Generally bituminous pavements face problems like cracks, rutting, depression and corrugation during it’s period of service. In this paper, we attempted various method of experiments both in traditional and mix design with bi products and therefore a comparative study has been made for extracting the finest results for the betterment of highway pavements (flexible) and for that our key elements were fly ash, geo-polymer and pieces of waste conveyer belt, added to bitumen for increasing the strength and overall capacity of pavements. Fly ash added to bitumen in the penetration test has shown improvement of 52 mm which was 40mm traditionally. Whereas, geo polymer and bitumen give the result of 74mm penetration. Ductility test with fly ash showed 37.23cm, very rigid. But geo-polymer and bitumen gave the result of 75.77cm. For increasing the bearing capacity of base soil we added pieces of waste conveyer belts and CBR value has shown the increment of 35% from 30%. So, those results convey that, the waste materials and bi products have enough quality to increase the strength and flexibility of pavements which will further help to the construction workers and engineers for maintaining and repairing flexible pavements which last long.

1. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
WJCECT
A comparative study between traditional method and
mix design with industrial Bi-products for the testing
and repairing of bituminous pavements
Sumata Das*1
and M.R. Choudhury2
1,2
Department of Civil Engineering, SRPEC (Gujarat Technological University), Unjha, Gujarat, India
*Corresponding author: Sumanta Das, Department of Civil Engineering, Marwadi Education Foundations’ Group of
Institutions, Rajkot-360003, Gujarat, India, E-mail: sumanvu_27@yahoo.co.in
Generally bituminous pavements face problems like cracks, rutting, depression and
corrugation during it’s period of service. In this paper, we attempted various method of
experiments both in traditional and mix design with bi products and therefore a comparative
study has been made for extracting the finest results for the betterment of highway
pavements (flexible) and for that our key elements were fly ash, geo-polymer and pieces of
waste conveyer belt, added to bitumen for increasing the strength and overall capacity of
pavements. Fly ash added to bitumen in the penetration test has shown improvement of 52
mm which was 40mm traditionally. Whereas, geo polymer and bitumen give the result of
74mm penetration. Ductility test with fly ash showed 37.23cm, very rigid. But geo-polymer
and bitumen gave the result of 75.77cm. For increasing the bearing capacity of base soil we
added pieces of waste conveyer belts and CBR value has shown the increment of 35% from
30%. So, those results convey that, the waste materials and bi products have enough quality
to increase the strength and flexibility of pavements which will further help to the
construction workers and engineers for maintaining and repairing flexible pavements which
last long.
Keywords: Flexible pavements, Industrial bi products and waste materials, CBR, Ductility of bitumen, Repairing and
maintenance.
INTRODUCTION
Designing the asphalt concrete (AC), surfaced
pavement is one of the principal consideration (fatigue
cracking and rutting) and it is the primary key of
deterioration in AC pavements (Ray, Jr. et al.(1980)).
Cracks are inevitable and neglected leads to
accelerated cracking and/or potholing, further reducing
pavement serviceability (Tsoung Y. Yan,1981). Flexible
pavements are constructed of several layers of natural
granular materials covered with one or more waterproof
bituminous surface layers (Carl Joseph kay, 1975). A
flexible pavement will flex (bend) under the load of a
tyre. The main objective is to design flexible pavements
to avoid the excessive flexing of any layer, failure leads
to over stressing of a layer. In flexible pavements, the
load distribution pattern changes from one layer to
another layer, because, the strength of each layer is
different (Tosovic S. and Vujanic V., 2010).The
strongest material (least flexible) is in the top layer and
the weakest material (most flexible) is in the bottom
layer (Charles Sanfield Mcdonald, 2009). The reason
is, when the wheel load is applied to a small area over
the surface, high stress levels generated and deeper
down of pavements.
*Corresponding author: Sumanta Das, Department of
Civil Engineering, Marwadi Education Foundations’
Group of Institutions, Rajkot-360003, Gujarat, India, E-
mail: sumanvu_27@yahoo.co.in
World Journal of Civil Engineering and Construction Technology
Vol. 2(1), pp. 042-050, March, 2015. © www.premierpublishers.org ISSN: 1936-868X x
Research Article

2. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
Das and Choudhury 042
Table 1. Causes and Patterns of pavement failure of the study area
Form of Distress Possible causes
Rutting Inadequate pavement thickness
Post construction ompaction
Instability of base of surfacing
Shoving Poor bond between layers.
Lak of edge containment
Inadequate pavement thickness
Depression Settlement of service trench or embankment.
Isolated Consolidation
Volume change of subgrade
Corrugations Instability of AC(Asphalt concrete) or base course.
Figure 1. Location of the area
When the wheel load is applied to larger area, lower
stress levels generated which enables the use of
weaker materials (T Harrop and F Garfield, 1917).
Following Table 1 describes the causes and patterns of
pavement failure observed at the study area (Tsoung Y.
Yan, 1981).
Figure 1 shows the study area is located between
22°15’34.38” N to 22°16’21.71” N and 70°48’58.70” E to
70°49’46.49” E. The total length is 2 kilometer between
Greenland circle and Gondal circle, Rajkot, India.
The problem of cracks are handled in many ways,
starts with pavement maintenance activities, such as
surface treatments and crack filling to full-scale
pavement rehabilitation projects and resurfacing (Ray,
Jr. et al.(1980); T. Harrop and F Garfield, 1917). Figure
2 encountered the problems, facing the study area
which consist of number of cracks and joints on the
surface of the pavement
In this paper, we have shown pavements repairing
techniques with mix design by adding fly ash (10%) and
geo polymer(35%) to bitumen for enhancing it’s
sustainability and capability. For increasing bearing

3. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
World J. Civil Engin. Constr. Technol. 043
Figure 2. Images of the failure pavements
Table 2. Materials used in this project
Group Individual items
Data Google image
Survey data
Existing pavement data of the study area
Raw Materials Aggregate
Bitumen
Fly ash(10%)
geo polymer(35%)
waste of conveyer belts
Testing Instruments Standard Penetrometer
Bitumen Ductility apparatus
Ring and ball apparatus
pycnometer bottle.
Marshall Stability apparatus
CBR Testing machine
capacity of base soil, we have provided rubber waste
such as waste of conveyer belts. It helped to raise the
CBR value from 30% to 35%.
Objective:
 The first and foremost aim is to study the
overall scenario and condition of the proposed highway
pavements for further improvements.
 Testing of materials first traditionally and
therefore by applying modern approach with various
industrial bi products like fly ash, geo polymer and
waste of conveyor belts in a proper proportion with
bitumen for the betterment of the results.
 Comparative analysis between the traditional
and mix design approach of testing with industrial bi
products and decision making for the maintenance and
repairing of pavements.
MATERIALS AND METHODS
The materials used in this project are easily available. It
is categorised in the Table 2.
The methodology (Figure 3) for this work starts with the
identification of severe pavements problem facing a
particular site and therefore, a detail ground survey and

4. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
Das and Choudhury 044
Figure 3. Work flow diagram
Figure 4. Schematic penetration test setup
sample collection of this area where must have proper
accessibility and scope for the future works and ends
with the testing, detail analyses and results of various
experiments by both traditional and modern methods in
the laboratory for the betterment and sustainability of
pavements. Figure 3 shows the detail sequential
process by which the entire project has been carried
out.
RESULTS AND OBSERVATION
For obtaining best results, following experiments have
been carried out in the laboratory with collected
samples both in traditional and modern methods of
testing and finally those results were compared each
other to make a decision.
Penetration test for bitumen
It measures the hardness or softness of bitumen by
measuring the depth in tenths of a millimetre to which a
standard loaded needle will penetrate vertically in 5
seconds. BIS had standardized the equipment and test
procedure.
The penetrometer consists of a needle assembly with a
total weight of 100g and a device for releasing and
locking in any position. The bitumen is softened to a
pouring consistency, stirred thoroughly and poured into
containers at a depth at least 15 mm in excess of the
expected penetration. The test should be conducted at
a specified temperature of 25 ⁰C. It may be noted that
penetration value is largely induced by any inaccuracy
with regards to pouring temperature, size of the needle,
weight placed on the needle and the test temperature.

5. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
World J. Civil Engin. Constr. Technol. 045
Table 3. Requirements of penetration test
1. Pouring temperature, ⁰C 90⁰ C
2. Period of cooling in atmosphere, minutes 60 min.
3. Room temperature, ⁰C 28⁰ C
4. Period of cooling in water bath, minutes 90 min.
5. Actual test temperature, ⁰C 25⁰C
Table 4. Observation table for bitumen penetration test
Observation
Sample No. Penetrometer dial reading(in mm.) Penetration value (in mm.) Mean penetration
(in mm.)Initial Final
1. 185 242 57 56.0 mm
2. 190 245 55
Figure 5. Schematic ductility test setup for bitumen
Time for room temperature : 30- 40 min.
Time in water bath at 27⁰ C : 30 min.
Time maintained at time of testing : 85-95 min.
Table 5. Observation table for Ductility test of bitumen
Observation
Description Reading in each mould (in cm.) Mean Value
(in cm.)I II III
Ductility at 27⁰ C 58.4 78.3 79.4 72.03
A grade of 40/50 bitumen means the penetration value
is in the range 40 to 50 at standard test conditions. In
hot climates, a lower penetration grade is preferred.
Figure 4 shows a schematic Penetration Test setup and
Table 3 consists of the test requirements.
Ductility test for bitumen
Ductility is the property of bitumen that permits it to
undergo great deformation or elongation. Ductility is
defined as the distance in cm, to which a standard
sample or briquette of the material will be elongated
without breaking.
Dimension of the briquette thus formed is exactly 1 cm
square. The bitumen sample is heated and poured in
the mould assembly placed on a plate. These samples
with moulds are cooled in the air and then in water bath
at 27⁰ C temperature. The excess bitumen is cut and
the surface is levelled using a hot knife. Then the mould
with assembly containing sample is kept in water bath
of the ductility machine for about 90 minutes. The sides
of the moulds are removed, the clips are hooked on the
machine and the machine is operated. The distance up
to the point of breaking of thread is the ductility value
which is reported in cm. The ductility value gets
affected by factors such as pouring temperature, test
temperature, rate of pulling etc. A minimum ductility
value of 75 cm has been specified by the BIS. Figure 5
shows ductility moulds to be filled with bitumen.
Softening point test for bitumen
Softening point indicates lower temperature
susceptibility and is preferred in hot climates. Softening
point denotes the temperature at which the bitumen
attains a particular degree of softening under the
specifications of test.
The test is conducted by using Ring and Ball
apparatus. A brass ring containing test sample of
bitumen is suspended in liquid li7ke water or glycerine

6. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
Das and Choudhury 046
Figure 6. Schematic softening point test setup for bitumen
Bitumen grade: CRMB-55
Liquid used in bath: water.
Period of air cooling: 30 min.
Period of cooling in water bath: 15 min.
Rate of heating: 5°C /min.
Table 6. Observation time for the test
Observation Time
Time, min. Temperature, ⁰C
0 7
1 10
2 13
3 17
4 21
5 25
6 29
7 34
8 39
9 44
10 49
11 54
12 57/57
Table 7. Final observation result of the softening point test
Observation Result:
Test Sample no.1 Mean value of softening point
Ball no. 1 Ball no. 2
Temp. At which sample touches bottom plant 57⁰C 57⁰C 57⁰C
at a given temperature. A steel ball is placed upon the
bitumen sample and the liquid medium is heated at a
rate of 5° C per minute. Temperature is noted when the
softened bitumen touches the metal plate which is at a
specified distance below. Figure 6 shows the setup of
the experiment.
COMPARATIVE STUDY AND DISCUSSIONS
The comparative study has been carried out between
the traditional method of testing with modern testing
methods with industrial bi products consist of Fly
ash(10%),geo polymer(35%) and waste of conveyer
belts and the results appear significantly good by using
industrial bi products. Table 11 shows the comparative
results between them.
Figure 7 shows the graphical results (in %) of all the
different testing methods very efficiently. It helps to
make our decision that, Geo polymer and bitumen are
the best combination to increase the strength and
flexibility of bituminous pavements.
When there is chances of over load on pavements, it
mostly fails by forming depression. Figure 8 shows
compressive strain occurs at sub grade of pavements.
So to prevent depression and reflection cracking, we
provided waste rubber sheets at the base of pavement
and as a result, increase of CBR value from 30% to

7. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
World J. Civil Engin. Constr. Technol. 047
Table 8. Observation results of the Marshall Stability test
Observation:
Sr
no.
% of bit.
Content
Thick-
ness
(mm)
Wt in
air
(gm)
Wt in
water
(gm)
SSD
wt
(gm)
Vol
(cc)
Bulk
density
(gm/cc)
Gmm(%) Air
voids(%)
VMA(%) VFB(%) Dial
gauge
reading
Load(kg) Vol
correction
factor
Stability(kg) Flow Remarks
1 5.14 70 mm 1203 700 1211 511 2.354 2.513 5.09 16.72 69.75 225 764.3 1 764.3 4.4 Rejected
2 1201 702 1214 512 2.347 2.513 5.09 16.72 69.55 160 543.5 1 764.3 3.3 Rejected
3 1326 764 1338 574 5.210 2.513 5.09 16.72 69.55 160 543.5 0.86 467.41 4.6 Rejected
4 60 m 1204 715 1205 410 2.457 2.513 5.09 16.72 69.55 320 1087 1.09 1184.8 5.7 o.k
5 1199 713 1204 491 2.441 2.513 5.09 16.72 69.55 320 1087 1.09 1184.8 5.9 o.k
6 1184 697 1190 493 2.401 2.513 5.09 16.72 69.55 335 113
8
1.09 1240.4 5.1 o.k
Avg.
2.385

8. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
Das and Choudhury 048
Table 9(a). Observation table for Bitumen Extraction Test
Observation
Sr no. Description Values
1 Wt. Of bowl 1696 gm.
2 Wt. Of bowl + mix 2296 gm.
3 Wt. Of mix 600 gm.
4 Wt. Of filter paper before extraction 7 gm.
5 Wt. Of filter paper after extraction 7 gm.
6 Wt. Of retained in filter paper(5-4) 0
7 Wt. Of bowl + mix after extraction 2264.8 gm.
8 Wt. Of sample after extraction(7-1+6) 568.8 gm.
9 Wt. Of bitumen(3-8) 31.2 gm.
10 % of bitumen by wt. Of mix 5.20%
Table 10(a). Observation results of the CBR Test by Quarry Spall or G.S.B
Observation table For base and Sub-base
Sr.No. Description Quantity
1. Gravel 73.00 %
2. Sand 22.00 %
3. Silt Content 05.00 %
4. Classification G.P
5. M.D.D 02.09 gm/cc
6. Plastic Index Non Plastic
7. O.M.C. 06.60 %
8. C.B.R 32.81 %
9. Moisture 07.70 %
Table 10(b). Observation results of the
CBR Test by Murrum
Sr. No. Description Quantity
1. Gravel 22.00 %
2. Sand 58.00 %
3. Silt Content 20.00 %
4. Plastic Index Non Plastic
5. Maximum γ 01.89
6. Minimum γ 01.40
7. C.B.R 08.80 %
8. Moisture 10.90 %
35%, means it can increase serviceability. By
comparing above results, we have noted that by adding
geo polymer to bitumen we can make good quality of
pavements which lasts longer.
CONCLUSION
The above research is highly significant to the tropical
region countries where bituminous pavements play an
important role for road transportation and also
pavements failure is a common phenomenon due to
heavy rainfall and high temperature. The study enables
a new gateway in transportation Engineering for
efficient and recycling use of industrial waste materials
added to bitumen to construct highways with greater
sustainability. As observed results of various

9. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
World J. Civil Engin. Constr. Technol. 049
Table 11. Comparative results of traditional testing and testing with industrial bi products
Tests Bitumen Fly Ash + Bitumen Geo polymer + Bitumen
Ductility Test 72.03 cm 37.23 cm 75.77 cm
Penetration Test 40.00 mm 52.00 mm 74.00 mm
Softening Point Test 57.00 ⁰C 55.00 ⁰C 60.00 ⁰C
Figure 7. Stochastic overview of the results for the testing and designing of flexible pavements
Figure 8. Compressive strain at the sub-grade of pavement.
experiments carried out in this study, we can determine
and conclude that, those waste materials have above
capability to increase the strength and flexibility of
bituminous pavements which will further help to the
researchers and engineers for maintaining and
repairing flexible pavements.
RECOMMENDATIONS
For short-term crack-seal performance (between 1
and 3 years) in pavements with ordinary working
cracks (2.5–5.0 mm of horizontal crack movement)
and moderate traffic levels, a standard rubberized
asphalt should be placed in a simple Band-Aid con-
figuration.
For medium-term crack-seal performance (between 3
and 5 years) under the above conditions, either a
standard rubberized asphalt may be placed in a
re- cessed Band-Aid configuration or a modified
rubberized asphalt may be placed in a simple
Band-Aid configuration.
For long-term crack-seal performance (between 5
and 8 years) under the above conditions, a modified
rubberized asphalt seal- ant should be installed in
either a standard or shallow recessed Band-Aid
configuration.

10. A comparative study between traditional method and mix design with industrial Bi-products for the testing and repairing of bituminous pavements
Das and Choudhury 050
For short-term crack-fill performance (1 to 3 years) in
pavements with nonworking cracks (less than 2.5
mm of horizontal crack movement) and low to
moderate traffic levels, asphalt cement should be
placed in flush-fill configuration.
For long-term crack-fill performance (between 5
and 8 years) under the above conditions, an asphalt
rubber or rubberized asphalt may be placed in
either a flush-fill or overhand configuration, or a
fibre asphalt may be placed in an overhand
configuration.
ACKNOWLEDGEMENT
We are grateful to the CEO of CLASSIC NETWORK
PVT. LTD. and G.S.M. Laboratory to help us for
carrying out our research work at their laboratory. We
convey our hearty thanks to all the associated labours
and executives for helping us.
REFERENCES
Kay CJ (1975). Method and composition for repairing
asphalt pavement, United States Patent, Burbank,
pp.1-5
Mcdonald CS (2009). Asphalt fibre panels for pavement
construction and repair, United States Patent, pp. 1-4
Ray Jr (1980). Method and apparatus for repair of
asphalt surfaces, United States Patent, Ohio, pp. 1-
10
Adlinge SS, Gupta AK (2013). Pavement Deterioration
and its Causes, IOSR Journal of Mechanical and Civil
Engineering, pp. 09-15.
Harrop T, Garfield F (1917). Method of repairing
asphalt pavements, United States of Patents, New
Jersey, pp. 1-2
Tosovic S, Vujanic V (2010). CBR Testing with dynamic
conical penetrometer in the process of road
rehabilitation and construction control, Slovenian
Congress on Roads and Transport, Portorož, pp.
1372-1377
Yan TY (1981). Process for repairing asphalt
pavement, United States Patent, New York, pp.1-7
Accepted 13 January, 2015.
Citation: Das S, Choudhury MR (2015). A comparative
study between traditional method and mix design with
industrial Bi-products for the testing and repairing of
bituminous pavements. World J. Civ. Engin. Constr.
Technol. 2(1):042-050.
Copyright: © 2015. Das et al. This is an open-access
article distributed under the terms of the Creative
Commons Attribution License, which permits
unrestricted use, distribution, and reproduction in any
medium, provided the original author and source are
cited