THE DISSERTATION ENTITLED

CHARACTERISATION OF WASTE PLASTIC ASPHALT MIXES

USING MULTILAYER PLASTIC WASTE

SUBMITTED TO

SARDAR VALLABHBHAI NATIONAL INSTITUTE OF TECHNOLOGY,

SURAT
IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD
OF THE DEGREE
OF
MASTER OF TECHNOLOGY
IN CIVIL ENGINEERING
With Specialization in
(TRANSPORTATION ENGINEERING AND PLANNING)

SUBMITTED BY
AAKASH SINGH
(P19TP005)

GUIDED BY

DR. ASHISH DHAMANIYA

Associate Professor

P G SECTION IN TRANSPORTATION ENGINEERING AND PLANNING

CIVIL ENGINEERING DEPARTMENT
SARDAR VALLABHBHAI NATIONAL INSTITUTE OF TECHNOLOGY,
SURAT – 395007, GUJARAT, INDIA
December-2020
 DEPARTMENT OF CIVIL ENGINEERING
SARDAR VALLABHBHAI NATIONAL INSTITUTE OF TECHNOLOGY, SURAT

CERTIFICATE

This is to certify that the dissertation report entitled “CHARACTERISATION OF WASTE

PLASTIC ASPHALT MIXES USING MULTILAYER PLASTIC WASTE” Submitted by

AAKASH SINGH bearing Roll No: P19TP005 in partial fulfilment of the requirement for the

award of the degree of Master of Technology in Civil Engineering with specialization in

Transportation Engineering and Planning of Sardar Vallabhbhai National Institute of

Technology, Surat is a record of his own work carried out under our supervision. To the best

of my knowledge, the matter embodied in the report has not been submitted elsewhere for the

award of any degree.

Dr. Ashish Dhamaniya Dr. Ashish Dhamaniya

Research Supervisor PG Incharge (TE&P)
Associate Professor Associate Professor
Department of Civil Engineering Department of Civil Engineering
SVNIT, Surat SVNIT, Surat

Dr. Shriniwas Arkatkar

Section Head (TE&P) Dr. M.M. Ahammed
Associate Professor Professor & Head
Department of Civil Engineering Department of Civil Engineering
SVNIT, Surat SVNIT, Surat
 Contents
INTRODUCTION.................................................................................................................... 2

BACKGROUND ...................................................................................................................... 4

NEED OF THE STUDY .......................................................................................................... 6

OBJECTIVES AND SCOPE .................................................................................................. 7

METHODOLOGY .................................................................................................................. 7

TESTS TO BE DONE ........................................................................................................... 10

AGGREGATE TESTS ...................................................................................................... 10

BITUMEN TESTS ............................................................................................................. 10

TESTS ON MIX ................................................................................................................. 10

PERFORMANCE PARAMETER TESTS ...................................................................... 11

EXPECTED RESULTS AND CONCLUSIONS ................................................................ 11

REFERENCES....................................................................................................................... 12

List of Figures
Figure 1 Global consumption of plastic by region from 1980 to 2015 ...................................... 3
Figure 2 Global Plastic Production From 1950 to 2015 ............................................................ 3
Figure 3 Methodology................................................................................................................ 9
Singh A.

INTRODUCTION

Infrastructures, in addition to their application in the day to day life of the citizen also describe
the level of development of the country. Building construction, transportation facilities,
hydraulic structures etc. are some of the broadly classified infrastructures. Today, where a
transport system covers a vast amount of the infrastructure industry, finding economical,
durable and environmentally friendly asphalt concrete mix is the main concern of engineers
and researchers. Hence, till this time to find strong and durable asphalt concrete pavement
engineers use aggregate, bitumen and filler materials. However; construction using such
materials comes with the great cost in the country’s budget.

Plastics have become a common man’s friend. It finds its use in every field. Nearly 50% of the
plastic consumed is used for packing. The most used plastic materials for packing are carry
bags, cups, thermocoles and foams. These materials are manufactured using polymers like
Polyethylene, polypropylene and polystyrene. (The tubes and wires are made out of polyvinyl
chloride). These materials, once used are thrown out or littered by us more because of the
wrong culture. They mix with Municipal Solid Waste. As they are non-biodegradable, the
disposal is a problem and they cause social problems contributing to environmental pollution.
Yet these packing materials either monolayer or laminated poly layers made out of
polyethylene, polypropylene and polystyrene can be easily used for various uses like road
construction, block making, roofing, etc. without affecting the environment.

Records from 2015 (see Figure 1) show that worldwide utilization of plastic was 45 kg/person,
with the highest utilization occurring in North America (136 kg/person). Many plastics are
discarded after a very short lifecycle (e.g., single-use), which causes colossal waste
accumulation and critical environmental concerns. Approximately 3% of each year’s plastic
waste ends up in the sea, harming the environment and wildlife.

The chart (see figure 2) shows the increase of global plastic production, measured in tonnes
per year, from 1950 through to 2015. In 1950 the world produced only 2 million tonnes per
year. Since then, annual production has increased by nearly 200-fold, reaching 381 million
tonnes in 2015. For context, this is roughly equivalent to the mass of two-thirds of the world
population.

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Figure 1 Global consumption of plastic by region from 1980 to 2015

Figure 2 Global Plastic Production From 1950 to 2015

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BACKGROUND

➢ Considering sustainability and environmentally friendly factors, there has been

growing interest in the use of PE in the asphalt industry. Using PE for asphalt
modification has been in practice since the 1980s. In 1983, the Transport and Road
Research Laboratory (TRRL) conducted a study on a PE-modified asphalt known as
Novophalt (Masad et al., 2020).

➢ In this technology, PE is blended with asphalt, after which continuous agitation is

required until the asphalt mixture is laid. Several test trials were conducted with
Novophalt in Canada and different states in the United States. Later, (Liang, 1998)used
a steric stabilization technique, in which PE was stably incorporated into asphalt using
a styrene-butadiene-styrene (SBS) copolymer and an ethylene-vinyl acetate copolymer
to produce an asphalt mixture known as Polyphalt.

➢ A patent was filed for Polyphalt in 2000 (Liang et al., 2000) Besides, another
technology called Ditecpesa was introduced that added silica gel and fine carbon black
to stabilize the low-density PE (LDPE)-modified binder. In 2014, a patent was filed
for Ditecpesa.

➢ The recent study done by (Kumar & Garg, 2011) carried using mixed waste plastic
instead of individual plastics the following conclusions are drawn from the research.
• The properties of bitumen such as penetration, softening point and ductility
were improved with the addition of the waste fibre.
• The phase angle values clearly illustrate the improved elastic response
(reduced phase angles) of the modified binders compared with their respective
base bitumen’s.
• From an environmental and economic standpoint, the use of waste plastic
fibres as a bitumen modifying agent may contribute to solving the waste
disposal problem and to improving the quality of road pavements. When waste
plastics fibre is added, there is a 9.91% increase in the cost of bituminous
concrete, as compared with a 19.74% increase in the case of EVA. The binders
modified with other polymers (such as SBS, EVA, etc.) will certainly increase

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the initial cost of construction and will prove to be economical if the life-cycle
cost is taken into consideration.

➢ Guarin et al. (2016); Little (1988) These studies reported that the surface appearance
of the Novophalt binder was rough and uneven. In some cases, the surface layer had
contracted in such a way that its diameter was smaller than that of the container. This
was attributed to the polymer migrating to the top of the container as the binder allows
small polymer particles to float upward. In such cases, continuous-shear mixing was
required to maintain a homogenous blend in PE-modified asphalt. In Novophalt, the
asphalt binder physically interacts with PE.

➢ Sarang, Lekha, and Shankar (2014) concluded from their study involving stone mastic
asphalt; Shredded Waste Plastic not only controls drain down in SMA but is an
effective method to improve its performance also, with an additional advantage of
environment-friendly waste disposal. is an effective method to improve its
performance also, with an additional advantage of environment-friendly waste
disposal.

➢ The softened plastics have a tendency to form a film-like structure over the aggregate
when it is sprayed over the hot aggregate at 160 °C. The formed PCA is a better raw
material for the construction of flexible pavement. PCA was then mixed with hot
bitumen of different types and the mixes were used for road construction. PCA +
bitumen mix showed the improved binding property and poor wetting property. The
sample showed higher Marshall Stability value in the range of 18–20 kN and the load-
bearing capacity of the road is increased by 100% and there is no pothole formation
(Vasudevan et al., 2012).

➢ Use of PVC plastics should be restricted in this because the PVC degrades at the high
temperature required for producing SLA and therefore the HCl gas that is emitted may
be corrosive to the production equipment and may be harmful to workers without
controls. Without proper measures to control the emission of HCl, the use of more than
4% PVC in the coating of aggregates should be avoided. (Kashi et al., 2002)

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Singh A.

➢ IRC: SP98 (2013) have suggested the optimum plastic content Waste Plastic @ 6 to 8
per cent of the weight of the bitumen can be used for Open-Grade Premix Surfacing
and Mix Seal surfacing mix. Quantity of bitumen can be reduced correspondingly.

NEED OF THE STUDY

The studies involving dry process are going on since 2001; encouraging results are obtained
from the results by 2005 and a patent was filed by researchers in 2005; IRC has framed
code for the same in the year 2013 i.e. IRC: SP98(2013). IRC has given guidelines for use
of plastics in road construction but till date, there is no visible use of this technology in
actual field applications wherever it is used the roads are low volume roads.
After referring the code, we came across some of the research gaps which motivates us to
work over this topic. Three of those gaps are stated here:

➢ IRC has suggested using plastics @ 6% to 8% by the weight of bitumen but the extent
of coating which is done over aggregates by using this amount of plastics has not been
evaluated and there is no such method to determine the coating of plastic over
aggregates.

➢ IRC has not clearly stated anything about the reduction of the quantity of bitumen while
using plastic which is the primary matter of concern for the contractors whereas
previous researchers have investigated and found that there is a significant reduction of
the quantity of bitumen required while using plastic for coating. Thus, this motivates
them to use this technology as it is cheaper concerning the conventional method.

➢ Considering sustainability and environmentally friendly factors, there has been growing
interest in the use of Reclaimed asphalt pavement (RAP) materials in the pavement
systems. The properties of the RAP of roads constructed with the dry process have not
been evaluated yet; it is still a domain to explore the recyclability of the roads
constructed by using Dry Process. Here the mix will be artificially aged in the
laboratory with different plastic content; then converted into RAP and then its different
properties are evaluated and compared with the RAP of control mix.

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OBJECTIVES AND SCOPE

Based on the identified research gaps and motivations from the need of the study, the
following research objectives are framed.

➢ Evaluate the coating of Plastic over Aggregate mix using DSC and SEM.

➢ Determine the reduction in optimum bitumen content of the mix by introducing the
plastic in the mix and increasing its content as per IRC: SP (98).

➢ To check the performance of the mixes containing the plastic with respect to control
mix at three different stages i.e. Fresh Mix; Aged Mix and Recycled mix also evaluate
the rheological properties of the bitumen obtained after the recycling.

This project deals with the use of Multi-Layer Plastic in wearing course using Dry Process
and evaluating the performance of mix and comparing it with the control mix. After the
end of this work, we will be able to evaluate the coating over aggregate and validating the
same with Differential Scanning Calorimeter and Scanning Electron Microscope. We’ll be
able to determine the reduction in optimum bitumen content by adding plastics as compared
to the control mix. We’ll also check the performance of mix containing waste plastic by
evaluating different performance parameters and comparing the results with the control mix
(with 0% Plastic content) at three different stages i.e. fresh mix; aged mix and recycled
mix. We’ll also evaluate the rheological parameters of the recovered bitumen in both cases.

METHODOLOGY

Firstly, the aggregates are heated to 1600C to 1700C then shredded plastics are spread over
it uniformly; the temperature should be maintained between 1600C to 1700C and the mixed
aggregates are mixed gently. The aggregates are taken should be according to the blend
prepared. After cooling we will observe that the plastics are coated over aggregates and
formed a thin film or diffused in their voids. Water absorption of the mix aggregates is
determined for both the aggregate mix i.e. control aggregate mix and coated aggregate mix.
After determining the water absorption the coatability index (Bairgi et al., 2019; Velasquez

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Singh A.

et al., 2012) should be calculated. The coatability index should be calculated at two stages
that are when the maximum coating over the aggregates are done, we get maximum index
for that plastic content and again when plastic is mixed with mixed aggregates. Further the
results are validated by using image processing technique; with differential scanning
calorimetry (Grönniger et al., 2010) and scanning electron microscope.

Then the standard marshal samples (MS-2 7th Edition, 2009) are prepared by using plastic
containing 80% MLP and 100%MLP @6% 8% and 10% by weight of bitumen and
optimum bitumen content is determined in all of the above cases then this is compared with
optimum bitumen content of control mix and reduction in optimum bitumen content is
calculated in cases involving plastics.

Considering sustainability and environmentally friendly factors, there has been growing
interest in the use of Reclaimed asphalt pavement (RAP) materials in the pavement
systems. Here we will evaluate the performance parameters of the pavement in laboratory.
These performance parameters include Rutting; Creep; Modulus of Resilience; and
Fatigue. The mix is prepared with 80%MLP and 100%MLP @6%, 8% and 10% plastic
(IRC:SP:98-2013)
content by weight of bitumen and then the performance parameters are
compared with the same parameters of fresh control mix. Then the mix is aged (as per
AASHTO R30) and again the performance parameters are evaluated and compared with
aged control mix. Then both the mixes are recycled and bitumen would be extracted from
both the mixes; then the rheological properties of both the bitumen would be evaluated and
compared together, and again the mixes are prepared using recycled materials and
following the guidelines (IRC:120-2015; MS 20, 1986) and again the performance tests are
repeated.

After the completion of the tests, the results are compared at different stages with the mix
which do not contain plastic and the performance of mix containing plastic is evaluated
based on these results conclusions are drawn and claims should be made. All the tests are
performed as per guidelines of relevant organisations i.e ASTM; AASHTO; IRC; EN
Standards; Asphalt Institute and other kinds of literature.

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Figure 3 Methodology

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Singh A.

TESTS TO BE DONE

AGGREGATE TESTS

➢ Sieve Analysis (as per IS:2386-1(1963))

➢ Water Absorption Test for coarse aggregate (as per IS:2386-3 (1963))
➢ Specific Gravity Test for coarse aggregate (as per IS: 2386-3 (1963))
➢ Specific Gravity Test for Fine Aggregates (as per IS: 2386-3 (1963))
➢ Shape Test (as per IS: 2386-1 (1963))

BITUMEN TESTS

➢ Specific Gravity (as per IS: 1202-1978)

➢ Softening Point (as per IS: 1205-1978)
➢ Penetration (as per IS: 1203-1978)
➢ Kinematic Viscosity (as per ASTM D2170 / D2170M – 18)
➢ Ductility (as per IS: 1208-1978)
➢ Rheology tests using Dynamic Shear Rheometer for recovered bitumen (as per ASTM
D7552 - 09(2014))

TESTS ON MIX

➢ Maximum Specific Gravity (as per MS-2)

➢ Bulk Specific Gravity (as per MS-2)
➢ Marshall Stability Test (as per MS-2)
➢ Marshall Flow Value (as per MS-2)
➢ Ageing of Mix (as per AASHTO R-30)

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PERFORMANCE PARAMETER TESTS

➢ Creep (as per EN12697-25)

➢ Modulus of Resilience (as per ASTM D4123-82(1995))
➢ Rutting by Wheel tracking test (as per ASTM D8292 – 20)
➢ Beam Fatigue Test (as per ASTM D7460 – 10)
➢ Indirect tensile fatigue test
➢ TOT (as per Tex-248-F)

EXPECTED RESULTS AND CONCLUSIONS

➢ We’ll define a coating parameter (coatability index) and relate it with the coating of plastic.
It will help the field engineers to evaluate the coating of plastic over the aggregates; till
now there is no such method available to check the coating of either plastic or bitumen in
the field.

➢ We’ll identify the reduction in optimum bitumen content by using plastic at different
percentages with respect to optimum bitumen content in the control mix. This will
encourage the contractors and government towards the construction of the plastic mix roads

➢ We will also evaluate the performance of the mixes containing plastic at three different
stages and will be able to justify that it is better over conventional mix.

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REFERENCES

Bairgi, B. K., Mannan, U. A., & Tarefder, R. A. (2019). Tribological Approach to

Demonstrate Workability of Foamed Warm-Mix Asphalt. Journal of Materials in Civil
Engineering, 31(9), 04019191. https://doi.org/10.1061/(asce)mt.1943-5533.0002843

Grönniger, J., Wistuba, M. P., & Renken, P. (2010). Adhesion in Bitumen-Aggregate-

Systems: New Technique for Automated Interpretation of Rolling Bottle Tests. Road
Materials and Pavement Design, 11(4), 881–898.
https://doi.org/10.1080/14680629.2010.9690311

Guarin, A., Khan, A., Butt, A. A., Birgisson, B., & Kringos, N. (2016). An extensive
laboratory investigation of the use of bio-oil modified bitumen in road construction.
Construction and Building Materials, 106, 133–139.
https://doi.org/10.1016/j.conbuildmat.2015.12.009

IRC:120-2015. (2015). Recomended practice for recycling of bituminous pavements.

IRC:SP:98-2013. (2013). Guidelines for the use of waste plastic in hot bituminous mixes
(dry process) in wearing course.

Kashi, M. G., Malloy, R. A., & Swan, C. W. (2002). Technical Report # 45 Fly ash/plastic
synthetic aggregate for construction material (Issue August).

Kumar, P., & Garg, R. (2011). Rheology of waste plastic fibre-modified bitumen.
International Journal of Pavement Engineering, 12(5), 449–459.
https://doi.org/10.1080/10298430903255296

Liang, I. Z. (1998). United States Patent; Patent Number: 5,719,215.

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Liang, I. Z., Woodhams, R. T., & James, W. (2000). United States Patent [ 19 ] [ 11 ]
Patent Number :6,100,317.

Little, D. N. (1998). Performance Assessment of Binder-Rich Polyethylene-Modified

Asphalt Concrete Mixtures ( Novophalt ). Transportation Research Record, 1–9.

Masad, E., Roja, K. L., Rehman, A., & Abdala, A. (2020). A Review of Asphalt
Modification Using Plastics: A Focus on Polyethylene. In Texas A&M University (Vol. 1,
Issue 1).

MS-2 7th Edition. (2009). MS-2 7 th Edition Asphalt Mix Design Methods (Issue 111).
http://www.asfaltotecnica.cl/documentos/MANUEL GORDO/SS193.pdf

MS 20. (1986). The Asphalt Institute. In Asphalt Institute (Vol. 20, Issue 2nd Edition).

Sarang, G., Lekha, B. M., & Shankar, A. U. R. (2014). Stone Matrix Asphalt Using
Aggregates Modified with Waste Plastics. ASCE 2014, 9–18.

Vasudevan, R., Ramalinga Chandra Sekar, A., Sundarakannan, B., & Velkennedy, R.
(2012). A technique to dispose waste plastics in an ecofriendly way - Application in
construction of flexible pavements. Construction and Building Materials, 28(1), 311–320.
https://doi.org/10.1016/j.conbuildmat.2011.08.031

Velasquez, R., Cuciniello, G., Swiertz, D., Bonaquist, R., & Bahia, H. (2012). Methods to
Evaluate Aggregate Coating for Asphalt Mixtures Produced at WMA Temperatures. CTAA
Annual Conference Proceedings-Canadian Technical Asphalt Association, 57, 225.

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