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' ' > : I ‘.~ "7”"? 31“" ~ ' 3—: I - III"". .( H ... 1‘ u'! ‘ I! f . °‘".-' I, - V' .. "n‘ I" ‘ if 10‘ '.i ‘. L - n - i‘. 3 ‘1 ' '1“. . ' . .~ ' a. ' I A" '1‘ I' ‘ ‘ . ' \’\ ‘ 4... 1‘1“ . ‘2‘ ‘ .‘ ’1‘ PLACE IN RETURN BOX to remove this checkout from your record. To AVOID FINES return on or before date due. MAY BE RECALLED with earlier due date if requested. 6/07 p:/C|RCIDateDue.indd-p.1 REPORT ON IIMEBTONE DUST A8 A FILLER FOR ASPHALT PAVEMENTS A Theeie Submitted to The Faculty of MICHIGAN STATE COLLEGE OF AGRICULTURE AND.1PPLIED SCIENCE ”filifigv K. I gnudeon Candidate for the Degree of Bachelor of Science June, 1930 ACKNOWLEDGEMENT The writer wishes to express his appreciation for the very cordial assistance of ur. Hugh Skidmore, Presie dent of the Chicago Paving Laboratories; the Black-White Lime Company, Quincy, Illinois; Johns-mansville Corpora- tion, Chicago, Illinois; and ur. Scott Baker, City Engineer of Lansing, Michigan The work was carried out under the direct super- vision of ur. E. A. Pinney, to whom I especially desire to express appreciation for his many efforts and helpful suggestions. 1020913 CONTENTS General History General Discussion Brie! on'Yolume-Weight Introduction laterials Used: Asphalt Sand lillars clothed of Mixing lixtures Tested lethcd of Shear Test later Absorption Test General Conclusions Data Obtainsfl Bibliography 000 Photograph Shear machine 000 Prints nodes of Occurrences later Absorption Curves Stability Curves «o «s a» en: 10 11 11 12 12 14 16 17 18 "Q. HISTORY OP ASPHALT AND ASPHALTIC PAVEMENTS The earliest recorded use of asphalt by the human race was by the pre-Babylonians, known as the Sumerians, who inhabited the Euphrates Valley about 5000-2500 3.0.; by the Persians, about 2800-2500 3.0.; the early Egyptians, about 2500 B.C., and by the Babylonians about 700-500 3.0. Asphalt was discovered in Cuba in 1555, however to Sir Walter Raleigh goes the credit for the discovery of the so-called "Pitch Lake" at Trinidad, on the north coast of South America, situated a short distance from the mainland of'Venezuela,‘between the Caribbean Sea on the west and the Atlantic Ocean on.the east. This deposit is one of the largest in the world. 'Trinidad Asphalt Lake“, as the main deposit is known, is situated on La Brea Point, in the Wards of La Brea and Guapo, on the western shore. The lake, which is one hundred thirty- eight feet above sea level, is located on the highest part of La Brea Point. In shape it is nearly circular, comprising approximately one hundred fifteen acres, sit- uated in a slight depression at the crest of the hill. An interesting fact in connection with this lake is that it is in an old volcano crater, which possibly accounts for its existence as well as immense size. 0n the sur- face of the lake small trees and shrubs grow in isolated groups. These are known as islands, and slowly migrate 8. from place to place with.the movement of the asphalt. This movement is the result of one, or a combination of one or more, or possibly by all five causes listed below: 1 - Effect of Heat 2 - Hydrostatic Pressure (a) Largely responsible for pool and reservoir accumulations 3 - Capillarity (a) Takes place in dry porous rocks 4 - Gas Pressure (a) Forces liquid and volitle matter upward OI I Gravitation (a) Responsible for 'seepages'. Bitumene and pyrobitumens, with few exceptions, are found in sedimentary deposits of sand, sandstone, lime- stone and sometimes in.shale and clay. Also rare occurrences have been.reported in igneous rock, but in every case of this kind, the quantities have been prac- tically insignificant. Bitumans and pyrobitumens are found in nature in the following ways: . 1 - Overflows (a) Seepages (b) lakes (0) Springs 5. 8 - Impregnated Rocks (a) Subterranean pools (b) Horizontal rock strata (0) Vertical rock strata 5 - Filling veins (a) Vertical Cleavage (b) Upturning ( c.) Sliding (d) Sedimentation. An intelligent understanding of the various modes of occurrence may be obtained from a careful study of the accompanying diagrams. The first sheet asphalt pavement of Trinidad Asphalt to be laid in the United States, was on Pennsylvania Ave- nue, Washington, D.C. - per Richardson - in 1876. Since that date, the use of asphalt as a paving medium has tremendously increased. Like any other industry, this amaxing progress, if I may so designate it, has brought forth problems of minute importance. Rapidly increasing traffic, both in numbers and tonnage, present more and more prdblems to the asphalt technologist. He is called upon to meet these problems, which are presenting them, selves too rapidly to be immediately coped with. Strange as it may seem, the asphalt industry is only in its infancy, deepite the fact that it was used better than a half century ago. L: 'e e . -‘--.".‘.o ' ' ' ' \‘ .~\ ' fad/f fly/Mg causal .55: Up/arn/ng - —’~‘~-»4~'~-~— ..-,.e.‘ "’7' “572‘? .- ,é: ' a ufiihflfig-e - --_‘-' -~=._. ——-—-__!..-__ ”/II/ [0/ -- -'-e. I/ , , I ~ [[11,1‘ 57'. I / [I / l a 6 1’. I (Ill/ll, [Of/,0 ’/ 0; /’//’/ l/ o ,, ',”’I”’// / xo //’/ ’/ s . . e .14'.:l-JA'L J..112- '-A V" {fa/r7 [7/121 caused byS/dr'rg of 5/?4/4 A Fact/f {I‘M/'79 Caused by [Veal/age .‘ \ . 3‘ f. :9.. _ ‘ . e e' . v ' .1 ll”..- ‘.‘ a I v. e - a - ' '. I. I'll“ ' .‘."- ..I. .'.'-.e"'a'.“ .- ‘ ‘ ' I ' . " ..' .- "" a r I, , "lc ' .':..\ .'.. .--.:-f"..'e-‘:‘. 1‘s .. ' . -. o I . 1" ' ' " " ‘ - '~.' ' ' " ' III ’Irl I I! an. .. . . . - w - . . . a I. I I, [/l [I I ' . .--'~-.- .. .‘j, .7- .' .'. ' ’ll/4'(// I N‘“ -"\:"l"‘ \ '- ' V "‘ ‘-:-="e-..‘- ‘ '— ‘ .‘ ~ I [I ’./’I/ . / :“‘:'c’1'4_'4‘;:\\".-‘~. " "‘-.' ‘ ‘ """' 0 A “ ‘ A" ‘- ' 4111..1"/1-’11 Lake sec/cages m I 300” GRAN/7T SAND SHAZE LlMESTO/Vf PURE ALL V/UM ASHMLT STCWE 4W7 Designed and built expressly for this test. 4. GENERAL DI SCUSSION With the advent of the automdbile, it became neces- sary to design pavements to withstand the resulting increase in displacement action. It also became necessary not only to construct durable pavements, but also to resurface, or tOp cover, many'miles of roads, which could not be wholly reconstructed because of remote location or finances. To withstand this enormous traffic increase it was necessary to delve with increased vigor into the many ever existing and increasing problems. At the present time remarkable progress has been made. General principles can be laid down, but not stringent rules, as mixtures must be designed to fit the materials. The engineer on any Job must know the limits within which he can vary materials. railures, as in any work, are always greatly exagger- ated. These are not wholly due to any fault of’the mixture or any phase thereof, but can, and are, often times traced back to faulty foundations, poor subgrade drainage and others of a purely extraneous nature. IModern traffic defects may be either of a surface displacement nature, or cracking. Men versed in this particular phase are almost unanimous in the statement that 95% of cracking, in asphalt pavements, is merely a surface reproduction of cracking in the base or subgrade. 5. There are two well defined classes of distortion as regards traffic. One a forward displacement which is due to heavy, slow-moving traffic; the other, lateral dis- placement, due to swiftly moving traffic, such as is common to the boulevard type of paving. Another type of distortion, while not due to any inherent defect of the mixture, is rutting. This undesirable condition may be noted near the curb on asphalt streets which are sub- Jected to constant parking of motor vehicles. This is due to gasoline and oil drippings entirely. One method for eliminating this feature is to place a concrete or brick strip next to the curb on portions of the street where this condition may result. It is a well known fact that asphalt is not at its best under the above conditions. The most prevalent and also most objectionable defect that modern traffic has created, during recent years, is mixture diaplacement. An excess of bitumen in the mix is one of the principal reasons. Density is of primary importance also. High density, when coupled with Just enough bitumen content to Just sufficiently coat the particles without any excess, does more to insure freedom from displacement than any other one thing. High density is obtained by careful grading of the aggregate and by the use of an asphalt cement with the lowest possible penetration without danger of cracking. Within certain limits, the heavier and denser the traffic, the lower the v ' r - . I . . e , r " . . ‘ C , . . _ . - r . w . . . . . ' ' g . _ ’ ' Ia . v. ' . .« . , . a - - ' C _ _ - .- . . I I r v ’ ‘7 4 v - I n . ' e , , . _ ‘I , , A I f I ' O I . . . . ' I I I s 0 s, ‘ . . . . . , . _ . O - i . n . - - . , f , s -. _ . . . I * e . ‘ _ I- I - . 1 I ‘ \ ‘ v *I v n ‘ a l . . . l ‘ I -‘ ‘ . A . , _, A I c . . . , . I. , . r a ' . - _. ‘ ' . . i I , e i , , . J ~ - g - , A . f . , , I ' . F v- I . . , ~ - l . ' . a r ’ w .7 _ , I a. w 6. permissible penetration. Care must be taken not to leave mechanical defects which might act as a starting point for displacement. 7. BRIEF ON VOLUME-HEIGHT Construction Where extensive use of asphaltic mixtures is made, for example in paving work, attention to volume-weight may prove an important, as well as financial, consider- ation. Therefore, at least some attention to this phase should be made. This is most clearly illustrated by the following facts and example. Suppose, for instance, filler #1 is being used on this particular Jab. (General trend at asphalt-plants is to mix by weight as a matter of convenience.) for some reason a change in fillers is made and filler #2, now in use, has a smaller percentage of weight per unit volume. As a direct result of this, the following things may happen. 1. Lower density of the finished product. 2. Resulting increase in volume of aggregate giving new mix a dry appearance. 3. Checking, etc., during construction, if new mix is deficient in bitumen. 4. Increased volume of material in mixer box. 5. Increased yardage of pavement of a given thickness, or may result in laying extra depth of pavement without being aware of the fact, or giving impression of under-run of bitumen (as an.under- run in concrete work). 8. Iield In the matter of yield we again find volume-weight to be an important factor. For clarification, I cite the following example: one filler may yield a weight of mix- ture of 100 pounds per square yard, another, a mixture of 50 pounds per square yard. It is quite obvious, both fillers being comparable in other respects, that the 50 pound per square yard mixture is the logical mix to use. lantastic as this may seem to one unacquainted with this subject, logical reasoning will show it to be exactly the r070". e O 9. REPORT ON LIMESTONE DUST AS FILLER FOR ASPHALT PAVEMENTS Introduction ASphalt pavements are naturally divided into two distinct groups: the penetration type, in which the asphalt filler is applied externally and penetrates the structure by gravity; and the premixed type, in which aggregates and binder are together in given proportions before they are applied. There are numerous variations of these two fundamental types of asphalt pavement. Hodification as to composition enables both types to be used as foundation.and wearing surface, and both may be constructed with or without the aid of heat. This report concerns only asphaltic mixtures of the premixed type, no consideration being given to the penetration type. The purpose of this investigation has been to deter- mine, by laboratory tests, the relative stablizing and water proofing values of limestone fillers as used in asphalt paving mixtures. Asphalt In all tests an asphalt having properties as listed below, was used. This is the same as used by the City of Lansing. lame of material - Asphalt cement Source of material - City of Lansing Sampled from. - Storehouse 10. Used on - Streets of Lansing, muchigan Received at Lab. - May, 1929. Sp. gravity 1.050 risen point °r 540 sir. point °r 590 Penetration, 100 gram weight for 5 sec. at 77°: 49.5 Bitumen soluble in 082 - % 99.86 Heated to 630°! ' no foaming Sand The sand used in these tests is one which is used by the City of Lansing, Nuchigan, for asphalt pavement con- struction. Only that portion of the sand, passing a 10 mesh sieve and retained on 200 mesh sieve, was used, as specified by Lansing City engineer. Analysis as shown below: (600 g. sample) SIEVE ANALYSIS Rstained on, Epight (grams) Percentage 10 55.5 10.69 16 10.8 2.16 20 13.6 2.72 50 15.1 3.02 40 46.4 9.28 50 56.5 11.30 80 174.1 54.80 100 46.5 9.62 200 59.5 ' 11.97 pan 22.2 4.44 500.0 100.00 11. Filler The fillers used in this test were furnished through the courtesy of the Black-White Lime Company, Quincy, Illinois. Physical properties of the fillers as given below: (Each 100 g. sample) LIMESTONE DUST #1 Retained on 523533 (grams) Percentage 40 0.40 0.40 50 1.95 1.95 80 13.00 13.00 100 9.55 9.55 200 28.25 28.25 pan 46.85 46.85 100.00 100.00 LIMESTONE DUST #2 Retained on jflgig§3,(grams) Percentage 50 0 0 80 1.30 1.3 100 2.00 2.0 200. 15.00 13.0 pan __83.70 85.7 100.00 100.00 Hethcd of Mixing All test specimens were mixed in the following manner: Dry sand and filler were weighed out to 0.1 grams. This 12. was then heated to 350°!, and thoroughly mixed. The asphalt is then weighed in to 0.1 gram and contents mixed for approximately 2-3 minutes or until thorough incorpor- aticn of the asphalt is insured, using a flat knife as a mixer and finishing the mixing with an ironing pressure between the flat blade of the knife and side of dish, to iron out all lumps. Then approximately 150 grams of mixture is placed in heated mold, tamped, compressed with a pressure of 5,000 pounds per square inch, pressure being immediately released. The cylinder is then forced out of the mold, placed in an upright position and allowed to cool over night. Each cylinder was mixed separately, merely as a means of possibly obtaining greater precision in results. Hummurcs Tested In this test the percentage of asphalt was varied from 9% to 13% inclusive. The filler was in percentages of 10-12-14-16~18, thus giving 75 different mixes for each filler tested. land as heretofore mentioned. gpthod of Shear Test Bach specimen is tested by placing it, original tap end down, in the testing mold and inserting the plunger. Pressure is applied fairly rapidly. As the test mixture is loaded, it distorts at the orifice in the testing ring. The pointer will rise Quite rapidly to a maximum Just . . , . .s V. a ~‘ a - . - I . .. t *V . - 0 Ft . . C O . . ‘ I ' a a . . . ‘ ‘ , a . . . . ' r'. e ’v ‘- - o- . . r e , ‘ . '- I \ r 4 ‘ — . s . ‘ ' ‘ ' V " ‘ ‘ I s A s ' ‘ ' I s . as ’- . , - t ' , . - , . s‘ . . V ' A ‘ e . o i , _ I I I ’ \ b ~. 0' k, r . - - I h. . . - . w u , 7 , O O v 0 ' ‘ v Q ‘ 7 . - .- x o . g . 7 _ . . . . ,1 . . .- . O . . ' s‘ .1 I- e , - r . _ . — s r s " ' r ’ I. I . J J . , .. " V I ' I ~ O ' .- . . a I ‘“- -—- > . ...#. -- ~ . w ' . A . . , L ‘ .— _ ’ .v I‘- ' " , n (c a f I l V — . p 7— ‘ 3' ' «' ‘ . . a - , , . '. “V 4 | ' .. ._, . a c . l » . ‘ . v9 - — — I. ' . - ' _ -_ . . a. a’ . - — . ' . s ’ . "‘ .e '< ' ;‘ (K i ..J - » g . 'J x‘ 5 s4 . 4 ‘ s, ‘ A ' t ‘ (‘1 . , . ». V .. 7 - -. .- _ _- .. - - - o..- q ,u 9 .1 i .v- . ‘, ‘ I. 1‘ ' ’ r u ’ a . I ‘ e ‘ s ' l a . y- ~h . .. ’ , . - . L .. \ ' q‘ ' t s ' 1‘ _ ' . ' _ a D , t . .~ - 1' . , - I e . , . . a. x ‘ . " " . ' ' ‘ r . . . 9 I ~ - .g _4 _ ) _ . . , , 7- -1 I e O- ‘ C O r . < ' > . e m . 4 ~ .-, . . ‘ _ , ' ‘ ' ' x -1 -. - . e — .1 J 13. before the bond is broken. Continuation of pressure results in the load fluctuating below the maximum as flow of the mixture progresses. The maximum load registered by the pointer is recorded as the stability value of the specimen. After testing, the mold is cleaned before pro- grossing to the next specimen. 111 testing*was done in a water bath at 135°! to 140°}, generally regarded as the most severe temperatures to which an asphalt pavement will be submitted. 14. WATER ABSORPTION TEST Discussion Absorption is primarily a function of degree of compression, i.e., relative denseness. Mixtures with low mixture-voids will show low absorption. As asphalt is defined as "a mixture of bitumens mutually dissolved", these bitumems being in a fluid state at ordinary temper- atures and are almost totally immiscible with water. Upon this the water repellent properties of asphalt depend. Another factor is polymerization. By this is meant the combination or fraternisation of tow or more molecules of a substance, resulting in a change of preperties, which is usually quite marked. There is a very definite minimum film thickness below which one cannot go without destroying the water-resistant qualities of the pavement. This film thickness obtained with any bitumen content depends entirely on the area that bitumen has to cover, and the film thickness determines the weather resistant qualities of the pavement. lethod The cylindrical briquettes were totally immersed in the water bath, which in this test was held at 75°}, for se hours. The weight of the briquette is taken before imersion and then after the 24 hour period. The percent- age of water absorption for this period is then determined 15'. by the formula, P - B - A x 100, where: I. ' initial weight of briquette B - weight after immersion period P ' percentage absorbed. 16, GENERAL CONCLUSI OHS The tests show filler number two to be the most desirable, both from a standpoint of absorption and stability. 1 mix of 10-16-74 produces most desirable results being high in stability while low in absorption. This mix is workable and easily compressible. These results were to be expected as filler number two contains about 86% of material passing the 200 mesh sieve, which is the grade used most extensively in highway work. This percentage of fine material gives good density, stability and absorption properties to the mix. The main reason for these tests was to determine the suitability of these certain fillers when used in con- Junction with the specified sand, as at present Silica Dust is being used as a filler. 17. D434 m: Abgcgptign [pgcentL Stability Filler jl Piller fl. 8 tiller #1 Filler #2 9-10-81 0.85 0.83 4460 2630 9-12-79 0.77 0.79 4680 3060 9-14-77 0.71 0.74 4130 3390 9-16-76 0.67 0.73 4020 3360 9-18-77 0.62 0.53 3920 3350 10-10-80 0.75 0.72 3510 2970 10-12-78 0.61 0.58 3680 3490 10-14-76 0.57 0.42 3690 3580 10-16-74 0.55 0.20 3640 4057 10-18-74 0.48 0.16 3560 3880 11-10-79 0.43 0.35 3230 2610 11-12-77 0.42 0.23 3070 3000 11-14-75 0.41 0.16 2940 3040 11-16-73 0.41 0.13 2810 3020 11-18-71 0.35 0.097 2670 2430 12-10-78 0.34 0.26 2810 2190 12-12-76 0.33 0.18 2840 2430 12-14-74 0.31 0.13 2850 2130 12-16-72 0.28 0.095 2660 2040 12.13.70 0.37 6.071 2550 1550 13-10-77 0.21 - 1640 ' 13-12-75 0.20 - 2290 - 13-14-73 0.17 - 2320 - 13-16-71 0.14 - 1970 - 13-18-69 0.07 - 1230 ' '1 -7 . - .. D I ‘f I ,r. e , I . . v u- , . >- u . . .—- — ‘ n ‘ . . -— _ - t _ \ _ _ , - c. —. 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A 1!. r.- w. ~‘Q‘ 1 ...__4 ., . &-H - *4; .‘ o 6 o 4 .. f *4. *——9 |.4—rt u» vto ¢. .. ‘ ‘roc‘ (QI‘ 01.. ...‘-. -c 9 4 . r o '0 po'rq‘v .‘ .. o. ..y \I A— -9 ; O-r" . . . , . * . . b . ,2 V. H l: '0. .11. g.. {. L Hi :3? L113. .13: Kt: r4 0» v o .4 . ' | ‘9‘» «.‘ML -.u...§o~9.. ( 4 ~... ... ovrlqu Po ~ I. .‘o v‘ 't.. . AI r .p. > _ ‘0 7. ,, .. .. . '> .u .- ‘ p» ~+§+. to. A A Okfil—lo‘ b -5 t at» ‘ O—H I o .‘. ‘pL‘ J-o ~~4r~ . ‘. .A., ‘0» 9.0 ‘r ,J-o I.» :35? harm “Mums... 434., ..‘ 00 73 630‘ . -D. -o \ g. | ‘ ..f t:.«u.r 4 +d’v.~+ :11 + v ‘ . J .‘J .- ”1 L31 *1 11‘ _, . ,4 1:11 I on T9 b. o < A . O. . . ..-Q—vfio—u-bmo-fi , 1.1., .&o-.‘>- 9 . 5 II... ‘ *- v Hp... v—rv . o J 41 4. . ~. V o pub-“.04 ‘ 4o~§'—-~Q .-.;s.’ V" 18. BIBLIOGRAPHY Sheet Asphalt Mixture Research Hugh W. Skidmore, Pres. Chicago Paving Lab. Reprint from Roads and Streets - April, 1925. .Municipal and County Engineering Report on “Illinois First Black Base Highway October, 1923 - vol. LIV-4. The Asphalt Association Circular No. 44 ‘Reports on "Black Base", by Hugh W. Skidmore and Harry F. Harris. The Asphalt Association Circular No. 34 Researches on Asphalt Paving Mixtures, by Prevost Hubbard and Fe Ce ”0160 The Asphalt Association Circular Ho. 43 Asphalt Pavement Research, by W. J. Emmons, Highway Research Specialist, U. 8. Bureau of Public Roads. Correlation of the Stability Test with the Behavior of’Pavements Under Traffic, by Prevost Hubbard and I. 0. field. Sand for Sheet Asphalt Pavements, by C. W; Crane, New York City. 9. ll 19. The Asphalt Association Circular No. 66 Research and Practical Experience by A. W. Dow Practical Application of the Shear Test by H. W. Skidmore. Practical Application of the Stability Test, by Drevos t Hubbard . Design of Bituminous Pavements Reprint from Roads and Streets, by H. W. Bkidmcre, December, 1925. Engineering News Record Chicago Heavy-Traffic Street Teets Asphalt Mixtures December 2‘7, 1923. Municipal and County Engineering Asphaltic Mixtures with Special Reference to the Relation Between Bitumen and line Material, by H. W. Skidmcre - January, 1923, Vol. LUV-d. Municipal and County Engineering Asphalt Specifications Open vs. Closed, by Gene Abson May, 1926 - Vol. LIX-6. Runioipal and County Engineering ‘Rutting and Rolling” of Asphalt Pavements, by H. W. Bkidmore - January, 1928, Vol. LXII-l. 20. Pine Aggregates in Bituminous Mixtures Voids - Iorkability and Compressibility - Stability - Moisture Absorption - Durability, by H. W. Skidmore. Reprinted from Roads and Streets, October, 1929. Practical Application of the Shear Test to Bituminous lixtures Linking Design and Field, by H. W. Skidmore. Reprinted from Roads and Streets, January, 1929. _ ‘L A...‘ (Imp l.., . . 2. [bk «(5 141. ... V :1 ii!!! .i. ,v . 1!. 1.. I‘Viie ... I O u .i' I. u'. 'l-