International Journal of Sustainable Built Environment (2017) 6 442-48 Gulf Organisation for Research and Development International Journal of Sustainable Built Environment Oo ScienceDirect ‘porwecleneediect.com ELSEVIER Original Article/Research Evaluation of modified bituminous concrete mix developed using rubber and plastic waste materials Shubham Bansal, Anil Kumar Misra, Purnima Bajpai Department of Ciil and Environmental Engineering, The Northcap University, Setar 234, Palam Vihar, Gurgaon 122017, Haryana, dna Revised 12 July 2017; aeepted 31 July 2017 Abstract Disposal of huge amount of discarded waste materials like plastic, polythene bags, bottles, rubber tyres etc, which are generated in huge quantity and causes envitonmental hazatds after their disposal. Present study attempts to utilize these waste materials as partial replacement of bitumen to develop a modified binder, for making bituminous concrete mix. To simulate with the fiekl conditions, “Mar- shall Stability Analysis’ was performed on the samples prepared by partially replacing ‘Optimum Bitumen Content’ with waste plastic (4%, 6%, 8% and 10%) and crumb rubber (5%, 10% and 15%). Experimental results demonstrate that partial substitution of bitumen with ‘waste plastic results up to 16% increment in strength whereas with rubber material, about 50% increment in strength was observed as compared to the conventional mix (CM). Laboratory testing results indicate that by using waste materials, bituminous concrete of required strength and density can be obtained and an environment friendly green pavement can be prepared with less material cost. {© 2017 The Gulf Organisation for Research and Development, Production and hosting by Elsevier B.V. This isan open access atile under the CC BY-NC.ND license (htp/creativecommons org/icenses*by-ne-nd4. 0), Keywords: Bituminous concret ‘Waste plastic bots; Rubber tyres: Optimum binder content; Marshal stability method 1. Introduction The rapid growth rate of population has resulted in an overall count of around 1.34 billion people which repre- sents almost 17.85% of the world’s total population. This huge crowd is creating serious impact on environmental assets and resources of the nation, Such growths not only demand resources for sustenance but also need good infras- tructure for mobility, which adds huge amount of non- Corresponding author at: Department of Civil nd Envitonmental Engineering, The Northeap Universi’ (Formerly TM University, Gur- zuon), Sector 23A, Palam Vihar, Gurgaon 122017, Haryana, India Esmail addres: scilgeology@ gailcom (A. Kumar Mist) Peer review under responsbilty of The Gulf Organisation for Research and Development hud. doi org, 10L6sbe.2017.07.009 2212-40901 2017 The Gulf Organisation for Research and Development. Production and host biodegradable solid wastes in the ecosystem. According to a GOI report of “National Highways Development Pro- Jeet”, road network of India is growing at an annual rate of 4¥% since 1951 while the vehicles are increasing at a much faster rate of around 12% per annum (Anonymous, 2014). This higher rate of increment of vehicles on the roads as compared to the rate of construction of roads, hhas resulted in the formation of transverse and longitudinal racks, potholes and subgrade deformation in flexible pavement (Johnson et al., 2017). Problem worsens due to inefficient maintenance of the pavement. Improvement in bituminous mix design can be one of the possible solutions to this problem. A fot of binders are available such as SBS (Styrene Butadiene Styrene), APP (Atactic Polypropylene) cle, but the benefits of modified asphalt should be analyzed, keeping financial aspect in mind. y Elsevier BV “This isan open access arile under the CC BY-NC-ND license (htpereativecommons.orieasesby-ne-nd4.0.S. Bansal eta. dnternational Journal of Sustainable Bult Environment 6 (2017) 442-448 A recent survey of 60 cities in India by Central Pollution Control Board estimated that about 33.7 million pounds of plastic waste is being generated out every day, of which about 13.2 million pounds remain uncollected and are choking environment (Anonymous, 2007). Similarly, another reason of hazardous solid waste accumulation is, discarded rubber tyres, which are piling up at a high rate of 20% per annum, Studies show that around 62% of the ‘waste tyres is disposed off via unknown routes both in cities, and villages. Discarded rubber tyres and their disposal have become a major concern worldwide, studies show that by 2005, more than 10 billion tyres were discarded every year (Alamo-NoleLuis et al., 2011), Studies performed by Colom et al. (2007), indicate that approximately 1 billion tyres are withdrawn from use each year and by 2030, the number can reach up to 1200 million tyres representing, almost 5000 million tyres to be discarded on a regular basis, (Pacheco-Torgal et al., 2012), Being non-biodegradable products, plastic and rubber stay for a long time on site and cause environmental pollu- tion. Conventional techniques such as land filling and incineration which are used to dispose plastic waste and rubber tyres create leachate on degradation, which have negative effect on land, water and air (Uitibe et al, 2017, Rashad, 2016). Application of polymers in modified bitu- ‘men enhances the performance of asphalt pavements man- ifold (King and King, 1986, Isacsson, and Lu, 1995). Study by Zorrob and Suparama (2004) shows that utilization of recycled plastic wastes consisting of polypropylene and low density polyethylene in plain bituminous concrete mix- tures escalates its durability and improves its fatigue life. Studies show that use of waste plastic and/or waste rub- ber in hot aggregate, forms « coating around the aggregate (Sangita, et. al., 2011). When these aggregates are mixed with bitumen, mixture is found to give higher strength (Paravita et al., 2017), durability (Al-Hadidy and Tan Yi- 48 Qui, 2009) and better water proofing properties. This tech- nique of utilizing solid waste improves the engineering properties of bituminous mixes (Modarres and Hamedi, 2014; Widojoko and Purnamasari, 2012), and also helps in the development of eco-friendly pavements for future generation (Esmaeil et al., 2011, Qadir and Imam, 2006). In the present study attempts has been made to develop bituminous concrete mix using waste materials, Some of the major objectives of the study are to (a) analyze the effect of plastic and rubber waste on Stability-Flow & Vol- umetric characteristics of Bituminous Concrete (BC) Mix (b) develop binary and tertiary Bituminous Concrete (BC) mix having better engineering properties than Con- trolled Mix. 2. Materials and methods Discarded waste materials like crushed plastic bottles, thrown away polythene bags and used rubber tyres were the minor constituents of the binder along with bitumen as major constituent, Shredded plastie waste, having parti; cle size around 650 jum with specific gravity 1.18 was used in the binder mix (Anonymous, 2013). All binders were divided into three series namely A, Band C. Series A and B represent the binary mixes ie., Bitumen (B) + Plastic (P) and Bitumen (B) + Rubber (R) respectively while Series Cis the tertiary mix with varying proportion of plastic and rubber both in bitumen. All the mixes having varying per- centages of binder constituents are represented as Bitumen Mix (BM) as illustrated in Table 1 Penetration test, Ductility test, Softening Point test and Specific gravity test were performed to analyze the physic- ‘chemical properties of various binders. ‘Aggregates from four different sources were taken to prepare the Skelton of modified and non-modified bitumi- nous concrete mix. Table 1 Physical properties of binders (CM — Control Mix, B- Bitumen, P Paste, R Rubber, BM — Bitumen Mix) (Anonymous, 1992). (Optimum binders in bold) Serial No. Composition Pencisation Ducillty __Salcning Point Spee Gravity Viscosity 25°C. 100g, Ssee)_25°C) ero (3s-c) Test Method ASTM: DS.97 ASTM: DIS ASTM: D368 ASTM: D70_ASTM: D2I70 Units 8.1mm om ‘c ssi “cM 10% 6 Sy 2 Lo 4 Series A BM 64s » ss Los x08 BMD 6 4 5a Lor wr as D2 B+ 8% P SS. 7 86 109 350 BMS 90% B+ 10% B Ses 6 9 un 385 Series BMS 95% BSR 6 ” Low 38 BM 5 BWR 7 o 103 a BM? 85% BH ISR ” 9 07 43 Series © BMS 91% BHA PHSR 63 0 568 Los 357 ou 6B OPHIR 39 0 “o ww a BMI0 TM BESGPH ISR 56 sf e ts 495 "Specified Limite (BIS-73: 2006) Pure Bitunen “0-70 bs 40-55 20.99 2150a4 S Bansal eta. nernational Journal of Sustainable Bult Eniconment 6 (2017) 442-448 Table 2 Mechanical Properties of Agarewte ‘Type of Test "Test Method [Aggregate Impact Test, [BSSI2: Parts Los Angeles Abrasion Test ASTM: C131 Aggregate Crushing Test BSSI2: Parts Water Absorption Test ASTM: C127 Specific Gravity (Coarse aggregate) ASTM: Cl Specie Gravity (Fine ageregat) ASTM: C128 Mixing of Rubber and Plastic in bitumen in pre-determined proportions a Binder testing as per ASTM Codes | Proportioning and Mechanical Testing of a \ggregate for Bituminous Concrete Mix + Determination of Optimum Binder Content (OBC) through Marshall Analysis Preparation and Testing of BC Grade 2 modified mix using different waste additives Fig. 1. Flow chart depicting overall methodolopy ‘Various physical tests were done on aggregate to evalu- aate the mechanical properties such as Strength, Toughness, Hardness, Water absorption capacity etc. The obtained results were then compared with the allowable limits as per MORTH, 2013 specifications shown in Table 2, All the results were found within the allowable limits of bitu- minous concrete mix. 2.1, Methods ‘The methodology which is adopted to perform the experimental program has been illustrated with the help of flow chart in Fig. 1 and is supported by subsequent description (Karan et al., 2016, Khanna et al, 2008). Mixing: Shredded plastic and rubber were mixed with bitumen at a temperature range between 200 °C and 220° C in predetermined proportions. Plastic replacement in the binder was in the order of 4%, 6%, 8% and 10%, while the rubber replacement was 5%, 10% and 15%, Binder testing: Physicochemical properties of binders were tested under Indian Standard test conditions. Results of the tests performed on non-modified bitumen and mod- ified bitumen is shown in Table I Fig. 2 shows the penetration test which was carried out for determination of consistency of binders and softening point test which determines the temperature at which bin- der will attain a particular degree of softening. Fig. 3 rep- measurement of ductility of modified and non-mod binders. Proportioning and mechanical testing of aggregate: blend of coarse grain (20 mm), medium grain (10 mm), fine grain (<4.75 mm) and local soil was used for preparing the skeleton of Marshall samples. ‘Rothfutch Method was used {o prepare the blend by determining the proportions of various sources of aggregate in it. It is a graphical approach, which ensures that the final gradation of blend must lie within the allowable limits of Bituminous Concrete (Grade 2) Mix (MORTH, 2013). Mechanical testing was, performed on the aggregate and the results were compared with the allowable values as shown in Table 2 Marshall Specimen preparation with non-modified binder: Marshall Specimens was casted with non-modified binder (100% bitumen) and aggregate blend to determine the opti- mum binder content of controlled mix. Approx. 1200gm of, aggregate were taken from the prepared blend and were dry heated in oven at a temperature range of 150-175 °C, simultaneously binder was heated at temperature range of 150-160°C, Both binder and aggregate were mixed homogenously using mixing jacket at mixing temperature of 165°C for 60/70 grade bitumen. When binder layer completely covers the aggregate, then the mix was laid in pre-heated mold (100-140 °C) for compaction. Impact loading was applied on specimen with the help of standardS. Bansal eta. Jnternational Journal of Sustainable Bult Environment 6 (2017) 442-448 445 Fig. 3. Ducility test on modified and aon-modified binders using ductilometer. hammer (75 blows on each face). After cooling, specimen ‘was extracted from the mold using sample extractor, After demolding and cooling, samples were kept submerged under water in thermostatically controlled water bath maintained at 60°C for 30-40 min prior to testing. Speci- ‘mens were then tested for stability and flow values in Mar- shall Testing Machine. Determination of Optinun Binder Content of controlled ‘mix: Optimum Binder Content (OBC) of bituminous con- crete mix was determined by preparing Marshall specimen with binder content varying from 5% to 7% and carrying out Stability-Flow & Volumetric analysis as recommended by MORTH, 2013. Optimum Binder Content is defined as mean value of the bitumen contents corresponding to max- imum stability, maximum bulk density and 4% air voids in BC mix. low value and percentage voids in mineral agere- ‘gate must lic within allowable limits defined for bituminous concrete mix by MORTH, 2013. Results of the analysis are presented in Table 3 followed by detailed description. Marshall Sample preparation & testing for modified bine ders: After determining Optimum Binder Content (OBC), Marshall samples were prepared with modified. binder regate blend as per the standard procedure. Figs. 4 and 5 show the Marshall specimens easted by using modi- fied binders Prepared samples were tested in Digital Marshall Test- ing Machine. Specimens were placed in head assembly and the test head was then placed in correct position in loading machine. In digital marshall testing machine lower plate was raised with the help of mechanical jack when the loading unit was started. Load was applied ai constant rate of SI mm/minute. Maximum load value and corresponding flow values were recorded from the digital plate 3, Results and discussion Stability-Flow and Volumetric analysis wa ‘on controlled mix (CM) and modified mixes (s performed, ies A to6 ‘S. Bansal eta. ntermational Journal of Sustainable Bult Ensiconment 6 (2017) 442-448 Table 3 Stabilty-Flow and Volumetric an ‘Composition ysis resuls of BC samples for non-modiied and moxilied mises. (Optimum mises in bold) Marshall Stability Marshall Flow (60°C) Bulk Ai Vows Voids in mineral (wc) Test Method ASTM DISS Units kn ‘cM 9.06 Series A BMI 92 M2 oot bs 9296 BY 8% P mss Ms 900 B+ 10% P mo Series B BMS 99 BE SHR nas BM 9076 B+ 10% R BB0 BMT BSB IPR 875 Series € BMS 9B 44% PE SHOR 1140 awe WG B+ 6% PH 10% R13KD BMIO THBSRPHISGR 121 “Specified Limits (MORTH) Binuninows Concrete Mix >9 Grade 2 Deasity asgresate ASTM: DISS ASTM: DEia6 ASTM: D205 ASTM: Di mm shee * % a8 2320 an hor 229 43 23s 428 2362 431 2m a7 166 2281 401 1292 28 a7 BSF 222 43 1334 a4 2288 432 19 2331 469 46 2304 50) 24 36 series C) of Bituminous Concrete, Results obtained are shown in table n03 followed by detailed justifications. 3.1, Marshall Stability value Marshall Stability analysis was done on both non- modified and modified mixes. Three samples were pre- pared for each type of mix and the average stability value was considered for analysis. Marshall Stability value of controlled mix (6% by weight of aggregate) is 9.06 KN, which satisfies the minimum stability requirement of BC mix. The maximum stability value was obtained for BM) (84%B + 6%P + 10%R) of series C, followed by BM6 (90%B + 10%R) of series B and BM3 (92%B + 8% P) of Series A. The stability value of tertiary mix, BM9 (53%), binary mix, BM6 (45%) and BM3 (16%) is signif- icantly higher than the non-modified mix. These results, prove that modified binder mix having rubber and/or plastic wastes provides better stability as compared to conventional bituminous mix. Stability values obtained for almost all the modified mixes are better than non- modified mix. Fig. 4. Marshall specimen with plasticrubber and bitumen binder (binary mix)'S. Bansal eta. Jntermational Journal of Sustainable Bult Environment 6 (201 ) 4448 Fig. . Marshall specimen with plastic & rubber and bitumen binder (tertiary mi). Table 4 Design data of cost analy, Sino Design parame Values r ‘Cumulative numberof Standard axles 130 ms 2 CBR of subgrade 8% 3 Length of Pavement Section Tk 4 No.of lanes Tone) 5 Widih of pavement section asm 3.2. Marshall flow value Flow value of bituminous mixes is found to be inereas- ing in each series with an inerease in percentage replace- ment by waste additives. Flow value of non-modified mix is 3.8 mm, while flow of tertiary optimum modified mix, BM9 is 39mm, which lies within specified limit of 24mm. Flow value of optimum binary modified mix ic. BMG (3.35 mm) and BM6 (3.7 mm) is also within specified limit. Exceptionally high flow values are observed for the mixes containing greater than 10% replacement of rubber content. 3.3. Bulk density Bulk density of non-modified mix is 2.320 g/ce. In bin- any series A, the maximum value of bulk density was Table 5 Cost comparison of bituminous co obtained around 2.362 g/cc (BM3) for 8% replacement of bitumen by waste plastic, while in series B, maximum value of bulk density was achieved around 2.328 g/cc (BM6) for 10% replacement of bitumen by waste rubber. In series C of tertiary mixes, maximum density obtained was found to be 2.331 gee (BM9) for 16% replacement of bitumen by com- bination of waste plastic (6%) and rubber (10%). All these ere found to be higher than the density of nom- modified mix. 34. Air voids ‘Air voids in the non-modified BC mix were found to be 3.72%, which is well within the allowable limits as. per MORTH, 2013. Overall air voids’ percentage escalates with escalation in the partial replacement percentage of waste materials with bitumen in all modified mixes. This is due to variation in density of waste additives blended in BC design, 3.5. Voids in mineral aggregate Voids in mineral aggregate is found to be 12.07% in non- modified mix, which is well within the specified limits that depend upon nominal maximum size of aggregate and design air voids. Overall voids in mineral aggregate escalate rote mix with and without adtives, (Cost analysis of Optimum mises in bold) Composition Biwumen Cost [BC layer thickness/ength Cost Reduction TRC 372012 lakhs 100% B 92 96% B+ AP 046 94% B+ 6 P 6661 92% B+ 8 P 6648 908 B+ 10% P oss 95% BSR 664 90% BH 10% R 6.404 85% BY ISR sms 91% B46 PH SR 6.365 84% BH 6 P+ 10% R 5.985 TM B4 BPH IT R 5a 0 mm km % 0 min km 0 mnt ka 438 50 mm km sor ‘50 mat km 6331 50 mm/t ka 1.90 0 mm km 6599 0 mm km 9.70 Simm ka 0 mm km toas 50 mm kan sé 50. mm/t kr48 S Bansal eta. nernational Journal of Sustainable Bult Eniconment 6 (2017) 442-448 with escalation in the partial replacement percentage of waste additives in all three modified mixes. 3.6, Cost analysis Cost analysis of bituminous concrete mix was per- formed on a stretch of National Highway as per IRC 37:2012. The results of analysis are illustrated in Tables 4 and 5, The findings revealed that the partial replacement of bitumen with rubber and plastic waste contribute in the enhancement of the Marshall Stability values. This helps in the overall improvement of the strength characteristics of the mix and also escalates the mix density. Mix with high density gives good performance in construction of roads. Further the estimated analysis of mix cost has shown that the utilization of various waste additives in BC mix helps in the construction of road and forms it more economical than non-modified mix. 4. Conclusion Following important conclusions can be drawn from the above mentioned experimental analysis of modified and non-modified BC mixes: ‘© Various materials which become waste, afier their ser- vice life, like rubber tyres and plastic bottles may be uti- lized as partial replacement in bituminous concrete mix, which can help in satisfying the inercasing bitumen demand in the road construction. +» Research findings of the study indicate that use of rub- ber tyres and waste plastic bottles improves the strength and overall durability of the BC mix by increasing its overall performance manifold. Therefore with applica- tion of these waste materials in the fixed proportions, targeted characteristics of BC can be achieved. ‘+ Use of discarded waste materials like rubber tyres and discarded plastic bottles in bituminous conerete mix may aid in minimizing the construction cost of the roads. 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