A PROJECT REPORT

On

EXPERIMENAL STUDY ON USE OF PLASTIC WASTE IN ROAD

CONSTRUCTIONS
A project report submitted in partial fulfillment of the requirement of the requirement for the award of
degree of

BACHELOR OF TECHNOLOGY

In

CIVIL ENGINEERING
By

K. SAI KIRAN 16H51A0117

M. MOUNIKA 16H51A0135

M. HINDU REDDY 16H51A0136

E. VENU 17H55A0110

Under the guidance of

Mr. K. Hareesh
Assistant professor

CMR COLLEGE OF ENGINEERING & TECHNOLOGY

( Autonomous )
Approved by AICTE, permanently Affiliated to JNTUH, Hyderabad.

An NBA Accredited Institution Kandlakoya, medchal district-501401

 DEPARTMENT OF CIVIL ENGINEERING

CMR COLLEGE OF ENGINEERING&TECHNOLOGY

(Autonomous)
Approved by AICTE, Permanently Affiliated to JNTUH, Hyderabad.

An NBA Accredited Institution

Kandlakoya (V), Medchal District-501401

BONAFIDE CERTIFICATE
It is certified that this project report titled “USE OF PLASTIC WASTE IN ROAD
CONSTRUCTIONS” is the bonafide work of

K.SAI KIRAN 16H51A0117

M.MOUNIKA 16H51A0135
M .HINDU REDDY 16H51A0136
E. VENU 17H55A0110

who carried out the project work under my supervision. Certified further, that to the best
of knowledge the work reported here in does not form part of any other project or
dissertation on the basis of which a degree or award was conferred on and earlier
occasion or any candidate

Signature of the Guide Signature of the HOD

Mr. K.Hareesh Dr. K. SURESH

Asst. professor Professor & head

Department of civil engineering Department of civil engineering

 CMR COLLEGE OF ENGINEERING & TECHNOLOGY

DEPARTMENT OF CIVIL ENGINEERING

DECLARATION
We hereby declare that the work described in the project report “USE OF PLASTIC
WASTE IN ROAD CONSTRUCTIONS” has been carried under the guidance and
supervision of MR. K.HARISH, Assistant professor, CMRCET towards the partial
fulfillment of the award of the degree of bachelor of technology in civil engineering from
CMR college of engineering and technology, Hyderabad. This work is the original and
has not been submitted either in part or in full for the award of any other degree or
diploma of any other university.

K.SAI KIRAN (16H51A0117)

M.MOUNIKA(16H51A0135)

M.HINDU REDDY(16H51A0136)

E.VENU(17H55A0110)
 ACKNOWLEDGEMENT

I am deeply indebted to our guide Mr. K. Hareesh, Assistant Professor, whose help,
stimulating suggestions and encouragement helped me in all the time for writing the report.

I would like to express my sincere thanks and gratitude to Dr. K. SURESH, Professor and
Head, Department of civil engineering, for his valuable suggestions and advice for carrying
out this thesis work.

I would like to thank the Faculty of Department of Civil Engineering for their positive and
helpful approaches for my engineering education and also the non-teaching staff for their
assistance.

I am grateful and thankful to the principal Major Dr. V. A. NARAYANA, CMR

COLLEGE OF ENGINEERING AND TECHNOLOGY and the management CH.
GOPAL REDDY, Correspondent & secretary for providing all the necessary facilities for
carrying out this work.

Finally, I would like to express my deepest gratitude to my parents whose patient love
enabled me to complete this work. And at last but not the least I would like to thank God
for the successful completion of the project.

K.SAI KIRAN 16H51A0117

M.MOUNIKA 16H51A0135

M.HINDU REDDY 16H51A0136

E.VENU 17H55A0110
CONTENTS PAGE NO

CHAPTER 1 INTROUCTION

1.1 GENERAL 1
1.2 BASIC PROCESS 3
1.3 PLASTIC ROADS 3
1.4 NEED FOR THE STUDY 4
1.5 OBJECTIVE 4

CHAPTER 2 LITERATURE REVIEW 5

CHAPTER 3 MATERIALS USED 7

3.1.1 PLASTIC 7

3.1.2 AGGREGATE 8

3.1.3 BITUMEN 9

3.2 BASIC PROCESS 9

3.2.1 WET PROCESS 10

3.2.2 DRY PROCESS 11

CHAPTER 4 METHODOLOGY 12

4.1 TESTS ON AGGREGATE 12

4.1.1 IMPACT TEST 12

4.1.2 CRUSHING TEST 15

4.1.3 SPECIFIC GRAVITY AND WATER ABSORPTION 17

4.1.4 ABRASION TEST 19

4.2 TESTS ON BITUMEN

4.2.1 SOFTENING POINT TEST 20

4.2.2 PENETRATION TEST 24

DUCTILITY TEST 27

FLASH AND FIRE POINT TEST 30

CHAPTER 5 RESULTSAND DISCUSSION 32

5.1 IMPACT VALUE TEST RESULT 32

5.2 CRUSHING VALUE TEST RESULT 34

5.3 SPECIFIC GRAVITY & WATER ABSORPTION 36

5.4 ABRASION TEST RESULT 37

5.5 PENETRATION TEST RESULT 39

5.6 DUCTILITY TEST RESULT 40

5.7 SOFTENING POINT TEST RESULT 42

5.8 FLASH AND FIRE POINT TEST RESULT 43

CHAPTER-6 FUTURE SCOPE OF PLASTIC ROADS 46

CHAPTER -7 CONCLUSION 47

CHAPTER-8 REFERENCES 48
 LIST OF FIGURES

S.NO NAME OF FIGURE PAGE NO

1 Plastic 7

2 Aggregate 8

3 Bitumen 9

4 Impact test 14

5 Crushing test 16

6 Abrasion test 20

7 Softening point test 22

8 Penetration test 26

9 Ductility test 29

10 Flash and fire point test 31

 LIST OF GRAPHS

S.NO NAME OF THE GRAPH PAGE.NO

1 Impact value test 32

2 crushing value test 35

3 specific gravity and absorption test 36

4 abrasion test value 37

5 penetration test 39

6 ductility test 40

7 softening point test 42

8 flash point test 44

 ABSTRACT
The waste plastic and its disposal is a major threat to the environment, which results in
pollution and global warming. The utilization of plastic waste in bituminous mixes
enhances its properties and also its strength 1. In addition it will also be a solution to
plastic disposal & various defects in pavement viz., pot holes, corrugation, ruts, etc. the
waste plastic used are poly-ethylene, polystyrene, polypropylene. The waste plastic is
shredded & coated over aggregate & mixed with hot bitumen and resulted mix is used for
pavement construction. This will not only strengthen the pavement and also increases its
durability. The titanium-dioxide is used as a smoke absorbent material, which will absorb
the smoke from the vehicles. This innovative technology will be boon for Indian hot-
humid climate. It's economical and eco-friendly. In this paper, we have discussed about
the soil properties to be considered in design of pavement, pavement design, process of
construction flexible and plastic-smoke absorbent pavement.
 CHAPTER-1

INTRODUCTION

GENERAL

India generates 1,88,000 tons of garbage every day. Plastic Waste in different forms is found to
be almost 9% to 12% in municipal solid waste, which is toxic in nature. It is a common sight in
both urban and rural areas to find empty plastic bags and other type of plastic packing material
littering the roads as well as drains. Due to poor biodegradability it creates stagnation of water
and associated hygiene problems. In order to contain this problem, experiments have been
carried out to know whether this waste plastic can be reused productively. The experimentation
at several institutes, private organisations indicate that the waste plastic, when added to hot
aggregate bituminous mix will form a fine coat of plastic over the aggregate and such
aggregate, when mixed with the binder is found to give higher strength to the road, higher
resistance to the water and better performance of the road over a period of time. Waste plastic
such as carry bags, disposable cups and laminated pouches like chips, pan masala, aluminium
foil and packaging material used for biscuits, chocolates, milk and grocery items can be used
for surfacing roads. Roads using plastic waste have been constructed through simple process
innovation in various states like Tamil Nadu, Karnataka, Himachal Pradesh and to a lesser
degree in Goa, Maharashtra and Andhra Pradesh. The concept of “Use of Plastic Waste in Road
Construction” was implemented in 2001 as a solution to the serious problem of disposal of
Plastic Waste in India. With the above benefits in the background, CIPS has embarked on the
documentation of the usage of waste plastic in road construction is intended for creating a
document on prevalent technologies and its related economic and environmental, structural and
technological issues together at one place for the dissemination of this innovation and possible
replication in other states for the betterment of society as a whole.

The major threat to the environment is the disposal of waste plastic. In a highway, the potholes
and corrugation is the major problem. Plastic pavement will be a better solution to the above
stated problems. A material that contain one or more organic polymer of large molecular
weight ,solid in its finished state,can be shaped by its flow is called as ‘plastic’.The durability
of plastic has high resistant to degradation.
heated, henceforth can be used primarily in construction application. Plastic is a non-
degradable waste, causes green-house effect and global warming. The various experiments
have been carried out whether the waste

plastic can be reused productively. The various literature indicated that the waste plastic when
added to hot aggregates will form a fine coat of plastic over the aggregate and such aggregates
when mixed with binder is found to have higher strength, higher resistance and better
performance over a period of time. Along with bitumen, use waste plastic increases its life and
smoothness. It is economical and eco-friendly. Addition of plastic waste in a construction of
pavement reduces the plastic shrinkage and drying shrinkage. The use of waste plastic
improves the abrasion & slip resistance In India, became a hot and extremely humid climate,
plastic pavement of greatest advantage.

Rural roads are essentially low cost roads, the specifications for pavement materials in various
layers should be as economical as possible, consistent with the traffic expected to use the road
and the climatic condition. In this angle, the local materials which are cheaper and involve
minimum haulage should be used to maximum extent feasible. In present scenario safe
disposal of different wastes produced from Industries is a great problem. These materials
cause environmental pollution in the vicinity because many of them are non-biodegradable. In
recent years, industrial wastes have been utilized in road construction in developing countries.
The use of these materials in road making is based on technical, economic, and ecological
criteria. The lack of traditional road materials and the protection of the environment make it
imperative to investigate the possible use of these materials carefully. India has a large network
of industries located in different parts of the country and many more are planned for the near
future. Several million metric tons industrial wastes are produced in these establishments.
Traditionally soil, stone aggregates, sand, bitumen, cement etc. are used for road construction.
Natural materials being exhaustible in nature, its quantity is declining gradually. Also, cost of
extracting good quality of natural material is increasing. Concerned about this, the scientists
are looking for alternative materials for highway construction, and industrial wastes product is
one such category. If these materials can be suitably utilized in highway construction, the
pollution and disposal problems may be partly reduced. In the absence of other outlets, these
solid wastes have occupied several acres of land around plants throughout the country. Keeping
in mind the need for bulk use of these solid wastes in India, it was thought convenient to test
these materials and to develop specifications to enhance the use of these industrial wastes in
road making, in which higher rate of returns may be possible. The possible use of these
materials should be developed for construction of low- volume roads in different parts of our
country.
The idea of using waste plastics in road construction is relatively new. Laboratory tests have shown
positive results when a small amount (5-10% by weight) of plastic is incorporated in bituminous
mixes (asphalt), resulting in improved pavement stability, strength, and durability. However,
international field experience using plastics in actual road construction is quite limited. In this
review, we found examples of waste plastics being used in road construction in a few case studies
in India, UK, Netherlands, Ghana, Ethiopia and South Africa. While roads constructed using waste
plastics have shown good longevity and pavement performance to date, the first roads constructed
using this technology are only about ten years old, so long-term outcomes are not yet clear. This
review did not find any evidence discussing the maintenance of roads constructed using waste
plastics

BASIC PROCESS:
Waste plastic is ground and made into powder, 3 to 4% plastic is mixed with the bitumen
plastic increases the melting point of the bitumen and makes the road retain its flexibility
during winters resulting in its long life. Use of shredded plastic waste acts as a strong
‘binding agent’ for tar making the asphalt last long . By mixing plastic with bitumen the
ability of bitumen to withstand high temperature increases. The plastic waste is melted and
mixed with bitumen in a particular ratio. Normally, blending takes place when temperature
reaches45.50c ,but when the plastic is mixed, it remains stable even at 550c The tests at
the laboratory level proved that the bitumen concrete mixes prepared using the treated
bitumen binder fulfilled all the specified Marshall mix design criteria for surface course of
road pavement There was a substantial increase in Marshall stability value of the BC mix,
of the order of two or three times higher value in comparison with untreated or ordinary
bitumen. Another important observation was that the bituminous mix prepared using the
treated binder could withstand adverse soaking conditions under water for longer duration.

Plastics Roads

Plastic use in road construction is not new. It is already in use as PVC or HDPE pipe mat
crossings built by cabling together PVC (polyvinyl chloride) or HDPE (high-density poly-
ethylene) pipes to form plastic mats. The plastic roads include transition mats to ease the
passage of tyres up to and down from the crossing. Both options help protect wetlandhaul
roads from rutting by distributing the load across the surface. But the use of plastic-waste
has been a concern for scientists and engineers for a quite long time. Recent studies in
this direction have shown some hope in terms of using plastic-waste in road construction
i.e., Plastic roads. A Bangalore-based firm and a team of engineers from R. V. College of
Engineering, Bangalore, have developed a way of using plastic waste for road construction.
An initial study was conducted in 1997 by the team to test for strength and durability.
Plastic roads mainly use plastic carry-bags, disposable cups and PET bottles that are
collected from garbage dumps as an important ingredient of the construction material.
When mixed with hot bitumen, plastics melt to form an oily coat over the aggregate and
 the mixture is laid on the road surface like a normal tar road.

Initial Development.

The technology was initially developed and patented by Rajagopalan Vasudevan of the Thiagarajar College of
Engineering. He developed an innovative method to reuse plastic waste to construct better, more durable and very
cost-effective roads. This method will help in making roads much faster and also will save the environment from
dangerous plastic waste. The roads also show greater resistance to damages caused by heavy rains. In an interview
with The Better India, he explained, “The advantages of using waste plastics for road construction are many. The
process is easy and does not need any new machinery. For every kilo of stone, 50 gms of bitumen are used and
1/10th of this is plastic waste; this reduces the amount of bitumen being used. Plastic increases the aggregate impact
value and improves the quality of flexible pavements. Wear and tear of the roads has decreased to a large extent.

The plastic-bitumen road-laying technique covered under a patent held by the Thiagarajar College of Engineering in
2006. Dr Vasudevan has since made it free to use for the greater good.
NEED FOR THE STUDY:

1. Disposal of waste plastic is a major problem.

2. It is non-biodegradable.
3. Burning of these waste plastic bags causes environmental pollution.
4. Damp Yard and waste pits mainly consists of low density polyethylene.
5. To find its utility in bituminious mixes for road construction.
6. Properties of bituminious mix provide the solution for disposal in a useful way.

OBJECTIVES:

1. The main objective of this poject is to detail study about the wastes that can be
used as a road construction and pavement construction material.
2. The suitability of these waste materials is checked and can be helpful as a
replacement of fine aggregate in base and bituminious layers of road paement.
3. To understand administrative processes involved in usage of plastic waste in road
construction.
4. To present structure required and recommended for collection of plastic waste
based on lessons learnt from states implementing .
5. To assess the process followed in incorporating the relevant guidelines and rules
of the Indian Roads Congress regarding use of plastic in road various types of
road constructions .
6. To assess the integration of technological and engineering decision of use of
plastic in road construction into the policy framework and execution
7. To ascertain processes that can be reproduced on a national scale  To
establish financial models and implementation monitoring methods
8. To provide a synoptic description of other waste materials (other than
plastics) being used in road construction etc.
9. To identify any unresolved and challenging concerns.
 CHAPTER-2
Literature Review

Dr.R.Vasudevan,(2007) –stated that the polymer bitumen blend is a better binder

compared to plainbitumen. Blend has increased softening point and decreased Penetration
value with suitableductility.

Zahra Niloofar Kalantar(2012) - Many researches on PMA mixture have been conducted
for the past two decades. Although addition of virgin polymers to asphalt for the purpose
of enhancing the properties of asphalt over a wide temperature range in paving applications
was contemplated quite some time ago, recycled polymer added to asphalt have also shown
almost the same result in improving the road pavement performance as compared to virgin
polymers. This paper is a review of the use of polymers in asphalt pavement. In this study,
a critical review on the history and benefits of using waste and virgin polymer in asphalt is
presented

Amit Gawande (2012) - The quantum of plastic waste in municipal solid waste (MSW)
is increasing due to increase in population, urbanization, development activities and
changes in life style which leading widespread littering on the landscape. Thus disposal
of waste plastic is a menace and become a serious problem globally due to their non-
biodegradability and un aesthetic view. Since these are not disposed scientifically &
possibility to create ground and water pollution. This waste plastic partially replaced the
conventional material to improve desired mechanical characteristics for particular road
mix. In conventional road making process bitumen is used as binder. Such bitumen can be
modified with waste plastic pieces and bitumen mix is made which can be used as a top
layer coat of flexible pavement. This waste plastic modified bitumen mix show better
binding property, stability, density and more resistant to water.
Sunil J. Kulkarni (2015) - Minimization of waste material is important aspect of the
modern growth and development initiatives. Plastic is used in various domestic and
industrial applications. Use of plastic bags and bottles is very common. The disposal of
plastic waste is major problem due to non-biodegradable nature of plastic. The plastic can
be used as feedstock for ethanol like products. It can be used for road construction and
other construction related activities. The current review summarizes the research on use of
waste plastic

Rishi Singh Chhabra (2014) - In the highway infrastructure, a large number of originates
materials and technologies have been invented to determine their suitability for the design,
construction and maintenance of these pavements. Plastics and rubbers are one of them.
Also considering the environmental approach, due to excessive use of polythene in day to
day business, the pollution to the environment is enormous.
 CHAPTER-3
MATERIALS USED

MATERIALS USED
In this project plastic waste is utilized to improve the properties of aggregate and
bitumen. The following materials were used in the investigation.

1. Plastic
2. Aggregate
3. Bitumen

PLASTIC:

The plastic used is plastic bottles ,carry bags, wrappers and plastic cups collected
from near by houses,apartments, and from the dumping yards.

Fig 3.1 plastic

 AGGREGATE:
Aggregates from the major portion of the pavement structure. Bear stresses occurring on
the roads and have to resist wear due to abrasive action of traffic.Aggregate are also used
in flexible and also in rigid pavements.Therefore,the properties of aggregate are of
considerable importance to highway.

Desirable properties of road aggregate:

1. Strength
2. Hardness
3. Toughness
4. Durability
5. Shape of aggregates

Fig 3.2 Aggregate

 BITUMEN
Bitumen is a useful binder for road construction.Different grades of bitumen like
30/40,60/70,and80/100 are available on the basis ot their penetration values.The steady
increase in high traffic intensity in terms of commercial vehicles,and the significant
variation in daily and seasonal temperature demand improved road characteristics

Fig 3.3 Bitumen

BASIC PROCESS:

1. Segregation
2. Cleaning process
3. Shredding process
4. Collection process.
Two processes involved in the construction of plastic road:

1. WET PROCESS:

In this process, the waste plastic is directly mixed with hot Bitumen at 160c and this
mixture is then mixed using a mechanical stirrer. This mixture also contains additional
stabilizers and requires proper cooling. It is not popular because it requires huge
investments, large plants and more equipments than the dry process.

BITUMEN POLYMER WASTE

1700C

COOL UP TO 1200C
2. DRY PROCESS

For the flexible pavement, hot stone aggregate (170°C) is mixed with hot bitumen (160°C)
and the mix is used for road laying. The aggregate is chosen on the basis of its strength,
porosity and moisture absorption capacity as per IS coding. The bitumen is chosen on the
basis of its binding property, penetration value and viscous-elastic property. The aggregate,
when coated with plastics improved its quality with respect to voids, moisture absorption
and soundness. In this process the shredded plastics are poured over the heated aggregates,
thus forming plastic coated aggregates which are then mixed with hot bitumen to form
plastic coated aggregate bitumen mixture for laying roads. The coating of plastic decreases
the porosity and helps to improve the quality of the aggregate and its performance in the
flexible pavement

AGGREGATES

WASTE PLASTIC (Shredded)

HOT BITUMEN (1600C)

 CHAPTER-4
METHODOLOGY

Several tests are performed on bitumen and aggregate with plastic and without plastic.

Tests on Aggregates:
 Impact test.
 Crushing test.
 Specific gravity and water absorption.
 Abrasion test

Tests on Bitumen:
 softening point test
 penetration test
 ductility test.
 Flash point and fire point test.

IMPACT TEST:
NAME OF THE EXPERIMENT: To determine the impact value of aggregate.

APPARATUS: Impact testing machine,wight balance,weight box,tamping

rod,2.36mm Is sieve.
THEORY:

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.
 Impact value:

 Below 10-----Exceptionally strong aggregate

 10-20------Strong
 20-30-----satisfactory for road surfacing
 Greater than 30---Work for road surfacing.
 Max limit in 30----For bituminous& cement concrete.
 35-----For bituminous.

PROCEDURE:
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.
 Pour the aggregates to fill about just 1/3 rd depth of measuring cylinder.
 Compact the material by giving 25 gentle blows with the rounded end of
the tamping rod.
 Add two more layers in similar manner, so that cylinder is full.
 Strike off the surplus aggregates.
 Determine the net weight of the aggregates to the nearest gram(W).
 Bring the impact machine to rest without wedging or packing up on the
level plate, block or floor, so that it is rigid and the hammer guide columns
are vertical.
 Fix the cup firmly in position on the base of machine and place whole of
the test sample in it and compact by giving 25 gentle strokes with tamping
rod.
 Raise the hammer until its lower face is 380 mm above the surface of
aggregate sample in the cup and allow it to fall freely on the aggregate
 sample. Give 15 such blows at an interval of not less than one second
between successive falls.
 Remove the crushed aggregate from the cup and sieve it through 2.36 mm
IS sieves until no further significant amount passes in one minute. Weigh
the fraction passing the sieve to an accuracy of 1 gm. Also, weigh the
fraction retained in the sieve.
 Compute the aggregate impact value. The mean of two observations,
rounded to nearest whole number is reported as the Aggregate Impact
Value.

fig 4.1.1: Impact Test

 CRUSHING TEST:

NAME OF THE EXPERIMENT: To determine the aggregate crushing value of given

sample

APPARATUS:

cylindrical measure and plunger, compression testing machine,IS sieve of size

12.5mm,10mm and 2.36mm

THEORY:

The aggregate crushing value gives a relative measure of the resistance of an aggregate to
crushing under a gradually applied compressive load. With aggregate of aggregate crushing
value 30 or higher, the result may be anomalous, and in such cases the ten percent fines
value should be determined instead.

PROCEDURE:

 The material for the standard test shall consist of aggregate passing a 12.5 mm IS
Sieve and retained on a 10 mm IS Sieve, and shall be thoroughly separated on these
sieves before testing.
 The aggregate shall be tested in a surface-dry condition. If dried by heating, the
period of drying shall not exceed four hours, the temperature shall be 100 to 110°C
and the aggregate shall be cooled to room temperature before testing.
 The appropriate quantity may be found conveniently by filling the cylindrical
measure in three layers of approximately equal depth, each layer being tamped 25
times with the rounded end of the tamping rod and finally leveled off, using the
tamping rod as a straight-edge.
 The weight of material comprising the test sample shall be determined (Weight A)
and the same weight of sample shall be taken for the repeat test.
 The cylinder of the test apparatus shall be put in position on the base plate and the
test sample added in thirds, each third being subjected to 25 strokes from the
 tamping rod. The surface of the aggregate shall be carefully levelled and the plunger
inserted so that it rests horizontally on this surface, care being taken to ensure that
the plunger does not jam in the cylinder.
 The apparatus, with the test sample and plunger in position, shall then be placed
between the platens of the testing machine and loaded at as uniform a rate as
possible so that the total load is reached in 10 minutes. The total load shall be 400
kn.
 The load shall be released and the whole of the material removed from the cylinder
and sieved on a 2.36 mm IS Sieve for the standard test. The fraction passing the
sieve shall be weighed (Weight B).

Fig 4.1.2 crushing test

SPECIFIC GRAVITY AND WATER ABSORPTION:

NAME OF THE EXPERIMENT: To determine specific gravity of coarse aggregate

APPARATUS: 1.Spring balance

2. Wire mesh bascket.

3. A container for filling water and suspending the bascket

4. Oven

THEORY: Specific Gravity is defined as the ratio of Weight of Aggregate to the Weight
of equal Volume of water. The specific gravity of an aggregate is considered to be a
measure of strength or quality of the material. Aggregates having low specific gravity are
generally weaker than those with high specific gravity. This property helps in a general
identification of aggregates.

PROCEDURE:

 A clean, dry pycnometer is taken and its empty weight is determined.

 About 1000g of clean sample is taken into the pycnometer, and it is weighed.
 Water at 270C is filled up in the pycnometer with aggregate sample, to just immerse
sample.
 Immediately after immersion the entrapped air is removed from the sample by
shaking pycnometer, placing a finger on the hole at the top of the sealed
pycnometer.
 Now the pycnometer is completely filled up with water till the hole at the top, and
after confirming that there is no more entrapped air in it, it is weighed.
 The contents of the pycnometer are discharged, and it iscleaned.
 Water is filled up to the top of the pycnometer, without any entrapped air. It is then
weighed.
 For mineral filler, specific gravity bottle is used and the material is filled upto one-
third of the capacity of bottle. The rest of the process of determining specific gravity
is similar to the one described for aggregate finer than 6.3 mm.
ABSORPTION TEST :
NAME OF THE EXPERIMENT: To determine the water absorption of coarse aggregate.

APPARATUS: 1. Set up of water absorption test.

THEORY:

Water absorption gives an idea on the internal structure of aggregate. Aggregates having
more absorption are more porous in nature and are generally considered unsuitable, unless
found to be acceptable based on strength, impact and hardness tests.

PROCEDURE:

 About 2 kg of aggregate sample is taken, washed to remove fines and then placed
in the wire basket. The wire basket is then immersed in water, which is at a
temperature of 220C to 320C.
 Immediately after immersion the entrapped air is removed from the sample by
lifting the basket 25 mm above the base of the tank and allowing it to drop, 25 times
at a rate of about one drop per second.
 The basket, with aggregate are kept completely immersed in water for a period of
24 ± 0.5 hour.
 The basket and aggregate are weighed while suspended in water, which is at a
temperature of 220C to 320C.
 The basket and aggregates are removed from water and dried with dry absorbent
cloth
 The surface dried aggregates are also weighed.
 The aggregate is placed in a shallow tray and heated to 100 to 1100C in the oven
for 24 ± 0.5 hours. Later, it is cooled in an airtight container and weighed.
ABRASION TEST :

NAME OF THE EXPERIMENT: To determine the abrasion value of the given sample
of aggregate

APPARATUS: Los angles machine, Balance to weight to accuracy of 0.1gm,1.7mm Is

sieve.

THEORY:

Abrasion Test is the measure of aggregate toughness and abrasion resistance such as
crushing, degradation and disintegration. This test is suggested by AASHTO T 96 or
ASTM C 131: Resistance to Degradation of Small-Size
Coarse Aggregate by Abrasion and Impact in Los Angeles Machine

PROCEDURE:

 The test sample consists of clean aggregates dried in oven at 105° – 110°C. The
sample should conform to any of the gradings shown in table 1.

 Select the grading to be used in the test such that it conforms to the grading to be
used in construction, to the maximum extent possible.
 Take 5 kg of sample for gradings A, B, C & D and 10 kg for gradings E, F & G.
 Choose the abrasive charge as per Table 2 depending on grading of aggregates.
 Place the aggregates and abrasive charge on the cylinder and fix the cover.
 Rotate the machine at a speed of 30 to 33 revolutions per minute. The number of
revolutions is 500 for gradings A, B, C & D and 1000 for gradings E, F & G. The
machine should be balanced and driven such that there is uniform peripheral speed.
 The machine is stopped after the desired number of revolutions and material is
discharged to a tray.
 The entire stone dust is sieved on 1.70 mm IS sieve.
 The material coarser than 1.7mm size is weighed correct to one gram.

Fig 4.1.4 Abrasion test

SOFTENING POINT TEST

STANDARD:

 IS: 1205 – 1978.

DEFINITION

 Softening point is the temperature at which the substance attains a particular degree
of softening under specified conditions of test.

APPARATUS

 Standard Ring and Ball Apparatus.

 Steel balls 2 No, each 9.5mm in diameter and weighing 3.5 + 0.05 grams.

 Brass rings 2 No, the rings shall be tampered and shall confirm to the following Depth
: 6.4 + 0.1mm Inside diameter at bottom : 15.9 + 0.1mm Inside diameter at top : 17.5
+ 0.1mm Outside diameter : 20.6 + 0.1mm
 Thermometer capable of reading temperature up to 0 to 250 0 C.

 Water bath should be a heat resistant glass vessel not less than 85mm in diameter and
120mm in depth.

 Stirrer shall be manual or mechanical to ensure uniform heat distribution at all times
throughout the water bath.

PROCEDURE

 Heat the material to a temperature between 75 to 100 0 C above its softening point.

 Stir until it is completely fluid and free from air bubbles and water, and filter if
necessary, through IS sieve 30.

 Place the rings, previously heated to a temperature approximately to that of molten

material on a metal plate, which has been coated with a mixture of equal parts of
glycerin and dextrin.

 Fill the mould with sufficient melt to give excess above the level of the ring.

 Remove the excess material with a warmed sharp knife after cooling in air for 30
minutes.  Assemble the apparatus with the rings, thermometer and ball guides in
position

 Fill the bath to a height of 50mm above the upper surface of the rings with the freshly
boiled distilled water or pure glycerin at a temperature of 5 0 C.

 The water bath liquid shall be freshly boiled distilled water when testing materials
having softening points below 80 0 C and pure glycerin for material having softening
points above 80 0 C.

 There shall be exactly 25mm difference between the bottom of the rings and the top
surface of the bottom plate of the support, if any, or the bottom of the bath.

 Maintain the bath at a temperature of 5 0 C for 15 minutes after which place the balls
previously cooled to a temperature of 5 0 C by forceps in each ball guide.

 Apply heat to the bath and stir the liquid so that the temperature rises at a uniform
rate of 5 + 0.5 0 C per minute until the material softens and allow the balls to pass
through the ring.
 Record the temperature shown by the thermometer for each ring and ball at the instant
the sample surrounding the ball touches the bottom plate of the support, if any or the
bottom of the bath. Softening point test for bitumen.

Fig4.2.1softeningpointtest
REPORT

 Report to the nearest 0.5 0 C the mean of the temperature recorded in duplicate as the
softening point.

PRECISION

 Test results shall not differ from the mean by the following Softening Point
Repeatability Reproducibility 40 to 60 1.00 5.50 61 to 80 1.50 5.50 81 to 100 2.00 5.50
101 to 120 2.50 5.50 121 to 140 3.00 5.50

PRECAUTIONS

 The stirrer shall be so placed that the moulds are not disturbed when the stirrer is in
operation.

 The prescribed rate of heating shall be rigidly adhered to for ensuring accuracy of
results.

 The rate of temperature rise shall not be averaged over the period of the test.
 PENETRATION TEST:
STANDARD

 IS: 1203 – 1978

DEFINITION

 Penetration of a bituminous material is the distance in tenths of millimeter that

standard needle will penetrate vertically into a sample under standard conditions of
temperature, load and time.

APPARATUS

 Standard Penetration apparatus

 A metal or glass cylindrical flat-bottomed container essentially with the following

dimensions For penetration below 225 Diameter 55mm Internal depth 35mm For
penetration between 225 and 350 Diameter 70mm Internal depth 45mm

 Needle shall be made up of straight, highly polished, cylindrical, hard steel rod.

 Water bath 10 liters capacity thermostatically Controlled and maintained within the
temperature of 25 + 0.10 C.

 Thermometer capable of reading temperature up to 250 0 C.

PROCEDURE

 Soften the material to a pouring consistency at a temperature not more than 60 0 C

for tars and pitches and not more than 90 0 C for bitumen above the approximate
respective softening points.

 Stir it thoroughly until it is homogeneous and free from air bubbles and water.

 Pour the melt in to the container to a depth of at least 10mm in excess of the expected
penetration.

 Protect the sample from dust and allow it to cool in atmosphere at a temperature
between 15 to 30 0 C for 11/2 to 2hours for 45mm deep container and 1 to 11/2 hours
for 35mm deep container.
 Unless otherwise specified carry out testing at a temperature of 25 + 0.1o C.

 Place it along with the transfer dish in the water bath at 25 + 0.10 C and allow it
remain for 11/2 to 2hours for 45mm deep container and 1 to 11/2 hours for 35mm deep
container.

 Fill the transfer dish with water from the water bath to a depth sufficient to coverthe
mould completely.

 Remove the transfer dish along with the mould from water bath after specified period
of time and put it upon the stand of penetration apparatus.

 Adjust the needle (previously washed, cleaned well with benzene and dried) just to
make contact with the surface of the sample.

 The sum of the weights of the needle, carrier and super imposed weights i.e. the total
moving weight shall be 100  0.25grams.

 Bring the pointer to zero. Penetration test for bitumen.

 Release the needle for five seconds and measure the distance penetrated.

 Make at least three determinations at points on the surface of the sample not less than
10mm apart and not less than 10mm from the side of the dish. After each test, return
the sample and transfer dish to the water bath and wash the needle with benzene and
dry

.  In case of material of penetration greater than 225 make three determinations on

each of two identical test specimens using a separate needle for each determination,
leaving the needle in the sample on completion of each determination to avoid
disturbance of the specimen.

REPORT

 Express the depth of penetration of the needle in tenths of mm.

 The value of penetration reported shall be the mean of not less than three
determinations whose values do not differ by more than the difference given below
Penetration Maximum difference 0 to 49 2 50 to 149 4 150 to 249 6 250 and above 8
PRECISION

 The duplicate results should not differ by more than the following Penetration
Repeatability Reproducibility Below50 1 Unit 4 Units Above50 3% of their mean 8%
of their mean

PRECAUTIONS

 If the sample contains extraneous matter, it should be sieved through I.S. Sieve 30
(IS: 460-1962).  To avoid over heating at the bottom of the container, use of an air
oven or sand bath is recommended.

 While the needle is penetrating into the sample, if there is any movement of the
container, that determination shall be discarded.

Fig 4.2.2 penetration test

 DUCTILITY TEST
STANDARD

 IS: 1208-1978.

DEFINTION

 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.

APPARATUS
Testing machine

 Mould made up of bras

 Water bath preferably with a thermostat, 10lit capacity and maintained with in 0.10 C of
the specified temperature

 Thermometer 2500 C capable of reading up to 0.010 C.

PROCEDURE

 Unless otherwise specified this test shall be conducted at a temperatures of 27 + 0.50 C

and at a rate of pull of 50 + 2.5mm /min.

 Melt the bitumen to be tested to a temperature of 75 to 1000 C above its approximate

softening point till it becomes fluid.

 Assemble the mould on a brass plate and coated on all the sides with a mixture glycerin
and dextrin of equal parts to avoid sticking of the material.

 Fill the mould until it is more than level full.

 In filling the mould, pour the material in a thin stream back and forth from end to end of
the mould.

 Leave it to cool room temperature for 30 to 40 minutes and than place it in water bath
maintained at a specific temperature for 30 minutes.

 Cut off excess bitumen by means of hot straight edged putty knife level full.

 Place the brass plate and mould with briquette specimen, in the water-bath and keep at
the specified temperature for about 85 to 95 minutes.
 Remove the briquette from the plate, detach sidepieces and test the briquette immediately.

 While the test is being conducted, make sure that the water in the tank of the testing
machine covers the specimen above by at least 25mm and is maintained continuously with
in +0.50 C of specified temperature.

 Attach rings at each end of the clips to the hooks in the testing machine and pull the two
clips apart horizontally at a uniform speed as specified until the briquette ruptures.

 Measure the distance in centimeters through which the clips have been pulled to produce
rupture.

 At least three determinations shall be made for each test.

REPORT

 Report the average of three normal tests as ductility of the sample, provided that, the
three determinations be with in + 5% of their mean value.

 If the value of three determinations do not lie with in + 5% of their mean but the two
higher value are with in + 5% of their mean, then record the mean of the two higher values
as the test result.

PRECISION

 The duplicate test results should not differ by more than the values given below
Repeatability Reproducibility 10% of mean 20% of mean

PRECAUTION

 In filling the mould care shall be taken to see that no air bubbles shall be formed, and not
to disarrange the parts and thus distorting the briquette
Fig 4.2.3 Ductility test
 Flash & Fire point test:
STANDARD:

 IS 1209-1978.

DEFINITION:

Flash point. It is the lowest temperature at which the vapour of a bituminous material
momentarily takes fire in the form of a flash, under specified conditions of test.

Fire point. It is the lowest temperature at which bituminous materials ignite and burn
under specific conditions of test.

APPARATUS

 Pensky-Martens closed tester

 Thermometer
 Pensky-Martens closed cup tester contains testing cup, lid, stirrer device, shutter,
and flame exposure device.

PROCEDURE

 Heat the bitumen to above its softening point generally 75oC to 100oC and stir this
softened bitumen thoroughly to remove air bubbles.

 Fill the cup with softened bitumen up to the filling mark provided on the cup. Now
place the lid and close the cup.
 Other accessories like thermometer and flame exposure are suitably fixed in their
respective positions. Now lit up the flame and set the size of flame to 4mm in diameter.
 The bitumen getting heated and preferred rate of heating should be 5oC to 6oC per
minute.
 Stirring of sample should be simultaneously done along with heating using stirrer
device.
 The rate of stirring should be approximately 60 revolutions per minute.
 Observe the thermometer carefully and when the temperature is 17oC below the actual
flash point (175OC) lit up the test flame.
 The test flame size should be of 4mm diameter and carry it close to the heating sample.
 Apply the test flame for every 1OC rise from this point and remember during application
of test flame the stirring should be stopped.
 When the sample catches the flame and forms Flash, note town the temperature at that
point which is Flash point of the bitumen.
 Heat the sample further with the same previous rate and apply the test flame for every
2OC rise when the material catches the fire and burns at least for 5 seconds, note the
temperature at this point which is the fire point of the bitumen.
 Repeat the experiment for 2 more times and the average of the three readings should
be taken as Flash point and Fire point of the given sample.
REPORT

 The observed flash point or fire point, or both is corrected in accordance

with 10.5.7. 2. The corrected flash point of fire point, or both is reported as
the Cleveland Open Cup Flash Point or Fire Point, or both. 10.5.9

PRECISION

 The following data should be used for judging the acceptability of results
(95 percent confidence.) Duplicate results by the same operator should be
considered suspect if they differ by more than the following amounts:
 Repeatability Flash point.............................8 0C (15 0 F)
 Fire point......................................................8 0C (15 0 F)
 CHAPTER-5

RESULTS AND DISCUSSION

IMPACT VALUE TEST RESULT:

Impact value test result (without plastic):

Description Weight in grams

Empty weight of mould 1890

Weight of sample in the mould 480

Weight of sample passing through IS sieve 99

2.36mm

Aggregate impact value B/A*100 20.65%

Table: 5.11 impact value test(without plastic)

This test is done without plastic coating and aggregate impact value is 20.65%

Fig 5.1.1 Normal Aggregate

 Impact value test (with plastic coating)

Description 8% 10% 12%

Empty weight of mould 1890 1890 1890

Weight of 480 480 480

sample(gm)(A)
Weight of sample 75 63 55
passing through IS
sieve2.36mm(gm)(B)
Aggregate impact value 15.62% 13.12% 11.45%
B/A*100

Table: 5.1.2 Impact value test (with plastic)

Fig 5.12: Aggregate with plastic coated

 : GRAPHICAL REPRESENTATION OF IMPACT VALUE TEST

: CRUSHING VALUE TEST

Crushing value test (without plastic)

Description Weight in grams

Empty weight of mould 12370

Weight of sample(A) 2530

Weight of sample passing through IS sieve 640

2.36mm(B)
Crushing value B/A*100 25.2%

Aggregate crushing value without plastic coating is 25.25

 Crushing value test (with plastic)

Description 8% 10% 12%

Empty weight of 12370 12370 12370

mould (gm)

Weight of 2530 2530 2530

sample(gm)(A)
Weight of sample 581 530 490
passing through IS
sieve 2.36mm(B)
Crushing value 22.9% 20.95% 19.36%
(B/A*100)

GRAPHICAL REPRESENTATION CRUSHING VALUE TEST

 SPECIFIC GRAVITY AND WATER ABSORPTION

Specific gravity and water absorption of coarse aggregate (without plastic)

Percentage of Without plastic With 8% of With 10%of With 12% of

plastic plastic plastic plastic
Specific gravity 2.67 2.59 2.48 2.42

Water 1.00% 0.85% 0.6% 0.35%

absorption

Specific gravity and water absorption test (with &without plastic)

GRAPHICAL REPRESENTATION OF SPECIFIC GRAVITY

AND ABSORPTION TEST
 ABRASION TEST
Abrasion test (without plastic)

Description Weight in grams

Weight of sample(A) 5000
Weight of sample passing through IS 690
sieve2.36mm(B)
Abrasion value(B/A*100) 13.85%

The abrasion value of aggregate without plastic coating is13.85%

Abrasion test (with plastic)

Description 8% 10% 12%

Weight of sample 5000 5000 5000

taken in gm(A)
Weight of sample 629 589 543
passing through IS
sieve 2.36mm(B)
Abrasion 12.58% 11.78% 10.86%
value(A/B)*100
GRAPHICAL REPRESENTATION OF ABRASION TEST
 PENETRATION TEST (WITHOUT PLASTIC)

Penetration test (without plastic)

Penetration Trial-1 Trial-2 Trial-3

reading(mm)

Initial reading 0 69 143

(a)mm

Final reading 69 143 227

(b)mm

Penetration value 69 74 84

(b-a)mm

Mean penetration value: 75mm

Penetration test (with plastic)

Percentage of plastic Mean penetration value in mm

8% 71

10% 67

12% 60
 GRAPHICAL REPRESENTATION OF PENETRATION TEST

DUCTILITY TEST
Ductility test (without plastic)

Briquette no 1 2 3

Initial 0 0 0
reading(cm)(a)

Final reading(cm)(b) 10.5 10 12.2

Ductility(b-a)(cm) 10.5 10 12.2

 Ductility test (with plastic)

Plastic content 8% 10% 12%

Average ductility 11.13 13.6 15.26

value(cm)

GRAPHICAL REPRESENTATION DUCTILITY TEST

 SOFTENING POINT TEST
Softening point test (without plastic)

S.NO 1st ball 2nd ball

Time (sec) 425 515

Temperature 85 degree centigrade 95 degree centigrade

softening point test (with plastic)

Plastic 8 8 10 10 12 12
content
Ball no 1 2 1 2 1 2

Time (sec) 725 782 782 934 945 961

Temp(degree 94 92 95 96 98 97
centigrade)
 GRAPHICAL REPRESENTATION OFSOFTENING POINT
TEST

Flash and fire point (without plastic)

Description Temperature(degree centigrade)

Flash point 235

Fire point 251

 Flash and fire point (with plastic)

Percentage of 8% 10% 12%

plastic
Flash point 251degree 260 268
centigrade
Fire point 275 290 298

GRAPHICAL REPRESENTATION OF FLASH POINT

GRAPHICAL REPRESENTATION OF FIRE POINT TEST
 CHAPTER-6

Future Scope of Plastic Roads:

The main scopes of plastic roads are:

(i) Economic in terms of bitumen: The shredded plastic in form of

polymer covers the aggregates and thus occupies a larger portion of
the road reducing the quantity of bitumen needed.

(ii) Efficient management of non-biodegradable waste: Plastic is a

harmful and non-biodegradable waste responsible mainly for land
pollution. Utilizing it for road construction will result in its efficient
management

(iii) Easy process without any new machinery: It is a simple and easy
technique which does not involve any complex or new machinery.

(iv) Enhanced durability: The addition of plastic to bitumen will help

in improving the strength and durability of the pavement
 CHAPTER-7

CONCLUSION

 Our studies on the performance of plastic tar road conclusively proves that it is good
for heavy traffic due to better binding, increased strength and better surface condition
for a prolonged period of exposure to variation in climatic changes Above all, the
process helps to dispose waste plastics usefully and easily.

Following are some points which are drawn from the study:

 Develop a technology, which is eco-friendly.

 Generate jobs for rag pickers.
 Avoid disposal of plastics waste by incineration and land filling.
 Use higher percentage of plastics waste
 Reduce the need of bitumen by around 10%.
 The problems like bleeding are reduce in hot temperature region.
 Avoid the use of anti-stripping agents.
 It shows that with the increase of waste plastic in bitumen increases the
properties of aggregate and bitumen.
 CHAPTER-8

REFERENCES

I. Vasudevan R., Nigam S.K., Velkennedy R., Ramalinga Chandra Sekar A.,
Sundarakannan B. “Utilization of Waste Polymers for Flexible Pavement and Easy
Disposal of Waste Polymers”, International Conference on Sustainable Solid Waste
Management, 5 - 7, Chennai, India pp-105-111, 2007.

II. Justo C.E.G., Veeraragavan A “Utilization of Waste Plastic Bags in Bituminous Mix
for Improved Performance of Roads”, Centre for Transportation Engineering,
Bangalore University, Bangalore, India, 2002.

III. Niraj D. Bariaya, “Use of waste rubber tyres in constructions of bituminous roads-An
Overview”, International Journal of Application or Innovation in Engineering &
Management (IJAIEM) , Volume 2, Issue 7, July 2013 ISSN 2319 – 4847.

IV. Tentative Guidelines On Use Of Polymer And Rubber Modified And Bitumen In Road
Construction, IRC:SP:53:1999.

V. Vasudevan, R., Utilization of waste plastics for flexible pavement, Indian Highways
Indian RoadCongress, Vol. 34, No.7, 2006.

VI. 40 Tonnes of plastic waste each day, Times Of India, Chennai Edition.

VII. Shukla, R.S. and Jain, P.K., Improvement of waxy bitumen by the addition of
synthetic rubbers, polymers and resins. Highway Res.Bull., 1984, 38, 17:28 (Indian
Roads Congress, Delhi).

VIII. Partha Chakroborty & Animesh Das, “Principles Of Transportation Engineering”,

Published by Asoke K. hosh, Prentice-Hall of India Private Limited, 2005