CHAPTER I

INTRODUCTION

1.1 GENERAL
The increase in road traffic during the last two decades, in addition to an insufficient degree of
maintenance, has caused an accelerated deterioration of road structures in many countries. For
certain applications, such as bridges, runways and surfaces with high-traffic loading, special
binders are urgently required. Polymer additives are well-known to improve the mechanical
properties of asphalt. The purpose of asphalt modification (PMA) is to achieve the desired
engineering properties to prevent asphalt from the main pavement defects, such as rutting at
high temperatures, fatigue strength, and crack initiation and propagation in the low-temperature
region. Among the different polymers used in asphalt modification are polyolefin such as
polyethylene (PEs; low-density polyethylene (LDPE), linear low-density polyethylene
(LLDPE), and high density polyethylene (HDPE)), polypropylenes (isotactic and atactic), and
their copolymers. The addition of polyolefin to asphalt is known to enhance its in-service
properties, yielding improved thermo-mechanical resistance, elasticity and adhesion . HDPE is
known to exert an important change in the mechanical behavior of the asphalt. This influence
was even more remarkable for HDPE-modified asphalt, because this polymer was more
difficult to disperse within the asphalt than others, such as low-density polyethylene (LDPE). .
Generally, all the hard surfaced pavement types are categorized into two groups, i.e. flexible
and rigid.

1.1.1 Flexible Pavement

If the surface course of a pavement is bitumen then it is called "flexible" since the total
pavement structure can bend or deflect due to traffic loads.

1.1.2 Rigid Pavement

If the surface course of a pavement is PCC then it is called "rigid" since the total pavement
structure can’t bend or deflect due to traffic loads. Such pavements are much stiffer than the

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flexible pavements due to the high modulus of elasticity of the Plain Cement Concrete material.
Importantly, we can use reinforcing steel in the rigid pavements, to decrease or eliminate the
joints.

Road surface with neat bitumen can cause bleeding in hot climate, may develop cracks in cold
climate, possess fewer loads bearing capacity and can cause serious damages because of higher
axle load in present conditions due to rapid infrastructure development. Useful life of
bituminous overlays has reportedly declined 7-8 from average life of 5-6 years in the past to
about 3-4 years at present as compared to average pavement life (5-6 years) in abroad. India has
to raise transportation system to a higher level both in terms of length and quality.

1.2 BITUMINOUS MIX DESIGN

1.2.1 Overview

The bituminous mix design aims to determine the proportion of bitumen, filler, fine aggregates,
and coarse aggregates to produce a mix which is workable, strong, durable and economical.
There are two types of the mix design, i.e. dry mix design and wet mix design.

1.2.2 Mix design

Bituminous mix design is used to find:

 Optimum bitumen content to ensure a durable pavement,

 Sufficient strength to resist shear deformation under traffic at higher temperature,
 Proper amount of air voids in the compacted bitumen to allow for additional compaction
done by traffic,
 Sufficient workability, and
 Sufficient flexibility to avoid cracking due to repeated traffic load.

1.2.3 Requirements of bituminous mixes

Bituminous mixture used in construction of flexible pavement should have following

properties:-

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1. Stability

2. Durability

3. Flexibility

4. Skid resistance

5. Workability

1.3 ROLE OF PLASTIC IN BITUMINOUS PAVEMENTS

Modification of BC, with the synthetic polymer binder can be considered as a solution to
overcome the problems, arising because of the rapid increase in wheel loads and change
in climatic conditions. Polymer modification can be considered as one of the solution to
improvise the fatigue life, reduce the rutting & thermal cracking in the pavement.
Bitumen, when blended or mixed with the polymer, forms a multiphase system, containing
abundant asphaltenes which are not absorbed by the polymer. This increases the viscosity of the
mix by the formation of a more internal complex structure.

1.3.1 Plastic the different types of plastic are as under:

1.3.1.1 PET

Plastic Polyethylene Terephthalate sometimes absorbs odours and flavours from foods and
drinks that are stored in them. Items made from this plastic are commonly recycled. PET plastic
is used to make many common household items like beverage ebottles, medicine jars, rope,
clothing and carpet fibre.

1.3.1.2 High-Density Polyethylene

High-Density Polyethylene products are very safe and are not known to transmit any chemicals
into foods or drinks. HDPE products are commonly recycled. Items made from this plastic
include containers for milk, motor oil, shampoos and conditioners, soap bottles, detergents, and
bleaches. It is NEVER safe to reuse HDPE bottle as a food or drink container if it didn’t
originally contain food or drink
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1.3.1.3 PVC

Polyvinyl Chloride is sometimes recycled. PVC is used for all kinds of pipes and tiles, but is
most commonly found in plumbing pipes. This kind of plastic should not come in contact with
food items as it can be harmful if ingested.

1.3.1.4 Low-Density Polyethylene

Low-Density Polyethylene is sometimes recycled. It is a very healthy plastic that tends to be

both durable and flexible. Items such as cling-film, sandwich bags, squeezable bottles, and
plastic grocery bags are made from LDPE.

1.3.1.5 Polypropylene

Polypropylene is occasionally recycled. PP is strong and can usually withstand higher

temperatures. It is used to make lunch boxes, margarine containers, yogurt pots, syrup bottles,
prescription bottles. Plastic bottle caps are often made from PP.

1.4 NEED AND OBJECTIVE

1.4.1 Need

The use of plastic materials such as carry bags, cups, etc is constantly increasing. Nearly 50%
to 60% of total plastic are consumed for packing. Once used, plastic packing materials are
thrown outside and they remain as waste. Plastic wastes are durable and non-biodegradable.
The improper disposal of plastic may cause breast cancer, reproductive problems in humans
and animals, genital abnormalities and much more. These plastic wastes get mixed with water,
disintegrate, and take the forms of small pallets which cause the death of fishes and other
aquatic life who mistake them as food material. Sometimes they are either land filled or
incinerated. Plastic wastes get mixed with the municipal solid waste or thrown over a land area.
All the above processes are not ecofriendly as they pollute the land, air and water. Under these
circumstances, an alternative use of these plastic wastes is required. So any method that can use
this plastic waste for purpose of construction is always welcomed.

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1.4.2 Objective

Low density polyethylene is used extensively to produce carry bags for domestic goods. These
bags become solid waste after their use for short periods and cause serious waste disposal
problem. In order to solve this environmental problem partly and at the same time to improve
the performance of bituminous concrete waste plastics were used for the investigation. The
objective of the present investigation is given below:

1. To evaluate the performance of plastic bitumen formulations by testing various physical

and engineering properties of bitumen.
2. To evaluate the polymer modified bitumen in context of the construction of the cost
effective flexible pavements.

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 CHAPTER II

LITERATURE REVIEW
Review of Literature helps to identify the concepts relating to the research topic and
potential relationship between them. It also helps in appropriate analysis of data. Moreover
it gives broader vision and even the secondary data to the research.

2.1 GENERAL
Bitumen has been widely used in the construction of flexible pavement for a long time.
Bituminous materials perform quite satisfactorily if designed and manufactured
properly. However, certain special applications, such as where traffic is heavy, require
material that can improve the fatigue life and resistance to permanent deformation of
paving mixtures. The modifiers like sulphur and crumb rubber, polymers seem to have
drawn more attention of researchers in this field in the recent past, mainly because of
their multifarious beneficial effects and availability of number of polymers in the
market. Polymers can be used either to modify the bitumen in wet process i.e. the
polymers are added to the heated bitumen and mechanical mixing is done so as to get
polymer modified bitumen. While in the dry process polymers are mixed with heated
aggregate and conventional bitumen is then mixed with the polymer coated aggregate to
get the modified bituminous mix. Many research works have been carried out for the
polymer modified bituminous mixes using wet process while few research are carried
for the polymer modified bituminous mixes with dry process.

2.1.1 Evolution of mix design concepts

I. During 1900’s, the technique, of using bitumen in pavements, was first used on
rural roads in order to prevent rapid removal of the fine particle such as dust,
from Water Bound Macadam, which was caused due to fast growth of
automobiles [Roberts et al. 2002]. At initial stages, heavy oils were used as dust
palliative. An eye estimation process which is called pat test, was used to
estimate the required quantities of the heavy oil, in the mix.
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 II. The 1st formal method of mix design was Habbard field method, which
was actually developed on sand-bitumen mixture. Mixtures with larger sized
aggregate particles could not be handled in this method. This was one limitation
of this procedure.
III. Fransis(1942); who was a project engineer of California Department of
Highways, has developed the Hveemstabilometer in 1927. He did not have any
previous experience on judging, the required mix from its colour, hence he
decided to measure various mixture parameters to find the optimum quantity of
bitumen. He had used the surface area calculation concept, (which was
already in use, at that time for the cement concrete mix design), to estimate
the quantity of bitumen actually required.
IV. Bruce Marshall developed the Marshall testing machine just before the World
War-II. It was adopted in the US Army Corpes of Engineers in 1930’s
and subsequently modified in 1940’s and 50’s.

2.1.2 Recent applications

A 25 km plastic modified bituminous concrete road was laid in Bangalore. This plastic
road showed superior smoothness, uniform behaviour and less rutting as compared to a
plastics-free road which was laid at same time, which began developing “crocodile
cracks” very soon after. The process has also been approved, in 2003 by the CRRI
(Central Road Research Institute Delhi).
Justo et al.(2002), at the Centre for Transportation Engineering, of Bangalore University
used processed plastic bags as an additive in asphalt concrete mixes. The properties of
this modified bitumen were compared to that of ordinary bitumen. It was noted that
penetration and ductility values of modified bitumen was decreasing with the increase in
proportion of the plastic additive, up to 12 % by weight.
Awwad et al. (2007), polyethylene as one sort of polymers is used to investigate the
potential prospects to enhance asphalt mixture properties. The objectives also include
determining the best type of polyethylene to be used and its proportion. Two types of
polyethylene were added to coat the aggregate High Density Polyethylene (HDPE) and
Low Density Polyethylene (LDPE). The results indicated that grinded HDPE

7
 polyethylene modifier provides better engineering properties. The recommended
proportion of the modifier is 12% by the weight of bitumen content. It is found to
increase the stability, reduce the density and slightly increase the air voids and the voids
of mineral aggregate.
Shankar et al.(2009), crumb rubber modified bitumen (CRMB 55) was blended at
specified temperatures. Marshall’s mix design was carried out by changing the modified
bitumen content at constant optimum rubber content and subsequent tests have been
performed to determine the different mix design characteristics and for conventional
bitumen (60/70) also. This has resulted in much improved characteristics when
compared with straight run bitumen and that too at reduced optimum modified binder
content (5.67%).

2.1.3 Polymer modification

Al-Hadidy and Yi-qiu (2009) investigated the potential use of pyrolysis a low density
polyethylene (LDPE) as a modifier for asphalt paving materials. Their research results
indicate that modified binders show higher softening point, keeping the values of
ductility at minimum range of specification of (100+ cm), and cause a reduction in
percentage loss of weight due to heat and air (i.e. increase durability of original
asphalt. A review of the standard binder testing and grading results indicates that
Penetration at 250C will generally decrease as LDPE content increases, which indicates an
improved shear resistance in medium to high temperatures. The addition of LDPE kept the
ductility values at a minimum range of ASTM and SCRB specifications of 100 + cm up to
6% LDPE content. Softening point tend to increase with the addition of LDPE, which
indicates improvement in resistance to deformation. The percentage loss of air and heat
decreases with the addition of LDPE (i.e. the resistance of asphalt to the action of
temperature and temperature changes and the action of heat increases).The
photomicrograph indicated that LDPE and asphalt are compatible to an extent. Penetration
index values indicated that LDPE reduced the temperature susceptibility of asphalt. A
review of the Marshall, indirect tensile strength and flexural strength results indicated that
the pyrolysis LDPE was effective in preventing excessive draindown of the SMA mixtures

8
(i.e. bleeding phenomenon). The mixtures containing the LDPE greatly exceeded the
indirect tensile strength requirements set by the SC DOT. The tensile strength ratios for the
mixtures containing the LDPE were greater than 85%. This indicates that this type of
additive does not cause the mixture to weaken when exposed to moisture. The inclusion of
LDPE increases the stiffness and modulus ofrupture values of the asphalt mixtures at low
temperature (-100C) which may reduce the cracking potential of pavements at low
temperatures. LDPE- modified asphalt mixtures were found to have lesser strain values
compared to conventional asphalt concrete mixtures. Results indicated that flexible
pavement with high performance, durability and more economic can be obtained with6%
pyrolysis LDPE.

Aslam and Rahman (2009) studied both dry and wet mix and concluded that the dry process
is more economical and beneficial for construction of flexible pavements. Because in case
of higher percentage of polythene in wet process they get separate out from bitumen on
cooling, so it needs some additives. In the modified process (dry process) plastics-waste is
coated over aggregate. This helps to have better binding of bitumen with the plastic-waste
coated aggregate due to increased bonding and increased area of contact between polymer
and bitumen. The polymer coating also reduces the voids. This prevents the moisture
absorption and oxidation of bitumen by entrapped air. This has resulted in reduced rutting,
raveling, and there is not pothole formation. The road can withstand heavy traffic and show
better durability.

Casey et al. (2008) studied the development of a recycled polymer modified binder for use
in stone mastic asphalt. From their study it was found that the addition of 4% recycled
HDPE into a pen grade binder produced the most promising results, and results
obtained from wheel track and fatigue tests show that although the binder does not deliver
equivalent performance means dose not perform to the same high levels as a proprietary
polymer modified binder, it does out-perform traditional binders used in stone mastic
asphalt. Seven widely available thermoplastic polymers were examined for their
suitability in PMBs, namely LDPE, MDPE, HDPE, PVC PP, PET and ABS. Initial
screening was conducted to assess compatibility with the base binder, resulting in the
elimination of MDPE, PVC, PET and ABS. The PP was successfully blended but was
subsequently found to offer excessive variation in basic binder characterisation tests. LDPE
9
and HDPE were considered to offer the most promise and a blend based on 4%
HDPE was optimised. This was subjected to standard performance tests such as wheel-
tracking and fatigue, and although the recycled polymer modified binder did not perform to
the same high levels as the proprietary commercially available binder, it did however
demonstrate enhanced performance when compared with unmodified binders and binders
incorporating cellulose fibres. These results suggest that the recycled polymer modified
binder has great promise.

Denning and Carswell (1981) used NOVOPHALT binder which is Austrian asphalt (B70)
modified with 7% by weight of PE. They have suggested that higher mixing and laying
temperatures will be required for mixtures containing NOVOPHALT and reported that
asphalt concrete using polyethylene modified binders were more resistant to permanent
deformation at elevated temperature.

Fernandes et al. (2008) studied Rheological evaluation of polymer modified asphalt binders
by using thermoplastic elastomer styrene butadiene styrene (SBS) and they compared
the properties of Modified binder by addition of both oil shale and aromatic oil to improve
their compatibly. The rheological characteristics of the SBS PMBs were analyzed in a
dynamic shear rheometer (DSR) and the morphology accessed by fluorescence optical
microscopy. The results indicated that the aromatic and shale oils have similar effects on the
microstructure, storage stability and viscoelastic behaviour of the PMBs. Thus, shale oil
could be successfully used as a compatibilizer agent without loss of properties or could
even replace the aromatic oil.

Firoozifar et al. (2010) investigated the novel methods to improve the storage stability and
low temperature susceptibility of polythene modified bitumen. They used Kerosene, Oleic
Acid, Aromatic oil, B-oil etc for increasing stability of polythene modified bitumen and
a fluorescent microscope to observe the homogeneity of the samples. Although,
polyethylenes do not have good stability in bitumen, it can be improved to a desirable
degree by the addition of maltene-like materials into the bitumen modified mixture.
Therefore, the LDPE modified bitumen can be produced for asphalt applications with
reasonable stability, softening point and penetration by addition of suitable amounts of oil.
Production and compaction of these modified asphalts can be done in usual manner and it is

10
not necessary to modify or change these processes. These asphalts are suitable for hot
climate areas such as warm regions of Iran. On the other hand, to overcome the problem of
these bitumen at low temperature, it is possible to add a few percentages of SBS to the
mixture. These SBS- LDPE modified bitumen would be suitable for all climate regions,
except the frigid areas. Finally, as polyethylenes are locally produced and have more
reasonable prices than SBS, it is possible to modify the bitumen and asphalt easily and
economically.

Gawande et al. (2012) gave an overview on waste plastic utilization in asphalting road by
using both wet and dry method. They said that use of modified bitumen with the addition
of processed waste plastic of about 5-10% by weight of bitumen helps in improving
the longevity and pavement performance with marginal saving in bitumen usage and
according to them use of waste plastics in the manufacture of roads and laminated
roofing also help to consume large quantity of waste plastics. Thus, these processes are
socially highly relevant, giving better infrastructure. This review intended to find the
effective ways to reutilize the hard plastic waste particles as bitumen modifier for
flexible pavements. The use of recycled waste plastic in pavement asphalt represents a
valuable outlet for such materials. The use of modified bitumen with the addition of
processed waste plastic of about 5-10% by weight of bitumen helps in substantially
improving the Marshall stability, strength, fatigue life and other desirable properties of
bituminous concrete mix, resulting which improves the longevity and pavement
performance with marginal saving in bitumen usage. The process is environment friendly.
The use of waste plastics in the manufacture of roads and laminated roofing also help to
consume large quantity of waste plastics. Thus, these processes are socially highly relevant,
giving better infrastructure.

Habib et al.(2010) studied rheological properties of bitumen modified by thermoplastic

namely linear low density polyethylene (LLDPE), high density polyethylene (HDPE) and
polypropylene (PP) and its interaction with 80 penetration grade of bitumen through
penetration test, ring & ball softening point and viscosity test. It was observed that
thermoplastic copolymer shows profound effect on penetration rather than softening point.
According to author Visco-elastic behaviour of polymer modified bitumen depend on the
concentration of polymer, mixing temperature, mixing technique, solvating power of base
11
bitumen and molecular structure of polymer used and PP offer better blend in comparison to
HDPE and LLDPE The rheology of 80 pen bitumen was strongly affected by the addition of
thermoplastic copolymers as observed by the results of penetration, softening point and
viscosity. From all the test results it was revealed that LLDPE &PP modified bitumen
shows least variation in penetration and softening point in comparison to HDPE modified
bitumen, when the concentration of polymer is kept below 3% which may be due to the
formation of thermodynamically stable structure which may offer resistance in terms of
rutting, fatigue and temperature susceptibility when investigated at later part of this study.
The sharp decrease in the penetration value of virgin bitumen at 0.5% concentration of
polymer in the blend shows that even at lower concentration of the polymer in blend rapidly
enhances the hardness of the PMB, which may be due to the formation of dispersed
polymer network as the viscoelastic behavior of virgin bitumen was strongly influenced by
polymer concentration, temperature and penetration grade of the bitumen. The non-
Newtonian behavior was observed for virgin bitumen, which was profoundly affected by
the addition of polymer in the blend as they as they exhibited thixotropy. Polypropylene
with linear structure added in powder form to the base bitumen was easier to blend to
produce homogenous blend as observed by the linear decrease in penetration, increase in
softening point and increase in viscosity, thus presenting the continuous formation of stable
internal structure. HDPE and LLDPE exhibited both thixotropic and viscoelastic behavior at
all concentration of polymer in the blend. HDPE showed shear thickening behavior at shear
rate around 2000 1/sec to 3000 1/sec., which may be due to agglomeration of HDPE particle
at higher temperature of 135ºC and may offer better resistance to rutting.

Jain et al. (2011) studied mitigation of rutting in bituminous roads by use of waste
polymeric packaging materials and concluded that rutting of bituminous mix can be reduced
to 3.6 mm from a value of 16.2 mm after application of 20,000 cycles, by adding
optimum quantity of polyethylene in bituminous mix for road construction, ultimately
improves pavement performance, besides alleviating disposal problems of WPPM for clean
and safe environment. High density polyethylene and low density polyethylene are key
constituents of WPPM from used milk bags and grocery bags, which constitute major
portion of non biodegradable plastic waste in urban areas. It can be concluded from this
study that WPPM can be conveniently used as modifier in bituminous mixes for

12
sustainable management of plastic waste. The use of 0.3 to 0.4 percent WPPM by weight
of mix is optimum and safe besides substantially improving performance properties of
bituminous mixes. Therefore, use of WPPM in bituminous mixes can lead to
improvement in life of bituminous surfacing and quality of life of urban people. Results
indicate that incorporation of WPPM in excess of 0.4% may be harmful to engineering
properties of the bituminous mixes as excessive rutting is observed in laboratory samples.
Hence, WPPM can be used for beneficiation of bituminous mixes, provided waste
comprises HDPE or LDPE. The estimated consumption of WPPM is 2 tone/ km (40 mm
BC, 7000 m2). Modification of bituminous mixes with WPPM is more beneficial for high
temperature areas. WPPM Modified Mixes are found to be very useful in mitigating
deformation and rutting of bituminous surfacing in hot climate areas. Use of WPPM in road
construction is the best sustainable option for disposal of non-biodegradable plastic waste.

Karim et al. (2008) gave a potential solution to strength loss of bituminous pavement under
water. They compared performance of bituminous mix under water with and without
polyethylene admixture and conclude that bitumen mixes with polyethylene performed well
under water and showed even better Marshall stability than normal bituminous mix under
normal condition Keeping the environment safe from pollution will be an added bonus.

Khan and Gundaliya (2012) stated that the process of modification of bitumen with waste
polythene enhances resistance to cracking, pothole formation and rutting by increasing
softening point, hardness and reducing stripping due to water, thereby improving the
general performance of roads over a long period of time. According to them the waste
polythene utilized in the mix forms coating over aggregates of the mixture which reduces
porosity, absorption of moisture and improves binding property.

Moghaddam and Karim (2012) reported that the utilization of waste material in asphalt
pavement would be beneficial in order to find an alternative solution to increase service life
of asphalt pavement and reduce environmental pollution as well. Form their study it is
concluded that Polyethylene Terephthalate (PET) reinforced mixtures possess higher
stability value, flow, fatigue life in comparison with the mixtures without PET. Some
properties of PET-reinforced SMA mixtures were obtained and compared to the control
mixture. The test results indicated that PET reinforced mixtures had higher stability

13
value in comparison with the mixtures without PET, and it was noted that 0.4% PET
was concluded as the optimum value in case of stability. In addition, flow values increased
by adding PET into the mixture. It was also investigated that although stiffness of mixtures
decreased by adding higher amount of PET, fatigue life increased at higher PET content.

Murphy et al. (2001) examined the possibility of incorporating waste polymer into bitumen
as a modifier, evaluated the performance of recycled modified bitumen and compare their
properties with those of standard bitumen and polymer modified bitumen. They concluded
polypropylenes are not useful in improving the properties of bitumen and displayed
practical difficulties during mixing and testing, suggesting poor cohesion with bitumen.

Palit et al. (2002) found improvement in stripping characteristics of the crumb rubber
modified mix as compared to unmodified asphalt mix.

Panda and Mazumdar (1999) studied the engineering properties of EVA- modified bitumen
binder for paving mixes and found that 5% EVA concentration in modified binder by
weight is adequate to enhance the properties. They observed that the penetration, ductility,
and specific gravity of the modified binders decrease as compared with unmodified bitumen
while the softening point temperature, temperature susceptibility and viscosity increase.

Punith and Veeraragavan (2012)studied Behavior of Asphalt Concrete Mixtures with

reclaimed polyethylene as additive. The dynamic creep test (unconfined), indirect tensile
test, resilient modulus test, and Hamburg wheel track tests were carried out in their
investigation on blend of PE (2.5, 5.0, 7.5, and 10% by weight of asphalt) with (80/100)
paving grade asphalt and observed that the rutting potential and temperature susceptibility
can be reduced by the inclusion of PE in the asphalt mixture.

Rahman and Wahab (2013) used recycled polyethylene terephthalate (PET) as partial
replacement of fine aggregate in modified asphalt in their investigation. In term of
economic value, it shows that this recycled PET could reduce cost of road construction
because this recycled material is cheaper than bitumen and easy to obtain, which also
improves the level of performance and the service life of the road. It can be concluded from
their study that the application of recycled PET modified asphalt gives more advantages
compared to the conventional asphalt mixture especially in term of permanent deformation.

14
Reinke and Glidden (2002) tested the resistance of HMA mixtures to failure by using the
DSR (dynamic shear rheometer) creep and recovery tests and reported that result shows
improved resistance in case of polymer modified binders.

Sabina et al. (2009) evaluated the performance of waste plastic/polymer modified

bituminous mix and observed that the results of marshal stability and retained stability
of polythene modified bituminous concrete mix increases 1.21 and 1.18 times higher
than that of conventional mix by using 8% and 15% (by weight of bitumen) polythene
with respect to 60/70 penetration grade of bitumen. But modified mix with 15%
polyethylene showed slightly decreased values for Marshall Stability than that of the
mix with 8% modifier in their results. In dry process, required quantity of waste PP was
blended with hot aggregate prior to adding bitumen. Waste PP was coated onto
aggregate by melt adhesion process, resulting in reduction of moisture absorption and
soundness of aggregate. Water absorption for aggregate without waste PP (0.4%)
reduced to nil for aggregate coated with waste PP (8% and 15%). Similarly, soundness
of aggregate was 5%, whereas nil for waste PP coated aggregate. Aggregate coated with
waste PP (8 & 15 % respectively) showed improvement in physical properties: LAAV,
17 & 15 % and AIV, 15 and 13%. When bitumen was added to waste PP coated
aggregate, a better adhesion developed between bitumen and waste PP coated aggregate
due to strong intermolecular bonding. These intermolecular attractions enhanced
strength of bitumen concrete mixes, which in turn helped in enhancing durability and
stability of mixes. ITS values obtained at 250C for conventional mixes were 6.42
kg/cm2while these were 10.7 and 8.2 kg/cm2 for modified mixes containing modifier (8
and 15%), respectively. Rutting was higher in case of conventional mix (7mm) in
comparison to bituminous concrete mixes containing 15% modifier (2.7mm) and 8%
modifier (3.7mm). Rutting was higher in case of conventional mix (7mm) in
comparison to bituminous concrete mixes containing 15% modifier (2.7mm) and 8%
modifier (3.7mm). Rutting potential of modifier (15%) was lower as compared to
modifier (8%), which attributed primarily to stiffness of mix due to increased modifier
content. Rutting results indicated that modified mixes, containing waste modifier, were
less susceptible to deformation as compared to conventional bituminous concrete mixes.
Sangita et al. (2011) suggested a novel approach to improve road quality by utilizing

15
 plastic waste in road construction. According to them India spends Rs 35,000 crores a
year on road construction and repairs, including Rs100,000 crores a year just on
maintenance and roads by bitumen modification lasts 2-3 times longer, which will save
us Rs 33,000 crores a year in repairs, plus reduced vehicle wear and tear. It also
concluded that :
1. No toxic gas is produced as the maximum temperature to coat the aggregates is 150-160
degree C in technology related to dry process of plastic waste utilization.
2. Disposal of waste plastic will no longer be a problem.
3. Binding properties of polymer also improve the strength of bituminous mixes.
4. The use of waste plastics on the road has helped to provide better place for burying the
plastic waste without causing disposal problem. At the same time, a better road is also

namely land-filling and the incineration, which are certainly a burden on ecology.
5. The addition of waste plastic modifier in bituminous road construction (Dry
process)also increases the volume of total mix as the waste plastic modifier is added
as an extra item to the whole mix, thus contributing much more strength and service
life to the roads.

Science Tech Entrepreneur (2008) proposed that the durability of the roads laid with
shredded plastic waste is much more compared with those which asphalted with the
ordinary mix. While a normal highway road lasts 4 to 5 years it is claimed in this paper
that plastic-bitumen roads can last up to 10 years. According to this paper rainwater will
not seep through because of the plastic in the tar. So, this technology will result in lesser
road repairs.

Shukla and Jain (1984) described that the effect of wax in bitumen can be reduced
by adding EVA (Ethyl Vinyl Acetate), aromatic resin and SBS in the waxy bitumen. The
addition of 4% EVA or 6% SBS or 8% resin in waxy bitumen effectively reduces the
Susceptibility to high temperatures, bleeding at high temperature and brittleness at low
temperature of the mixes.

Shuler et al. (1987) found that the tensile strength of SBS modified binder increased
significantly as compared to unmodified asphalt mix at minus 21, 25 and 410C.

16
Sibal et al. (2000) evaluated flexural fatigue life of asphalt concrete modified by 3% crumb
rubber as part of aggregates.

Sui and Chen (2011) studied application and performance of polyethylene as modifying
additive in asphalt mixture. They added polyethylene as additive to hot mineral aggregate
for few minutes, and then added the asphalt mixing together which simplifies the
construction process and reduces the cost of construction. They concluded that there is
improvement on high temperature stability, low temperature cracking resistance and water
resistance on modification and evaluate polyethylene as additive in the technical, economic
and environmental aspects.

Swami et al. (2012) investigated that the increase in percentage of polymer decreased the
penetration value. This shows that the addition of polymer increases the hardness of the
bitumen. The penetration values of the blends are decreasing depending upon the
percentage of polymers and the type of polymer added. The ductility decreased by the
addition of plastic waste to bitumen. The decrease in the ductility value may be due to
interlocking of polymer molecules with bitumen. Flash and fire point increased with the
increase in the percentage of polymer .The polymer bitumen blend road surfaces are less
affected by fire hazards. This shows that the total material cost of the project is reduced by
7.99% with addition of plastic to bitumen between the ranges of 5% to 10%. They
concluded that by modification of bitumen the problems like bleeding in hot temperature
regions and sound pollution due to heavy traffic are reduced and it ultimately improves the
quality and performance of road. The findings of the studies conducted by the Shell
Research and Technology Centre in Amsterdam indicated that the rutting rate is
greatly reduced as a result of SBS modification of the binder. Button and Little (1998) on
the basis of stress controlled fatigue testing at20 and 00C, reported that SBS polymer
exhibited superior fatigue properties as compared to straight AC-5 bitumen.

The Indian Roads Congress Specifications Special Publication: 53 (2002) indicate that the
time period of next renewal may be extended by 50% in case of surfacing with modified
bitumen as compared to unmodified bitumen.

Vargas et al. (2013) analysed the chemically-grafted polyethylene as asphalt modifiers.

Their results show that the softening point of asphalt increased, while the penetration
17
degree decreased in blends prepared with grafted polyethylene and the phase
distributions of micrographs from fluorescence microscopy show that non grafted
polyethylene polymers were not readily miscible with asphalt. The results of rheological
tests carried out in their study indicate that most of asphalt blends exhibit improved
performance at higher temperature with grafted polyethylene such as enhancing
rutting resistance, flow activation energy and superior time–temperature dependent
response as compared to the reference polyethylene blends. It shows that Different
polyethylene and grafted polyethylene-based polymers were used to modify asphalt.
Penetration at 250C decreases in the blends, which allows improved shear resistance from
medium to high temperatures. Softening points tend to increase with the addition of
polymers, which indicates improvements in resistance to deformation. As expected, the
polymer-modified asphalts have biphasic structure. Florescence micrographs confirm that
the grafted PE in asphalt blends results in better dispersion of the discrete polymerphase in
the asphalt phase than the non-grafted PE. Stability tests reveal that blends containing PE
are susceptible of phase separation after 72 hr of storage at 1600C. Phase separation is more
severe in the case of blends of non-grafted PE. Very good stability results are obtained for
blends containing grafted PE, especially HDPE-g-MA blend, since no phase separation is
detected after 3 days. Grafted polymers allow for an improvement in the miscibility
between polymer and asphalt. The effect of the polymer is more apparent at high
temperatures (750C), since the modification exerted by the HDPE, BHDPE, HDPEg-MA
and BHDPE-g-MA enhances the elastic properties of the binder at high temperatures, in the
region where permanent deformation can affect the pavement service. Thus, strong
interactions are evidenced by the apparition of a plateau region at low frequencies in the
storage modulus. The addition of LDPE and LDPE-g-MA to asphalt is sufficient to modify
the mechanical behavior of the asphalt, as revealed by the SHRP parameter. These results
allow knowing the reduction of rutting at high temperatures. The grafted high density
polyethylene (HDPE-g-MA) blend shows a larger compatibility with asphalt and leads to
enhanced and better mechanical properties when compared with properties obtained in the
other blends. Frequency sweeps to estimate the ZSV in asphalts and blends were analyzed
in this work. ZSV values calculated from different models are similar, especially in systems
with Newtonian behavior at high temperature (asphalt, LDPE and LDPE-g-MA blends).
The analysis undertaken here concludes that the suitability of the Carreau, Cross and multi-
18
mode Maxwell models to estimate the ZSV of modified binders is questionable, since the
curves do not reach aplateau at low frequencies. This may reflect the presence of yield
stresses, which can be identified in simple shear tests.

Vasudevan (2004) utilized polythene/polypropylene Bags for integrated development of

Rural and Arterial road network for socio-economic Growth. He studied both dry and wet
mixing process by adding polymer with respect to the weight of bitumen used. Author
reported that polymer bitumen blend is a better binder compared to plain bitumen resulting
higher Marshall Stability and decreasing the possibilities of potholes formation.

Verma (2008) studied that plastic increases the melting point of the bitumen and
makes the road flexible during winters resulting in its long life. According to author while a
normal “highway quality” road lasts four to five years, plastic-bitumen roads can last up to
10 years and it would be a boon for India’s hot and extremely humid climate, where
temperatures frequently cross 50°C and torrential rains create havoc, leaving most of the
roads with big potholes.

Wegan and Nielsen (2001) studied microstructure of polymer modified binders in

bituminous mixtures by preparing thin sections of the specimen and analysing that
thin section by Infrared Fourier Transform Spectrometer. When thin sections were
illuminated with the UV-light, the polymer phase emits yellow light, fine and coarse
aggregates often appear green, the bitumen phase is black and air voids or cracks
appear with a yellow-green colour.

Yousefi (2009 )stated that the polyethylene particles do not tend to rip in bitumen
medium and these particles prefer to join together and form larger particles due to
interfacial and inter-particle attractive forces and the only obstacle in the modification
process was the existence of partitions made from molten bitumen. According to the author
whenever, particles had enough energy to come close together and overcome the thin
remained bitumen film which was separating particles, the coalescence of polyethylene
particles occurred and lead to polymer phase separation. A direct observation of
morphological evolution for polymer-modified bitumen was provided. It was directly
observed that the polyethylene particles do not tend to rip in bitumen medium and it
was shown that these particles prefer to join together and form larger particles due to
19
interfacial and inter-particle attractive forces. The only obstacle in the process was the
existence of partitions made from molten bitumen. Whenever, particles had enough energy
to come close together and overcome the thin remained bitumen film which was separating
particles, the coalescence of polyethylene particles occured and lead to polymer phase
separation. No indication of Ostwald ripening was shown in this system due to the fact
that small and large particles coexisted simultaneously. This was also concluded that
mechanism of Ostwald ripening could play any essential role in highly viscoelastic
immiscible polymer blends.

20
 CHAPTER III

MATERIALS AND METHODS

3.1 BITUMINOUS BINDER

Bitumen acts as a binding agent to the aggregates, fines and stabilizers in bituminous
mixtures. Bitumen must be treated as a visco-elastic material as it exhibits both viscous as
well as elastic properties at the normal pavement temperature. At low temperature it
behaves like an elastic material and at high temperatures its behaviour is like a viscous
fluid. Bitumen 80/100 is used in this research work. Grade of bitumen used in the
pavements should be selected on the basis of climatic conditions and their performance in
past. It fills the voids, cause particle adhesion and offers impermeability. Determination of
penetration was done according to IS: 1203-1978 and determination of softening point was
done according to IS: 1205-1978. The binder for bituminous mixes for wearing course with
plastic shall comply with the Indian standard specification for viscosity grade paving
bitumen IS 73. Guidelines for selection for grade of viscosity graded paving bitumen shall
be in accordance with the IRC 111-2009.

3.1.1 SOURCE

Bitumen sample was collected from the HPPWD Sundernagar with a penetration grade of
80/100

3.1 Bitumen sample collected for the experiment

21
3.1.1 General properties of Bitumen

The general properties of bitumen are enumerated below

i. They contain predominantly hydrocarbons, with small quantities of sulphur, oxygen

nitrogen and metals
ii. They are predominantly soluble in carbon disulphide (CS2)

iii. Portion insoluble in CS2 being generally less than 0. 1 per cent

iv. Most bitumen are colloidal in nature.

v. Bitumen are thermoplastic, i.e. they soften on heating and harden on cooling.

vi. They have no specific melting Point, boiling point or freezing point, though form of
softening point (Ring and Ball) is used in their characterization.

vii. Bitumen is insoluble in water.

viii. They are highly impermeable to the passage of water.

ix. They are generally hydrophobic (water-repellent), but may be made hydrophilic (water
liking) by the addition of small quantity of surface active agents.

x. They are chemically inert.

xi. They oxidise slowly.

22
3.2 WASTE PLASTIC
The plastic used in the samples is low density Polyethylene (waste plastic oil bags). Items
such as cling-film, sandwich bags, squeezable bottles, and plastic grocery bags are made
from LDPE.

Fig. 3.2 Shredding Machine

In this, waste plastic bags for containing oils are used. These bags were collected; they
were washed and cleaned by putting them in hot water for 3-4 hours. They were then dried.

23
As recommended in SP 98-2013 the plastic shall conform to passing 2.36 mm sieve and
retained on 600 micron sieve. The percentages of plastic that were added to the bituminous
mixture after determining the optimum bituminous material content (2.5% of mixture
weight), were, 1.5, 2, 2.5 and 3 by weight of bitumen content. The minimum bitumen
content was 1.5% as it was provided according to IRC 111-2009 for bituminous concrete.
Also the plastic variation was provided according to the SP 98: 2013. As specified in SP 98:
2013, the plastic was shredded such that it passes 2.36 mm and retained on 600 micron
sieve.

3.2.1 SOURCE

Waste plastic sample used in this project are waste plastic oil containing bags shredded into
small pieces with the help of a Shredding Machine situated in HPPWD Bilaspur.

24
3.3 METHODOLOGY

Project Identification

Feasilbility of modification of Bitumen

Study of Plain bitumen properties

Addition of shredded plastic in bitumen

Using high speed stirrer

Study of properties of modified bitumen

Data analysis

Interpretation of data observed

Evaluation of results

Results Improvements

25
 CHAPTER IV

EXPERIMENTAL WORK

4.1 General
The experiment work of this research does not involves only Marshall test but also other
tests of bitumen and aggregates. The main reason of performing tests on bitumen and
aggregates is just to check whether there tests values lies within the limits prescribed in
codes.

4.2 Sample preparation

Asphalt was heated to 160 C for 10 min in a small container. Polymer additives (1.5
wt%,2wt%,2.5wt%,3wt%,) were mixed with the asphalt under conventional mechanical
stirring speeds at 500 rpm as an impeller type stirrer for 10 min. Then, the asphalt blend
was stirred at 180 C for 1h-2h to reach homogeneity; afterwards it was cooled at room
temperature. At this point, samples were taken for further analysis. After preparation, the
mixtures were characterized by the classical ring and ball softening point (ASTM D36-76)
,penetration (25 C, ASTM standard and for ductility.

Fig. 4.2:- Plastic modified Bitumen

26
Fig. 4.1 High speed mechanical stirrer(used for instant mixing of the bitumen and plastic)

27
4.3 Tests Performed

4.3.1 Penetration Test

In this test we examine the consistency of a sample of bitumen by determining the distance
intenths of a millimetre that a standard needle vertically penetrates the bitumen specimen
underknown conditions of loading, time and temperature.This is the most widely used
method of measuring the consistency of a bituminous material at a given temperature. It is a
means of classification rather than a measure of quality.

4.3.1.1 PROCEDURE

1. Heat the sample until it becomes fluid.

2. Pour it in a container to a depth such that when cooled, the depth of sample is at least
10mm greater than the expected penetration.
3. Allow it to cool in an atmospheric temperature.
4. Clean the needle and place a weight above the needle.
5. Use the water bath to maintain the temperature of specimen.
6. Mount the needle on bitumen, such that it should just touch the surface of bitumen.
7. Then start the stop watch and allow the penetration needle to penetrate freely at same
time for 5 seconds. After 5 seconds stop the penetration.
8. Result will be the grade of bitumen.
9. Take at least three reading.

28
Fig. 4.3:- Penetration value apparatus

29
4.3.1.2 USES AND SIGNIFICANCE:

Penetration test is used to measure the consistency of bitumen, so that they can be classified
into standard grades. Greater value of penetration indicates softer consistency. Generally higher
penetration bitumen is preferred for use in cold climate and smaller penetration bitumen is used
in hot climate areas.

It measures the hardness or softness of bitumen by measuring the depth in tenths of a millimeter
to which a standard loaded needle will penetrate vertically in 5 seconds

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 °C

It may be noted that penetration value is largely influenced by any inaccuracy with regards to
size of the needle, weight placed on the needle and the test temperature

A grade of 80/100 bitumen means the penetration value is in the range 80 to 100 at standard test
conditions

In hot climates, a lower penetration grade is preferred.Grading of the Bitument on the basis of
test Results.

30
4.3.1.3 OBSERVATIONS

S.NO. PERCENTAGE OF PLASTIC PENETRATION VALUE

CONTENT MIXED WITH BITUMEN (in mm)

1 0 82

2 1.5 71.3

3 2 68.5

4 2.5 65

5 3 67.2

4.3.2 DUCTILITY TEST

To Perform Ductility Test on Bitumen Advertisements Ductility test is conducted to determine

the amount bitumen will stretch at temperature below its softening point. A briquette having a
cross sectional area of 1 in2is placed in a tester at 77 °F. Ductility values ranges from 0 to over
150 depending on the type of bitumen.

4.3.2.1 APPARATUS:

Penetration Apparatus, Needle, Container, Water Bath, Thermometer for Water Bath, Stop
Watch

4.3.2.2 PROCEDURE:

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
exactly1 cm square. The bitumen sample is heated and poured in the mould assembly placed on
31
a plate. These samples with moulds are cooled in the air and then in water bath at 27 °C
temperature. The excess bitumen is cut and the surface is leveled 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 sidesof the moulds are removed, the clips are hooked on the machine and the
machine is operated. Thedistance 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. shows ductility moulds to be filled with bitumen.

Fig.4.4:- Ductility value apparatus

32
4.3.2.3 OBSERVATION TABLE

S.NO. PERCENTAGE OF PLASTIC DUCTILITY VALUE

CONTENT MIXED WITH ( in Cm)
BITUMEN

1 0 70

2 1.5 72.3

3 2 75

4 2.5 79

5 3 80

4.3.3 SOFTENING POINT TEST

Softening Point Of Bitumen is done to determine the softening point of asphaltic bitumen and
fluxed native asphalt, road tar, coal tar pitch and blown type bitumen as per IS: 1205 – 1978.
The principle behind this test is that softening point is the temperature at which the substance
attains a particular degree of softening under specified condition of the test.The apparatus
required for this test :-

1. Ring and ball apparatus

2. Thermometer – Low Range : -2 to 80oC, Graduation 0.2oC – High Range : 30 to
200oC, Graduation 0.5Oc

4.3.3.1 PREPARATION OF SAMPLE

1. The sample should be just sufficient to fill the ring. The excess sample
should becut off by a knife.
2. Heat the material between 75 and 100oC. Stir it to remove air bubbles
and water,and filter it through IS Sieve 30, if necessary.
3. Heat the rings and apply glycerine. Fill the material in it and cool it for
30 minutes.

33
 4. Remove excess material with the help of a warmed, sharp
knife.Procedure to determine Softening Point Of Bitumen

A) Materials of softening point below 80oC:

1. Assemble the apparatus with the rings, thermometer and ball guides in position.
2. Fill the beaker with boiled distilled water at a temperature 5.0 ± 0.5oC per
minute.
3. With the help of a stirrer, stir the liquid and apply heat to the beaker at a
temperature of 5.0 ± 0.5oC per minute.
4. Apply heat until the material softens and allow the ball to pass through the ring.
5. Record the temperature at which the ball touches the bottom, which is nothing
but the softening point of that material.
6. Materials of softening point above 80oC:The procedure is the same as described
above. The only difference is that instead of water, glycerine is used and the
starting temperature of the test is 35oC.

4.3.3.2 REPORTING OF RESULTS:-

Record the temperature at which the ball touches the bottom.

Fig.4.5:- Ring and Ball apparatus for softening point of bitumen

34
4.3.3.3 OBSERVATIONS

S.NO. PERCENTAGE OF PLASTIC SOFTENING

CONTENT MIXED WITH BITUMEN TEMPERATURE
(DEGREE C)
1 0 58

2 1.5 60

3 2 64

4 2.5 67

5 3 65

35
 CHAPTER V

RESULTS AND DISCUSSIONS

5.1 GENERAL
This chapter deals with the test results and the analysis of results that were carried out in the
previous chapter. It consist results of the various tests that were conducted on the samples with
and without plastic.

It is divided into three parts. In the first , second and third parts respectively graphs are drawn
for the penetration value , ductility value and the softening point of the bitumen from the
observations of the results against the different percentages of the plastic in the bitumen.

The final results are shown in the form of graphs as shown below:-

PENETRATION VALUE VS PLASTIC CONTENT IN

BITUMEN GRAPH
90
PENETRATION VALUE (mm)

80
70
60
50
40
30
20
10
0
0% plastic 1.5% Plastic 2% Plastic 2.5% Plastic 3% Plastic
PERCENTAGE OF PLASTIC CONTENT IN BITUMEN

Fig 5.1 –Penetration Value vs Plastic Content in Bitumen

36
It can be seen from the above fig. that:

1. Penetration values of the bitumen tend to decrease with the increase in the plastic content in the
bitumen upto 2.5% of plastic content then it shows a slight increase.
2. 2.5% plastic content can be considered as the optimum value.

DUCTILITY VALUE VS PLASTIC CONTENT IN

BITUMEN GRAPH
82
80
78
DUCTILITY VALUE (Cm)

76
74
72
70
68
66
64
0% Plastic 1.5% Plastic 2% Plastic 2.5% Plastic 3% Plastic
PERCENTAGE OF PLASTIC CONTENT IN BITUMEN

Fig. 5.2- Ductility value vs PLASTIC CONTENT IN BITUMEN

From the graph it is seen that:

1. There is large increase in the ductility value of bitumen as the plastic content is
increased.
2. After increasing the plastic content from 2.5 to 3% there is slight increase in the
ductility value.

37
 SOFTENING TEMPERATURE VS PLASTIC CONTENT
IN BITUMEN GRAPH
68
SOFTENING TEMPERATURE (oC)

66
64
62
60
58
56
54
52
0% Plastic 1.5% Plastic 2% Plastic 2.5% Plastic 3% Plastic
PERCENTAGE OF PLASTIC CONTENT IN BITUMEN

Fig. 5.3-Softening Point vs Plastic Content in Bitumen

Results of this test are:

1. Softening point values of bitumen tend to increase as the content of the plastic is
increased.
2. Softening point value got decreased when plastic content is increased from 2.5 to 3%.

5.2 Discussion
As seen from the results, bitumen modified with plastic shows considerable changes it’s
properties. Most of the changes in some properties are positive and make the use of bitumen
mote economical. Also use of waste plastic in the bitumen saves the exploitation of the
environment because of throwing waste plastic in the environment.

5.3 Problems faced during the Project

1. Shredding of plastic remained one of the major problem during the project.

38
 2. Mixing of bitumen with the plastic was not an easy task, as availability of the high
speed mechanical stirrer for mixing became a kind of inevitable thing during the course
of the project.
3. Our teacher told us not to take this project because process of mixing the bitumen
with plastic is not an easy task as the temperature conditions and stirrer’s rate of
revolution should be such that it is optimum for the mixing, we took this project as a
challenge and gave our full efforts, ultimately succeeded in what once was seemed to
be impossible.

5.4 CASE STUDY

Use of waste plastic in the construction of bituminous road in Distt. Bilaspur , HP

In this construction polythene waste has been mixed in tarred road. Waste plastic is mixed
with the aggregates and then binded by the bitumen in the construction of this process is
known as the Dry Process.

Fig . 5.4 H.P.P.W.D BOARD

39
Fig 5.5:-Polythene modified bituminous road

40
 CHAPTER VI

CONCLUSION

6.1 GENERAL
From the study , it was found that almost all the important properties of the bitumen improved.
Every property i.e. penetration value , ductility and softening point shows a slight variation
from the normal values and in most of the cases we found a optimum value of the percentage of
plastic. This optimum value of the percentage of plastic used in bitumen can be proposed for
making the use of the bitumen more economical and with better stability.

6.2 CONCLUSIONS
1. The optimum value i.e. 2.5% of plastic in bitumen can be used to make the construction of
flexible pavements more economical and increase it’s life.

2. Modified bitumen has increased valued of softening point so this bitumen can be used in cold
areas to increase the life of flexible pavements.

3. Modified bitumen is more durable, strong and economical.

6.3 FUTURE SCOPE OF WORK

The road will face up to heavy traffic and show higher service life. This study can have a
positive impact to the environment because it can reduce the degree of plastic waste to be
disposed off by incineration and land filling. It will not solely add value to plastic waste
however will develop a technology, which is eco-friendly. However, it’s suggested that a lot of
research concerning the topic should be done and more trial sections should be laid and their
performance should be studied. As in this only 80/100 grade of bitumen is basically used as
binder which is usually used in hilly areas or cold areas. The other grades of bitumen can also
be used for studying the behavior of modified bituminous mix.

41
Now considering the type of plastic which is low density polyethylene i.e waste plastic bags of
oil was used in this study. The other types of plastic like High density polyethylene,
polyethylene terethalate, PVC can also be tried to carried out more research.

6.4 REFERENCES
1. IRC:SP:98-2013 Guidelines for the use of waste plastic in hot bituminous mixes in
Wearing Courses.
2. IS: 1203-1978 Penetration Test.
3. IS: 1208-1978 Ductility Test.
4. IS: 1205-1978 Softening point Test.
5. VidulaSwami,use of waste plastic in construction of bituminous road , International
Journal of Engineering Science and Technology.
6. Al Hadidi,Effect of polyethylene on life of flexible pavement,Harbin Institute Of
Science and Technology, China.
7. An overview on waste plastic utilization in Asphaltic roads by Amit Gawande, G.
Zamare, V.C. Renge in Journal of Engineering Research and Studies.
8. Rheological properties of polyethylene modified bitumen by Noor Zonaib, Ibrahim
Kamaruddin, International Journal of Civil and Environment Engineering 3-2-2011.
9. Asphalt/Polyethylene blends by Maria A Vargas,Miguel A. Vargas,Construction and
Building Materials 45 (2013) 243–250.
10. Development of a recycled polymer modified binder for use in stone mastic asphalt by
Casey, Donnchadh; McNally, Ciaran; Gibney, Amanda; Gilchrist, M. D.,2008-
08,Resources Conservation and Recycling, 52 (10): 1167-1174.
11. Use of Waste Plastic in Construction of Flexible Pavement by
Dr. Aslam, Professor & Head, Er. Shahan-ur- Rahman, Lecturer, Department of Civil
Engineering, Integral University, Lucknow.

42