ABSTRACT

Bitumen is a binding material mostly used in construction projects like road surfacing, airports,
parking lots etc. This is primarily because of their excellent binding characteristics and water
proofing property. It has adhesive properties and is soluble in carbon disulphide.

In this research work waste plastic (Low Density Polyethylene) and PVC dust is used like as
modifier to prepare samples for tests to determine the engineering properties of the modified
bitumen. Other objectives of the this research were to analyze the effect of waste plastic and PVC
modified bitumen on road quality and to assess the field performance of modified bituminous
performance.

To fulfill the objectives of this study, first of all waste plastic like as sanchi milk pouch waste
polythene was collected from local tea stall in Bhopal and shredded (2.5mm - 3mm). And waste
PVC dust was collected from Govindpura industrial area. after a total of 04 (Four) modified
binders and mixes are prepared with 2.5%, 5%, 7.5% and 10% waste plastic and PVC dust
respectively content to perform the test of Penetration, Ductility, Softening point, Marshall
stabilitytest.

After performing these test and find the rheological or engineering properties of modified
bitumen then Marshall Specimens were prepared with these binders and Marshall Tests were
performed accordingly. The performances of modified bituminous mixes are evaluated by
determining stability, flow, density and void in the mixes.

The study results shows that rheological properties like Penetration, Ductility of waste plastic
and PVC dust modified bitumen decreases with increase of these contents. While Softening
point, increases with increase in polymer contents in bitumen. The Marshall stability test results
shows that the polymer increases the stability values of the compacted mixes with increasing.
The polymer content in the bitumen up to optimum level (i.e.5%). The values obtained in the
Marshall stability test show increasing pattern up to 5%of PVC dust and waste plastic content,
whereas the density of the compacted mixes slightly decreases with the increase of polymer
contents in the bitumen.
This paper presents a research study the behavior of BC mix modified with waste polythene and
PVC dust. Various percentages of these polymer are used for preparation of mixes with a
aggregate grading as given in the IRCCode.

Key words :Bitumen, PVC dust, waste polythene, Marshall test,LDPE , Penetration Test, etc..
 CHAPTER -1
INTRODUCTION
1.1 Background

Demands of roads are increasing year by year. Ever increasing numbers of commercial vehicles
with increased axle loads take their toll and it is clear that this trend will continue in the future.
The highway engineers are thinking about the alternative solutions to meet this growing
challenge. The addition of polymers to enhance service properties in road paving applications
was considered a long time ago and nowadays has become a real alternative. A variety of
additives are used in order to obtain enhanced service properties within a wide range of
temperature. A number of research works in many countries have confirmed the beneficial effect
of polymer addition to bitumen. However, the main restriction in such modifications remains the
incompatibility of polymer and bitumen matrix. Recently waste plastic has been used with
beneficial effects in paving. Waste plastic modified binders provide increased durability, reduced
cracking and increased skid resistance. This type of modified asphalt also has shown fatigue
resistance to traffic load In recent years laboratory studies conducted in different countries
suggest that plastic, if appropriately blended with bitumen could be used for construction and
maintenance of roads. The performance and longevity of roads constructed with plastic blended
bitumen are significantly better compared for the normal bitumen roads (CTE, 2002).Recycling
of waste plastic for road construction can also solve the disposal problem and environmental
hazard by non-biodegradable waste plastic.
In India currently few states are using waste plastics, as Polymer Modified Bitumen (PMB) and
among those Karnataka is the pioneer (CRRI, 2002). Virgin polymer is being used in a few states
on pilot basis in India. The first waste plastic mixed bitumen road made in Raja rajeshwari nagar,
Bangalore revealed that Pavement Serviceability Index (PSI) improves substantially compared to
conventional flexible pavement. Local Government Engineering Department (LGED) of
Karnataka has already constructed pilot trial pavement in three road sections during 2005-06
using crumbed rubber polymers manufactured by KK Plastic Waste Management Pvt. Ltd.
Bangalore, India.

1
Both bitumen and plastic are originated from petroleum and thermoplastic in nature, which help
good bonding and strength development. However virgin plastic is costly material and waste
plastics could be a cheaper substitute .
Rheology is the science of deformation and flow of matter. It is concerned with the response of
materials to mechanical force. That response may be irreversible flow, reversible elastic
deformation, or a combination of the two. The flow properties of matter are defined by its
resistance to flow i.e. viscosity. So the usual way of defining the rheological properties of a
material is to determine the resistance to deformation.
Rheology is also defined in a different way as "the study of the flow of materials that behave in
an interesting or unusual manner ". However, the material that exhibits both elastic and viscous
properties is Visco elastic. Bitumen is a visco elastic material with suitable rheological properties
for traditional paving and roofing applications because of their good adhesion properties to
aggregates.
As the bitumen is responsible for the visco-elastic behaviour characteristic of binder, it plays a
large part in determining many aspects of road performance, particularly resistance to permanent
deformation and cracking. The above discussion reveals that the use of polymer as well as waste
plastic in bitumen to improve its service properties is very common in different countries but the
related study carried out in India are few. Related research works have recently been completed
by two Indian researchers. It should be mentioned here that the two research works carried out at
BUET have some limitation. The First researcher used virgin polymer in his research work and
the second researcher used scarp tyres. But both research works were laboratory based. In this
research laboratory tests as well as field demonstrations are carried out simultaneously using
waste plastic as modifier. So it should be envisaged the possibility of disposing of troublesome
waste plastics, because waste plastic can show similar performance to those, which contain
virgin polymers. Thus the use of waste plastic like polyethylene as a bitumen-modifying agent
may contribute to solve a waste disposal problem and to improve the quality of road pavements.
Although the use of thin polythene shopping bag is prohibited in India in January, 2002, it is
being extensively used all over the country. So it is no doubt that their increased volume will

2
cause a great problem in the management of these environmentally hazard wastes. If these waste
materials are made possible to use in pavements, it will reduce the cost of management of these
disposed wastes and will be environmentally friendly. In view of these, the proposed study is
very important and useful in the context of India.

In order to experiment with the waste plastic (Low Density Polyethylene, Polyethylene
Terepthalate), a thermostatically and mechanically controlled blending system capable of
generating enough shear force would be used. Then different tests like density, viscosity,
Penetration, Ductility, loss on heating etc. would be conducted on waste plastic blended bitumen
and thereby to observe the rheological properties of modified binder which is important in
selecting a suitable cheaper modifier. After all necessary tests of the modified binder found to be
satisfactory, a field demonstration on a particular segment would be done with this modified
binder. At the same time another segment would be done with the traditional pure binder.
1.1.a Statement of the Problems
Flexible pavements in India, particularly in the urban areas, deteriorate quickly after its
construction due to poor quality of pavement work and lack of proper drainage facilities. From
the field observation it is found that even a good quality of pavement losses its longevity due to
inadequate drainage system and movements of heavy traffic under submerge condition. Stripping
of aggregates is root causes of pavement failure in our country and the stripping occurs due to
the combined effect of wheel load and rain or floodwater causes the loss of bond between
aggregates and bitumen that typically begins at the bottom of the Hot Mix Asphalt (HMA) layer
and progresses upward. When stripping begins at the surface and progresses downward it is
usually called ravelling, which causes to loose debris on the pavement, roughness, water
collecting in the ravelled locations resulting in vehicle hydroplaning and loss of skid resistance.
Frequent heavy rain during the monsoon, inundates the roadway pavement in city sand towns. A
large portion of roadways pavement undergoes water due to recurrent high flood. The void in
bituminous pavement is filled with water under submerged condition. At this condition, pore
pressure is developed by the action of wheel load. This pore pressure creates a tremendous uplift
force that eventually breaks the bond between aggregate and binder. Thus aggregate is loosened
and lifted by the action of wheel. As a result, striping of aggregate initiated and "pot hole"
occurred in the pavement. There by, the frequent and prolonged submergence of road causes

3
maximum damage to our pavement. Polymer modified bituminous binder is more viscous than
conventional bitumen. As, higher viscosity of polymer (waste plastic)modified bitumen (PMB)
increases the thickness of aggregate coating, it has the potential to make aggregates more water-
resistant and to increase adhesion between asphalt binder and aggregate in the presence of
moisture to reduce the possibility of stripping.
In our country, premature failure of pavement occurs due not only to the lack of proper drainage
facilities but also to high temperature in summer period. In summer the weather becomes very
hot and the ambient temperature of the pavement reaches near to the Softening point of the
traditional bitumen and flow condition arises in the pavement. This condition is called bleeding
which causes serious riding problems. Bleeding is film of asphalt binder on the pavement surface.
It usually creates a shiny, glass-like reflecting surface that can become sticky when dry and
slippery when wet. Bleeding occurs when asphalt binder fills the aggregate voids during hot
weather and then expands to the pavement surface. The usage of polymer (waste plastic) with
bitumen increases the Softening point of the binder and may slow reduce future bleeding Rutting
is another cause of pavement failure in India. Rut is a vertical depression along the vehicle wheel
tracks caused by traffic loading. This is a surface defect more prominent and evident in the outer
wheel track. Rutting is caused by the permanent deformation in any of a pavement's layers or sub
grade usually caused by consolidation or displacement of the pavement edge due to traffic
loading. Permanent deformation of pavement may occur that if the pavement binders do not have
sufficient elasticity. Because a poor elastic binder do not return to its original position after
removing wheel loading. If PMB is used in pavement construction, it sufficiently increases the
elasticity of the binder. Cracking is also another main cause of pavement failure in India.
Generally It causes the potholes on the pavement surface. This is due not only to traffic loads but
also to the capability of the asphalt concrete to sustain temperature changes. As the conventional
bituminous binder is highly susceptible to temperature usage of PMB may be the alternative
solution Because of traditional construction practice and severe weather condition of our country,
every year almost all of the major roads in urban area need a massive rehabilitation work
immediately after the monsoon period. This maintenance work not only involves large amount of
money but also interrupt normal traffic flow that causes road users' discomfort and delay.
In this regard the use of waste plastic (polymer) in pavement construction as well as maintenance
work could minimize the" frequency of rehabilitation work and there by provide an economical

4
solution. A second benefit of reuse of waste plastic is to improve the solid waste disposal
problem.
Bituminous binders are widely used by paving industry. A pavement has different layers. The
main constituents of bituminous concrete (BC) are aggregate and bitumen. Generally, all the
hard surfaced pavement types are categorized into 2 groups, i.e. flexible and rigid.
i. Flexible Pavement:
If the surface course of a pavement is bitumen then it is called "flexible" since the total pavement
structure can bend or deflect due to traffic loads.
ii. Rigid Pavement :
If the surface course of a pavement is PCC then it is called "rigid" since the total pavement
structure can’t bend or deflect due to traffic loads. Such pavements are much stiffer than the
flexible pavements due to the high modulus of elasticity of the Plain Cement Concrete material.
Importantly, we can use reinforcing steel in the rigid pavements, to decrease or eliminate the
joints.
1.2 Mix Design
1.2.a Overview
Construction of highway involves a huge outlay of investment. An accurate engineering design
can save considerable investment; as well, a reliable performance of the highway, can be
achieved.
1.2.b Objectives of mix design
The bituminous mix design aims to estimate the proportions of bitumen, filler material, fine
aggregates, coarse aggregates & polythene to produce a mix which should have
· Sufficient workability so that there is no segregation underload
· Enough strength to survive heavy wheel loads & tyre pressures.
· Sufficient durability
· Should be economical
1.2.c Types of mix
Hot mix asphalt concrete
Warm mix asphalt concrete
Cold mix asphalt concrete
Cut-back asphalt concrete

5
1.3 Polymer modification of BC
1.3.a Need of the hour
The steady increase of wheel loads, tyre pressure, change in climatic conditions &daily wear and
tear severely affect the performance of bituminous mix pavements. Hence any improvement in
the property of the pavement is highly essential considering the present scenario.
1.3.b Waste plastic is a concern
Plastics are durable & non-biodegradable; the chemical bonds make plastic very durable &
resistant to normal natural processes of degradation. Since 1950s, around 1 billion tons of plastic
have been discarded, and they may persist for hundreds or even, thousands of years. The plastic
gets mixed with water, doesn’t disintegrate, and takes the form of small pallets which causes the
death of fishes and many other aquatic animals who mistake them as food materials.
Today the availability of the plastic wastes is enormous, as the plastic materials have become the
part and parcel, of our daily life. Either they get mixed with the Municipal Solid Waste or thrown
over a land area. If they are not recycled, their present disposal.
1.4 Basic materials
The materials used are as follows.
i. Aggregates
ii. Bituminous Binder
iii. Polythene
iv. PVC
1.4.a Aggregate
Aggregate constitutes the granular part in bituminous concrete mixtures which contributes up to
90-95 % of the mixture weight and contributes to most of the load bearing & strength
characteristics of the mixture. Hence, the quality and physical properties of the aggregates should
be controlled to ensure a good pavement. The properties that aggregates should have to be used
in pavement are shown below.

1) Aggregates should have minimal plasticity. The presence of clay fines in bituminous mix can
result in problems like swelling and adhesion of bitumen to the rock which may cause stripping
problems. Clay lumps and friable particles should be limited to utmost1%.
2) Durability or resistance to weathering should be measured by sulphate soundness testing.
6
3) The ratio of dust to asphalt cement, by mass should be a maximum of 1.2 & a minimum of
0.6.
4) It is recommended AASHTO T-209 to be used for determining the maximum specific gravity
of bituminous concrete mixes.

Aggregates are of 2 types. i.e.

a) Coarse Aggregate(CA)
b) Fine Aggregate(FA)
The aggregates retained on 4.75 mm ARE Sieve is called as coarse aggregates. Coarse aggregate
should be screened crushed rock, angular in shape, free from dust particles, clay, vegetations and
organic matters
Fine aggregate should be clean screened quarry dusts. It should be free from clay, loam,
vegetation or organic matter
1.4.b Bitumen
Asphalt binder 60/70 are used in this research. The bitumen used should have the following
properties.
a) Grade of bitumen used in the pavements should be selected on the basis of climatic conditions
and their performance in past.
b) It is recommended that the bitumen should be accepted on certification by the supplier (along
with the testing results) and the State project, verification samples. The procedures for acceptance
should provide information, on the physical properties of the bitumen in timely manner.
c) The physical properties of bitumen used which are very important for pavements are shown
below. Each State should obtain this information (by central laboratory or supplier tests) and
should have specification requirements for each property except specific gravity.
i. Penetration at 27°c :- 60-70 mm
ii. Dynamic Viscosity at 60°c:- 160
iii. Softening point at 27°c:- 48-56
iv. Ductility at 25°c:- 75cm
v. Specific Gravity:- 1.05-1.05
vi. Solubility:- 99.5(min)

7
1.4.c Polythene
The polythene used in Sanchi milk packets was used as raw material for preparation of the
samples. These polythene packets were collected; they were washed and cleaned by putting them
in hot water for 3-4 hours. They were then dried.
Specific Gravity of polythene = 0.905
Shredding:
The dried polythene packets were cut into tiny pieces of size 2.5-3 mm maximum. This is
because when the polythene is to be added with bitumen and aggregate it is to be ensured that the
mixing will be proper. The smaller the size of the polythene, the more is the chance of good
mixing.

Fig.1.1 sample of Waste plastic

8
 Fig.1.2 Shredding of Waste plastic
1.4.d. PVC
Polyvinyl chloride was synthesized by German chemist Eugen Baumann in1872. It is the third
most synthetic polymer (plastic) produced in the world.. About 50 million tons of PVC are
produced each year. Polyvinyl chloride is produced by polymerization of the vinyl chloride
monomer. PVC comes in mainly two forms: rigid (RPVC) and flexible. The rigid form of PVC is
used in construction for pipe and in profile applications such as doors and windows. It is a used
in making bottles, non-food packaging, food-covering sheets, and cards (such as bank or
membership cards). It can be made softer and more flexible by the addition of plasticizers the
most widely used being phthalates. In this form, it is also used in plumbing, electrical cable
insulation, imitation leather, flooring, signage, phonograph records, inflatable products, and
many applications where it replaces rubber. With cotton or linen, it is used in the production
of canvas. Pure polyvinyl chloride is a white, brittle solid. It is insoluble in alcohol but slightly
soluble in tetrahydrofuran. It having the chemical formula (C2H3CL)n.
Density- 1.3-1.44g/cm3
Melting point- 100-260°C
Average diameters:- 100–180 μm

9
 Fig.1.3 sample of PVC dust

Objectives of thesis

1) A combined analysis can be done by Testing of bitumen with PVC and Polythene

2) To evaluate the effect of plastic with bitumen and effect of strength of bitumen.

3) Also the variations of the results obtained can be analyzed through different examples.

4) Compression of bitumen with PVC and LDPE sample and doing various testing of sample.

5) Development of a suitable result which deal with strength of bitumen with PVC fiber.

10
Organization of thesis

CHAPTER-1: This chapter contains an introduction to Bitumen, aggregate, PVC and other
technique, the bitumen related problem in construction of pavement .This chapter deals with the
theory of flexible pavement and failure of flexible pavement

CHAPTER-2: Discusses the literature review i.e. the work done by various researchers in the
field of flexible payment with the conclusion of various material. It includes a verity of work
including from bitumen and experimental analysis.

CHAPTER-3: This chapter deals with the methodology, in which whole working method is
discussed stepwise, also elucidates the method involve in testing of sample.

CHAPTER-4: This chapter deals with calculations of various test conduct with bitumen LDPE
and PVC dust.

CHAPTER-5: Deal with the results and discussion of the testing of sample, results of variation
of stability no with the change% replacement, range of flow no and various test such as Ductility
and Penetration test of bitumen.

CHAPTER-6: In this chapter the conclusions drawn from the results discussed in previous
chapter have been mentioned along with the future scope of work that can be done as an
extension of presentstudy

11
 CHAPTER NO-2
LITERATURE REVIEW

2.1 General
To provide a past work done related to Rigid payment .and various result related to rigid
pavement .problem during the construction of rigid pavement .in this chapter we deal with
various work done with bitumen and rigid pavement with or without plastic fiber and it is also
explain past work with bitumen.

Amit Kumar Sarkar (2019)[1]The object of this paper is to examine and compare the effects of
waste plastics namely High-density polyethylene (HDPE) and Low-density polyethylene (LDPE)

in base bitumen. For this purpose, four modified bitumen with polymer content 1%, 2%, 3% and
4% and pure bitumen were prepared and tested. Rheological parameters were recorded of each
specimen to draft the deviation from the base bitumen. It was observed that the bitumen with
HDPE has more impact on the viscosity, Softening, Penetration, Marshall Stability, and Ductility
than the bitumen with LDPE as a modifier. The use of waste commodity plastics in binder
modification carries the advantage of a cheap and effective means of enhancing conventional
bitumen binder performance characteristics and is an alternative way to utilizes plastic waste

Addissie at.al.(2018)[2]The principal problems in any asphalt pavement performance are the
sensitivity of bitumen towards temperature, loading time and climate in asphalt mixture. In
Ethiopia, asphalt binders have been selected based on Penetration grade at 25°C for the
construction of all road pavements. Daily traffic growth, performance of dense graded asphalt
(DGA), maintenance and rehabilitation expenditure demand better, life-long, and high efficient
alternative asphalt mastics and mixtures for minimizing pavement distress. The objective of this
research is to evaluate the performance of plastic modified bitumen for sub-tropical areas of
Ethiopia. The effect of temperature on strain (deformation) were investigated on the rheology of
two commonly used bitumens (40/50 and 85/100) in Ethiopia. In addition, the rheological
properties of 40/50, 85/100, polyvinyl chloride (PVC) modified 40/50, low density polyethylene
(LDPE) modified 40/50, PVC modified 85/100 and LDPE modified 85/100 binders were
investigated by Penetration grade and Super Pave grading systems. The PVC and LDPE
polymers
12
were mixed with the two bitumen from 0-7% and 0-9% (only odd numbers), respectively. The
samples were subjected to a series of consistency, rotational viscometer and performance grading
tests at different temperatures. Those tests showed that 3% PVC and 5% LDPE modified binders
had better Penetration, Softening point, Ductility, viscosity and performance grade results for
both 40/50 and 85/100 bitumen grades compared with the other percentages of the two modifiers.
Thus, 40/50, 85/100, 40/50+3% PVC, 40/50+5% LDPE, 85/100+3% PVC, 85/100+5% LDPE
were subject to additional Super pave rheology test like rolling thin film oven, amplitude sweep,
multiple stress creep recovery, and Fourier transform infra-red tests. As observed from the Super
pave test results, the PVC and LDPE modified binders had lower % heat loss, higher linear
viscoelastic region (LVER), lower unrecoverable creep compliance and higher percent recovery
than the unmodified bitumen in both 40/50 and 85/100 grades. In conclusion, the bitumen with
Penetration grade 40/50 and 85/100 were improved to 30/40 and 60/70 by both selected
modifiers respectively. Those neat bitumen were also improved from PG64-Z(40/50) to PG82-Z
(by both modifiers), and from PG52-Z (85/100) to PG76-Z(by 3% PVC) and PG82-Z(5% LDPE)
by Super pave grading

Bhargava and Singh(2018)[3] Bituminous mixes are most typically used everywhere the world
in flexible pavement construction. It consists of asphalt or bitumen (used as a binder) and
mineral combination that is mixed along, set down in layers and so compacted. Under traditional
circumstances, standard bituminous pavements if designed and executed properly perform quite
satisfactorily; however, the performance of bituminous mixes is extremely poor under varied
situations. Today’s asphaltic concrete pavements are expected to perform higher as they're
experiencing the increased volume of traffic, accrued loads and increased variations in daily or
seasonal temperature over what has been experienced within the past. Additionally, the
performance of bituminous pavements is found to be terribly poor in wet induced situations.
Considering this plenty of labour has been done on the utilization of additives in bituminous
mixtures and as well as on modification of bitumen. Plastics are everywhere in today’s lifestyle
and are growing rapidly throughout particularly in a developing country like India. As these are
non biodegradable there is a major problem posed to the society with regard to the management
of these solid wastes. Low density polyethylene (LDPE) has been found to be a good modifier of
bitumen. Even, the reclaimed polyethylene originally made of LDPE has been observed to
modify bitumen.

13
Appiah et al. (2017)[4]Polyethylene Terepthalate (PET) and High density Polyethylene (HDPE)
are used in most bottling applications of water, yoghurt and soft drinks, but in terms of littering,
however, one of the worst culprits is polyethylene (or “polythene”) bags, for food packaging and
sachet water bags. Every day, a multitude of items that are either partly or completely made of
plastic are used and these plastics eventually end up in the landfills. Depending on the quality of
the plastic, it may take anywhere from a few days to several years to break down in landfills, but
it never breaks down completely into particles that can be used in nature. As such, plastic is one
of the worst offenders when it comes to environmental pollution.

On the other hand, the volume of road traffic is increasing and demands a corresponding
increment in the load bearing capacities of the road and its service life span. It has been proven
possible to improve the performance of bituminous mixes used in the surfacing course of road
pavements, with the help of various types of additives or modifiers to bitumen such as polymers,
rubber latex, crumb rubber, etc. The choice of modifier for a particular project can depend on
many factors including construction ability, availability, cost, and expected performance.
Modification is achieved by two main procedures; Dry process involves direct incorporation of
waste plastic, which is blended with aggregate before adding in bitumen, to prepare a plastic
modified bituminous concrete mix and the Wet process which involves, simultaneous blending
of bitumen and waste plastic. The use of polymer modified bitumen to achieve better asphalt
pavement performance has been observed for a long time Zoorab & Suparma reported the use of
recycled plastics composed predominantly of polypropylene and low density polyethylene in
plain bituminous concrete mixtures with increased durability and improved fatigue life.
Resistance to deformation of asphaltic concrete modified with low density polythene was
improved in comparison with unmodified mixes. The thrust of this study is to generate scientific
data which will form basis for using plastic modified bitumen in the construction and repair of
roads in Ghana, as well as provide scientific data on the alternative recycling options for
managing plastic waste.

Gupta at.al. (2016)[5], In this research an effort has been ended to evaluate the Marshall
properties of dense bituminous macadam prepared using VG-30 and CRMB-55(crumb rubber
modified bitumen) as binder material. Marshall Method of bituminous mix design is adopted to
determine the optimum bitumen content and Marshall Properties. The main objectives of the

14
analysis are to ensure the properties of aggregates by conducting the test in the laboratory as per
MORT&H (IV Revision) Specification and to conduct tests on bitumen content. There is a
reduction in optimum bitumen content of about 0.78% in the specimens prepared using CRMB-
55 as binder material when compared to specimens prepared using VG-30 as binder material.
There is % increase in Marshall stability value of about 15.10% in the specimens prepared using
CRMB-55 as binder material when compared to specimens prepared using VG-30 as binder
material. There is no variation in bulk density value of specimens prepared using CRMB-55 as

binder material when compared to specimens prepared using VG-30 as binder material. There is
increase in percentage air voids value of about 1.10% in the specimens prepared using CRMB-
55 as binder material when compared to specimens prepared using VG-30 as binder material.
There is marginal increase in flow value of about 2.70% in the specimens prepared using CRMB-
55 as binder material when compared to specimens prepared using VG-30 as binder material. 8
There is a reduction in VMA value of about 0.29% in the specimens prepared using CRMB-55 as
binder material when compared to specimens prepared using VG-30 as binder material. The
reduction in VFB value of about 0.35% in the specimens prepared using CRMB-55 as binder
material when compared to specimen prepared usingVG-30

Lodhi and Yadav (2016)[4], Performed the Marshall Stability test to determine the strength
serviceability requirements of bitumen mixes such as stability, flow, voids in mineral aggregate,
voids filled with bitumen and air voids which are highly dependent on the physical properties of
aggregate. Viscosity grade bitumen V-30 used as binder in this research for preparation of mix. It
is important property as per Indian Standard Code Specification for paving bituminous IS:
73(2007) was used. In this investigation, five gradations were used such as lower grade, lower
middle grade, middle grade, higher middle grade and higher grade. Marshall Test specimen were
prepared for each aggregate gradation at 4%, 4.5%, 5% and 5.5% bitumen content to study the
effect of aggregate gradation on the Marshall properties of DBM.

Optimum binder content is minimum in middle grade which is more economical for design mix
DBM in this gradation. Most of the Marshall properties are superior at middle grade. So DBM
mix is design at this gradation.

15
Lanjewar at.al (2016 )[5]The use of plastic and related materials is increasing exponentially due
to tremendous growth in population, urbanization and changed life style leads to widespread
littering of plastic on the landscape. Disposal of waste plastic is a serious problem globally due
to their non-biodegradability and hazardous to human health, since these are not disposed
scientifically and thus, create ground and water pollution. In the present paper techniques has
been developed to use plastic waste for construction of bituminous roads and flexiblepavements.

In general bitumen is used as binder in road construction. Binding properties of this bitumen can
be modified by blending it with waste plastic pieces. It can be used for construction purpose.
Waste plastic coated road aggregates can improve road strength. This modified bitumen mix and
aggregates show better binding property, stability, density and more resistant to water thus
increasing durability of roads with increased resistance to wear and tear of the road.

As seen the above results and graphs, when 11% polymer is blended in the bitumen mix, the
values of the characteristics goes on increasing as compared to the conventional mix. This shows
and proves that by adding certain amount of plastic waste in the bitumen, it gains strength and
thus becomes more durable and tough. The coating of plastics reduces the porosity, absorption of
moisture and improves strength. Hence the use of waste plastics for flexible pavement material is
one of the best methods for easy disposal of wastes. The use of polymer is better than the use of
conventional aggregates in many respects. As shown in the table, it is clearly shown that there is
a huge difference in the values of the mix when compared with the conventional value. Thus the
process iseco-friendly.

SK. Wasim Anwar (2014)[6], conducted the study to compares the mix properties of Marshall
such as stability, Flow and indirect tensile strength obtained on 100 mm and 150 mm diameter
specimens. In this study Marshall and Modified Marshall Method of mix design were used to
compact the specimens. The aggregate gradation adopted was DBM grade-I. The max aggregate
size used in this study is 37.5 mm and aggregate gradation is adopted as per MORTH (IV)
specification. Binder used this study is CRMB – 55 (Crumb Rubber Modified bitumen), and for
mix design, Marshall Method mix design for 100 mm diameter specimen and MS-2 guidelines
were used for 150 mm diameter specimen which is called Modified Marshall Method. It was
observed that the Modified Marshall Method satisfies the mix properties such as Marshall
Stability, flow and indirect tensile strength and can be used for testing the large stone Aggregate

16
mixes. Laboratory studies on the behavior of Marshall and Modified Marshall specimen were
carried out in terms of optimum bitumen content.

Abd-Allah at.al. (2014)[7]Attention has been increasing towards the use of polymer modified
asphalt, because conventional asphalt mixtures cannot resist the high axle loads and tire
pressures. Several classes of modified binders have been used in asphalt pavements. The main
objective of this research was to evaluate the effect of adding several types of polymers on
asphalt cement and asphalt concrete mixtures. Experimental program involved two phases.

The first phase was modifying the asphalt using six types of polymers then evaluating the
properties of the modified asphalt. The second phase was evaluating the effect of binder
modification on Marshall mix design characteristics and indirect tensile strength of the asphalt
concrete mixtures. It was found that the optimum percentage of PVC, plastic bags and novolac
was 4%, and the optimum percentage of HDPE was 5% by weight of asphalt. These percentages
caused increase in kinematic viscosity, stability, and indirect tensile strength and caused
reduction in Penetration.

Nemdeo and Thorat(2013)[8} Generation of polymer waste is increasing day by day and necessity
to dispose this waste in proper way is arising. This waste is disposed by using different methods
such as incineration, land-filling which affects the environment; but by adding polymer into
roads is the eco-friendly process. The addition of polymer into dry bitumen improves the service
properties of bitumen. If we use the polyolefines waste with or without crumb rubber upto certain
percentage of bitumen then the properties of modified bitumen will be increased. The use of this
innovative technology (polymer loading into bitumen) not only strengthen the road construction
but also increases the road life as well as will help to improve the environment and also creating
a source of income. By utilization of such polymer waste would be a boon for India’s hot and
extremely humid climate, where temperature frequently crosses 500 C and torrential rains create
havoc, leaving most of roads with big potholes. There are two types of techniques can be used for
disposal of polymer waste in road construction. Dry process is suitable because by this process
15-20 % of plastic waste addition by weight % with respective to aggregate. But considering the
limitations of this process that it is applicable to plastic waste

17
only and hence our aim of disposing the total polymer waste for eco-friendly environment cannot
be completely achieved. Wet process though it requires strong mechanical stirrer and continuous
rotation, batch type production and separate chamber. If processing parameters such as heat
losses, temperatures etc. are properly controlled there is reduction in the residence time which
minimizes production time and thus improves productivity, hence this process is economically
feasible and limitations of dry process can be overcome. As far as type of polymer waste is
concerned, wet process is suitable for any type of polymeric waste (rubbery or plastic) or any
size and form (either strand or powder). By the actual experimentation, we obtained optimum
results for polymer waste at different composition. Hence, from the results, polyolefin waste can
be loaded upto 6% HDPE, LDPE upto 6%, PP upto 4% crumb rubber upto 4% and mixture of
crumb rubber and HDPE waste upto 8% (4% + 4%) in road construction. Under the similar
conditions most of the bitumen roads are performing well atall.

Behl at.al. (2012)[9]The world is facing a waste crisis from the most problematic plastic
produced today: polyvinylchloride (PVC). For years throw-away products made of PVC have
been a leading cause of dioxin pollution in incinerators and when burned in fires. In this study
PVC pipe waste has been used as a modifier up to a level of 3% and 5% in making bituminous
product for paving application. PVC is not compatible with bitumen, therefore to make a
homogeneous blend, waste PVC was initially treated with a chemical and then blended with
bitumen. The visco-elastic properties of the bitumen-PVC blend such as storage modulus, loss
modulus and phase angle were studied and compared with those of unmodified bitumen. Later
the performance characteristics of bituminous mix made up of these modified binders were also
studied and compared with those of conventional bituminous mix. The results indicate that PVC
pipe waste can be used successfully in road construction. Strength and stability of the mix
increased after incorporation of PVC pipe waste, it was also observed that addition of PVC pipe
waste showed increased resistance to permanent deformation in terms ofrutting.

Aodah,at.al.(2012)[10] Studied the performance of bituminous mixes with different Aggregate

Gradation and binder Content. This study is conducted to determine the effect of aggregate
gradation on indirect tensile strength, shear strength and rutting behavior of bituminous mixes. In
this work, one type of aggregate and two types of binders (VG -30 & PMB -40) and two types of
mixes (Bituminous concrete & dense Bituminous Macadam) were used. Three type of aggregate

18
gradation were used such as Upper limit (Nominal size for BC is 9.5mm for & 19mm for DBM),
Midpoint (Nominal size for BC is 13mm and 26.5mm for DBM) and Lower limit (Nominal size
for BC 9.5mm and 19mm for DBM). The results indicate that the performance of mixes made
with PMB-40 is better than that of the mixes made with VG-30. In terms of indirect tensile
strength (ITS), horizontal tensile strain (HTS) and the compressive strength, while DBM mix is
better in terms of shear strength & rut resistance. The tensile strain at failure determined from
ITS test is useful in predicting the cracking potential of mixes. The results indicates that the
tensile strength of BC mixes is higher than DBM mix and mixes made with PMB-40 is higher
than that of mixes made with VG-30. It is primarily due to higher viscosity of PMB-40 compared
to VG-30. The horizontal tensile strain for DBM mixes higher than BC mixes.

Sridhar at.al. (2006)[11]adopted Marshall Mix design method using Marshall Hammer and Hugo
hammer for compaction of DBM mix. Effective compaction in an essential pre-requisite for
obtaining the best performance bituminous mixes for greater load spreading ability and improved
resistance to deformation and fatigue cracking. In this study two types 16 of compaction efforts
(Marshall Hammer and Hugo hammer) and three types of aggregate grading (Kandhal, maximum
density and MORTH mid grading) were used for designing dense bituminous macadam mix.
From the results, it was observed that Hugo hammer showed lower bitumen content compared to
Marshall Compaction. Maximum density grading can be adopted as the best grading with Hugo
hammer compaction simulating the field conditions by increasing the binder content, which
fulfils the film thickness and durability criteria of the DBM mix. Kandhal Grading and
Maximum Density grading using Hugo hammer compaction efforts give rise to a stiff mix.
MORTH mid grading, which gives rise a mix resistant to permanent deformation even higher
temperatures, can be used for roads where heavy commercial vehicles are more in number to
avoid rutting ofroads.

19
2.2 Summary of literature review:
The research work can be summarized under the following points.

1. To find out the behavior of flexible pavement under different loading condition and
behaviour of material.
2. To find way in recycling waste plastic particle in bitumen and it more stable and testing
is done in this combination such as Marshall stability and durability of bitumen with
waste plastic and PVC dust and low density plastic waste.
3. This review paper presents an overview and a summary of past/recent work on various
modifications to the bitumen content with waste plastic and other material etc. to reduce
the failure pavement and use of waste plastic in highway across the world.
4. To provide a guideline for flexible pavement with bitumen and waste plastic, this paper
proposes an approach of assessing the effects of load and traffic and strength of bitumen
mix with different composition and reductions with limited failure of pavement.
5. To evaluate the effect of various composition of waste in bitumen and proposition of
waste plastic and effect of plastic in strength of pavement
6. Various composition of bitumen and waste plastic are used and stability is check with
various parameter ratios of the bitumen and identified the suitable mix propitiation by
Marshall test.

20
 CHAPTER -3
METHODOLOGY

3.1 General

The blending of polymer with bitumen is a difficult task. Compatibility is the first and main
problem that we must face when we trying to modify bituminous rheology by adding polymer to
it. Blending depends on the compatibility (Baker, 1998) of polymer and bitumen to each other.
There are generally considered to be three basic processes which may utilize recycled plastic
(Polymer) and PVC Dust in the production of different types of asphalt concrete pavements.
These processes are known as the Dry Process, the Terminal Blend Process, and the Wet mix
process. In this study bitumen mixed with PVC dust and waste plastic by wet mix process. The
success of blending of a polymer with particular bitumen will depend on the following three
important factors.

• Chemical composition of bitumen.

• Composition, type or grade of polymer.

• Blending process

Following process is used for analysis of this topic

Preparation of Material

Mixing of material

Preparation of Sample

Testing of sample

21
3.2 Preparation of material

In this step following step are following

1) Foe LDPE sanchi milk parlor waste plastic is taken and weighted after that it is shredding in
small part 2 -3 mm as shown in figure

2) For PVC dust are taken from 100-180µm Govindpura industrial area. And it is weighted for
preparation of sample

3) 60-70 Penetration grade bitumen (200gm for each sample).

4) Sieve analysis is done for aggregate and aggregate retain on 4.75mm IS sieve is taken after
sieve analysis aggregate size of 12.5mm, 10mm, 4.75mm, 2.5mm and 2% filler material
taken.

Fig.3.1 Weight of LDPE and PVC dust

22
 Fig 3.2 Shredding of LDPE

3.3 Mixing of material

Wet mix method were adopted. In this bitumen is directly heated with polymer at 150-160°C. In
this step material bitumen, LDPE , PVC dust are taking for sample preparation according to
requirement of sample preparation .Such as Bitumen 200 gm for each sample ,LDPE
2.5% ,5%,7% ,10% of bitumen and PVC dust 2.5% ,5%,7% ,10% of bitumen and these material
are mixing and sample are prepare in next step

3.4 Preparation of Sample

In this step for Each case 3 sample are prepared for each test. Various sample are prepare along
the test and detail are given below

23
 Table 3.1 Quantity detail of material for sample

S.No. Bitumen(gm) LDPE(gm) PVC dust(gm)

1 190 5 5

2 180 10 10

3 170 15 15

4 160 20 20

Fig 3.3 Preparation of sample

3.5 Testing of sample

In this step following test are perform and for each test 3 sample are prepared for testing and detail
of testing given below and before Marshall test durability of bitumen checked by Penetration test,
Ductility test and Softening test and Marshall Stability test.

24
3.5.a. Penetration test

Penetration test of Bitumen determines the hardness or softness of bitumen by measuring the
depth in millimeter to which a standard loaded needle will penetrate vertically in five seconds
while the temperature of the bitumen sample is maintained at25°C

1) The bitumen is softened to a pouring consistency, stirred well, and poured into the test
containers. The depth of bitumen in the container is kept at least 15mm more than the
expected Penetration. (I.S. 76:2013& IS 1203-1958).
2) Now the sample containers are placed in a temperature-controlled water bath at a
temperature of 25°c for one hour.
3) Then at the end of one hour, the sample is taken out of water bath and the needle is brought
in contact with the surface of bitumen sample at that time reading of dial is set at zero or the
reading of dial noted, when the needle is in contact with the surface of the sample.
4) After that, the needle is released and the needle is allowed to penetrate for 5 seconds and the
final reading is recorded. On that sample at least three Penetration observations should be
taken at distances at least 10 mm apart. After each test, the needle should be disengaged,
wiped with benzene, and dried. The amount of Penetration is recorded
5) The main value of the three measurements is reported is the Penetration test.
6) The accuracy of the test depends upon pouring temperature, size of the needle, the weight
placed on the needle, and test temperature.

To grade of bitumen is specified in terms of Penetration value. For example, 60/70 grade bitumen
indicates the Penetration value of the bitumen in the range of 60 to 70 at standard test conditions.

25
 Fig 3.4 Penetration test

3.5.b. 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(IS 73:2013 & IS 1208-1978).

1) Unless otherwise specified this test shall be conducted at a temperatures of 27°C and at a rate
of pull of 50mm /min. Melt the bitumen to be tested to a temperature of 75 to 100°C above
its approximate Softening point till it becomes fluid.

2) 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.

3) 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.

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

26
5) 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.

6) Remove the briquette from the plate, detach sidepieces and test the briquette immediately.

7) 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 +0.5 °C
of specified temperature.

8) 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.

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

10) At least three determinations shall be made for each test.

Fig 3.5 Ductility testing machine and sample

27
 Fig 3.6 Ductility test reading

3.5.c. Softening test

Softening point is the temperature at which the substance attains a particular degree of Softening
under specified conditions of Test (IS 73:2013 & IS 1205-1978).

11) Heat the material to a temperature between 75 to 100 °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 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.

12) Fill the ring having dia. 17.5mm and depth 6.4mm with sufficient melt to give excess above
the level of the ring. After cooling in air for 30 minutes.

13) 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 which has 7.5mm diameter
and 3.5g in weight guides in position.

28
14) 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

15) The water bath liquid shall be freshly boiled distilled water when testing materials having
Softening points below 80 °C and pure glycerin for material having Softening points above
80 °C.

16) 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° C for 15 minutes after which place the balls previously cooled to a
temperature of 5 °C by forceps in each ball guide.

17) Apply heat to the bath and stir the liquid so that the temperature rises at a uniform rate of 5 +
0.5°C per minute until the material softens and allow the balls to pass through the ring.

18) 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,

Fig.3.7 Softening test

29
 Fig.3.8 Softening test reading

3.5.d. Marshall stability test

The Data of the Marshall sampling mould and hammer are given below

Table 3.2 Detail of Marshall sampling mould

Appratus Value Working Tolerance

Mould

Average internal diameter 101.2 ± 0.5

Hammer

Mass Kg 4.535 ±0.02

Drop Height ,mm 457 ±1.0

Foot Diameter ,mm 98.5 ±0.5

30
Fig 3.9 Marshall Sampler mould

Fig 3.10 Marshall Test

31
3.5.d.a Mixing Procedure

The mixing of ingredients was done as per the following procedure ( ASTM D 6927 – 06
& IRC SP 79-2008).

i. Required quantities of coarse aggregate, fine aggregate & mineral fillers were taken in an
iron pan.

ii. This was kept in an oven at temperature 160°C for 2 hours. This is because the aggregate
and bitumen are to be mixed in heated state so preheating is required.

iii. The bitumen was also heated up to its melting point prior to the mixing.

iv. The required amount of shredded polythene was weighed and kept in a separate container.

v. The aggregates in the pan were heated on a controlled oven for a few minutes maintaining
the above temperature.

vi. The polythene was added to the aggregate and was mixed for 2minutes.

vii. Now bitumen (60 gm), i.e. 5% was added to this mix and the whole mix was stirred
uniformly and homogenously. This was continued for 15-20 minutes till they were properly
mixed which was evident from the uniform colour throughout the mix.
viii. Then the mix was transferred to a casting mould and this mix was then compacted by the
Marshall Hammer. The specification of this hammer, the height of release etc. are given in
Table –4.1.

ix. 75 no. Of blows were given per each side of the sample so subtotal of 150 no.

x. Blows was given per sample. Then these samples with mould were kept separately and
marked and after 24 hours samples tested.

Fig.3.11 Marshall Sample

32
 CHAPTER - 4
CALCULATION

4.1 General

In this chapter calculation of various test is reported and in this research work first testing is done
for to find suitable composition of bitumen, LDPE and PVC dust. After that the best composition
is find and Marshall stability test is done and check the durability and stability of sample for
flexible pavement.

4.2 Penetration test

In this test take 200 gm bitumen and it is replace by 2.5%, 5%, 7.5%and 10 % of LDPE and PVC
dust each and calculation given below.

Table 4.1 Penetration test value Date-06/01/2020

S. No. Sample Quantity of Quantity of Quantity Penetration Average Accepted

No. Bitumen LDPE of PVC value Value as
Value (IS
(gm) (gm) (gm) (mm) 73:2013)
(mm)
(mm)
1 190 5 5 56 54
1 2 190 5 5 52

3 190 5 5 54

4 180 10 10 47.8 48
2 5 180 10 10 48.4

6 180 10 10 48.5
45
7 170 15 15 42.1 43.3
3 8 170 15 15 43.8

9 170 15 15 43.3

10 160 20 20 35.8 36.2

4 11 160 20 20 36.1

12 160 20 20 36.7

Result- As per IS 73: 2013 Serial no 1 & 2 sample falls under accepted value
33
4.3 Ductility test

In this test take 200 gm bitumen and it is replace by 2.5%, 5%, 7.5% and 10 % of LDPE and PVC
dust respectively and calculation given below.

Table 4.2 95% bitumen, 2.5% LDPE, 2.5% PVC dust Date-7/01/2020

S. No. Sample Quantity Quantity Quantity Ductility Average Final Accepted

No. of Bitumen of LDPE of PVC value value Average Value (IS
73:2013)
(cm) value
(gm) (gm) (gm) (cm) (cm)
(cm)
71.4
1 190 5 5 71.6 71.63
71.9
72.2
1 2 190 5 5 71.1 72 71.98 40
72.1
71.9
3 190 5 5 72.5 72.33
72.6
Result- As per IS code 73:2013 Serial 1 sample 1, 2 & 3 falls under accepted value

Table 4.3 90% bitumen, 5% LDPE, 5%PVC dust Date-7/01/2020

S. No. Sample Quantity Quantiy Quantity Ductility Average Final Accepted

No. of Bitumen of LDPE of PVC value value Average Value (IS
(gm) (gm) (gm) (cm) (cm) value 73:2013)
(cm) (cm)
60.3
4 180 10 10 61.2 61.06
61.7
60.5
2 5 180 10 10 61.5 61.23 61.28 40
61.7
61.1
6 180 10 10 61.7 61.56
61.9
Result-As per IS code 73:2013 Serial 2 sample 4, 5, & 6 falls under accepted value

34
 Table 4.4 85% bitumen, 7.5% LDPE, 7.5% PVC dust Date-7/01/2020

S. No. Sample Quantity of Quantity Quantity of Ductility Average Final Accepted

No. Bitumen of LDPE PVC value value Average Value (IS
(gm) (gm) (gm) (cm) (cm) value 73:2013)
(cm) (cm)
51.2
7 170 15 15 51.9 52.3
51.6
51.4
3 8 170 15 15 52.2 52.1 51.14 40
52.8
51.8
9 170 15 15 52.5 52.4
52.9
Result- As per IS code 73:2013 Serial 3 sample 7, 8, &9 falls under accepted value

Table 4.5 80% bitumen, 10% LDPE, 10% PVC dust Date-7/01/2020

S. No. Sample Quantity Quantity Quantity of Ductility Average Final Accepted

No. of of LDPE PVC value value Average Value (IS
Bitumen (gm) (gm) (cm) (cm) value (cm) 73:2013) (cm)
(gm)
36.2
10 160 20 20 37.2 37.06
37.8
37
4 11 160 20 20 37.5 37.43 37.20 40
37.8
36.4
12 160 20 20 37.1 37.13
37.9
Result- As per IS code 73:2013 Serial 4 sample 10, 11&12 not Falls under accepted value

35
4.4 Softening Point

In this test take 200 gm bitumen and it is replace by 2.5%, 5%, 7.5%and 10 % of LDPE and PVC
dust each and calculation given below
Table 4.6 calculation for Softening Point Date-8/01/2020
S. No. Sample Quantity of Quantity of Quantity of Softening Average Accepted Value
No. Bitumen LDPE PVC value value (IS 73:2013)
(gm) (gm) (gm) (°C) (°C) (°C)
56.2
1 190 5 5
58.1
56.4
1 2 190 5 5 57
57.
57.1
3 190 5 5
58
61.8
4 180 10 10
62.7
61
2 5 180 10 10 62.13
61.7
62.4
6 180 10 10
63.2
47°
67.6
7 170 15 15
68.1
61.8
3 8 170 15 15
68.2 68
67.3
9 170 15 15
68.5
70.3
10 160 20 20
71.6
71.2
4 11 160 20 20 71.2
72
70.2
12 160 20 20
71.9
Result- As per IS code 73:2013 Serial 1,2,3,&4 sample accepted value

36
4.5 Marshall test
Total weight of sample = 1200 gm
Optimum Bitumen Content = 5 % so weight of bitumen = 60 gm
Weight of aggregate = 1200-60 =1140 gm

Table 4.7 Quantity of material

Polythene+ PVC % wt of polythene wt of PVC wt of Bitumen

(gm) (gm) (gm)

2.5+2.5 1.5 1.5` 57

5+5 3 3 54

7.5+7.5 4.5 4.5 51

10+10 6 6 48

Marshall Stability value :

It is defined as the maximum load at which the specimen fails under the application of the
vertical load. It is the maximum load supported by the test specimen at a loading rate of 50.8
mm/minute (2 inches/minute). Generally, the load was increased until it reached the maximum &
then when the load just began to reduce, the loading was stopped and the maximum load was
recorded by the proving ring.

Marshall Flow value :

It is defined as the deformation undergone by the specimen at the maximum load where the
failure occurs. During the loading, an attached dial gauge measures the specimen's plastic flow as
a result of the loading. The flow value was recorded in 0.25 mm (0.01 inch) increments at the
same time when the maximum load was recorded. Two readings were taken from the dial gauge
i.e. initial reading (I) & final reading (F)

The Marshall Flow Value (f) is given by f =F-1

37
 Table 4.8 Marshall Stability value (S) Date-16/1/2020

Serial No. Polythene PVC % No. of Marshall Average Acceptable

divisions (N) Stability Value Stability no value as
% (S) (kn) IRC SP 79-
2008

0 0 470 13.67

1 0 0 490 13.95 14.02

0 0 490 14.45

2.5 2.5 500 14.23

2 2.5 2.5 520 15.23 15.39

2.5 2.5 530 16.72

5 5 520 16.92 8 Kn

3 5 5 600 17.3 17.73

5 5 620 18.98

7.5 7.5 530 16.56

4 7.5 7.5 520 15.55 15.69

7.5 7.5 520 14.98

10 10 550 17.32

5 10 10 520 17.21 17.06

10 10 540 16.65

Result- As per IRC SP 79-2008 Serial 3 samples gives the maximum value under accepted
value.

38
 Table 4.9 Marshall Flow Value Date17/01/2020

Serial No. Initial Final Flow value Average Acceptable

Reading Reading (f) value value as
(mm) IRC SP
79-2008
3.2 7.5 4.5

1 3.3 7.5 4.1 4.3

3.3 7.4 4.3

3.7 7.0 3.5

2 3.5 7.9 3.5 3.5

4.1 7.3 3.7

2.6 5.3 2.8

3 3.4 5.9 2.6 2.63

3.3 6.4 2.5 2-5

mm
3.8 7.1 2.7

4 2.8 6.0 2.9 2.8

3.2 6.8 2.8

3.0 5.5 2.7

5 3.9 7.2 3.1 3

3.6 6.9 3.2

Result- As per IRC SP 79-2008 Serial 3 samples gives the minimum value under accepted
value

39
 CHAPTER - 5
RESULTS & DISCUSSION

5.1 RESULT

In this chapter, the results of various laboratory tests of the sample mixes with bitumen and test of
bitumen with various composition discussed.

5.2 Bitumen testing

Fig.5.1 Bitumen mix test result

Result Value

% Polythene and % PVC

Fig. 5.1 Comparative analysis of various test

40
5.2.a. Penetration Test

Based on research work and test perform in various composition of mixture of bitumen
polythene and PVC dust up to 5% each give the best result which is 48 mm as shown.

Table 5.1 Penetration test Result

% Polythene and % Penetration Value (mm)

PVC

2.5 54

5 48

7.5 43.3

10 36.2

60
54

48
50
43.3
Penetration value (mm)

40 36.2

30

20

10

0
0 2 4 6 8 10 12
% Polythene and %PVC

Fig.5.2 Penetration value with %polythene and %PVC

41
5.2.b. Ductility Test

Based on research work and test perform in various composition of mixture of bitumen
polythene and PVC dust each up to 7.5 % give the result which is 51.14 mm as shown in figure
5.3.

Table 5.2 Ductility test Result

% Polythene and % Ductility Value (cm)

PVC

2.5 71.98

5 61.28

7.5 51.14

10 37.20
Ductility Value (cm)

% Polythene and %PVC

Fig 5.3 Ductility value with %polythene and %PVC

42
5.2. c. Softening test

Based on research work and test perform in various composition of mixture of bitumen polythene and
PVC dust up to 10 % give the best result which is shown in figure 5.4.

Table 5.3 Softening test Result

% Polythene and % Softening Value (ºC)

PVC

2.5 57

5 62.13

7.5 68

10 71.2

68 71.2

57 62.13
Softening Value (0C)

% Polythene and %PVC

Fig 5.4 Softening value with % polythene and % PVC

43
5.2.d. Marshall test Results
Stability–Bitumen Content Relationship: Figure 5.5 shows the variation in corrected stability at
different bitumen content. The maximum Stability is 17.73 at 5 % of polythene and PVC also.

Table 5.4 Marshall test Results

% Polythene and % Marshall Value (kn)

PVC

0 14.02

2.5 15.39

5 17.73

7.5 15.69

10 17.06

17.73
Marshall Value (kn)

17.06
15.39 15.69
14.02

% Polythene and %PVC

Fig 5.5 Stability value with %polythene and % PVC

44
Flow value with % polythene and %PVC:- Figure 5.6 represents the increment of flow value with
respect to increasing % polythene and PVC content. The minimum flow value is 2.63 mm at 5% of %
polythene and PVC dust each.

Table 5.5 Marshall Flow value

% Polythene and % Flow Value (mm)

PVC

0 4.3

2.5 3.5

5 2.63

7.5 2.8

10 3

4.3
Flow Value (mm)

3.5
2.63 2.8 3

% Polythene and %PVC

Fig 5.6 Flow value with % polythene and % PVC

45
 CHAPTER - 6
CONCLUSIONS & FUTURE SCOPE
6.1 Conclusions:

Based on experimental work results from the study of the behaviour of polythene and PVC
modified bitumen.it was found that the modified mix possesses improved Marshall
Characteristics mentioned below.

i. Penetration value decrease with increase % of polythene and PVC dust. But at 5% of
polythene and PVC dust respectively it falls under the value of IS 73:2013 acceptable value.

ii. Ductility value also decrease with increase of %of polythene and % of PVC dust. But up to
7.5% of polythene and 7.5% of PVC dust result value under specified value of IS 73:2013.

iii. Also the values of the parameter Softening point are within the required specifications. And
very good result obtained at 10% of polythene and 10% of PVC dust.

iv. It is observed that Marshall stability value increased with polythene and PVC dust up to 5%
after that decrease.

v. We observed that Marshall flow value is very low at 5% addition of polythene and PVC dust
each. Which is under value of IRC SP 79-2008.

vi. Considering these factors we can assure that we can obtain a more stable and durable mix
for the pavements by polymer modifications. This small investigation not only utilizes
beneficially, the waste non-degradable plastics but also provides us an improved pavement.

vii. Various composition of bitumen and waste plastic are used and stability is check by Marshall
test the final result is that bitumen with 10 % replacement by 5% LDPE and 5% PVC dust
give the most accurate result.

46
6.2 Future scope:

1) In this study LDPE and PVC taken, but there is many more scope to check the durability
using other material like waste polymer etc.
2) This study is carried out only up to 10 % .Other percentage of Plastic and PVC content
can be added to check the variations in the strength of Bitumen for Flexible pavement
construction.

47
 REFRENCES

1) Amit Kumar Sarkar(2019) Analysis of Effects of High-Density and Low-Density

Polyethylene Wastes on Bitumen for Highway Construction International Research Journal
of Engineering and Technology (IRJET) Volume: 06 Issue: 02 | Feb 2019

2) Henok Addissie,Alemayehu Gebissa, Markos Tsegaye (2018) “Rheological Properties of

Plastic Modified Bitumen for Sub-Tropical Areas of Ethiopia” American Journal of Civil
Engineering and Architecture, 2018, Vol. 6, No. 6,223-235

3) Priyanshi Bhargava & Tapas Singh (2018) INTERNATIONAL JOURNAL OF

ENGINEERING SCIENCES &RESEARCH TECHNOLOGY USE OF WASTE
POLYTHENE IN MODIFICATION OF BITUMINOUS MIX FOR DBC– A REVIEW

4) J.K. Appiah et al. / Case Studies in Construction Materials 6 (2017)1–7

5) Gupta L., Patil Ashutosh and OjhaAvinash, (2016), “A Study on the Marshall Properties of
DBM Mix prepared using VG-30 and CRMB-55 as Binder Materials”, International Journal
of Research Engineering and Technology, 63 Vol.5, Issue.3.22, pp. 22 to 23.

6) ASTM D 5581 (2007), “Standard Tests methods for resistance to plastic flow bituminous
mixtures using Marshall Apparatus”, American Society Of TestingMaterials.

7) Aditya A. Lanjewar1, Dr. Girish M. Deshmukh2, Ajay Mishra3 PARAMETRIC STUDY

ON WASTE PLASTIC UTILIZATION IN BITUMEN “International Research Journal of
Engineering and Technology “(IRJET) e-ISSN: 2395 -0056 Volume: 03 Issue: 10 | Oct -
2016

8) Anwar S. K. W. (2014), “Studies on Marshall and Modified Marshall Specimens by using

CRMB”, International Journal of Structural and Civil Engineering and Research, Vol.3,
No.4. pp. 21 to22.

9) Banerji A. K. , Das A., Monalal A., Biswas R. and Obaidullah M. (2014), “A Comparative
Evaluation on the Properties of HMA with Variations in Aggregate Gradation of Laboratory

48
 and Field produced Mixes”, International Journal of Research in Engineering and
Technology, Vol.3.

10) SHIRISH N. NEMADE and PRASHANT V. THORAT Sci. Revs. Chem. Commun.: 3(4),
2013, 198-213 ISSN 2277-2669 UTILIZATION OF POLYMER WASTE FOR
MODIFICATION OF BITUMEN IN ROAD CONSTRUCTION

11) Ambika Behl P.K Jain Girish Sharma 25th ARRB Conference – Shaping the future: Linking
policy, research and outcomes, Perth, Australia2012

12) Aodah H.H., Kareem Y.N.A. and Chandra S., (2012), “Performance of Bituminous Mixes

with Different Gradations and Binders”, International Journal of Research Engineering and

Technology, Vol.2, No.11, pp. 12 to13.

13) Sridhar R., Kamaraj C., Bose Sunil, Nanda P.K. and Singh Manvinder, (2007), “Effect of

Gradation and Compactive Effort on the Properties of Dense 64 Bituminous Macadam

Mixes”, Journal of Scientific & Industrial Research, Vol.66,pp-56-59.

14) Gupta L., PatilAshutosh and OjhaAvinash, (2016), “A Study on the Marshall Properties of

DBM Mix prepared using VG-30 and CRMB-55 as Binder Materials”, International Journal

of Research Engineering and Technology, 63 Vol.5, Issue.3.22, pp. 22 to 23.

15) Ahmed Mohamady Abd-Allah, Mohamed Ibrahim El-sharkawi Attia ,Mahmoud FathyAbd-

Elmaksoud Khamis, Eslam Magdy Mohammed Deef “IOSR Journal of Mechanical and

Civil Engineering (IOSR-JMCE)” e-ISSN: 2278-1684,p-ISSN: 2320-334X, Volume 11,

Issue 4 Ver. VII (Jul- Aug. 2014), PP 54-63www.iosrjournals.org

16) Sehn, Kevin, "Aerodynamic mitigation of extreme wind loading on low-rise buildings"

(2008). Retrospective Theses and Dissertations. 15366.https://lib.dr.iastate.edu/rtd/15366

49
17) Amin and Ahujab ASIAN Asian journal of civil engineering(building and house ) Vol.11,

No.4, (2010) pages 433-450

18) IRC-37-2001, “Guidelines for the design of flexible pavements”, IRC, NewDelhi.

19) IRC-94-1986, “Specifications of Dense Bituminous Macadam”, IRC, NewDelhi.

20) IS 73-2013 Specification for properties ofbitumen

21) IS 1205-1978, “Determination of Softening point”, Bureau of Indian Standards, NewDelhi.

22) ASTM D 5 (2019), “Standard Tests methods for Penetration of bituminous materials”,
American Society of Testing Materials.

23) Singh D.K. and Yadav R.K., (2016), “Effect of Gradation of Aggregates on Marshall
Properties of DBM Mix Design”, International Journal of Engineering Research and science
& Technology, Vol.5, No.2, pp.23-24.

50
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i “ ANALYSIS OF BITUMEN WITH LDPE AND PVC DUST FOR USE IN FLEXIBLE
PAVEMENT ” A Dissertation Submitted in partial fulfillment of the requirement
forthe award of Degree of MASTER OF TECHNOLOGY IN CONSTRUCTION
TECHNOLOGY & MANAGEMENT Submitted to RAJIV GANDHI PROUDYOGIKI
VISHWAVIDHYALAYA, BHOPAL (M.P.) Submitted by ANSHOO VERMA
(0105CE16MT 03 ) Under the Supervision of Prof. SANDEEP K SHRIVASTAVA
Department of Civil EngineeringORIENTAL INSTITUTE OF SCIENCE &TECHNOLOGY,
BHOPAL (M.P.)-462021, INDIA AUG - 2020 ii ORIENTAL INSTITUTE
OF SCIENCE &TECHNOLOGYApproved by AICTE, New Delhi & Govt. of
M.P.Affiliated to Rajiv Gandhi ProudyogikiVishwavidyalaya, Bhopal Oriental
Campus,Thakral Nagar, Raisen Road, Bhopal-462 022 (M.P.)

INDIA BONAFIDE CERTIFICATE This is to certify that the dissertation entitled

“ ANALYSIS OF BITUMEN WITH LDPE AND PVC DUST FOR USE IN FLEXIBLE
PAVEMENT ” has been carried out by ANSHOO VERMA (0105CE16MT 03 ) student
of “ Master of Technology ” in Construction Technology & Management under my
supervision and guidance in the Department of Civil Engineering. Date: Place:
Bhopal APPROVED & SUPERVISED BY: SUPERVISOR Prof. SANDEEP K
SHRIVASTAVA Prof. & Head Department of Civil EngineeringOIST, Bhopal
FORWARDED BY: PROF. SANDEEP K SHRIVASTAVA HEAD Department Of Civil
Engineering OIST, BHOPAL Dr. K.G.SUDHAKAR Director OIST,
BhopalORIENTALINSTITUTE OF SCIENCE & TECHNOLOGYApproved by AICTE, New
Delhi & Govt.
of M.P. Affiliated to Rajiv Gandhi ProudyogikiVishwavidyalaya, Bhopal
OrientalCampus, Thakral Nagar, Raisen Road, Bhopal-462 022 (M.P.)

INDIA iii CERTIFICATE OF APPROVAL The dissertation entitled “ ANALYSIS OF

BITUMEN WITH LDPE AND PVC DUST FOR USE IN FLEXIBLE PAVEMENT ” being
submitted by ANSHOO VERMA (0105CE16MT 03 ) has been examined by us and
is hereby approved for the award of degree Master of Technology in Construction
Technology and Management, for which it has been submitted. It is
understoodthat by this approval the undersigned do not necessarily endorse or
approve
anystatementmade,opinionexpressedorconclusiondrawntherein,butapprovethe
dissertation only for the purpose for which it has beensubmitted.

(INTERNAL EXAMINER) (EXTERNAL EXAMINER) DATE: DATE:ORIENTALINSTITUTE

OF SCIENCE & TECHNOLOGYApproved by AICTE, New Delhi & Govt. of
M.P.Affiliated to Rajiv Gandhi ProudyogikiVishwavidyalaya, Bhopal Oriental
Campus,Thakral Nagar, Raisen Road, Bhopal-462 022 (M.P.) INDIA iv
DECLARATION-I I ANSHOO VERMA (0105CE16MT 03 ) student of Master of
Technology in Construction Technology and Management, Oriental Institute of
Science &Technology, Bhopal (M.P) hereby declare that the work presented in
this dissertation entitled “ ANALYSIS OF BITUMEN WITH LDPE AND PVC DUST
FOR USE IN FLEXIBLE PAVEMENT ” is the outcome of my own work, is Bonafide
and correct to the best of my knowledge and this work has been carried out
takingcare of engineering ethics. The work presented does not infringe any
patentedwork and has not been submitted to any other University or anywhere
else for theaward of any degree or any professional diploma.

ANSHOO VERMA (0105CE16M T03 ) v ORIENTAL INSTITUTE OF SCIENCE &

TECHNOLOGYApproved by AICTE, New Delhi & Govt. of M.P. Affiliated to
RajivGandhi ProudyogikiVishwavidyalaya, Bhopal Oriental Campus, Thakral
Nagar,Raisen Road, Bhopal-462 022 (M.P.) INDIA DECLARATION-II I hereby
declare that the dissertation entitled “ ANALYSIS OF BITUMEN WITH LDPE AND
PVC DUST FOR USE IN FLEXIBLE PAVEMENT ” is being submitted on the partial
fulfillment for theaward of the degree of Master of Technology in “ Construction
Technology and Management ” . The work has been carried out in the department
of “ Civil Engineering ” (Oriental Institute of Science & Technology, Bhopal) is an
authentic record of my own work carried under the guidance of “ Prof.

Sandeep K Shrivastava ”I have not submitted the matter embodied in this report
for award of any degree. I also declare that a check for Plagiarism has been
carriedout on the thesis / project / dissertation and is found within the acceptable
limit
and report of which is enclosed here with. Date: Place: Bhopal ANSHOO VERMA
(0105CE16MT 03 ) Supervisor Prof. SANDEEP K SHRIVASTAVA Prof. & Head Dept.
of Civil Engineering OIST, Bhopal Director Sign with Seal vii ORIENTAL
INSTITUTEOF SCIENCE & TECHNOLOGYApproved by AICTE, New Delhi & Govt.
of M.P.

Affiliated to Rajiv Gandhi ProudyogikiVishwavidyalaya, Bhopal Oriental

Campus,ThakralNagar, RaisenRoad, Bhopal-462 022 (M.P.) INDIA
ACKNOWLEDGEMENT This Dissertation is the result of guidance and support of
various people atOriental institute of science and technology, without whom all
my effort wouldhave been directionless and fruitless. I sincerely thank all of them,
for assisting
meincompletingthedissertation.Iexpressmyheartfeltandprofoundgratitudeto
Dr.K.G.SUDHAKAR Director OIST Bhopal for his valuable suggestions at all stages
ofmy researchwork.

I express my ardent and earnest gratitude to my guide PROF. SANDEEP K

SHRIVASTAVA, Prof. & Head Department of Civil Engineering,OIST Bhopal, for his
help and encouragement at all the stages of my dissertation. His guidance and
motivation helped me to be fruitful in my effort.Finally, I would like to say that I
am indebted to my parents for everything that they have done for me. All of this
would have been impossible without their constant support. And I also thank to
God for being kind to me and driving me through this journey.

ANSHOO VERMA (0105CE16MT 03 ) viii TABLE OF CONTENT TITLE i BONAFIDE

CERTIFICATE ii CERTIFICATE OF APPROVAL iii DECLARATION-I iv DECLARATION-II
vAFFIDAVITviACKNOWLEDGEMENTviiTABLEOFCONTENTviiiLISTOF TABLESxi LIST
OF IMAGES xii LIST OF GRAPHS xii ABBREVIATIONS xiii ABSTRACT xivix
CHAPTER-1 INTRODUCTION 1.1 Background 1 1.1.a Statement of the Problems 3
1.2MixDesign51.2.aOverview51.2.bObjectivesofmixdesign51.2.cTypesof mix 5 1.3
Polymer modification of BC 6 1.3. aNeed of the hour 6 1.3. bWaste plastic is a
concern 6 1.4 Basic materials 6 1.4. a Aggregate 6 1.4. b Bitumen 7 1.4. c
Polythene 8 1.6 Objectives of thesis 9 1.7 Organization of thesis 10 CHAPTER - 2
LITERATURE REVIEW 2.1 General 112.

1a Literature Review 11 2.2 Summary of literature review: 18 x CHAPTER – 3

METHODOLOGY 3.1 General 1 9 3.2 Prepration of material 20 3.3 Mixing of
material 21 3.4 Preparation of sample 21 3.5 Testing of sample 22 3.5.a
PenetrationTest 22 3.5.b DuctilityTest 24 3.5.c SofteningTest 26 3.5.d Marshall
Stability test 28
3.5.d.a Mixing Procedure 29 CHAPTER – 4 CALCULATION 31 4.1 General 31 4.2
PenetrationTest 31 4.3 DuctilityTest 32 4.4 SofteningTest 34 4.5 Marshall Stability
test 36 CHAPTER – 5 RESULT & DISCUSSION 39 5.1 Result 39 5.2 Bitumen testing
39 5.2.a Penetration test result 39 xi 5.2.b Ductility test result 40 5.2.c Softening
test result 40 5.2.d

Marshall test result 41 CHAPTER - 5 CONCLUSION AND FUTURE SCOPE 446.1

Conclusion 44 6.2 Future Scope 45 REFERENCES 46 PLAGIARISM REPORT xiiLIST
OF TABLES Table 3.1 Quantity detail of material for sample 21 Table 3.2 Detail of
Marshall sampling mould 28 Table 4.1 PenetrationTest Value 31 Table 4.295%
bitumen ,2.5% LDPE 2.5% PVC dust 32 Table 4.3 90% bitumen ,5% LDPE 5% PVC
dust 33 Table 4.4 85% bitumen ,7.5% LDPE 7.5% PVC dust 33 Table 4.5 80%
bitumen ,10% LDPE 10% PVC dust 34 Table 4.6 Calculation for Softening point 35
Table 4.7 Quantity of material 36 Table 4.8 Marshall stability value 37 Table 4.9
Marshall Flow value 38 xiii LIST OF FIGURE Fig1.1 Sample of plastic waste (PVC) 8
Fig1.2

Shredding of plastic Waste 9 Fig3.1 Weight of LDPE 20 Fig3.2 Shredding of LDPE

21 Fig3.3 Preparation of sample 22 Fig3.4 Penetration test 23 Fig3.5
DuctilityTesting machine 25 Fig 3.6 Ductility test reading 25 Fig3.7 Softening test
value 27 Fig3.8 Softening test instrument 27 Fig 3.9 Marshall sampler mould 28
Fig3.10Marshall Hammer 29 Fig3.11 Marshall Sample 30 xiv LIST OF GRAPHS
GRAPH 1: Bitumen mix testing result 39 GRAPH 2: Penetration value vs %
replacement 40 GRAPH 3: Ductility value vs %replacement 40 GRAPH 4: Softening
pointvaluevs%replacement41GRAPH5:Stabilityno.vs%polytheneandPVC41 GRAPH
6 :Flow value vs % polythene and PVC 42 GRAPH 7 : VMA % vs % polythene and
PVC 43 xv ABBREVIATIONS VMA Voids in Mineral Aggregates VA Air Voids VFB
Voids Filled BitumenOBC Optimum Bitumen Content ASTMAMERICAN SOCIETY
FOR TESTING AND MATERIAL Vb Bitumen VolumeITS
Indirect Tensile Strength D 25 Density of bitumen at 25oCABSTRACT Bitumen is a
binding material mostly used in construction projects like road surfacing, airports,
parking lots etc.

This is primarily because of their excellent binding characteristics and water

proofing property. It has adhesive properties and is soluble in carbon
disulphide.Inthisresearchworkwasteplastic(LowDensityPolyethylene)andPVCdustis
used like as modifier to prepare samples for tests to determine the engineering
properties of the modified bitumen. Other objectives of the this research were to
analyze the effect of waste plastic and PVC modified bitumen on road quality and
to assess the field performance of modified bituminousperformance.

To fulfill the objectives of this study, first of all waste plastic like as sanchi milk
pouch waste polythene was collected in shredded form (<2.50mm) from localtea
stall in bhopal. And waste PVC dust was collected from govindpura industrial area.
after a total of 04 (Four) modified binders and mixes are prepared with 2.5%, 5%,
7.5% and 10% waste plastic and PVC dust respectively content to perform the test
of Penetration, Ductility, Softening point, Marshall stability test. After performing
these test and find the rheological or engineering properties of modified bitumen
then Marshall Specimens were prepared with these binders and Marshall Tests
were performed accordingly.

The performances of modified bituminous mixes are evaluated by determining

stability, flow, density and void in the mixes. The study results shows that
rheological properties like Penetration, Ductility of waste plastic and PVC dust
modified bitumen decreases with increase of these contents. While Softening
point, increases with increase in polymer contents in bitumen. The
Marshallstability test results shows that the polymer increases the stability values
of the compacted mixes with increasing. the polymer content in the bitumen up
to optimum level (i.e. 7.5%).

The values obtained in the Marshall stability test show increasing pattern up to
7.5%of PVC dust and waste plastic content, whereas the density of the compacted
mixes slightly decreases with the increase of polymer contents in the
bitumen.Thispaper presents a researchstudy the behavior of BC mix modified with
wastepolythene and PVC dust. Various percentages of these polymer are used
forpreparation of mixes with aaggregate grading as given in the IRC Code. Key
words :Bitumen , PVC dust, waste pol y thene, Marshall test ,LDPE , Penetration
Test, etc.. 1 CHAPTER -1 INTRODUCTION 1.1 Background Demands of roads are
increasing year by year.

Ever increasing numbers of commercial vehicles with increased axle loads take
their toll and it is clear that this trend will continue in the future. The highway
engineers are thinking about the alternative solutions to meet this growing
challenge. The addition of polymers to enhance service properties in road paving
applications was considered a long time ago and nowadays has become a real
alternative. A variety of additives are used in order to obtain enhanced service
properties within a wide range of temperature. A number of research works in
many countries have confirmed the beneficial effects of polymer addition to
bitumen (Hossain, 2006).

However, the main restriction in such modifications remains the incompatibilityof

polymer and bitumen matrix. Recently waste plastic has been used withbeneficial
effects in paving (BTF, 20008). Waste plastic modified binders provideincreased
durability, reduced cracking and increased skid resistance. This type of modified
asphalt also has shown fatigue resistance to traffic load In recent years laboratory
studies conducted in different countries suggest that plastic,if appropriately
blended with bitumen could be used for construction and maintenance of roads.
The performance and longevity of roads constructed with plastic blended bitumen
are significantly better compared for the normal bitumen roads (CTE,
2002).Recycling of waste plastic for road construction can also solve the disposal
problem and environmental hazard by non-biodegradable waste plastic.

In India currently few states are using waste plastics, as Polymer Modified Bitumen
(PMB) and among those Karnataka is the pioneer (CRRI, 2002). Virgin polymer
isbeing used in a few states on pilot basis in India. The first waste plastic mixed
bitumen road made in Rajarajeshwarinagar, Bangalore revealed that Pavement
Serviceability Index (PSI) improves substantially compared to conventional flexible
pavement. Local Government Engineering Department (LGED) of India has already
constructed pilot trial pavement in three road sections during 2005-06 using
crumbed rubber polymers manufactured by KK Plastic Waste Management Pvt.
Ltd.Bangalore, India.

A post construction evaluation of one of 2 the trial sections has shown 84%, 57%
and 15% less Cracks, Depression and Ravelling respectively than the adjoining
conventional construction (Islam, 2008). Both bitumen and plastic are originated
from petroleum and thermoplastic in nature, which help good bonding and
strength development. However virgin plastic is costly material and waste plastics
could be a cheaper substitute. Study shows that Dhaka city produces about 230
ton of waste plastic per day, which is adequate for road works in Dhaka city
(Wastesafe-KUET, 2005). Rheology is the science of deformation and flow of
matter.

It is concerned with the response of materials to mechanical force. That

responsemay be irreversible flow, reversible elastic deformation, or a combination
of the two. The flow properties of matter are defined by its resistance to flow i.e.
viscosity. So the usual way of defining the rheological properties of a material is to
determine the resistance to deformation. Rheology is also defined in a different
way as "the study of the flow of materials that behave in an interesting or unusual
manner (Marrison,)". However, the material that exhibits both elastic and viscous
properties is visco elastic.

Bitumen is a visco elastic material with suitable rheological properties for

traditional paving and roofing applications because of their good adhesion
properties to aggregates (Akmal, 1999). As the bitumen is responsible for
thevisco-elastic behaviour characteristic of binder, it plays a large part in
determiningmany aspects of road performance, particularly resistance to
permanentdeformation and cracking. The above discussion reveals that the use of
polymer as well as waste plastic in bitumen to improve its service properties is
very common in different countries but the related study carried out in India are
few.

Related research works have recently been completed by two Indiai researchers
(Islam, 2003) and (Hossain, 2006).It should be mentioned here that the two
research works carried out at BUET have some limitation. The First researcher used
virgin polymer in his research work and the second researcher used scarp tyres.
But both research works were laboratory based. In this research laboratory tests as
well as field demonstrations are carried out simultaneously using waste plastic as
modifier.

So it should be envisaged the possibility of disposing of troublesome waste

plastics, because waste plastic can show similar performance to those, which
contain virgin polymers. Thus the use of waste plastic like polyethylene as
abitumen-modifying agent may contribute to solve a waste disposal problem
andto improve the quality of road pavements. Although the use of thin
polythene shopping bag is prohibited in India in January, 2002, it is being
extensively used all over 3 the country.

So it is no doubt that their increased volume will cause a great problem in the
management of these environmentally hazard wastes. If these waste materials are
made possible to use in pavements, it will reduce the cost of management of
these disposed wastes and will be environmentally friendly. In view of these, the
proposed study is very important and useful in the context of India. In order to
experiment with the waste plastic (Low Density Polyethylene, Polyethylene
Terepthalate), a thermostatically and mechanically controlled blending system
capable of generating enough shear force would be used.

Thendifferenttestslikedensity,viscosity,Penetration,Ductility,lossonheatingetc
would be conducted on waste plastic blended bitumen and thereby to observe
the rheological properties of modified binder which is important in selecting a
suitablecheapermodifier.Afterallnecessarytestsofthemodifiedbinderfoundto
besatisfactory,afielddemonstrationonaparticularsegmentwouldbedonewith this
modified binder. At the same time another segment would be done with the
traditional pure binder. 1.1.a
Statement of the Problems Flexible pavements of India , particularly in the urban
areas, deteriorate quickly after its construction due to poor quality of pavement
work and lack of proper drainage facilities. From the field observation it is found
that even a good quality of pavement losses its longevity due to inadequate
drainage system and movements of heavy traffic under submerge condition.
Stripping of aggregates is root causes of pavement failure in our country and the
stripping occurs due to the combined effect of wheel load and rain or floodwater
causes the loss of bond between aggregates and bitumen that typically begins at
the bottom of the Hot Mix Asphalt (HMA) layer and progresses upward.When
stripping begins at the surface and progresses downward it is usually called
ravelling, which causes to loose debris on the pavement, roughness, water
collecting in the ravelled locations resulting in vehicle hydroplaning and loss of
skid resistance.

Frequent heavy rain during the monsoon, inundates the roadway pavement in city
sand towns. A large portion of roadways pavement undergoes water due to
recurrent high flood. The void in bituminous pavement is filled with water under
submerged condition. At this condition, pore pressure is developed by the action
of wheel load.This pore pressure creates a tremendous uplift force that eventually
breaks the bond between aggregate and binder. Thus aggregate is loosened and
lifted by the action of wheel. As a result, striping of aggregate initiated and "pot
hole" occurred in the pavement. There by, the frequent and prolonged
submergence of road causes 4 maximum damage to our pavement.

Polymer modified bituminous binder is more viscous than conventional bitumen.

As, higher viscosity of polymer (waste plastic)modified bitumen (PMB) increases
the thickness of aggregate coating, it has the potential to make aggregates more
water- resistant and to increase adhesion between asphalt binder and aggregate
in the presence of moisture to reduce the possibility of stripping(Hossain,2006). In
India, premature failure of pavement occurs due not only to the lack of proper
drainage facilities but also to high temperature in summer period.

In summer the weather becomes very hot and the ambient temperature of the
pavement reaches near to the Softening point of the traditional bitumen and flow
condition arises in the pavement. This condition is called bleeding which causes
seriousridingproblems.Bleedingisfilmofasphaltbinderonthepavementsurface. It
usually creates a shiny,glass-like reflecting surface that can become sticky when
dry and slippery when wet.Bleedingoccurs when asphalt binder fills the aggregate
voids during hot weather and then expandsto the pavementsurface.
Theusageofpolymer(wasteplastic)withbitumenincreasestheSofteningpointof the
binder and may slow reduce future bleeding Rutting is another cause of
pavement failure in India. Rut is a vertical depression along the vehicle wheel
tracks caused by traffic loading. This is a surface defect more prominent and
evident in the outer wheel track. Rutting is caused by the permanentdeformation
in any of a pavement's layers or sub grade usually caused byconsolidation or
displacement of the pavement edge due to trafficloading.

Permanent deformation of pavement may occur that if the pavement binders do

not have sufficient elasticity. Because a poor elastic binder do not return to its
original position after removing wheel loading. If PMB is used in pavement
construction, it sufficiently increases the elasticity of the binder.Cracking is also
another main cause of pavement failure in India. Generally It causes the potholes
on the pavement surface. This is due not only to traffic loads but also tothe
capability of the asphalt concrete to sustain temperature changes.

As the conventional bituminous binder is highly susceptible to temperature usage

of PMB may be the alternative solution Because of traditional construction
practice and severe weather condition of our country, every year almost all of the
major roads in urban area need a massive rehabilitation work immediately after
the monsoon period. This maintenance work not only involves large amount of
money but also interrupt normal traffic flow that causes road users' discomfort
and delay. In this regard the use of waste plastic (polymer) in pavement
construction as well as maintenance work could minimize the" frequency of
rehabilitation work and there by provide an economical 5 solution.

A second benefit of reuse of waste plastic is to improve the solid waste disposal
problem. Bituminous binders are widely used by paving industry. A pavement has
different layers. The main constituents of bituminous concrete (BC) are aggregate
and bitumen. Generally, all the hard surfaced pavement types are categorized into
2 groups, i.e. flexible and rigid. i. Flexible Pavement : If the surface course of a
pavement is bitumen then it is called "flexible" since the total pavement structure
can bend or deflect due to traffic loads. ii.

RigidPavement:Ifthesurface courseofapavementisPCCthenitiscalled"rigid"
sincethetotalpavementstructurecan’tbendordeflectduetotrafficloads.Such
pavements are much stiffer than the flexible pavements due to the high modulus
of elasticity of the Plain Cement Concrete material. Importantly, we can use
reinforcing steel in the rigid pavements, to decrease or eliminate the joints. 1.2
Mix Design 1.2. a Overview Construction of highway involves a huge outlayof
investment. An accurate engineering design can save considerable investment;
aswell, a reliable performance of the highway, can be achieved. 1.2.

b Objectives of mix design The bituminous mix design aims to estimate the
proportions of bitumen, filler material, fine aggregates, coarse aggregates
&polythene to produce a mix which should have · Sufficient workability so that
thereisnosegregationunderload·Enoughstrengthtosurviveheavywheelloads &tyre
pressures. · Sufficient durability · Should be economical 1.2. c Types of mix Hot
mix asphalt concrete Warm mix asphalt concrete Cold mix asphalt concrete Cut-
back asphalt concrete 6 Mastic asphalt concrete or sheet asphalt 1.3 Polymer
modification of BC1.3.

a Need of the hour The steady increase of wheel loads, tyre pressure, change in
climatic conditions &daily wear and tear severely affect the performance of
bituminous mix pavements. Hence any improvement in the property of the
pavement is highly essential considering the present scenario. 1.3. b Waste plastic
is a concern Plastics are durable & non-biodegradable; the chemical bonds make
plastic very durable & resistant to normal natural processes of degradation.

Since 1950s, around 1 billion tons of plastic have been discarded, and they may
persistforhundredsoreven,thousandsofyears.Theplasticgetsmixedwithwater, doesn ’
t disintegrate, and takes the form of small pallets which causes the death of fishes
and many other aquatic animals who mistake them as foodmaterials.
Today the availability of the plastic wastes is enormous, as the plastic materials
have become the part and parcel, of our daily life. Either they get mixed with the
Municipal Solid Waste or thrown over a land area.

If they are not recycled, their present disposal 1.4 Basic materials The materials
used are as follows. i. Aggregates ii. Bituminous Binder iii. Polythene 1.4. a
Aggregate Aggregate constitutes the granular part in bituminous concrete
mixtures which contributes up to 90-95 % of the mixture weight and contributes
to most of the load bearing & strength characteristics of the mixture. Hence,
thequality and physical properties of the aggregates should be controlled to
ensure agood pavement. The properties that aggregates should have to be used
in pavement are shown below 1) Aggregates should have minimal plasticity.

The presence of clay fines in bituminous mix can result in problems like swelling
and adhesion of bitumen to the rock which may cause stripping problems. Clay
lumps and friable particles should be limited to utmost 1%. 2) Durability or
resistance to weathering should be measured by sulphate soundness testing. 7 3)
The ratio of dust to asphalt cement, by mass should be a maximum of 1.2 & a
minimum of 0.6. 4) It is recommended AASHTO T-209 to be used for determining
the maximum specific gravity of bituminous concrete mixes. Aggregates are of 2
types. i.e. a) Coarse Aggregate (CA) b) Fine Aggregate (FA) The aggregates
retained on 4.75 mm ARE Sieve is called as coarse aggregates. Coarse aggregate
should be screened crushed rock, angular in shape, free from dust particles, clay,
vegetations and organic matters Fine aggregate should be clean screened quarry
dusts.

It should be free from clay, loam, vegetation or organic matter 1.4. b Bitumen
Asphalt binder 60/70 and 80/100 are used in this research. The bitumen used
should have the following properties. a) Grade of bitumen used in the pavements
should be selected on the basis of climatic conditions and their performance in
past. b) It is recommended that the bitumen should be accepted on certification
by the supplier (along with the testing results) and the State project, verification
samples.

The procedures for acceptance should provide information, on the physical

properties of the bitumen in timely manner. c) The physical properties of bitumen
used which are very important for pavements are shown below. Each State should
obtain this information (by central laboratory or supplier tests) and should have
specification requirements for each property except specific gravity. i. Penetration
at 77 ° F ii. Viscosity at 140 ° F iii. Viscosity at 275 ° F iv. Ductility/Temperature v.
Specific Gravity vi. Solubility 8 vii. Thin Film Oven (TFO)/Rolling TFO; Loss on
Heating viii. Residue Ductility 1.4. c Polythene The polythene used in Sanchi milk
packets was used as raw material for preparation of the samples.

These polythene packets were collected; they were washed and cleaned by
putting them in hot water for 3-4 hours. They were then dried. Specific Gravity of
polythene = 0.905 Shredding: The dried polythene packets were cut into tiny
pieces of size 2 mm maximum. This is because when the polythene is to be added
with bitumen and aggregate it is to be ensured that the mixing will be proper. The
smaller the size of the polythene, the more is the chance of good mixing. Fig.1.1
sample of Waste plastic (PVC) 9 Fig.1. 2 Shredding of Waste plastic (PVC) 1.6

Objectives of thesis 1) A comparative analysis can be done by Testing of bitumen

with PVC and non PVC 2) To evaluate the effect of plastic with bitumen and effect
of strength of bitumen . 3) Also the variations of the results obtained can be
analyzed through different examples. 4) Compression of bitumen with PVC or non
PVCsampleanddingvarioustestingofsample.5)Developmentofasuitableresult which
deal with strength of bitumen with PVC fiber 101.7

Organization of thesis CHAPTER-1: This chapter contains an introduction to

Bitumen ,aggregate ,PVC and other technique , the bitumen related problem in
construction of pavement . CHAPTER-2: This chapter deals with the theory of
flexible pavement and failure of falxible pavement CHAPTER-2: Discusses the
literature review i.e. the work done by various researchers in the field of flexible
payment with the conclusion of various material . It includes a verity of work
including from bitumen an d experimental analysis.

CHAPTER-3: This chapter deals with the methodology, in which whole working
method is discussed stepwise, also elucidates the method involve in testing of
sample . CHAPTER-5: Deal with the results and discussion of the testing of
sample ,results of variation of stability no with the change % replacement , range
of flow no and various test such as Ductility and Penetration test of bitumen.
CHAPTER-6: In this chapter the conclusions drawn from the results discussed in
previous chapter have been mentioned along with the future scope of work that
can be done as an extension of present study 11 CHAPTER -3 METHODOLOGY 3.1

General The blending of polymer with bitumen is a difficult task. Compatibility is

the first and main problem that we must face when we trying to modify
bituminous rheology by adding polymer to it. Blending depends on the
compatibility (Baker, 1998) of polymer and bitumen to each other. There are
generally considered to be three basic processes which may utilize recycled plastic
(Polymer) and PVC Dust in the production of different types of asphalt concrete
pavements.

These processes are known as the Dry Process, the Terminal Blend Process, and
the Wet Process. In this study bitumen mixed with PVC dust and waste plastic. the
success of blending of a polymer with particular bitumen will depend on the
following three important factors. • Chemical composition of bitumen. •
Composition, type or grade of polymer. • Blending process Following process is
used for analysis of this topic Preparation of Material Mixing of material
Preparation of Sample 12 3.2

Preparation of material In this step following step are following 1) Sieve analysis is
done for aggregate and aggregate is taken after sieve analysis. 2) Foe LDPE sanchi
milk parlor waste plastic is taken and weighted after that it is shredding in small
part as shown in figure 3) For PVC dust are taken from govindpura industrial area.
And it is weighted for preparation of sample 4) 60-70 Penetration grade bitumen
(200gm for each sample ) Fig.3.1 Weight of LDPE Testing of sample 13 Fig 3. 2
Shredding of LDPE 3.

3 Mixing of material In this step material bitumen, LDPE , PVC dust are taking for
sample preparation according to requirement of sample preparation .Such as
Bitumen 200 gm for each sample ,LDPE 2.5% ,5%,7% ,10% of bitumen and PVC
dust 2.5% ,5%,7% ,10% of bitumen and these material are mixing and sample are
prepareinnextstep3.4PreparationofSampleInthisstepforEachcase3sample
arepreparedforeachtest.varioussamplearepreparealongthetest.anddetailare given
below Table 3.1 Quantity detail of material for sample S.No. Bitumen(gm)
LDPE(gm) PVC dust(gm) 1 190 5 5 2 180 10 10 14 3 170 15 15 4 160 20 20 Fig3.3
Preparation of sample 3.

5 Testing of sample In this step following test are perform and for each test 3
sample are prepared for testing and detail of testing given below and before
Marshall test durability of bitumen checked by Penetration test, Ductility test and
Softening test Penetration test Ductility test Softening test Mar shal l Stability test
3. 5. a Penetration test 15 Penetration test of Bitumen determines the hardness or
softness of bitumen by measuring the depth in millimeter to which a standard
loadedneedlewillpenetrateverticallyinfivesecondswhilethetemperatureofthe
bitumen sample is maintained at 25 ° C 1) The bitumen is softened to a pouring
consistency, stirred well, and poured into the test containers. The depth of
bitumen in the container is kept at least 15mm more than the expected
Penetration. (I.S.1203-1958).

Related:- California Bearing Ratio(CBR Test) of Subgrade Soil -Procedure,

apparatus, and use for pavement Design 2) Now the sample containers are placed
in a temperature-controlled water bath at a temperature of 25 c for one hour. 3)
Then at the end of one hour, the sample is taken out of water bath and the
needleis brought in contact with the surface of bitumen sample at that time
reading of dial is set at zero or the reading of dial noted, when the needle is in
contact with the surface of the sample. 4) After that, the needle is released and
the needle is allowed to penetrate for 5 seconds and the final reading is recorded.

On that sample at least three Penetration observations should be taken at

distances at least 10 mm apart. After each test, the needle should be disengaged,
wiped with benzene, and dried. The amount of Penetration is recorded as shown
in Fig. 2. 5) The main value of the three measurements is reported is the
Penetration test. 6) The accuracy of the test depends upon pouring temperature,
size of the needle, the weight placed on the needle, and test temperature. Fig 3.4
Penetration test 16 7) Te grade of bitumen is specified in terms of Penetration
value. For example, 30/40 grade bitumen indicates the Penetration value of the
bitumen in the range of 30 to 40 at standard test conditions . 3. 5.

bDuctility 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. 1) Unless
otherwise specified this test shall be conducted at a temperatures of 27 + 0.5 ° C
and at a rate of pull of 50 + 2.5mm /min. Melt the bitumen to be tested to a
temperature of 75 to 100 C above its approximate Softening point till it becomes
fluid.

2) 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. 3) 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. 4) 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. 5) 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 6) Remove the briquette from the plate, detach
sidepieces and test the briquette immediately.

7) 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 +0.5 ° C of specified temperature. 8) 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. 17 9)
Measure the distance in centimeters through which the clips have been pulled to
produce rupture. 10) At least three determinations shall be made for each test.
Fig3.5 Ductility testing machine Fig 3.6 Ductility test reading 18 3. 5.

cSoftening test Softening point is the temperature at which the substance attainsa
particular degree ofSofteningunder specified conditions of test. 11) Heat
thematerial to a temperature between 75 to 100 ° C above its Softening point.
Stiruntil 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 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.
12) Fill the mould with sufficient melt to give excess above the level of the ring. 13)
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 14) 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 15)
The water bath liquid shall be freshly boiled distilled water when testing materials
having Softening points below 80 ° C and pure glycerin for material having
Softening points above 80 °C.

16) 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 ° C for 15 minutes after which place
theballspreviouslycooledtoatemperatureof5°Cbyforcepsineachballguide.
17) Apply heat to the bath and stir the liquid so that the temperature rises at a
uniformrateof5+0.5°Cperminuteuntilthematerialsoftensandallowtheballs to pass
through thering.

18) 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, 19 Fig3.7 Softening test value Fig.3.8 Softening test 20 3. 5. d Marshall
stability test The Data of the Marshall sampling mould and hammer are given
below Table 3. 2 Detail of marsal sampling mouldAppratusValue Working
Tolerance Mould Average internal diameter 101.2 ± 0.5 Hammer Mass Kg 4.535±
0.02 Drop Height ,mm 457 ± 1.0 Foot Diameter ,mm 98.5 ± 0.5 Fig 3.9 Marshall
Sampler mould 21 Fig 3.10 Marshall Hammer 4. 5 .d.a Mixing Procedure The
mixing of ingredients was done as per the following procedure (STP 204-8). i.

Required quantities of coarse aggregate, fine aggregate & mineral fillers were
takeninanironpan.ii.Thiswaskeptinanovenattemperature160°Cfor2hours. This is
because the aggregate and bitumen are to be mixed in heated state so preheating
is required. iii. The bitumen was also heated up to its melting point prior to the
mixing. iv. The required amount of shredded polythene was weighed and kept in a
separate container. v. The aggregates in the pan were heated on a controlled gas
stove for a few minutes maintaining the above temperature.vi.

The polythene was added to the aggregate and was mixed for 2 minutes. 22 vii.
Nowbitumen(60gm),i.e.5%wasaddedtothismixandthewholemixwasstirred
uniformly and homogenously. This was continued for 15-20 minutes till they were
properly mixed which was evident from the uniform colour throughout themix.
viii. Then the mix was transferred to a casting mould. ix. This mix wasthen
compacted by the Marshall Hammer. The specification of this hammer, the height
of release etc. are given in Table – 4.1. x. 75 no. Of blows were given per eachside
of the sample so subtotal of 150 no. of xi. blows was given per sample.xii.

Then these samples with moulds were kept separately and marked Fig.3.11
Marshall Shample 23 CHAPTER - 4 CALCULATION 4.1 – General In this chapter
calculationofvarioustestisreportedandinthisresearchworkfirsttestingisdone for to
find suitable composition of bitumen ,LDPE and PVC dust. After that the best
composition is find and Marshall stability test is done for that composition and
check the durability and stability of sample for flexible pavement. 4.2 Penetration
test In this test take 200 gm bitumen and it is replace by 2.5%,5%,7.5%and 10 %
of LDPE and PVC dust and calculation given belowTable
4.1 Penetration test value S.No. Sample No.

Quantity of Bitumen(gm) Quantity of LDPE(gm) Quantity of PVC(gm)

PenetrationValue(mm) Avarage value(mm) 1 1 190 5 5 56 54 2 2 190 5 5 52 3 3 190 5
5 54 44
180101047.84855180101048.466180101048.577170151542.143.388
170 15 15 43.8 24 9 9 170 15 15 43.3 10 10 160 20 20 35.8 36.2 11 11 160 20 20
36.1 12 12 160 20 20 36.7 4.3 Ductility test In this test take 200 gm bitumen and it
is replace by 2.5%,5%,7.5%and 10 % of LDPE and PVC dust and calculation given
below Table4.2 95% bitumen ,2.5% LDPE,2.5% PVC dust S.No. Sample No.

QuantityofBitumen(gm)QuantityofLDPE(gm)QuantityofPVC(gm)PenetrationValue
(mm) Avarage value(m m) Final Avarage value (mm) 1 1 190 5 5 71.471.63
71.98 71.6 71.9 2 2 190 5 5 72.2 72 71.1 72.1 3 3 190 5 5 71.9 72.33 72.5 72.6 25
Table 4.3 90% bitumen ,5% LDPE,5% PVC dust S.No. Sample No. Quantity of
Bitumen(gm)QuantityofLDPE(gm)QuantityofPVC(gm)PenetrationValue(mm)
Avaragevalue(mm)FinalAvaragevalue(mm)14180101060.361.0661.2861.2
61.7 2 5 180 10 10 60.5 61.23 61.5 61.7 3 6 180 10 10 61.1 61.56 61.7 61.9 Table 4.4
85% bitumen ,7.5% LDPE,7.5% PVC dust S.No. Sample No.

QuantityofBitumen(gm)QuantityofLDPE(gm)QuantityofPVC(gm)PenetrationValue(mm)
Avaragevalue(mm)FinalAvaragevalue(mm)17170151551.252.3
51.14 51.9 51.6 2 8 170 15 15 51.4 52.1 26 52.2 52.8 3 9 170 15 15 51.8 52.4 52.5
52.9Table4.580%bitumen,10%LDPE,10%PVCdustS.No.SampleNo.Quantityof
Bitumen(gm)QuantityofLDPE(gm)QuantityofPVC(gm)PenetrationValue(mm)
Avaragevalue(mm)FinalAvaragevalue(mm)110160202036.237.0637.2037.2 37.8 2 11
160 20 20 37 37.43 37.5 37.8 3 12 160 20 20 36.4 37.13 37.1 37.9 4.4 Softening Point
In this test take 200 gm bitumen and it is replaceby
2.5%,5%,7.5%and 10 % of LDPE and PVC dust and calculation given below 27
Table 4.6

calculation for Softening Point S.No. Sample No. Quantity of Bitumen(gm)

Quantity of LDPE(gm) Quantity of PVC(gm) PenetrationValue(mm) Avarage
value(mm)111905556.25758.1221905556.457.331905557.15844180
10 10 61.8 62.13 62.7 5 5 180 10 10 61 61.7 6 6 180 10 10 62.4 63.2 7 7 170 1515
67.6 68 68.1 8 8 170 15 15 61.8 68.2 9 9 170 15 15 67.3 68.5 10 10 160 20 2070.3
71.2 71.6 11 11 160 20 20 71.2 28 72 12 12 160 20 20 70.2 71.9 4.5 Marshall test
Total weight of sample = 1200 gm Optimum Bitumen Content = 5 % So weight
ofbitumen = 60 gm Weight of aggregate + polythene+ PVC dust = 1200-60
=1140gmTable 4.7

Quantity of material Polythene+ PVC % wt of polythene(gm) wt of PVC (gm) wt of

aggregate (gm) o 0 0 1140 1 .6 .6 1138.8 2 1.2 1.2 1137.6 3 1.8 1.8 1136.4 4 2.4 2.4
1135.2 5 3 3 1134 Marshall Stability Value : It is defined as the maximum load
atwhich the specimen fails under the application of the vertical load. It is
themaximum load supported by the test specimen at a loading rate of
50.8mm/minute (2 inches/minute). Generally, the load was increased until it
reached the maximum & then when the load just began to reduce, the loading
was stopped and the maximum load was recorded by the proving ring.

Marshall Flow Value : 29 It is defined as the deformation undergone by the

specimen at the maximum load where the failure occurs. During the loading, an
attached dial gauge measures the specimen's plastic flow as a result of the loading.
The flow value was recorded in 0.25 mm (0.01 inch) increments at the same time
when the maximum load was recorded. Two readings were taken from the dial
gauge i.e. initial reading (I) & final reading (F) The Marshall Flow Value (f) is given
by f =F-1 Table 4.8 Marshall Stability value (S) Sample No. polythene % PVC % No.
of divisions (N) Marshall Stability Value (S) 1 0 0 470 13.67 1 ’ 0 0 490 13.95 1 ’’ 0 0
490 14.45 2 2.5 2.5 500 14.23 2 ’ 2.5 2.5 520 15.23 2 ’’ 2.5 2.5 530 16.72 3 5 5 520
16.92 3 ’ 5 5 600 17.3 3 ’’ 5 5 620 18.98 4 7.5 7.5 530 16.56 4 ’ 7.5 7.5 520 15.55 4 ’’
7.5 7.5 520 14.98 5 10 10 550 17.32 5 ’ 10 10 520 17.21 30 5 ’’ 10 10 540 16.65
Table 4.9 Marshall FLOW VALUE Sample No. Initial Reading Final Reading Flow
value (f) 1 3.2 7.5 4.5 1 ’ 3.3 7.5 4.1 1 ’’ 3.3 7.4 4.3 2 3.7 7.0 3.5 2 ’ 3.5 7.9 3.5 2 ’’ 4.1
7.3 3.7 3 2.6 5.3 2.8 3 ’ 3.4 5.9 2.6 3 ’’ 3.3 6.4 2.5

4 3.8 7.1 2.7 4 ’ 2.8 6.0 2.9 4 ’’ 3.2 6.8 2.8 5 3.0 5.5 2. 7 5 ’ 3.9 7.2 3.1 5 ’’ 3.6 6.9 3.2
31 CHAPTER - 5 RESULTS & DISCUSSION 5.1 RESULT In this chapter, the results of
various laboratory tests of the sample mixes with Marshall Stability Method and
test of bitumen with various composition discussed 5.2 Bitumen testing Fig.5.1
Bitumen mix test result 5.2.a Penetration Test Based on reserch work and test
perform in various composition of mixture of bitumen polythene and PVC dust 2.5
% replacement give the best result which is 54 mm as shown in figure 5.1 32 Fig.5.
2Penetration value vs % replacement 5.2.b

Ductility Test Based on reserch work and test perform in various composition of
mixture of bitumen polythene and PVC dust 5 % replacement give the best result
which is 61 mm as shown in figure 5.3 Fig 5.3 Ductility value vs %replacement
5.2.bSoftening test 33 Based on reserch work and test perform in various
composition of mixture of bitumen polythene and PVC dust 5 % replacement give
the best result which is 62 mm as shown in figure 5.4 Fig 5.4 Softening point value
vs % replacement 5.3 Marshall test Results Stability – Bitumen Content
Relationship: Figure 5.2 shows the variation in corrected stability at different
bitumen content. The maximum Stability is 18.98 at 5 % replacement of bitumen
content % polythene and PVC Stability No.

34 Fig5.2 Stability No vs % Replacement Flow value vs % polythene and PVC: -

Figure 5.3 represents the increment of flow value with respect to increasing %
polythene and PVC content. The maximum flow value is 2.8 mm at 5% of %
polythene and PVC Fig 5.3 Flow value Vs % polythene and PVC VMA% – Bitumen
Content Relationship:- Figure 5.4 shows the variation in percentage of voids in
mineral aggregate at different bitumen content. The maximum percentage of
VMA is 13.53% at 4 % of bitumen content. % polythene and PVC Flow Value 35
Fig
5.4 VMA % and % polythene and PVC % polythene and PVC VMA% 36 C HAPTER
- 6 CONCLUSIONS & FUTURE SCOPE 1.1

Conclusions:BasedonexperimentalworkresultsFromthestudyofthebehaviour of
polythene modified BC it was found that the modified mix possesses improved
Marshall Characteristics as mentioned below. i. It is observed that Marshall
stability value increases with polyethylene content and PVC dust upto 5% and
thereafter decreases. ii. we observe that the Marshall flow value decreases
uponaddition of polythene i.ethe resistance to deformations under heavy wheel
loads increases. iii. Also the values of the parameters like VMA, Ductility
,Penetration, and Softening point are within the required specifications.iv.

Considering these factors we can assure that we can obtain a more stable
anddurable mix for the pavements by polymer modifications. This small
investigationnot only utilizes beneficially, the waste non-degradable plastics but
also providesus an improved pavement with better strength and longer life period.
v. Above the
following point we can say that the combination of bitumen with 2.5 %
replacement with polythene and 2.5% PVC dust give the most suitable result for
Penetration test and bitumen with 5 % replacement with polythene and 5 % PVC
dust give the most durable result for Ductility test and Softening test and Marshall
test. vi.

To provide a guideline for flexible pavement with bitumen and waste plastic , this
paper proposes an approach of assessing the effects of load and traffic and
strength of bitumen mix with different composition and reductions with limited
failure of pavement . vii. Various composition of bitumen and waste plastic are
used and stability is check by Marshall test the final result is that bitumen with 4 %
- 5 % replacement with LDPE and PVC dust give the most accurate result. . 37 6.2
Future scope: 1) In this study LDPE and PVC taken, but there is many more scope
to check the durability such as helical, opening etc. 2) This study is carried out only
up to 10 % .

Other percentage of Plastic and PVC content can be added to check the variations
in the strength of flexible pavements for road construction . 38 REFRENCES 1)
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 INTERNATIONAL JOURNAL OF ADVANCE
RESEARCH AND INNOVATIVE IDEAS IN EDUCATION

The Board of International Journal of Advance Research and Innovative Ideas in Education

IJARIIE is hereby Awarding this Certificate to

ANSHOO VERMA
In Recognition of the Publication of the Paper Entitled
ANALYSIS OF BITUMEN WITH LDPE AND PVC DUST USED IN FLEXIBLE PAVEMENT
Published inE-Journal
Volume-6 Issue-42020

Paper Id : 12565
ISSN(O):2395-4396 Editor InChief
www.ijariie.com
Vol-6Issue-42020 IJARIIE-ISSN(O)-2395-4396

ANALYSIS OF BITUMEN WITH LDPE AND

PVC DUST USED IN FLEXIBLE
PAVEMENT
Anshoo Verma1, Sandeep k shrivastava2
1
Student , Oriental institute of science and Technology Bhopal Madhya Pradesh, India
2
Head of department , Oriental institute of science and Technology Bhopal Madhya Pradesh, India

ABSTRACT

Bitumen is a binding material mostly used in construction projects like road surfacing, airports, parking lots etc.
This is primarily because of their excellent binding characteristics and water proofing property. It has adhesive
properties and is soluble in carbon disulphide.To fulfill the objectives of this study, first of all waste plastic like as
sanchi milk pouch waste polythene was collected in shredded form (2.50-3.00mm) from local tea stall in Bhopal.
And waste PVC dust was collected from Govindpura industrial area. after a total of 04 (Four) modified binders and
mixes are prepared with 2.5%, 5%, 7.5% and 10% waste plastic and PVC dust respectively content to perform the
test of Penetration, Ductility, Softening point, Marshall stability test. After performing these test and find the
rheological or engineering properties of modified bitumen then Marshall Specimens were prepared with these
binders and Marshall Tests were performed accordingly. The performances of modified bituminous mixes are
evaluated by determining stability, flow, density and void in themixes.

Keyword: -:Bitumen, PVC dust, waste polythene, LDPE etc.

1. INTRODUCTION

The blending of polymer with bitumen is a difficult task. Compatibility is the first and main problem that we must
face when we trying to modify bituminous rheology by adding polymer to it. Blending depends on the compatibility
(Baker, 1998) of polymer and bitumen to each other. There are generally considered to be three basic processes
which may utilize recycled plastic (Polymer) and PVC Dust in the production of different types of asphalt concrete
pavements. These processes are known as the Dry Process, the Terminal Blend Process, and the Wet Process. In
this study bitumen mixed with PVC dust and waste plastic. the success of blending of a polymer withparticular.

TESTING
In this step material bitumen, LDPE , PVC dust are taking for sample preparation according to requirement of
sample preparation .Such as Bitumen 200 gm for each sample ,LDPE 2.5% ,5%,7% ,10% of bitumen and PVC dust
2.5%,5%,7% ,10% of bitumen and these material are mixing and sample are prepare

S.No. Bitumen(gm) LDPE(gm) PVC dust(gm)

1 190 5 5

2 180 10 10

3 170 15 15

4 160 20 20

Chart -1 Quantity used in testing

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Vol-6Issue-42020 IJARIIE-ISSN(O)-2395-4396

Based on above chart 3 sample are prepared for each combination and test are perform on these sample after that
result are discuss below

Penetration test

Ductility test

Softening test

2. PENETRATIONTEST
Penetration test of Bitumen determines the hardness or softness of bitumen by measuring the depth in millimeter to
which a standard loaded needle will penetrate vertically in five seconds while the temperature of the bitumen sample
is maintained at 25°C

Chart -2 Penetration test value

Quantity of Quantity of Quantity of Penetration Average

S.No. Sample No.
Bitumen(gm) LDPE(gm) PVC(gm) value(mm)
Value(mm)
1 1 190 5 5 56 54

2 2 190 5 5 52

3 3 190 5 5 54

4 4 180 10 10 47.8 48

5 5 180 10 10 48.4

6 6 180 10 10 48.5

7 7 170 15 15 42.1 43.3

8 8 170 15 15 43.8

9 9 170 15 15 43.3

10 10 160 20 20 35.8 36.2

11 11 160 20 20 36.1

12 12 160 20 20 36.7

3. DUCTILITY TEST
In this test take 200 gm bitumen and it is replace by 2.5%,5%,7.5%and 10 % of LDPE and PVC dust and calculation
given below

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Vol-6Issue-42020 IJARIIE-ISSN(O)-2395-4396

Chart 3 - Ductility test value

Ductility Final
Quantity of Quantity of Quantity
Sample Bitumen LDPE of PVC Average Average
S.No. Value
No. value(mm) value
(gm) (gm) (gm) (cm)
(cm)
1 1 190 5 5 71.4 71.63 71.98

71.6

71.9

2 2 190 5 5 72.2 72

71.1

72.1

3 3 190 5 5 71.9 72.33

72.5

72.6

Quantity of Quantity of Quantity Ductility Final

Average
Sample Bitumen LDPE of PVC Average
S.No. Value value
No. value
(cm)
(gm) (gm) (gm) (cm) (cm)

1 4 180 10 10 60.3 61.06 61.28

61.2

61.7

2 5 180 10 10 60.5 61.23

61.5

61.7

3 6 180 10 10 61.1 61.56

61.7

61.9

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Vol-6Issue-42020 IJARIIE-ISSN(O)-2395-4396

Quantity of Quantity of Quantity Ductility Final

Average
Sample Bitumen LDPE of PVC Average
S.No. Value value
No. value
(cm)
(gm) (gm) (gm) (cm) (cm)

1 7 170 15 15 51.2 52.3 51.14

51.9

51.6

2 8 170 15 15 51.4 52.1

52.2

52.8

3 9 170 15 15 51.8 52.4

52.5

52.9

S.No. Sample Quantity of Quantity of Quantity Ductility Average Final

No. Bitumen LDPE of PVC value(mm) Average
Value value
(gm) (gm) (gm) (cm)
(cm)

1 10 160 20 20 36.2 37.06 37.20

37.2

37.8

2 11 160 20 20 37 37.43

37.5

37.8

3 12 160 20 20 36.4 37.13

37.1

37.9

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Vol-6Issue-42020 IJARIIE-ISSN(O)-2395-4396

4. SOFTENING POINTTEST
In this test take 200 gm bitumen and it is replace by 2.5%,5%,7.5%and 10 % of LDPE and PVC dust and calculation
given below

Chart 4 - Softeningpoint value

Quantity of Quantity of Quantity of Softening Average

S.No. Sample No.
Bitumen(gm) LDPE(gm) PVC(gm) value(°C)
Value(°C)
1 1 190 5 5 56.2 57

58.1

2 2 190 5 5 56.4

57.

3 3 190 5 5 57.1

58

4 4 180 10 10 61.8 62.13

62.7

5 5 180 10 10 61

61.7

6 6 180 10 10 62.4

63.2

7 7 170 15 15 67.6 68

68.1

8 8 170 15 15 61.8

68.2

9 9 170 15 15 67.3

68.5

10 10 160 20 20 70.3 71.2

71.6

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Vol-6Issue-42020 IJARIIE-ISSN(O)-2395-4396

11 11 160 20 20 71.2

72

12 12 160 20 20 70.2

71.9

5. CONCLUSIONS

Fig.1 Comparative analysis of various test

Considering these factors we can assure that we can obtain a more stable and durable mix for the pavements by
polymer modifications. This small investigation not only utilizes beneficially, the waste non-degradable plastics but
also provides us an improved pavement with better strength and longer life period. And sample with 5 %
replacement give the most accurate data and durability so that most accurate sample and combination is with 5%
LDPE and 5% PVC dust in given sample.

6. REFERENCES

[1]. AmbikaBehl P.K Jain Girish Sharma 25th ARRB Conference – Shaping the future: Linking policy, research and
outcomes, Perth, Australia 2012

[2]. Ahmed MohamadyAbd-Allah,Mohamed Ibrahim El-sharkawiAttia ,Mahmoud FathyAbd-ElmaksoudKhamis,

EslamMagdy Mohammed Deef “IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE)” e-ISSN: 2278-
1684,p-ISSN: 2320-334X, Volume 11, Issue 4 Ver. VII (Jul- Aug. 2014), PP 54-63 www.iosrjournals.org

[3].Gupta L., PatilAshutosh and OjhaAvinash, (2016), “A Study on the Marshall Properties of DBM Mix prepared
using VG-30 and CRMB-55 as Binder Materials”, International Journal of Research Engineering and Technology,
63 Vol.5, Issue.3.22, pp. 22 to 23.

[4]. IRC-37-2001, “Guidelines for the design of flexible pavements”, IRC, New Delhi.

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