CHAPTER 1

INTRODUCTION

1.1 GENERAL

Energy plays a crucial role in the growth of developing countries like India. In the
context of low availability of non-renewable energy resources coupled with the
requirements of large quantities of energy for materials like bitumen, the importance
of using alternative binders cannot be under estimated. Bitumen the residue leftover
from petroleum distillation is throughout the world the most significant binding agent
used for road way construction. Bitumen plays the role of binding the aggregate
together by coating over the aggregate. It also helps to improve the strength of the
road. Crude petroleum is a fossil mineral resources and fuel sources that will be used
up within next 50 years. During the manufacturing of bitumen from crude oil there is
lot much amount of benzene, sulphur dioxide, and nitrogen oxide are released this
gases can be controlled to some extent in the company, but during the transportation
and application process the bitumen is heated to high temperatures the harmful gas
carbon dioxide is released into the atmosphere causing lung diseases and serious
threat to the environment. Increasing energy costs and strong worldwide demand for
petroleum has encouraged the development of alternative binders to modify or replace
asphalt bitumen. The development of alternative binders like sugarcane waste
molasses and polymers are helpful in replacing asphalt bitumen. The benefits of using
these alternative binders are that they can save the natural resources and reduce
energy consumption and improves the pavement performance. Because of urgent need
of infrastructure, rehabilitation and maintenance, the introduction and application of
such materials like sugar cane waste molasses and polymers are required. And today
the demand lies around 200 million tons.
Now a day the disposal of different types of plastic waste produced from different
places causes more problems. These materials pose different pollution in the
environment. These are mainly non-biodegradable materials. Natural materials are
being exhaustible in nature. These quantities increase gradually. Also cost of
extracting good quality of natural material is increasing. Rapid industrial and
population increase has resulted in increasing the various types of plastic waste

1
materials. Considerable measure has been done for the disposal of these waste
materials. These materials are considerably non biodegradable, so that can be used as
a modifier in bitumen and to enhance their strength. This study presents the proper
utilization of waste materials like molasses and polymer in hot bitumen and aggregate
so as to change pavement performance, to protect environment and to provide low
cost roads. The pollution and disposal problem of these waste materials are reduced.
It was thought expedient to test these materials and develop specification to enhance

its use in road construction, in which higher economic return are possible. For proper
mix design the quality of material should confirm proper IS code values. Thus various
tests are done, so as to obtain the appropriate value of materials. The percentage
replacement of bitumen with sugar molasses and polymer is the one thought that took
life from reading the remarkable things about decaying of environment. There are
some current issues globally which are threatening the environment. Being a Civil
Engineer it’s our duty to take care of our mother Earth.

1.2 OBJECTIVES
The main objectives of the project include:
 To prepare the mix design of bitumen mix.
 To cast bitumen specimen percentage replaced with sugar molasses and
polymer.
 To find out the optimum stability value of the casted bitumen specimen
 To compare the stability values of percentage replacement of bitumen with
molasses and polymer with the conventional bitumen mix.
 Analysis of the properties of improved bituminous mixes.

2
 CHAPTER 2
LITERATURE REVIEW

Sandra Lawson had developed asphalt bitumen from renewable resources in

Melbourne at July 5. An Australian research and development company has
developed non-petroleum based, asphalt bitumen substitute for roads. It is made from
waste material derived from sugar cane, molasses. It has taken more than 20 years to
develop the road-grade substitute. Road safety and health are the main intensity to
develop the substitute or alternative. What is really surprising to see is that the
scientific community around the world has failed to address, pursue and support any
alternatives to petroleum based bitumen, almost believing that it will be around
forever. Ironically it took the change in the climatic condition said by overall.

Damien Johnson was developed Ecopave Australia Geo320 technology which

improves shell bitumen at Melbourne in December 21, 2005. The increase in non-
toxic products was the key factor in eco pave choosing to completely replace the
traditional hydrocarbon bitumen model with polymer in 1997.

Cairns Post studied the use of molasses in 17th September 1941 at National library of
Australia. It explains that the experiments conducted in India have proved that distinct
possibilities exist for the use of this material for roads as bitumen is mostly imported
to Australia and concrete is regarded as expensive, any substitute that would provide a
satisfactory road surface, and at the same time make the use of a by-product of the
sugar industry is worthy of construction Interesting details regarding the Indian
experiments are given in the report of the meeting of the Indian road congress, which
stated that two series of experiments were done.

2.1 THE USE OF WASTE PLASTIC IN BITUMINOUS CONCRETE

Plastic has used a very important role in increasing the strength of bitumen as
well as aggregate. The addition of waste plastic in bitumen improves the stability,
strength, life and other desirable properties of bitumen concrete pavement. Similarly,
that the waste plastic use in bitumen concrete blend is a better binder compared to
plain bitumen. The concept of utilization of waste plastic in the construction of
pavement has shown better resist to water which reduces the stripping of bitumen

3
from aggregate and effective way to utilize the plastic waste. Aggregate is one of the
most important materials used for bitumen concrete pavement construction.

Properly selected graded aggregates are mixed with bitumen and waste plastic
to form hot mix bitumen concrete pavements. Aggregates are the load supporting
components of bitumen concrete pavement. According to size: coarse aggregate that
generally retain on 10 mm sieve, aggregate are which pass through 12.5 mm sieve .
According to size of The waste plastic pieces are passes through 4.75mm sieve and
retaining at 2.36mm sieve was collected used in bitumen concrete is very well known
as the binders in pavement construction . It is one of the major highway construction
materials.

2.2 SUMMARY OF LITERATURE REVIEW

Asphalt bitumen from renewable resources by Sandra Lawson Melbourne has worked
for 20 years to find out proper substitute for bitumen. Finally molasses is found to be
proper substitute which has both stability and flow and can be used in any weather
condition. Ecopave technology Australia found out non toxic shell bitumen which
totally replaces the conventional bitumen. Replacement of bitumen with sugarcane
molasses is somehow approved by Indian road congress about its stability compared
to non replaced bitumen pavement, for this experiments are done India. As well as the
mixture of molasses and plastics of proper grade is found to more effective.

2.3 GAP FROM LITERATURE REVIEW

The gap from the literature review is that how the percentage replacement of bitumen
with sugar cane waste molasses and polymer are done. As bitumen is a non renewable
energy resource, it is depleting day by day so in order to overcome this situation a
percentage replacement of bitumen is essential.

4
 CHAPTER 3
METHODOLOGY
Primarily data was collected about how replacement is done at managed way at same
time should get MORTH confirmed values .The evaluation of molasses and plastic
for use as a replacement of bitumen begins with the collection of materials, and
various tests were done on collected material to find out its suitable for desired mix
properties. Tests on aggregates are impact, specific gravity, water absorption,
combined flakiness and elongation index .Tests on bitumen are penetration, softening,
flash and fire, ductility. Tests on molasses and plastics are viscosity, gauge, sieve
analysis respectively. Then materials needed for the mix designs were collected and
tested as per MORTH and IS CODE limits.

For proper mix design the materials should pass the limiting values as given in
MORTH & IS CODE for that various tests should be done on collected materials
(Bitumen, Aggregates, Molasses and Plastic). The materials which confirms the
limiting values used for mix designs. Mix designs were prepared by proper gradation
of combined mixes confirms to MORTH gradation limits then optimum bitumen
content of bitumen was determined by various Marshall samples by varying bitumen
percentages, at which percentage of bitumen satisfies the limiting values of sample
was taken as optimum content for SDAC mix. Then replacement was done to earlier
decided optimum bitumen content using molasses and plastic. Marshall Core samples
were made by replacing the molasses content and plastic to the bitumen, from 0% to
20%. After test on mixes about 24 hr the specimens were de-moulded and water
curing was done for 30 min at 60˚C, then sample is tested in Marshall Stability
apparatus. Stability values of the samples were noted and other needed values were
calculated. Analysis was done to find out at which percentage replacement of bitumen
confirms to MORTH specifications. Then after the results were calculated followed
by preparation of graphs and report preparation.

5
 COLLECTION OF MATERIALS

TEST ON RAW MATERIALS

PREPARARTION OF MIX DESIGN

PREPARATION OF CONVENTIONAL BITUMEN MIX

PREPARATION OF TEST SPECIMEN BY PERCENTAGE REPLACEMENT OF

BITUMEN WITH SUGAR MOLASSES AND POLYMER

FIND OPTIMUM PERCENTAGE OF BITUMEN WITH SUGAR MOLASSES AND

POLYMER

CASTING OF SPECIMEN WITH OPTIMUM PERCENTAGE REPLACEMENT

TESTING OF BITUMEN

OBTAIN PROPERTIES OF MIX WITH SUGAR MOLASSES AND POLYMER

COMPARSION OF THE RESULT

6
 CHAPTER 4

TESTS ON MATERIALS

4.1 GENERAL

The tests are conducted on the materials:

 Aggregate
 Bitumen
 Molasses
 Polymer

The tests that are done on the aggregate are:

1. Impact test
2. Specific gravity and water absorption test
3. Elongation and flakiness index

The tests that are done on the bitumen are:

1. Penetration test
2. Softening point test
3. Flash point test
4. Ductility test
5. Viscosity test

The tests that are done on molasses are:

1. Viscosity test

The tests that are done on polymer are:

1. Sieve analysis
2. Gauge test

7
4.2 TESTS ON AGGREGATES

4.2.1 IMPACT TEST

Resistance of the aggregates to impact is termed as toughness. Aggregates used in the
pavement should be able to resist the effect caused by the jumping of the steel tyred
wheels from one particle to another at different levels causes severe impact on the
aggregates.

The property of a material to resist impact is known as toughness. Due to movement

of vehicles on the road the aggregates are subjected to impact resulting in their
breaking down into smaller pieces. The aggregates should therefore have sufficient
toughness to resist their disintegration due to impact. This characteristic is measured
by impact value test. The aggregate impact value is a measure of resistance to sudden
impact or shock, which may differ from its resistance to gradually applied
compressive load.

Fig 4.1 Impact testing machine

8
The test sample consists of aggregates sized 10.0 mm 12.5 mm. Aggregates may be
dried by heating at 100-110° C for a period of 4 hours and cooled. Sieve the material
through 12.5 mm and 10.0mm IS sieves. The aggregates passing through 12.5mm
sieve and retained on 10.0mm sieve comprises the test material.

Table 4.1 Observation for Impact test

Wt of the Wt of aggregate + Wt of portion Aggregate Mean

mould W1 mould W2 (gm) passing impact value impact
(gm) 2.36mm sieve (%) value
W3 (gm) (%)

1200 1500 74.20 24.73

26
1200 1500 82.63 27.50

Table 4.1 shows the mean impact value of given sample of aggregates. The mean
impact value of aggregate was 26. As per IS 2386: part 3, the impact value of
aggregate is up to 30% .The obtained value is 26. Hence it is satisfactory for road
surfacing.

4.2.2 SPECIFIC GRAVITY AND WATER ABSORBTION TEST

The specific gravity of an aggregate is considered to be a measure of strength or

quality of the material. Stones having low specific gravity are generally weaker than
those with higher specific gravity values. It is used to measure and determine the
strength or quality of the material and the water absorbtion of aggregates.

9
 Fig 4.2 Specific Gravity and Water Absorbtion Test

Table 4.2 Observation for Specific gravity and water absorbtion test

Sample calculation Test 1 Test 2

Wt of saturated aggregate suspended in

3500 3500
water with basket (W1)gm

Wt of basket suspended in water W2 (gm) 1560 1550

Wt of saturated aggregate in water W1-W2

(gm) 2000 2000

Wt of oven dried aggregate W4 3019 3050

specific gravity W4 / (W3– (W1– W2)) 2.72 2.65

Wt of saturated surface dry of aggregate

3050 3100
W3 (gm)

Water absorption((W3 – W4) / W4) X 100 1.02 1.63

Table 4.2 indicates the mean value of specific gravity and water absorbtion of the
sample of aggregate. The mean specific gravity value of the sample was 2.68 and
the mean water absorbtion value of the sample was 1.32%. The size of the
10
 aggregate and whether it has been artificially heated should be indicated. ISI
specifies three methods of testing for the determination of the specific gravity of
aggregates, according to the size of the aggregates. The three size ranges used are
aggregates larger than 10 mm, 40 mm and smaller than 10 mm. The specific gravity
of aggregates normally used in road construction ranges from about 2.5 to 3.0 with
an average of about 2.68. Though high specific gravity is considered as an
indication of high strength, it is not possible to judge the suitability of a sample road
aggregate without finding the mechanical properties such as aggregate crushing,
impact and abrasion values. Water absorption shall not more than 3%.

4.2.3 COMBINED FLAKINESS AND ELONGATION TEST

The particle is considered as elongated if its length is more than 1.8 times the
mean sieve size of the size fraction to which the particle belongs. Similarly, the
particle is considered as flaky if its thickness is less than 0.6 times the mean sieve size
of the size fraction. Elongated and flaky particles have a large surface area relative to
its small volume, hence it decreases the workability of concrete mix. The flaky
particles can affect the durability of concrete as they tend to be oriented in one plane,
with water and voids forming underneath. The presence of flaky or elongated
particles in excess of 10-15% of the weight of coarse aggregate is undesirable. The
test is carried on aggregate sizes between 63 mm and 6.3mm.

11
Fig 4.3 Flakiness and Elongation Test apparatus

12
 Table 4.3 Observation of combined flakiness and elongation test

Sieve Sieve W1 W2 FI=ΣW2/ W3 W4 EI=ΣW4/ Combined

ΣW1 ΣW3
Passing Retained FI&EI
25 20 2906.8 129.1 2777.7 107.5
20 16 1846.8 139.4 9.04 1707.4 148.1 9.79 18.83
16 12.5 1138.3 156.4 981.9 143.3
12.5 10 588.9 132.8 456.1 157.1
10 6.3 225.1 48.5 176.6 41.2
Total Weight 6705.9 606.2 6099.7 597.2

Table 4.3 represents the combined flakiness and elongation value of the sample of
aggregates. The combined flakiness and elongation value of aggregates was obtained
as 18.83. As per IS 2386: part 3 and MORTH, the combined flakiness and elongation
index of aggregate ranges max 35%. The obtained value is 18.83%. Hence suitable
for roadwork construction.

4.3 TEST ON BITUMEN

4.3.1 PENETRATION TEST ON BITUMEN

Penetration value test on bitumen is a measure of hardness or consistency of
bituminous material. A 80/100 grade bitumen indicates that its penetration value lies
between 80 & 100. Penetration value is the vertical distance traversed or penetrated
by the point of a standard needle into the bituminous material under specific
conditions of load, time and temperature. This distance is measured in one tenths of a
millimeter.
Penetration test is used for evaluating consistency of bitumen. It is not regarded as
suitable for use in connection with the testing of road tar because of the high surface
tension exhibited by these materials. It is used to determine Consistency of
bituminous material and Suitability of bitumen for use under different climatic
conditions and various types of construction. IS: 1203-1978-Indian standard methods
for testing tar and bituminous materials (Determination of penetration)

13
 Fig 4.4 Penetration test apparatus

Table 4.4 Observation of penetration test

Test No. T - 01 T- 02 T - 03 Mean Value

Initial Reading 29 30 28

Final Reading 96 97 96
67.3

Penetration in
67 67 68
mm

Table 4.4 shows the penetration value of the given sample of bitumen. The mean
penetration value of bitumen was obtained as 67.3. As per IS 1203:1978 For VG30
grade limit should be in b/w 50-70 mm. The obtained value is 67.3. Hence suitable
for pavement construction.

4.3.2 SOFTENING POINT TEST

The Softening Point of bitumen or tar is the temperature at which the substance attains
particular degree of softening. As per IS: 334-1982, it is the temperature in ºC at

14
which a standard ball passes through a sample of bitumen in a mould and falls through
a height of 2.5 cm, when heated under water or glycerin at specified conditions of
test. The binder should have sufficient fluidity before its applications in road uses.
The determination of softening point helps to know the temperature up to which a
bituminous binder should be heated for various road use applications. Softening point
is determined by ring and ball apparatus. The determination of softening point helps
to know the temperature up to which a bituminous binder should be heated for various
road use applications. Softening point is determined by ring and ball apparatus.

Fig 4.5 Ring and ball apparatus

15
 Table 4.5 Observation of softening point test

Test No. 1 2

Temperature at which the

Ball Touches the Bottom 46 48
°C

Average Temperature °C 47

Table 4.5 indicates the softening point value of bitumen. The average temperature at
which the ball touches the bottom obtained as 47. As per IS: 1205-1978 For VG30
grade limit should be in min 45 °C. The obtained value is 47°C. Hence suitable for
paving requirements.

4.3.3 FLASH POINT OF BITUMEN

Bituminous material leaves out volatiles at high temperatures depending upon their
grade. These volatile vapours catch fire causing a flash. The flash point is the lowest
temperature at which flash occurs due to ignition of volatile vapours when a small
flame is brought in contact with the vapours of a bituminous product, gradually heated
under standardized condition. When bituminous material is further heated to a higher
temperature, the material itself catches and continues to burn; the lowest temperature
causing this is the fire point. Fire point is always higher than flash point. The flash
point of a material is the lowest temperature at which vapour of a substance
momentarily take fire in the form of flash. The fire point is the lowest temperature at
which the material gets ignited and burns under specific conditions of test.

Fig 4.6 Pensky Martin apparatus

16
 Table 4.6 Observation of flash point test

Test No Sample 1 Sample 2 Sample 3 Mean Value

Flash Point °C 221 226 230 225.6

Table 4.6 shows the flash point value of the given sample of bitumen. The mean flash
point value of bitumen was 225.6. As per IS: 1209-1978 for VG30 grade flash point
limit should be in min 220 °C & fire point should be greater than the obtained value is
225.6 °C. Hence suitable for road work requirements.

4.3.4 DUCTILITY TEST

The ductility of bituminous material is the distance in centimeters to which it will
elongate before breaking when a briquette specimen of the materials is pulled at a
specified speed and at specified temperature. Test confirms to IS: 208-1978.

Fig 4.7 Ductility testing machine

17
 Table 4.7 Observation of Ductility test

Observation 1 2

Initial Reading (cm) 0 0

Final Reading (cm) 45 48

Table 4.7 shows the ductility value of the given sample of bitumen. The mean
ductility value of bitumen was 48. As per IS: 1209-1978 For VG30 grade Ductility at
25°C, cm, min, after thin film over test is 40 cm. Hence suitable for road work
construction requirements.

4.3.5 VISCOSITY TEST

Viscosity is defined as inverse of fluidity. It is the fluid property of bituminous
material. The degree of fluidity at the application temperature greatly influences the
ability of bituminous material to spread.
The bitumen cup is properly leveled and water in bath is heated till reach 60⁰ c for test
by ±0.1⁰ c, stirring is also continued. The sample material is heated at temperature 20⁰
c above the specified test temperature. And the material is allowed to cool. During this
the material is continuously, stirred. When material reaches slightly above test
temperature, the same is poured in tar cup, until leveling peg on the valve rod is just
immersed. In the graduated receiver, 25 ml of material oil or one percent by weight
solution of soft soap is poured. The receiver is placed under orifice. When the sample
material reached the specified testing temperature within ±0.1⁰ c and is maintained for
5 minutes, the valve is opened. The stopwatch is started, when cylinder record 25 ml.
the time is recorded for flow up to a mark of 60 ml.
Number 30 indicates the range of viscosity of bitumen [(100 +- 20) * 30] in terms of
Poise. i.e. in case of VG 30, Maximum Viscosity : 120 * 30 = 3600 Poise and
Minimum Viscosity : 80 * 30 = 2400 Poise.

18
4.4 TESTS ON POLYMER AND MOLASSES

4.3.5 GAUGE TEST AND SIEVE ANALYSIS FOR PLASTICS

Polyethylene bags having size less than 51 microns were used. This can be
determined using thickness gauge. The plastic bags were then shredded into small
pieces. These shredded pieces are then passed through 4.75mm sieve and retained on
2.36mm sieve and are taken for processing.

Fig 4.8 Sieve analysis of shredded plastic

Fig 4.9 Gauge testing instrument

19
 Table 4.8 Gauge to micron translation chart

Gauge Micron
30 7.6
408 10
50 12.5
60 15
75 19
80 20
90 23
100 25
120 30
150 38
160 40
180 45
200 50

Table 4.8 shows the gauge to micron translation chart. The sieved shredded pieces are
tested using gauge testing instrument. The obtained gauge value is converted to micron
from the above table.

4.4.2 VISCOSITY TEST FOR MOLASSES

The following testing equipment is needed to measure absolute viscosity of
viscosity graded paving sample (IS: 73:2006) at 60 C in accordance with IS:1206
(Part II) (similar to ASTM D 2171), which uses a vacuum capillary viscometer. It
should be noted that any other viscometer such as rotational viscometer cannot be
used to measure the absolute viscosity at 60 C since the bitumen in Non-Newtonian in
nature at this temperature. While obtaining quotations specify the following
requirements. Modified Koppers vacuum viscometer can be used, the following refers
to Cannon-Manning vacuum viscometer only. Complete Absolute Viscosity Testing
Equipment conforming to IS:1206 (Part II)

20
 Table 4.9 Observations of Molasses and Plastic

Tests Result

Viscosity of Molasses 2600 poise

Gauge test for plastic 50 micron/200 gauge

Table 4.9 shows the viscosity value of molasses and the gauge test value of plastic. The
viscosity of molasses was 2600 poise and the gauge test value of plastic was 50
micron/200 gauge. The viscosity of molasses should not be less than 2400 poise. The
gauge value of plastic should be less than 51 micron.

21
 CHAPTER 5

MARSHALL MIX DESIGN

5.1 OVERVIEW
The mix design (wet mix) determines the optimum bitumen content. This is
preceded by the dry mix design discussed in the previous chapter. There are many
methods available for mix design which varies in the size of the test specimen,
compaction, and other test specifications.

5.2 MARSHALL MIX DESIGN

The Marshall Stability and flow test provides the performance prediction measure for
the Marshall mix design method. The stability portion of the test measures the
maximum load supported by the test specimen at a loading rate of 50.8 mm/minute.
Load is applied to the specimen till failure, and the maximum load is designated as
stability. During the loading, an attached dial gauge measures the specimen’s plastic
flow (deformation) due to the loading. The flow value is recorded in 0.25 mm (0.01
inch) increments at the same time when the maximum load is recorded.

Fig 5.1 Marshall Apparatus

22
5.3 SPECIMEN PREPARATION

 Approximately 1200gm of aggregates and filler is heated to a temperature of

150°C.
 Bitumen is heated to a temperature of 150°C. The heated aggregates and
bitumen are thoroughly mixed at a temperature of 150°C. − 160°C. .
 The mix is placed in a preheated mould and compacted by a rammer with 75
blows on either side.
 The weight of mixed aggregates taken for the preparation of the specimen
may be suitably altered to obtain a compacted thickness of 63.5+/-3 mm.
 Vary the bitumen content in the next trial by +1% and repeat the above
procedure. Numbers of trials are predetermined.

5.4 PROPERTIES OF THE MIX

The properties that are of interest include the theoretical specific gravity Gt, the bulk
specific gravity of the mix Gm, percent air voids Vv, percent volume of bitumen V b,
percent void in mixed aggregate VMA and percent

VMA=100-(𝑮𝒎𝒎 (𝑮𝒎𝒃 *𝑷𝒔 )*𝑮𝒔𝒃 )

𝟏𝟎𝟎 ∗ (𝑮𝒎𝒎 − 𝑮𝒎𝒃 )

𝑽𝒂 =
𝑮𝒎𝒎

𝟏𝟎𝟎 ∗ (𝐕𝐌𝐀 − 𝐕𝐚)

𝑽𝑭𝑩 =
𝐕𝐌𝐀

𝐺𝑚𝑚 = Maximum Specific Gravity of asphalt mixture

𝐺𝑚𝑏 = Bulk Specific Gravity of asphalt mixture

𝑃𝑠 = Aggregate, percent by total weight of asphalt mixture

23
5.5 PERCENTAGE OF AGGREGATES AND BITUMEN USED
Table 5.1 Values of percentage of aggregates and bitumen within the MORTH limits

20 mm 12mm 6mm Dust Bitumen

29% 18% 20% 33% 5.31

%
.

Sieve Percentage MORTH

Size Passing Limits
26.5 100 100

19 92.97 90-100

13.2 78.97 59-79

9.5 63.26 52-72

4.75 36.40 35-55

2.36 32.39 28-44

1.18 25.69 20-34

0.6 19.56 15-27

0.3 15.64 10-20

0.15 8.78 5-13

0.75 3.84 2-8

Table 5.1 shows the value of percentages of aggregate and bitumen within the MORTH
limit. As per MORTH, for SDAC (Semi Dense Asphalt Concrete) mix the combined
aggregates dry mix should confirm to certain gradation limits when passing through the
sieves. The above tabular column depicts the mix proportion of aggregates used for
various denominations 20mm,12mm,6mm,dust is 29%,18%,20%, 33% respectively.
24
5.6 PERCENTAGES OF MOLASSES AND PLASTIC ADDED

Table 5.2 Percentage of molasses and plastic added

Plastic
Bitumen Molasses Molasses Bitumen content Bitumen
content % Replacement % % (gm) (gm) % Plastic (gm)
100 0 63.72
99 1.00% 0.75% 0.48 63.24 0.25% 0.15 63.09
98 2.00% 1.25% 0.80 62.92 0.75% 0.47 62.45
97 3.00% 1.75% 1.12 62.60 1.25% 0.79 61.82
96 4.00% 2.25% 1.43 62.29 1.75% 1.10 61.19
95 5.00% 2.75% 1.75 61.97 2.25% 1.40 60.57
94 6.00% 3.25% 2.07 61.65 2.75% 1.70 59.94
93 7.00% 3.75% 2.39 61.33 3.25% 2.00 59.33
92 8.00% 4.25% 2.71 61.01 3.75% 2.30 58.71
91 9.00% 4.75% 3.03 60.69 4.25% 2.59 58.10
90 10.00% 5.25% 3.35 60.37 4.75% 2.88 57.49
89 11.00% 5.75% 3.66 60.06 5.25% 3.17 56.89
88 12.00% 6.25% 3.98 59.74 5.75% 3.45 56.28
87 13.00% 6.75% 4.30 59.42 6.25% 3.73 55.69
86 14.00% 7.25% 4.62 59.10 6.75% 4.01 55.09
85 15.00% 7.75% 4.94 58.78 7.25% 4.28 54.50
84 16.00% 8.25% 5.26 58.46 7.75% 4.56 53.91
83 17.00% 8.75% 5.58 58.14 8.25% 4.82 53.32
82 18.00% 9.25% 5.89 57.83 8.75% 5.09 52.74
81 19.00% 9.75% 6.21 57.51 9.25% 5.35 52.16
80 20.00% 10.25% 6.53 57.19 9.75% 5.61 51.58
79 21.00% 10.75% 6.85 56.87 10.25% 5.86 51.01
78 22.00% 11.25% 7.17 56.5515 10.75% 6.11 50.44

Table 5.2 shows the percentages of molasses and plastic added. The tabular column depicts
about the amount of molasses and plastic used for replacement of bitumen in different
percentages, it ranges from 1% to 78%. Amount of molasses and polymer corresponding to
bitumen, by weight of aggregate is known and added during Marshall mould preparation. The
25
molasses and polymer are added according to the standard ratio 3:1.

Fig 5.2 Moulds with partial replacement of bitumen

26
 CHAPTER 6

RESULTS AND DISCUSSIONS

6.1 VOLUMETRIC ANALYSIS COMPACTED SAMPLE

Table 6.1: Volumetric Analysis Compacted Sample

Sl. % of Wt. of specimen in Bulk Bulk Max. % of % of % of Stability (kN) Flow

No bitumen (gm) volume sp. gra. sp. gra. air voids in voids in
(cc) of of voids mineral filled mm
Wt. Wt. Wt. Measured Correction Corrected
sample sample (VA) agg. with
in in in factor
(𝐺𝑚𝑏 ) (𝐺𝑚𝑚 ) (VMA) bitumen
air water SSD
(VFB)
air
1 2 3 4 5(4-3) 6=(2/5) 7 8 9 10 11 12 13=11*12 14
1 100% 1201 699 1205 506 2.374 2.495 4.85 18.538 73.838 13 1.00 13 3

2 99.00% 1211 700 1220 520 2.329 2.495 6.653 20.083 66.872 12.00 1.00 12.00 6

3 98.00% 1218 690 1224 534 2.281 2.495 8.577 19.849 56.789 12.20 1.00 12.20 5.8

4 97.00% 1214 693 1220 527 2.304 2.495 7.655 19.041 59.797 11.80 1.00 11.80 5.6

5 96.00% 1205 650 1212 562 2.144 2.495 14.068 24.663 42.959 11.56 1.00 11.56 5.7

6 95.00% 1199 650 1210 560 2.141 2.495 14.188 24.768 42.716 11.30 1.00 11.30 5.2

7 94.00% 1215 700 1220 520 2.337 2.495 6.333 17.881 64.583 10.50 1.00 10.50 5.3

26
 8 93.00% 1203 690 1210 520 2.313 2.495 7.295 18.724 61.039 10.80 1.00 10.80 5.4

9 92.00% 1205 695 1215 520 2.317 2.495 7.134 18.584 61.612 10.35 1.00 10.35 5.1

10 91.00% 1210 690 1211 521 2.322 2.495 6.934 18.408 62.332 10.80 1.00 10.80 5

11 90.00% 1213 700 1219 519 2.337 2.495 6.333 17.881 64.583 9.80 1.00 9.80 4.6

12 89.00% 1205 696 1212 516 2.335 2.495 6.413 17.951 64.275 9.90 1.00 9.90 4.4

13 88.00% 1198 697 1210 513 2.335 2.495 6.413 17.951 64.275 9.60 1.00 9.60 4.3

14 87.00% 1210 695 1215 520 2.327 2.495 6.733 18.232 63.070 9.80 1.00 9.80 4.5

15 86.00% 1195 699 1210 511 2.339 2.495 6.253 17.811 64.892 11.00 1.00 11.00 3.6

16 85.00% 1200 699 1210 511 2.348 2.495 5.892 17.494 66.320 12.20 1.00 12.20 3.9

17 84.00% 1213 700 1215 515 2.355 2.495 5.611 17.249 67.471 12.50 1.00 12.50 3.2

18 83.00% 1211 705 1212 507 2.389 2.495 4.248 16.054 73.539 12.80 1.04 13.31 2.8

19 82.00% 1196 703 1205 502 2.382 2.495 4.529 16.300 72.215 13.20 1.04 13.73 3.8

20 81.00% 1209 705 1212 507 2.385 2.495 4.409 16.194 72.774 13.00 1.04 13.52 2.5

21 80.00% 1196 705 1203 498 2.402 2.495 3.727 15.597 76.104 12.90 1.04 13.42 2.3

22 79.00% 1216 708 1223 515 2.361 2.495 5.371 17.038 68.476 12.85 1.00 12.85 3.2

Table 6.1 shows the behavior of molasses and plastic modified bituminous mix from above table it was found that the modified mix posses
improved Marshall characteristics. It was observed that Marshall Stability value increases up to 18% and then decreases .The parameters such as
percentage of air voids (VA), voids in mineral aggregates (VMA), and voids filled with bitumen (VFB) are within the required specifications

27
6.2 GRAPHS

6.2.1 COMBINATION OF MOLASSES (%) AND PLASTIC % VS

STABILITY(kN)

Table 6.2: Value of Molasses (%) and Plastic (%) VS Stability (kN)

Molasses % and
1 2 3 4 5 6 7 8 9 10
Plastic %

Stability 12 12.2 11.8 11.6 11.3 10.5 10.8 10.4 10.8 9.8

11 12 13 14 15 16 17 18 19 20 21
9.9 9.6 9.8 11 12.2 12.5 13.3 13.7 13.5 13.4 12.85

16
14
STABILITY (kN)

12
10
8
6
4
2
0
0 2 4 6 8 10 12 14 16 18 20
MOLASSES % AND PLASTIC %

Fig 6.1 Graph of Molasses (%) and Plastic (%) VS Stability (kN)
Table 6.2 shows the value of molasses and plastic vs stability and fig 6.1 shows the graph of
molasses and plastic vs stability. In the combination of molasses and plastic vs. stability graph
the molasses content is taken over the x-axis and the stability is taken over the y- axis. In the
above graph the stability goes on increasing up to the 18% and then the stability goes on
decreasing, so it is recommended replace upto the 18%. If the stability increases the strength
of the road increases and then the life of road increases. The minimum stability value is 9kN
for SDAC (Semi Dense Asphalt Concrete). The peak point in the stability graph is taken as the
optimum molasses content. When the stability increases the bonding nature between the
aggregates is strong and resists the damaging of road.

28
 6.2.2 DISCUSSION
Modified mix posses improved Marshall Characteristics at 18 % replacement of bitumen and
have higher stability value

Table 6.3: Characteristics of sample confirming to MORTH limits

MORTH Confirmed
Values from Compacted
Descriptions Values as per Table 500-
Sample at 18% Replacement
16 & 500-
12

%VMA 16.3 Min.13

%Va 4.529 3-5

% VFB 72.215 65-75

Stability (kN) 13.73 Min.8.2

Flow 3.8 2-5

Table 6.3 shows the characteristics of sample confirming to MORTH limits. The tabular
column depicts the properties of sample which shows better Marshall Characteristics after
replacement and confirms to MORTH specification for SDAC mix.

29
 CHAPTER 7
CONCLUSION

The molasses and polymer modified bituminous mix was found that the modified mix posses
improved Marshall characteristics. The optimum bitumen content of the mix was obtained as
5.31%. The Marshall stability value of conventional bituminous mix is 13kN and that of the
percentage replacement of bituminous mix with molasses and polymer was obtained as
13.73kN. The parameters such as Vv, Vb, VMA and VFB are within the required
specifications as per MORTH. The percentage replacement of the bituminous mix with the
molasses and polymer has more strength than the conventional bituminous mix. This is more
economical than the original bituminous mix, as it reduces the consumption of bitumen. This
also reduces the emission of the benzene, sulphur dioxide and nitrogen oxide to an extent. The
solid waste molasses and polymer also provides us improved pavement characteristics such as
road safety, visibility, long life, strength, recycling, workability and another one that is
environment. The temperatures are rising towards 50 °C and rains are danger at these
temperatures, so by using this molasses and polymer modified mix we can save environment,
the main global environment objectives towards zero emission. The molasses and polymer
modified bituminous mix reduces the void present in the mix, this prevents the moisture
absorption and oxidation of bitumen entrapped air. The road can withstand heavy traffic and
better service. This modification not only adds value to the molasses and polymer but will
also develop technology to introduce a new method for road construction.

30
 CHAPTER 8

REFERENCES

 K. Shyam Prakash et al. (2014), “ Percentage Replacement of Bitumen With

Sugarcane Waste Molasses” , International Journal of Civil Engineering and
Technology (IJCIET) ,Vol 5, Issue 7
 Md Maniruzzaman A. Aziz et al. (2016), “ Alternative Binders for Flexible Pavements” ,
APRN Journal of Engineering and Applied Sciences , Vol 11 , Issue 20
 Karol J. Kowalski et al. (2016), “ Eco-friendly Materials for a New Concept of Asphalt
Pavement” , Science Direct Transportation Research Procedia 14
 Savita Devi et al. (2016), “ Partial Replacement of Bitumen by using Plastic Waste in Bitumen
Concrete” , SSRG International Journal of Civil Engineering (SSRG- IJCE),Vol 3, Issue 7
 A.Boomika et al. (2017), “Experimental Study on Partial Replacement of Bitumen with
Lignin and Plastic”, SSRG International Journal of Civil Engineering (ICRTCETM),
Special Issue

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