CONCEPTUAL RESEARCH ON SUBBASES WITH RECYCLED CONCRETE AGGREGATES AND CONCRETE FOR LOW VOLUME ROADS CONSTRUCTION: A REVIEW
Imran Siddique
Research Scholar, Rajiv Gandhi Proudyogiki Vishwavidalaya Bhopal (M.P.)
Abstract - Low-volume roads (LVRs) are an integral part of the road system of all countries, and their importance extends to all aspects of the social and economic development of rural communities. It is well known that the number of quiet roads in the world far exceeds the mileage of crowded roads. India has a road network of over 5.89 million km, making it the second largest road network in the world. India's LVR forms a significant portion of 4.1 million km, which represents about 70% of all types of roads in India. For this reason, they often form major links for access to local and regional education, medical, recreation and commercial activities. Universally, there is no exact definition for low volume roads (LVRs), but it could be defined primarily as tertiary roads that carry AADT of 200 to 500 vehicles per day (Oglesby 1985; Smith, 1983; Meyer; Hudson, 1987; Gourley and Greening 1999;
Hall and Bettis 2000; Southern African Development Community (SADC), 2003). Even in advanced countries like the USA, approximately two thirds of the LVRs carry less than 400 vehicles per day.
Keywords: Bitumen Emulsion Stabilized Bases (BESB); Cement Treated Bases (CTB);
Cement Treated Subbase (CTSB); Recycled Concrete Aggregates (RCA); Strains; KENPAVE.
1 INTRODUCTION 1.1 General
India has a road network of over 5.8 million km, 80% of which are small roads (LVR), including other district roads (ODR) and village roads (VR). LVR is a tertiary road system for the entire road network that allows rural settlements access to markets and other facility centers. In India, LVR is planned and programmed in the context of overall rural development to provide "all-weather road"
connectivity.
More than 80% of the world's road kilometers are classified as LVRs because they are carried by less than 200 vehicles per day (Gourley and Greening1999).
Local traffic conditions are very different from long-distance roads. Vehicles are used to transport goods on LVR, from ox carts with animals to fast-moving utility vehicles. LVRs form an essential link to the country for robust transportation systems and mobility to rural communities. The development of rural infrastructure is crucial for sustainable development. Poor road connectivity and lack of mobility pose serious obstacles to accelerating rural development. The important role that roads play in economic development is now recognized.
The Government of India (GoI) has implemented a special program called Pradhan Mantri Gram Sadak Yojana (PMGSY, 2001) to provide rural
connectivity to all residential areas under the Ministry of Rural Development (MoRD). PMGSY is the best example of this type of development. Thousands of kilometers are added to the existing road network each year. Traditional aggregates used in road construction are limited and scarce around the world. Currently, low- cost, low-gradient specifications are envisioned for infrastructure development in general, especially for small roads, and there is an urgent need to find alternative aggregates for these roads.
1.2 Requisite of a Pavement Structure The purpose of the patch is to provide a functional surface for safe operation vehicle.
The general requirements for sidewalks are:
The vehicle must drive within the defined speed range
Road roughness should not cause vehicle vibration beyond acceptable levels and minimize noise from moving vehicles. The safe operation of the vehicle should not be compromised.
It must be thick enough to disperse the load stress of the wheel to the subfloor.
Vol. 06, Issue 05, May 2021 IMPACT FACTOR: 7.98 (INTERNATIONAL JOURNAL) 1.2 Study Objectives
• Investigation of the mechanical properties of cement-stabilized mixtures Different proportions of recycled concrete aggregate (25, 50, 75, 100%) (RCA) and various proportions of cement (2, 4, and 6%)
• Study of mechanical properties of bitumen-stabilized emulsified mixtures containing different proportions (25, 50, 75%) of RCA and different emulsions Content (6, 7, 8, and 9%).
• Cement-based low-traffic road pavement analysis and design implementation processed base and sub-bass.
• Perform pavement analysis and design of low-traffic roads based on emulsified bitumen.
2 LITERATURE REVIEW 2.1 General
This literature review was conducted to better understand pads and pads treated with RCA and other agents. The literature review is divided into three parts. The first part introduces the emulsified asphalt mixture and previous studies in this regard. Second, the history of RCA with cement treatment is presented along with its strengths and weaknesses. Part 3 introduces RCA and EATB life prediction models.
2.2 Earlier Research Works on Stabilized Bases and Subbases
2.2.1 Earlier Studies on Emulsion Treated Mixes
Maluku et al. (1981) we discussed the behavior of the cold mixture. A freeze- thaw Young's modulus test was performed to characterize the tensile strength of the cold blend. In this study, the authors investigated the types of aggregate used, the grades used, the variation in moisture content, and the effects of temperature effects. Slightly different temperatures affect tensile strength and spring properties. It was also observed that as the evaporation of water increased, the tensile strength and modulus increased. In this article, the author found some correlation between the tensile strength test and the Young's modulus test. Vacuum saturation has also been observed to affect the mixture.
Farrar and Ksaibati (1996) discussed The effect of modulus on the low emulsification base treatment. The modulus of elasticity can be estimated using the diameter or 3-axis test (AASHTO T294921). Generally, granular soil should be treated with emulsified asphalt. The above two sources are rated A1a. Sieve analysis and moisture density tests are performed on the above two sources. These are the next steps to test the effectiveness of anemulsified bitumen.
Choose between two aggregate sources, sample preparation, and find the optimal water content, stabilization, Young's modulus test, and emulsification-based effectiveness for the source. In the modulus test, road materials are divided into two types. They are limited and unlimited. In this paper, the combined mixture is made of aggregate from the above sources. With maximum moisture content (OMC) and 100% MDD, 10.16 cm in diameter and 20.32 cm in diameter, three replica samples are prepared for each asphalt grade. For modulus tests, aging, water loss, and modulus values are determined after 1 day and after 1, 2, and 3 weeks. Finally, they concluded that a small amount of emulsion treatment was needed to increase the modulus of elasticity of the basestock. It also depends on the aggregation type. Aging the sample for a week can double the Young's modulus value.
Needham (1996) suggested this cold mixing process can be used for different purposes in different areas.
Currently, cold mixing technology is mainly used for surface treatments, but it can also be used on small highways.
Various types of equipment are paver, paver, which is used manually to place on the ground.
Pouliot et al. (2003) assessed Binder-Cement slurry-Hydration mechanism, microstructure and mechanical properties of mortar prepared with asphalt mixed emulsion. Generally, a small amount (<2%) of cement is added to the asphalt emulsion mixture to promote emulsion destruction. It is concluded that the cationic emulsion develops stronger bonds with quartz and limestone aggregates by the formation of insoluble salts at the interface. Adding an emulsion to cement mortar reduces bending
strength, modulus of elasticity and compressive strength.
Botha et al. (2005) researched Emulsion treatment (ETB), foam bitumen (FB) -based initial traffic mixed with cement. A dynamic mechanical triaxial test (mold test) was used to assess the maturity of all three stabilized materials in the laboratory at different cure times.
This determines the number of 80KN standard axle load iterations required to generate a 10mm rut on a 200mm layer.
As the results show, the long-term performance of a material can only be determined with a significant number of load iterations. These load iterations were performed at different load levels. To optimize the design and reduce the possibility of undesired site cement reactions during construction, cement materials in the laboratory under the same time constraints, humidity, and temperature conditions as expected on site. It is important to evaluate. Against repeated loading in 250 mm layer of untreated layer or layer treated with 12%
fluid grade with 2.2% plus 1.8% foam bitumen or 2% plus 3% bitumen emulsion (ie 1.8% residual bitumen) Permanent setting
Budge and Wilde (2007) Discussed Qualitative analysis of the effectiveness of stabilization technology in pavement d. H. Monitoring of post- treatment of emulsion-stabilized roads by DCP. Due to the emulsion compound, it was expected that the stiffness would increase over time as the emulsion hardened. Several tests were performed to better understand the properties of the emulsion. The higher the DCP index, the less rigid the material and vice versa.
There are three locations on county road 172, a fair amount of fines, and there are three other locations on road 118. New materials, which are the base materials for Class 5, will be added to each site. The emulsion used was a 67% asphalt emulsion manufactured by Flint Hills.
The observed DCP index was 9.8 mm/beat at the top 250 mm immediately after stabilization, 6 mm/beat at 5 days, 3.8 mm/beat at 2 weeks, 2.8 mm /beat at 19 days, 1.8 mm/beat after 36 days. Due to the cool weather, it does not need to cure after 36 days. The top 50mm of the unstabilized material behaves like a stabilized material. FWD tests are
conducted at each site and are used to back-calculate bedding coefficient values as a design aid.
Nyoman (2007) inspected Prescribed CAEM design strategy using asphalt institute MS14, MS19, MPW Indonesia design procedures and physical targets for porosity values of 510% compressed mixture. b) Impregnation stability of 3 kN, indirect tensile modulus of 2000 MPa. The specified construction method is recognizable and there is no need to change the equipment already installed.
However, the author does not provide information on the specified cure time for testing the ultimate strength of the specimen. In order to reach the porosity target of the mixture, it is necessary to determine the compression effort.
Kroge et al. (2009) structured Full depth landfill with emulsion developed in Fairburn, Georgia. The main reason for this study is to identify the benefits of FDR with technical emulsions.
The parameters used are the effective modulus of the trackbed and asphalt, the normalized maximum deflection, and the number of effective structures. The usual layers of current roads are 45-inch asphalt pavement and 8-inch GAB. The blend consists of 33% RAP and 67% base material. The modular and martial methods are included in the design method. The modulus method includes parameters for indirect tensile strength (ITS), retention ITS, modulus of elasticity, and short-term strength test. These are the parameters considered in the modulus method. In the Marshall method, the parameters considered are coating test, initial Marshall stability, cured Marshall stability, and adjusted Marshall stability. Optimal moisture content and dry density can be found by running a modified Proctor test. To account for the added emulsion, the mixed water is adjusted to 50-75% OMC. The material has four different emulsion contents and was then allowed to cure for about 30 minutes. A centrifugal compressor was used to compress the sample at a normal pressure of 600 kPa and an angle of 1.25 degrees. 30 rotations with a 6-inch diameter mold. The sample was held at 40 degrees Celsius for 72 hours and cooled to 25 degrees Celsius for short-term intensity. Cure for 60 minutes. After
Vol. 06, Issue 05, May 2021 IMPACT FACTOR: 7.98 (INTERNATIONAL JOURNAL) treatment, the modulus of elasticity is
high and the deflection is low. After reuse and overlay, the normalized maximum deflection from the center of the load plate was reduced, demonstrating good load bearing capacity.
Quick et.al. (2011) explored Initial aging texture properties of emulsified material. Portable FWD and DCP are used to quantify modulus and permeability. The modulus of elasticity is determined assuming an inverse calculation, Poisson's ratio 0.35, and perfect interfacial coupling. The structural coefficient is determined using the AASTHO correlation diagram. Plot the structural coefficients over time to determine the rate of increase in design strength of 0.25. The ESAL pass tolerance is calculated before it fails. The design emulsion content is around 4.0 percent by dry weight of reclaimed base material.
The average values for all the three areas that are taken were 30, 96, and 145, and179 psi at 7 days, 28 days, 3 months and 1 year. The modulus values are increased to achieve design strength in the initial three months, followed by a decrease in strength after the winter.
Thus, because of the natural impact in the area, the field information and research center information display a calm distinction. Due to trafficking under the reduced capabilities, premature pavement system failure may occur. In the first two weeks of growth, field- estimated module values in each of the three regions were consistently low, with a significant increase in four months and a significant decrease in the following year.
The apparent increase in stiffness was caused by low temperatures. Research results show that changes in humidity and temperature can affect the stiffness of the ETB, and cold climate materials can be affected by freezing and thawing in winter. Further research is needed on these topics.
Yongjoo Kim et.al. (2012) performed a study to investigate the effects of cure time and water content on the technical properties of cold-in-place recycled mixes using emulsions and effervescent bitumen. This study is designed to identify the minimum CIR properties that are essential for HMA overlay approval. We distinguished the effects of cure time and moisture content
on ITS generation, dynamic modulus, and flow index. By verifying the results of laboratory tests, it was shown that CIR characteristics are significantly affected by water content and curing time.
Li and Liu (2014) discussed Young's modulus (MR) and its non-linear properties are affected by stress conditions. This study uses recycled concrete materials and natural quarryed limestone. CTAB usually associates higher cement content, coarser aggregate, and higher strength, stiffness, and behaves like an elastic plate when loaded.
Researchers note that both the flexural and cleavage tensile strengths of CTB are 20 to 25 percent and 10 to 15 percent of UCS, respectively. For design and calculation purposes, approximately 10%
of compressive strength is often considered a reasonable approximation of the tensile strength of cemented base aggregate. Investigate the relationship between strength and Young's modulus in uniaxial compression. Recycled concrete has a high water absorption rate, and the amount of crushed limestone that passes through the # 200 sieve is smaller than that of the base material. The results showed that as the amount of recycled concrete material increased, the water absorption rate and OMC increased. UCC and Young's modulus are determined using a 100mm x 200mm cylinder sample. Samples were cured at 77 ºF and 100% relative humidity and tested at 1, 3, 7, and 28 days of age. The load is applied at a speed of 0.05 inches/minute.
Recycled concrete mixtures are more than 30% less strong than traditional mixtures.
This is due to the high water cement content of the recycled concrete mixture.
Almost all samples tested met the recommended specifications of 350-500 psi with a cure time of 7 days. EATB with a low percentage of emulsion had a high MR. In the end, EATB's MR turned out to be an important design and construction element.
Shalaby et al. (2014) concluded this bitumen emulsion is also used to treat the base layer. The destruction of bitumen depended on the evaporation of water from the mixture, which depends on the test temperature. The strength of the mixture depends primarily on the cure time, test temperature, water content, and the type of emulsion used.
This test is performed to determine the effects of hardening and temperature on the properties of the compound through repeated stress and rutting tests. The destruction of bitumen depended on the evaporation of water from the mixture, which depended on the test temperature.
The study found that high modulus and low rutting values were achieved in 7 days at 240 °C. Emulsion breakdown is slow at low temperatures due to its slow evaporation rate and is less resistant to stress.
Karim et al. (2015) investigated the performance of road base prepared by treating with bitumen emulsion and ordinary Portland cement. The study attempted to stabilize these materials so that they will meet the requirements.
These treatment methods of stabilization are either conventional or nonconventional. After the treatment, there is an improvement in the properties of the material used in the base course.
Iwanski et al. (2016) discussed fatigue tests performed on regenerated aggregate-based treated with foamed bitumen and bitumen emulsion. The most important parameter for assessing the performance of these recycled cold mixes is fatigue life. Parameters such as moisture resistance, crack resistance and modulus do not provide information on the fatigue life of the cover whose base layer is composed of this mixture. These recycled materials are also mixed with a certain amount of cement into foam bitumen and emulsions to determine their useful life and to determine the performance of the binder over the life of the recycled base. At 250 kPa, it has been observed that a mixture of recycled materials treated with foam bitumen has a lower elongation value than a mixture made with an emulsion. At 375 kPa, the stress/strain cycle was 30,000. RCM at 500kPa, a recycled blend made of foam bitumen has a shorter fatigue life.
Please read al. (2016) we discussed the stress-strain relationship of various base materials. Includes 3 types of asphalt processing boards. They are hot bitumen emulsions, foam bitumen.
Hot bitumen is a compressed mixture of a wide range of grades and low binder content. The materials used to make bitumen emulsions are cheaper than the materials used in hot mixes. An emulsion
is a mixture of bitumen and water that is charged by an emulsifier. The water content depends on the type of emulsion.
This technique helps reduce the viscosity of asphalt at low temperatures. Therefore, in the early stages, no post-curing is done and traffic is not allowed for some time to achieve the desired strength. Foam bitumen is wallpapered by mixing 23%
(based on the weight of the asphalt) with hot asphalt. Due to the hot mixture, the water evaporates quickly and the mixture expands 20 times as much as the original mixture. In some states, RAP granules are another type of ATB. The Mechanistic empirical Pavement Design Guide is used for design purposes. MRs are commonly used for unbonded materials. It is currently used in HATBs that resemble non-bonds due to their low asphalt content, but high fineness does not provide sufficient bond to the aggregate.
The MR of EATB increases as the volumetric load increases and the deviation load decreases.
Yadav and Chaudhary (2018) described the cold mix as a bitumen mix containing mineral aggregate, water, and bitumen emulsion mixed at ambient temperature. Nevertheless, today, industries in all countries are focusing on the use of cold mixes to reduce the energy consumption for cold mix preparations without the need for heating to prepare cold mixes. This cold mixing technology is environmentally friendly and protects the environment. This study addresses the Marshall properties of SDBC using cold emulsions studied and compared using both filling materials. Based on this study, we found that GGBFS-filled mixtures performed better than cement- filled mixtures.
Batmunkh et al. (2007) under the influence of the applied load, the mechanical behavior of concrete fracture from various causes was determined. RCA was obtained from three sources: C & D recycling, capital dismantling and natural aggregate. This study focused on the impact of material sources on the long- term performance of pavement materials.
Finally, the study concluded that the MDD of C & D waste is 1.96t/m³, while the MDD of C & D waste is 1.91t / m³.
The UCS for C & D waste is 1625 kPa and the C & D waste is 474 kPa. Strength and
Vol. 06, Issue 05, May 2021 IMPACT FACTOR: 7.98 (INTERNATIONAL JOURNAL) modulus have been proven to be material
source dependent.
Puppala et al. (2008) as a base course, we conducted a long-term durability study of cement-treated recycled materials. They compressed the samples, dried them for 7 days, and then subjected them to a dry-wet and leachate endurance cycle. Volume changes after the wd cycle were found to be less than 1% for all compounds. These chemically treated compounds have been developed for safe use on the road base due to their low volume change and low strength loss due to leaching. Ayan et al. (2011) A laboratory study on RCA was conducted to evaluate its use on unbound sub- bases. This study examined 100% RCA, 100% Limestone Natural Aggregates (NA), and 50% RCA + 50% RAP. In the gradient, the grading curves of the three aggregates are in the upper and lower limits. The compression results are shown in Table 2.1.
Table 2.1 Optimum Moisture content and Maximum Dry Density of test
samples
The CBR values for 100% RCA was more susceptible to moisture variation on the wet side. It is concluded that RCA fines are due to existing cement in them which created porous crack layer resulted in a decrease in dry density of RCA compared to NA. OMC vs.MDD determines that RCA is having high moisture content than NA.
Donalson (2011) shared his views on the sustainable assessment of recycled concrete aggregate for highway construction. Sustainability is determined by comparing the social, economic, environmental impacts of each product.
The environmental impact is favorable for RCA over Virgin Lime Aggregate (VLA) in the extraction of raw materials. It is concluded that RCA was economically sustainable and feasible for its application as a road base according to the lifecycle cost analysis.
Kim et al. (2011) suggested a way to manage demolished waste using as a
base/subbase for road construction. This study discusses the long term performance of concrete pavements on an RCA granular layer in comparison to concrete pavements on the virgin aggregates in terms of Pavement Condition Index (PCI) and International Roughness Index (IRI). PCI is a numerical index ranging from 0 for defective pads to 100 for good pads. The average total number of deformations and the PCI and IRI values for the RCA section are 32.78%
and 1.54 m / km, respectively. RCA is more powerful than pure aggregate. In this study on all test sections of RCA soil;
there are few structural defects such as longitudinal and transverse cracks.
Track-to-shoulder separation and track- to-shoulder fall are commonly observed in the RCA section due to the sulphate attack on RCA, which is used as a filling and granular layer.
Arulradah et al. (2012) Performed extensive laboratory evaluations of five important variations of C & D materials for reengineering properties. The five C &
D materials tested are RCA, Broken Brick, RAP, Old Rock and FRG. Tests performed as part of reengineering estimates include California bearing ratio, hydraulic conductivity, agglomeration index, elongation index, post-compression sieving analysis, Los Angeles wear, water pickup, particle density, and particle size distribution. In order to understand the shear strength characteristics in a series of experiments, a 3-axis test was performed on the material. In this study, the properties of RAP, CB, and FRG can be effectively improved by using additives or mixing them with the highest quality aggregates to allow them to be used in the base course. I concluded.
Gabr et al. (2012) we evaluated the suitability of RCA for unbound sub- bass. This study obtained the performance of three South Australian base course products, nominally 20 mm, containing two Class 1 RCA samples collected from Australia and one Local Class 1 VA (quartzite). Samples were tested on Atterberg Limits, Densification, Young's Modulus, UCS, Drying Shrinkage, CBR and more. The plasticity of RCA is relatively higher than that of VA. The maximum dry compressive strength of all three samples meets the requirements. The elastic modulus of the
RCA test piece is 490.1020 MPa, which exceeds the requirement of 300 MPa of the Department of Planning, Transport and Energy (DTEI) (2001) and is in the range of 300700 MPa. The water absorption of RCA was found to be 9 and 5.5% for the ARR and RCO samples, indicating that the ARR sample is drier than the RCA sample. Due to the slight change in water content, the two RCA samples did not show a significant difference in shrinkage values. CBR values with 90, 80, and 60% water content have been tested, and RCA samples have higher CBR than VA due to their lower MD values.
Behiry et al. (2012) conducted a laboratory study on utilizing RCA mixed with limestone aggregate in the base and subbase applications. It studied the variation of mechanical properties of RCA treated with cementlike tensile and compressive strength of mixture and reviewed about the dependency of mechanical properties on curing time, mixture dry density. In the first step, it has studied the mechanical behavior of RCA, limestone individually to obtain optimum mix ratio. In the second step was completely dedicated to the study of the performance of cement treated recycled aggregate. Laboratory tests were performed on specimens containing 0%, 25%, 50%, 75% and 100% RCA with or without cementation. Cement was carried out with a cement content of 4%, 5%, 6%
and 7%. Observations were based on curing on days 1, 3, 7, and 28. All results of tensile strength test, bending strength test, CBR, modified proctor test and Young's modulus were analyzed in comparison with hardening time and cement content. They concluded that the CBR using only aggregate limestone was 85%, which decreases with increasing RCA replacement. As the RCA modulus increases, up to 62 MPa is observed at 75% RCA. As RCA increases, plastic deformation decreases. Using a 100%
RCA blend saves about 60% on plastic sets. It decreases with increasing RCA, but when treated with cement (5%), the strength is 70% of the strength of NA. If there is a lot of RCA and there is little hardening, the bending strength will be low. For 7 days, 75% bending strength of RCA is 0.265MPa.
Piratheepan et al. (2012) Determined the geoengineering characteristics of RCA in Victoria, Australia. Laboratory tests were performed on RCA samples with a maximum particle size of 20 mm.
Laboratory test results have shown that RCA meets the criteria for use in roadbed applications.
Ardalan et al. (2017) the application of recycled aggregate concrete as a base material for road construction was evaluated. Particle size distribution tests of at least three RCA samples from the same well show that these materials can be classified as similarly graded gravel based on a unified soil classification system. The inclusion of mortar in RCA improves crushability, and crushing RCA to smaller sizes produces finer and weaker aggregate than natural aggregate. Two samples were prepared by compressing the samples with OMC to a maximum dry density of 95%. The first specimen was tested immediately after compression on an RLT machine and the second specimen was tested after 28 days of curing, demonstrating the effect of the self-cementing properties of recycled concrete. The permanent set of 28-day-old samples is higher than the permanent set of 1-day-old samples. The 1-day-old sample achieved the lowest average permanent strain compared to the 28- day-old sample. The stiffness of the second sample is higher than that of the first sample.
Arshad et al. (2017) we studied the variation of elastic modulus of RCA and RAP blends. Tests were performed to determine optimum moisture content (OMC) and maximum dry density (MDD) according to AASHTO T180. The elastic modulus, the ratio of the deviation stress to the elastic strain, was determined according to AASHTOT 30799. OMC and MDD were found to fluctuate in the range of 5.5% to 7.5% and 20.7KN/m3 to 23.3KN/m3, respectively. The modulus of elasticity was calculated from the results of the 3-axis test. From the graph below, you can see the result of the change in Young's modulus due to bulk stress.
Vol. 06, Issue 05, May 2021 IMPACT FACTOR: 7.98 (INTERNATIONAL JOURNAL) Figure 2.1 The variation in Resilient
Modulus with respect to bulk stress Giri et al. (2018) conducted a study on the use of recycled concrete aggregate (RCA) in Bituminous mixes are less because of its high water susceptibility. In this study, an attempt has been made to pre-treat RCA using bituminous emulsion to reduce its water Susceptibility characteristics, which are referred to in this study as pre-treated recycled concrete aggregates. In the next stage by using conventional RCA, pre- treated RCA and virgin aggregate as coarse material, the hot mix is prepared with two different fillers cement & stone dust. The performance of mixes was evaluated in terms of various tests such as Marshall Test parameters, indirect tensile strength, moisture induce sensitivity test, dynamic modulus, and wheel-tracking test for rutting potential. It has been concluded that the pre-treated RCA and conventional Commixtures, meets the requirements in terms of Marshall Stability and moisture susceptibility. Also, from the dynamic modulus and wheel tracking tests, the mixtures made up of pre-treated RCA showed better results compared with mixes prepared with natural aggregates.
Mixes prepared with cement as filler in mixes give better results than stone dust.
Yancong (2020) presented is the purpose of this study is to analyze the mechanical performance of concrete using recycled aggregate from concrete pavement. First, we thoroughly analyzed the properties of various natural and recycled aggregates used in concrete. The composition of the regenerated aggregate was determined and several physical and chemical tests of the aggregate were performed. To evaluate the mechanical performance of recycled concrete, we conducted a cubic compressive and bending strength test. The effect of
recycled aggregate on the strength of recycled concrete is related to the strength of recycled aggregate, the strength of natural aggregate, and the strength of recycled concrete. As the proportion of water cement increases, the strength of recycled concrete decreases.
However, the water absorption of the regenerated rock has the effect of suppressing the decrease in strength. As the replacement rate of recycled aggregate increases, the optimum sand content decreases and the content is adjusted from 32% to 38%. This is great for recycled concrete. With the increase in fly ash content, the 7-day strength of recycled concrete decreased slightly, but the 28-day strength increased slightly.
Also, the optimum level of fly ash for compressive strength and bending strength is different.
Luc Courard (2020) As shown in this paper, crushing construction and demolition (C & DW) waste produces large amounts of fine recycled aggregate.
Coarse recycled aggregate is often used for road foundations, but is often rejected because fine particles are thought to adversely affect the long-term performance of the foundation. Raw and processed physicochemical, mineralogical and mechanical property assessments (X- ray diffraction, X-ray fluorescence, chloride and sulfate levels, Los Angeles wear, MicroDeval resistance, static plate loading test) Performed with micro- recycled materials and evaluated both.
The effect of the treatment is to understand the compression and freeze- thaw cycle for fine particle properties and evolution. Particular attention was paid to the shape analysis of microparts using image analyzers. The results show that the most important characteristic parameters to consider are the grading curve and the proportion of particles.
Mixtures, especially those with the highest content of fine particles smaller than 63 µm, usually cause higher water demand and capillarity. This can be explained by the parameters of specific surface area and bluntness that increase as the particles become finer, resulting in higher surface roughness and, as a result, a higher likelihood of interaction with water. The densification did not appear to have a significant effect on the formation of fine powder, but some damage occurred
during the densification, and the shape of the material increased slightly blunt and convex, but after the densification process. The growth value of was the same. Static plate pressure tests have shown that the load-bearing capacity after compaction is slightly below the specifications of the road substructure.
However, the materials investigated were able to meet the maximum standards for secondary road foundation construction in terms of wear resistance standards.
Recycled aggregates from poor quality C &
DW can be mixed with other aggregates for use in higher level roadbeds.
Manuel (2021) This work focused on the proposed management of various industrial by-products, including: B.
Reduce landfill by recycling aggregates from construction and demolition waste and alumina by-products and incorporating these products into the second life cycle. The purpose of this study was to demonstrate the technical feasibility of using these wastes and by- products as materials for the basic course of road pavement. For this purpose, a real application was run and the behavior of the three materials applied to the section of the test road under real vehicle traffic conditions was studied and compared. In these sections, three materials used in the road base layer were used. First, some artificial gravel control material was used and compared with other materials. The second material was made from recycled aggregate and the third material consisted of a mixture of recycled aggregate and waste alumina. The results conclude that the effectiveness of sections constructed using recycled aggregate and waste alumina is very positive and similar to those constructed using natural aggregate.
Glaydson (2021) This paper presents a literature review containing 163 publications published during the 26 years from 1992 to 2018. This overview describes the generation and recycling of construction and demolition waste (CDW), and its main uses as a raw material in the construction engineering industry. This overview is intended to use CDW aggregate in the production of sand, pavement / road, brick, ceramics, cement-based materials, concrete and as an environmentally friendly material for decontaminating water. The
physicochemical and mechanical properties of recycled aggregate play an important role in the correct selection of their applications. The results of this literature review conclude that recycled aggregate from CDW can be successfully used to produce building materials of comparable quality to natural aggregate.
We conclude that using CDW as a raw material for manufacturing new building materials is a technically feasible, economical and environmentally friendly approach to future C & D waste management strategies.
Sajjad (2020) Sidewalks are an expensive part of transportation infrastructure because their construction and maintenance require large amounts of resources and materials each year and around the world. A sustainable solution to addressing environmental problems on roads and sidewalks is generally the use of recycled materials in construction. This has been shown to reduce carbon dioxide emissions in the construction sector, helping to conserve natural resources, reduce harmful emissions and minimize the overall cost of building and maintaining sidewalks. One of the major groups of recycled materials that has received a lot of attention since the end of the last century is construction and demolition waste (CDW). This paper reviews completed studies on the use of C
& D waste in unbonded pavement layers and compares the results obtained from various technical evaluations of these aggregates and mixtures. A series of tests and evaluations are carried out to improve the quality and durability required for pavement under the influence of given traffic volume, driving load and climate. Currently, unbonded recycled aggregate (RA) is mainly used in the lower layers such as roadbeds, wear courses, roadbeds and base layers, but on rural roads it is bonded towards the surface of the structure. Used for layers and can also be a component for joint layer development and new surface applications.
Arni S.R. (2021) The understanding of sustainability proposed through modeling involves one of the complex and interdisciplinary activities in which mathematics plays an important role. We provide a discussion about the need to develop a global model for
Vol. 06, Issue 05, May 2021 IMPACT FACTOR: 7.98 (INTERNATIONAL JOURNAL) measuring sustainability situations.
Global models (applicable from a broader perspective and global sustainability indicators that can be used with real data are proposed. The proposed partial differential equation (PDE) solution, mixed with the weight function of the Riemann- Stiesz integral, captures the various importance of sustainability-related factors. Ideas, methods and models are new and prepared for processing multidimensional and multivariate data.
Practically applicable formulas for measuring sustainability indicators have been developed using some important variables. To show the model, we provide examples of real civil engineering and numerical examples.
2.3 The Summary of Literature Review Some lessons have been learned from previous studies on cement stabilizing aterials.
• Reusing recycled materials reduces carbon dioxide emissions and costs.
• The presence of moisture, expandable materials, and water-absorbent materials contributes to the deterioration of the cementitious substrate.
• Cement stabilizing bases with high cement content are more brittle than bases with low cement content.
• The greater the compression effort, the larger the ITS and UCS. The longer the cure time, the higher the ITS, UCS, and Young's modulus.
• Optimal stabilizer (cement) and water content are important for CTB strength.
• Cement content has the greatest effect on the strength development of cemented aggregate carriers rather than aggregate type.
• As the cement content increases, the ductility of the sample decreases and Young's modulus decreases.
3 SUMMARY OF THE RESEARCH WORK
The stabilized bases/subbases are getting familiar over the world due to the conservation of natural aggregates. These nonconventional mixes enabled the use of recycled materials like Recycled Concrete Aggregates (RCA), Reclaimed Asphalt Pavement (RAP) and Reclaimed Asphalt Shingle (RAS). Coming to the usage of
RCA, the previous studies revealed that the water absorption and specific gravity of RCA are not better as compared to the natural aggregates. To fully utilize these recycled aggregates, the stabilized bases/subbases are evolved in the pavement engineering. The present study mainly focused on the usage of RCA in bitumen emulsion stabilized mixes and cement stabilized mixes. The following important points are summarized from previous studies.
1. Recycled concrete aggregate has water absorption and rutting resistance, but its specific gravity is low.
2. Cement stabilization base has high elastic modulus and low fatigue strength.
3. The cement stabilized subbases generally possess less strength and cement content as compared to cement stabilized bases.
4. The cement stabilized bases highly sensitive to the moisture damage due to its capillarity characteristics.
5. The bitumenemulsion stabilized mixes are neither considered as cement stabilized mixes nor bitumen stabilized mixes. Therefore, the evaluation of a mixture stabilized with bitumen emulsion is very complicated.
4 RECOMMENDATIONS OF THE STUDY In summary, it is recommended to be able to prepare a cemented base (4 μm) by completely replacing the natural aggregate with RCA. In addition, 75% RCA is recommended for the construction of cement stabilization base courses. It has also been proposed to replace natural aggregate with 75% RCA in bitumen emulsion-stabilized roadbeds for low volume road construction. In conclusion, it can be concluded that recycled concrete aggregate (up to 75%) can be successfully used to build stable trackbeds and base layers on low-traffic roads.
REFERENCES
1. Ahmed Ebrahim Abu El-Marty Behiry.
(2012).”University of cement aggregates as base or sub-base layer in Egypt”, Menoufia University, Shireen Elkom City, Egypt.
2. Al Nageim. H, Saghafi. B, Ferrel. S, Visulios.
P, and Ghazireh. N. (2010). “Evaluation of Partial Use of Fine Limestone Dust and Steel slag Waste Aggregates in Road Base
Materials”, Liverpool John Moore’s University (LJMU).
3. Ardalan Nazanin, Douglas Wilson, Thomas Larkin. (2017). “Laboratory performance of recycled concrete aggregate as base course material”, Australian Transport Research Forum 2017 Proceedings, University of Auckland,
4. Ardalan, N., Wilson, D., & Larkin, T. (2017, November). Laboratory Performance of Recycled Concrete Aggregate as Base-course Material. In Australasian Transport Research Forum (ATRF), 39th, 2017, Auckland, New Zealand.
5. Arshad, M., & Ahmed, M. F. (2017). Potential use of reclaimed asphalt pavement and recycled concrete aggregate in base/subbase layers of flexible pavements. Construction and Building Materials, 151, 83-97.
6. Arulrajah Arul, Mahdi M. Disfani, Suksun Horpibulsuk, Cherdsak Suksiripattanapong, Nutthachai Prongmanee. (2014). "Physical properties and shear strength responses of recycled construction and demolition materials in unbound pavement base/subbase applications ” Construction and buliding materials, 58, 245-257.
7. Arulrajah, A., Disfani, M. M., Haghighi, H., Mohammadinia, A., & Horpibulsuk, S. (2015).
Modulus of rupture evaluation of cement stabilized recycled glass/recycled concrete aggregate blends. Construction and Building Materials, 84, 146-155.
8. Arulrajah, A., Piratheepan, J., Ali, M. M. Y., &
Bo, M. W. (2012). Geotechnical properties of recycled concrete aggregate in pavement sub- base applications. Geotechnical Testing Journal, 35(5), 743-751.
9. Arulrajah, Arul & Jegatheesan, Piratheepan &
M M Y, Ali & Bo, Myint. (2012). “Geotechnical Properties of Recycled Concrete Aggregate in Pavement Sub-Base Applications”, Geotechnical Testing Journal, 35. 1 - 9.
10.1520/GTJ103402.
10. Arulrajah, Arul & Jegatheesan, Piratheepan &
Disfani, Mahdi & Bo, Myint. (2013). “Resilient Moduli Response of Recycled Construction and Demolition Materials in Pavement Sub- base Applications”, Journal of Materials in Civil Engineering. 25. 1920- 1928.
10.1061/(ASCE)MT.1943-5533.0000766.
11. Arulrajah. A, Piratheepan. J, and Disfani. M.
M. (2014). “Reclaimed Asphalt Pavement and Recycled Concrete Aggregate Blends in Pavement Sub-bases: Laboratory and Field Evaluation”, J. Mater. Civ. Eng.,26(2), 349- 357.
12. Ashish Kumar Pathak, Dr.Pandey. V, Krishna Murari .J.P.Singh.(2014). “Soil Stabilization Using Ground Granulated Blast Furnace Slag”, ISSN: 2248-9622, Vol.4, Issue 5(Version 2).
13. Ashteyat, A. M. (2004). Characterization of drainable base and subbase materials (Doctoral dissertation, The University of Akron).
14. Asphalt Academy. 2009. Technical guideline:
Bitumen stabilised materials. A guide forthe design and construction of bitumen emulsion and foamed bitumen stabilized materials 15. ASTM D4123-82, Resilient Modulus Testing
of Asphalt Specimens.
16. ASTM D6931. Standard test method for indirect tensile (IDT) strength of bituminous mixtures. ASTM, West Conshohocken, PA.
2012.
17. Aurstad J, Aksnes J, Dahlhaug J. E, Berntsen. G, Uthus. N “Unbound crushed concrete in high volume roads” –A field and laboratory study.
18. Ayan, V., Limbachiya, M. C., & Azadani, S. M.
N. (2011). Investigation of water absorption in recycled aggregates for application in subbase layer of highway. In Emerging Technologies for Material, Design, Rehabilitation, and Inspection of Roadway Pavements (pp. 223- 230).
19. Ayan V., Omer J. R., Azadani S. M. N., Limbachiya M. C. and Khavandi A. (2014)
“Water Absorption Study in Recycled Aggregates for Use as Pavement Material”, Open Access Library Journal,1:
20. Baker, D., Wourms, O., Berthelot, C.,
&Gerbrandt, R. (2000). Cold in-place recycling using asphalt emulsion for strengthening for Saskatchewan low volume roads. In Canadian Technical Asphalt Association Proceedings, 45th. Annual Conference (Vol. 47, pp. 145-166).
21. Behiry, A. E. A. E. M. (2012). Fatigue and rutting lives in flexible pavement. Ain Shams Engineering Journal, 3(4), 367-374.
22. Behiry, A. E. A. E. M. (2013). Utilization of cement treated recycled concrete aggregates as base or subbase layer in Egypt. Ain Shams Engineering Journal, 4(4), 661-673.
23. Behnood, A., Gharehveran, M. M., Asl, F. G.,
& Ameri, M. (2015). Effects of copper slag and recycled concrete aggregate on the properties of CIR mixes with bitumen emulsion, rice husk ash, Portland cement and fly ash.
Construction and Building Materials, 96, 172- 180.
24. Berthelot, C., Marjerison, B., Houston, G., McCaig, J., Warrener, S., & Gorlick, R.
(2007). Mechanistic comparison of cement- and bituminous-stabilized granular base systems. Transportation Research Record, 2026(1), 70-80.
25. Berwal, P., Aggarwal, D. P., & Goel, D. R.
(2014). Use of recycled aggregates in granular sub base. International Journal of Innovative Research in Science, Engineering, and Technology, 3(10), 16973-16980.
26. Blacklidge, R. B. (2011). U.S. Patent No.
7,918,624. Washington, DC: U.S. Patent and Trademark Office.
27. Bondietti, M., Murphy, D., Jenkins, K., &
Burger, R. (2004, September). Research on the stabilisation of two different materials using bitumen emulsion and cement. In Proceedings of the 8th Conference on Asphalt Pavements for Southern Africa (CAPSA'04).
Citeseer (p. 16).
28. Botha, P. B., Semmelink, C. J., Raubenheimer, J., Perry, B., & Hodgkinson, A. (2005). “Investigation into the early trafficking of emulsion treated (ETB) foamed bitumen (FB)bases treated in combination with cement and cement (OPC) only.”
29. Brown, S., & Needham, D. (2000). A study of cement modified bitumen emulsion mixtures.
Asphalt Paving Technology, 69, 92-121.
30. Budge, A. S., & Wilde, W. J. (2007).
Monitoring Curing of Emulsion-Stabilized
Vol. 06, Issue 05, May 2021 IMPACT FACTOR: 7.98 (INTERNATIONAL JOURNAL) Roadways Using the Dynamic Cone
Penetrometer. In Soil and Material Inputs for Mechanistic-Empirical Pavement Design (pp.
1-8).
31. Cabalar. A. F,Zardikawi. O. A. A &
Abdulnafaa. M.D (2019) Utilization of construction and demolition materials with clay for road pavement sub-grade, Road Materials and Pavement Design, 20:3, 702- 714, DOI:10.1080/14680629.2017.1407817
To link to this article:
https://doi.org/10.1080/14680629.2017.14 07817
32. Cerni, G., Cardone, F., Virgili, A., &Camilli, S.
(2012). Characterisation of permanent deformation behaviour of unbound granular materials under repeated triaxial loading.
Construction and Building Materials, 28(1), 79-87.
33. Chen, D. H., Hong, F., & Zhou, F. (2011).
Premature cracking from cementtreated base and treatment to mitigate its effect. Journal of performance of constructed facilities, 25(2), 113-120.
34. [34] Chen, D. H., Scullion, T., Lee, T. C., &
Bilyeu, J. (2008). Results from a forensic investigation of a failed cement treated base.
Journal of performance of constructed facilities, 22(3), 143-153.
35. Chesner, W. H., Stein, C. W., Justus, H. G., Kearney, E. R., & Cross, S. A. (2011).
Evaluation of factors affecting long-term performance of cold in-place recycled pavements in New York State. Transportation research record, 2227(1), 13-22.
36. Chini, A. R., Kuo, S. S., Armaghani, J. M., &
Duxbury, J. P. (2001). Test of recycled concrete aggregate in accelerated test track.
Journal of Transportation Engineering, 127(6), 486-492.
37. Chini Abdol R, Shiou-San Kuo, Jamshid M.
Armaghani , James P. Duxbury “Test of RCA on accelerated track”. (2001).Journal Of Transportation Engineering / November/December, J. Transp. Eng., 127(6), 486-492.
38. Chi-Sun Poon, Qiao. X.C, Dixon Chan.
(2005). “The cause and influence of self cementing properties of fine recycled concrete aggregates on the properties of unbound sub- base”, The Hong Kong Polytechnic University, Hung Hom, Kowloon, Hong Kong.
39. Chi-sunpoon, Qiao. X. C, Dixon Chan. (2005).
"The cause and influence of self cementing properties of fine recycled concrete aggregates on the properties of unbound sub-base”, Waste Management,26 , 116-1172.
40. Chummuneerat, S., Jitsangiam, P., &Nikraz, H. (2015). Pavement Analysis and Design for Hydrated Cement Treated Crushed Rock Base (HCTCRB) Pavements. In 12th Australia New Zealand Conference on Geomechanics. New Zealand Geotechnical Society.
41. Congress, I. R. (2012). Guidelines for the design of flexible pavements IRC: 37- 2012, 3rd revision. In Indian Roads Congress, New Delhi.
42. Coni, M., &Pani, S. (2007). Fatigue analysis of fiber-reinforced cement treated bases. In Proc.
SIIV Congress.
43. Corté, J. F. (2002). Cold in-place recycling with emulsion or foamed bitumen. In Seminar
on road pavement recycling.-Warsaw, Poland.- 2002.
44. Crispino, M., &Brovelli, C. (2011). Bitumen emulsion and foam bitumen for cold recycled and bitumen stabilized materials: A comparison based on performances, costs and safety. In 8th International Conference on Managing Pavement Assets.
45. Crovetti, J. A. (2000). Construction and performance of fly ash-stabilized cold inplace recycled asphalt pavement in Wisconsin.
Transportation research record, 1730(1), 161- 166.
46. Da Rios, G., Toraldo, E., &Mariani, E. (2008, May). Increasing durability of recycled cement bound materials: laboratory investigation on the effects of bituminous emulsions. In Proceedings of the 1st International Symposium on Life-Cycle Civil Engineering (IALCCE’08) (pp. 137-142).
47. Disfani, M. M., Arulrajah, A., Haghighi, H., Mohammadinia, A., & Horpibulsuk, S. (2014).
Flexural beam fatigue strength evaluation of crushed brick as a supplementary material in cement stabilized recycled concrete aggregates. Construction and Building Materials, 68, 667-676.
48. Donalson, J., Curtis, R., & Najafi, F. T. (2011, January). Sustainable assessment of recycled concrete aggregate (RCA) used in highway construction. In Proceedings of the 90th annual meeting of the transportation research board.
49. Dougan, C. (2007). Mechanistic-Empirical Pavement Design Guide: project level pavement management. Lecture Session 1a:
PMS to support New MEPDG Norfolk, VA.
50. Dr Higgins D D (2005) “Soil Stabilization with Ground Granulated Blast furnace Slag” UK Cementitious Slag Makers Association (CSMA).
51. Farrar, M. J., & Ksaibati, K. (1996), Resilient modulus testing of lean emulsified bases.
Transportation research record, 1546(1), 32- 40.
52. Faysal, M., Mahedi, M., Aramoon, A., Thian, B., Hossain, M. S., Khan, M. A., & Khan, M.
S. (2016). Determination of the structural coefficient of different combinations of cement-treated/untreated recycled base materials. In Geotechnical and Structural Engineering Congress 2016 (pp. 1198-1208).
53. Finberg, C., Quire, D., & Thomas, T. (2008).
Granular Base Stabilization with Emulsion in Las Vegas, Nevada. In 87th Annual Meeting of the Transportation Research Board, Washington, DC.
54. Freeman, T. J., & Little, D. N. (2002).
Maintenance strategies for pavements with chemically stabilized layers (No. FHWA/TX- 01/1722-6,). Texas Transportation Institute, Texas A & M University System.
55. Gabr, A. R., & Cameron, D. A. (2012).
Properties of recycled concrete aggregate for unbound pavement construction. Journal of Materials in Civil Engineering, 24(6), 754- 764.
56. Gabr. A. R and Cameron. D. A. (2012).
“Properties of Recycled Concrete Aggregate for Unbound Pavement Construction
”http://dx.doi.org10.1061/(ASCE)MT.1943.
57. Giri, J. P., Panda, M., & Sahoo, U. C. (2018).
“Performance of Bituminous Mixes
