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Qualitative Assessment of the Sioux Quartzite in Asphalt Hot Mixes

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Qualitative Assessment of the Sioux Quartzite in Asphalt Hot Mixes 120 TRANSPORTATION RESEARCH RECORD 1096 Qualitative Assessment of the Sioux Quartzite in Asphalt Hot Mixes A. A. SELIM Quartzite is known to be a more expensive material than Dell Rapids or Sioux Falls, South Dakota. This quartzite, natural aggregate (natural gravel and sand) to use in asphalt which amounted to several thousand tons over the years, had hot mixes. Therefore many engineers are reluctant to use it in been used in several road projects in Iowa. Some of the order to keep construction costs down, particularly during quartzite was hauled on unit trains to locations as far as 200 mi periods of difficult economic times. This point of view did no justice to quartzite, particularly when the engineering proper­ from Dell Rapids. Quartzite used by the state of Iowa cost as ties of quartzite are recognized by many professionals as being much as $22.00 per ton delivered (J). superior to natural aggregate. A study was conducted to deter­ mine the feasibility of using quartzite in hot mixes in lieu of QUANTITATIVE AND QUALITATIVE ASSESSMENT natural aggregate in areas near the quartzite outcrops. Labo­ OF HOT MIXES MADE WITH QUARTZITE VERSUS ratory tests Indicated that mixes made with quartzite yielded better air voids, flow, density, and voids in mineral aggregates THOSE MADE WITH NATURAL AGGREGATES (VMA). Field performances proved that quartzite surfaces possess higher Dynaflect values as well as higher skid resis­ The integrity of hot mixes relies on several factors. Some are tance numbers. Economic analysis revealed that during a rea­ related to the proper design of the mix as well as proper sonable lifespan of a pavement, the total expenses incurred identification of the characteristics of the main components in (initial investment, maintenance, etc.) are less for quartzite the mix. Others deal with environmental, traffic, construction, surfaces than for natural aggregate surfaces. At the break­ even point between quartzite and natural aggregate, the dif­ and maintenance factors. To conduct a comparative study ference in costs can be used to transport quartzite greater between two different types of aggregates, it is essential that all distances. Computer programs were developed to determine parameters remain unchanged except the aggregate itself. the distance quartzite can justifiably be used without adding At this stage of the research, the standard Marshall mix any more expenses to the pavement. design method was employed to examine the quality of the mixes made with the two different types of aggregates (2). Preliminary investigations revealed that quartzite taken from The Sioux quartzite exists in large deposits in the southeastern various outcrops throughout the Sioux formation might vary part of South Dakota and the southwestern part of Minnesota. slightly in color and specific gravity, but generally has the same The approximate extent of the exposure is 70 mi long in an basic chemical and engineering properties. Therefore, quartzite east-west direction, and 30 mi wide in a north-south direction. samples from the Spencer Quarry were employed in this Most of the exposures in South Dakota are in Minnehaha research to be compared with the natural aggregate from County, with the largest outcrop in Dell Rapids and second Brookings. The gradation used was that of South Dakota largcst"in Sioux Falls (see Figure 1). A sizable exposure termed Department of Transportation Class G-Type 2 (1/2 in.). An AC "natural aggregate" will be used throughout the text to 85-100 was used in preparing the test specimen. describe gravel and sand found in natural deposits, which Several standard ASTM tests were conducted to identify the might require some crushing to improve surface textures. properties of both aggregates and asphalt. The results were The unit price of quartzite is commonly higher than that of documented and used in subsequent work. Computer programs natural aggregate because of (a) its limited exposure, which were developed to perform the tedious calculations involved increases transportation costs to the various job sites, and (b) (1). Tables 1 and 2 and Figures 2-6 show the final outcome of the way it is mined, which includes blasting, crushing, and the density voids and stability-flow analysis for both aggre­ screening. Highway engineers and contractors who have used tates. quartzite consider it to be an excellent material for pavement The Marshall mix design method was employed to examine construction, and their reluctance to use it is due primarily to the effect of asphalt content on the mix characteristics. Final budget constraints. A questionnaire was mailed to several mid­ interpretation of data indicated that the optimum asphalt con­ western state highway departments to examine the extent of tent when natural aggregate is used in the hot mix was 6.55 quartzite usage (J). percent, whereas the percentage of asphalt required when The general belief expressed by a number of these agencies quartzite is used was only 5.70. This preliminary finding that used quartzite in their asphalt mixes and overlays was becomes significant during the economic analysis presented favorable, and if financial constraints were not considered a later in this paper. limiting factor, quartzite would have been used in more high­ way construction projects. Sizable amounts of the Sioux SKID RESISTANCE, DYNAFLECT, AND FIELD quartzite had been used in Iowa, primarily imported from either PERFORMANCE OF ASPHALT SURFACES One of the main critical elements in pavement management is South Dakota State University, Brookings, S.D. 57007-0495. to evaluate the skid resistance periodically and monitor its level SELIM 121 Dell Rapids 0 spenoer o FIGURE 1 An outcrop map of Sioux quartzite in South Dakota. of performance to ensure an adequate and safe driving surface. quartzite surfaces were consistently higher in skid number as Several unfavorable consequences can result from the loss of well as the Dynafiect value. proper skid resistance, ranging from higher maintenance cost to Table 3 gives results typical of those collected on skid fatal accidents. It is no coincidence that accident rates have resistance and Dynafiect from many pairs of pavement sec­ been shown to increase when pavements skid number (S.N.) tions. The data were gathered from 1-90 in South Dakota where drops below 40 (3). two sizable sections were overlaid with a 2-in. hot mix. One Several hot-mix pavement surfaces containing quartzite section employed natural aggregate and the other contained were examined and compared with other hot-mix pavement quartzite. Data on skid resistance and Dynaflect were collected surfaces containing natural aggregate having the same age. The after approximately 18 months of service. Statistical analysis TABLE 1 SUMMARY OF DATA-BROOKINGS NATURAL AGGREGATE Percent Mix Bulk Volumes(%) Effective Unit Corrected Asphalt Specific Free Total Air Percent Asphalt Weight Stability Specific Content Gravity Asphalt Aggregate Voids VMA Content (pct) (lb) Flow 3.00 2.241 2.81 80.93 16.26 19.07 1.35 139.85 1,935.4 10.00 4.00 2.309 5.07 82.53 12.40 17.47 2.37 144.10 2,300.9 10.33 6.00 2.355 9.61 82.39 8.00 17.61 4.40 146.92 2,019.6 14.00 7.00 2.353 11.82 81.46 6.72 18.54 5.42 146.82 1,513.5 19.17 8.00 2.336 13.93 80.01 6.06 19.99 6.44 145.77 1,065.2 29.17 Note: VMA = voids in mineral aggregates. Coarse aggregate: specific gravity = 2.68, absorption = 1.56 percent. Fine aggregate: specific gravity = 2.69, absorption = 1.83 percent. Mineral filler: specific gravity = 2.70. Asphalt (85-100 penetration): specific gravity = 1.079. TABLE2 SUMMARY OF DATA-SPENCER QUARTZITE Percent Mix Bulk Volumes(%) Effective Unit Corrected Asphalt Specific Free Total Air Percent Asphalt Weight Stability Specific Content Gravity Asphalt Aggregate Voids VMA Content (pct) (lb) Flow 3.00 2.253 5.22 82.05 12.73 17.95 2.50 140.57 1,962.6 9.67 5.50 2.368 11.00 84.02 4.98 15.98 5.02 147.75 2,061.9 11.83 6.00 2.385 12.19 84.19 3.62 15.81 5.52 148.84 1,913.0 13.67 6.50 2.386 13.23 83.22 3.55 16.78 6.02 148.92 1,723.2 15.50 7.50 2.356 15.34 81.84 2.82 18.16 7.03 147.03 1,250.0 23.33 Note: VMA =voids in mineral aggregates. Coarse aggregate: specific gravity = 2.64, absorption= 0.41 percent. Fine aggregate: specific gravity = 2.68, absorption= 0.61 percent. Mineral filler: specific gravity = 2.70. Asphalt (85-100 penetration): specific gravity = 1.079. 122 TRANSPORTATION RESEARCH RECORD 1096 on data in Table 3 revealed that there is difference between th.e means of the two different treatments. The difference was significant in both skid numbers and Dynafiect values at the 5 percent level. Data provided by the Minnesota Department of Transportation on skid resistance and Dynafiect supported the same findings as did the data provided by South Dakota high­ ways . 18 • ECONOMIC ANALYSIS When different items in a typical highway construction project are ranked by cost, frequently pavement appears at the top. A 17 poor pavement can be a curse to the users as well as the ~ • owners. Maintenance costs over the life span of the pavement can be many times greater than the original cost of the pave­ ment. Pavement maintenance is not only an expensive 16 • ~ • endeavor but also causes substantial inconvenience to the road users because of frequent closings to make the necessary repairs. When designing a hot mix, special attention should be 15 given to the aggregate because it constitutes approximately 92 to 95 percent of the mix by weight and 80 to 85 percent by 0 Natural Aggregate volume.
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