumen in Hot Mix Asphalt (HMA).

YESEMWORK TAYE WENDMU. (MAY 2019). ASSESSMENT OF SCRAP TIRES AND

RECYCLING USING PYROLYSIS. Retrieved from

file:///F:/Yr%202013/Additional%20Ref/ASSESSMENT%20OF%20SCRAP%20TIRES%20
AND%20RECYCLING%20USING%20PYROLYSIS.pdf.

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23
 APPENDIX

The table given below shows the expected laboratory test models, bitumen, and
modifiers combinations:

Base % Calcium
Testing
Asphalt %R % CRM Carbonate
Materials
(R) powder
% of Remark
out of
modifiers 10 15 20 5 7
100
by wt.
Code R a b c d e
Mixing
Test No.
Composition
Neat binder/
1 R 100 0 0 0 0 0
Reference
Combined Effects of both modifiers on the Base Asphalt
2 R + a +d 85 10 _ _ 5 _ 10% CRM
3 R + a +e 83 10 _ _ _ 7 controlled
4 R + b +d 80 _ 15 _ 5 _ 15% CRM
5 R + b +e 78 _ 15 _ _ 7 controlled
6 R + c +d 75 _ _ 20 5 _ 20% CRM
7 R + c +e 73 _ _ 20 _ 7 controlled

Assumptions:

For each asphalt binder:

1) Let 100 gm. of asphalt binder is used for the conduction of the test (here
it is an assumption because the weight of the sample taken is depended
on the test protocol and method will be used correspondingly)
2) The total numbers of test combinations of the binder and the modifiers
are 7 including the neat asphalt binder.
3) Assume 3 test trials are conducted for each combination including the
Base asphalt binder, so (3*7) = 21 samples for each asphalt characteristics

24
 determination; so for both asphalt binders, the numbers of trials will
grow to 42 per each test group.
4) Basically the properties of an asphalt binder of which the effects of
modification is assessed be:
 Conventional bitumen tests
a. Penetration
b. Ductility
C. Flashing Point
d. Softening Point
 Rheological (DSR) tests
i. AST
ii. FST
iii. MSCRT
iv. PG

Since the 168 test trials will be conducted for each class of binder
characterizations. Therefore the study will be finalized a minimum of
performing 336 laboratory test trials to characterize both the rheological and
non-rheological characteristics of mutually modified two different graded
asphalt binders as compared to their characteristics the virgin binders.

25