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Statistik Pengunjung
Jumlah Pengunjung : 113286 Pengunjung Online : 2 Hari Ini : 915 Semalam : 1565 Minggu ini : 81748 Bulan ini : 7214 Tahun ini : 113239 Kemaskini terkini : 04/12/2008 12:08:31 Tarikh lancar : Nov 2007

Anda di sini : Soalan Lazim

TERKINI BENCANA

Soalan Lazim

Soalan (1)

Filler material - Why lime rather than cement?

Jawapan

Lime, in the form of limestone or hydrated lime, is a better anti-stripping agent than cement. It can also act as an anti-oxidant.

Lime as anti-stripping agent;

a. Acids in the bitumen migrate to the bitumen – aggregate interface and form salts with sodium and potassium minerals which are frequently associated with stripping-prone aggregate. These salts are much more soluble in water than calcium salts. Lime encourages the formation of calcium salts resulting in a material which is more resistant to stripping.

b. Lime reacts with most silicate aggregate to form a calcium silicate crust which has a strong bond to the aggregate and has sufficient porosity to allow penetration of bitumen to form another strong bond.

Lime as anti-oxidant;

Lime reduces the rate of oxidation and hence hardening of bitumen possible by absorption of polar oxidation products on the lime surface which could act as pro-oxidant.

Soalan (2)

What is the use of mineral filler in asphaltic concrete mixture?

Jawapan

Mineral filler is necessary to fill up the air voids between the aggregate particles, reducing the voids to 3 – 5% levels as required by SPJ. As a result, the aggregate interlock is improved thus stiffens the mix.

Soalan (3)

What are the circumstances whereby previous mix design can be allowed to be used?

Jawapan

National Asphalt Specification of Australia allows previously designed mix to be used subject to the following conditions;

i. The project is undertaken within a two-year period of mix design work for previous approval of the job mix formula.
ii. The type, quality and sources of all constituent materials remain unchanged.
iii. The proportions of the constituents are not varied by more than 20% from the original job mix formula.
iv. The in-service performance of the previous job mix formula materials has been satisfactory.

Soalan (4)

Why can’t there be a mix design which can be readily adopted throughout the country, and why need to carry out mix design every time there is a new road project?

Jawapan

In order to answer these questions, one needs to look at the nature of the aggregates.

Aggregates vary from place to place in their geological origins (granite, limestone, basalt etc.), surface texture, shape etc. As such, two set of aggregates having identical grading but of different surface texture and shape will, under the same compactive effort, produce different air void contents. Even if the compactive efforts are not the same, the air voids produced will have different systems. Hence, although one particular grading may give the best mixture with one set of aggregates, a variation in the grading and/or bitumen content may be required if a different set of aggregates is used.

Thus for any given aggregate grading and type, there is an optimum bitumen content that will produce a satisfactory mixture. A significant variation from the optimum bitumen content can lead to premature failure. An excess of bitumen will lead to a surfacing material that readily deforms under traffic loading while a deficiency can cause a rapid hardening of the relatively thin film of bitumen coating the aggregates.

Even for any specific project, there is a need to revise the mix design if the source of aggregates keeps changing especially for mixing plants which don’t have their own quarry face and are dependent on the supply of aggregates from various sources from outside.

Soalan (5)

What happen if the air voids is too low?

Jawapan

When air voids is too low which is usually caused by excessive bitumen, the mechanical interlock within the aggregate skeletal structure is reduced. This will result in structural instability and the surfacing material consequently shears under traffic loads.

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