ABSTRACT

In earlier days roads are constructed with bitumen and aggregate materials. But in
recent years the roads are constructed with plastic, aggregates and bitumen.
Bituminous substantial acts as strong adhesive to hold out against the stress and also
solve many environmental problems. This is a novel method to reduce plastic
pollution and increase stability of roads. The fabrication of plastic roads is proposed
in the present work with detritus plastic, bitumen and aggregates. The plastic, bitumen
and aggregates are blended through wet process. The different weight fractions of
plastic used in the present work are 4%, 6% and 8%, >8% in total percentage of
bitumen content. The physical properties of bitumen and plastic materials were
studied. The influence of the mechanical properties like Marshall’s stability, flow and
fluid absorption test were investigated on the prepared samples. Comparative studies
are carried out on of different weight fractions of plastic with bitumen. These
properties were found to improve the road stability and also reduction of plastic
waste. It was also observed that 50% of aggregates and 8% of plastic in total
percentage of bitumen resulted in better properties. The study proves good scope for
the material proposed in recycling the plastic waste and increasing stability of roads

i
 1. INTRODUCTION

INTRODUCTION

Roads are developed in earliest 4000 BC. From the past 20 years the roads are
constructed with tar and modified bitumen such roads are called as conventional roads
but now a day’s roads are constructed with plastics. Because the reports say that
plastic consumption and generation are increases day by day. so, one of the reuses in
plastics are use of waste plastics in road construction.

Most of the roads the roads in our country have granular sub base and base:
bituminous base and wearing courses. The past practice of providing thin wearing
coat of 20 mm premix carpet with seal coat was to allow deformation in granular
layers to take place once the road is opened to traffic. After the layers get compacted
then thick bituminous wearing coarse was provided. Plastic is a very versatile
material. Due to the industrial revolution, and its large-scale production plastic
seemed to be cheaper and effective raw material. Today, every vital sector of the
economy starting from agriculture to packaging, automobile, electronics, electrical,
building construction, communication sectors has been virtually revolutionized by the
applications of plastics. Plastic is everywhere in today s lifestyle. The main problem is
what to do with the plastic waste. Use of plastic waste which is non-biodegradable is
rapidly growing and researchers have found that the material can remain on earth for
4500 years unchanged and without degradation. [Amit Gawande, et al. [1]].

This threat of disposal of plastic will not solve itself and certain practical steps
have to be initiated at the ground level. On the other hand, the road traffic is
increasing with time hence there arises a need to increase the load bearing capacities
of roads. In construction of Asphalt pavement, hot bitumen is coated over stone
aggregates mixed, laid and rolled. But when the stagnation of water takes place over
roads, it penetrates forming depressions called Potholes. Certain anti stripping agents
are used but these have limited use and the cost of construction increases. The use
of plastic waste for

1
coating aggregates of the bituminous mix found to improve the performance of the
pavement improving abrasion, slip resistance and increased the durability and fatigue
life. Bituminous mix with recycled plastics mainly LDPE replacing 30% of 2.36 -
5mm aggregates showed 250% increase in Marshall stability and the mix density
reduced to 16% and in addition to it the Indirect Tensile Strength (ITS) was also
improved. On heating at 100-160’C polythene, polypropylene and polystyrene soften
and exhibit good binding properties, blending it with bitumen results in a mix which
is suitable for road laying.

Plastics are durable and degrade very slowly; the chemical bonds that make
plastic so durable make it equally resistant to natural processes of degradation.
Plastics can be divided in to two major categories: thermoses and thermoplastics. A
thermoset solidifies or “sets” irreversibly when heated. They are useful for their
durability and strength, and are therefore used primarily in automobiles and
construction applications. A thermoplastic softens when exposed to heat and returns
to original condition at room temperature. Thermoplastics can easily be shaped and
moulded into products such as milk jugs, floor coverings, credit cards, and carpet
fibres. These plastic types are known as phenolic, melamine, unsaturated polyester,
epoxy resin, silicone, and polyurethane. According to recent studies, plastics can stay
unchanged for as long as 4500 years on earth with increase in the global population
and the rising demand for food and other essentials, there has been a rise in the
amount of waste being generated daily by each household. Plastic in different forms is
found to be almost 5% in municipal solid waste, which is toxic in nature. It is a
common sight in both urban and rural areas to find empty plastic bags and other type
of plastic packing material littering the roads as well as drains.

Due to its biodegradability it creates stagnation of water and associated

hygiene problems. In order to restrain this problem, experiments have been carried ou
t this whether waste plastic can be reused productively. The experimentation at
several institutes indicated that the waste plastic, when added to hot aggregate will
form a fine coat of plastic over the aggregate and such aggregate, when mixed with
the binder is found to give higher strength, higher resistance to water and better
performance over a period of time. Plastic waste is used as modifier of bitumen to
improve some of bitumen properties Roads that are constructed using plastic waste
are known as Plastic Roads

2
and are found to perform better compared to those constructed with conventional
bitumen.

In 2005 Mumbai monsoon rains flooded Mumbai, plastic bags were banned for
clogging the underground drainage system and intensifying the effect of the floods. In
areas frequented by tourists like, goa heavy consumption of bottled water has resulted
in trash on beaches, creating eyesores and endangering marine life.

Apparently, the bags had been ingested as the animals gazed at dumped sites
with more than 35 tonnes of plastic waste generated by every Indian state, each day
India is confronted with the big question of how to get rid of this non-biodegradable
menace.

Example: In Maharashtra 1500 km of road have been laid by the above-

mentioned procedure and other states including Tamil Nadu, Kerala, Karnataka,
Pondicherry have also laid test roads which have been success fully withstood loads
due ton heavy traffic, rain, and temperature variation.

GENERATION AND CONSUMPTION OF PLASTIC WASTE IN INDIA.

India generates 9.46 mn tons of plastic annually of which 40 percent remains

uncollected and 43 % is used for packaging most of which is single use a new study
has been conducted by un-plastic collective a voluntary multi-stake holder initiative to
eliminate plastic pollution in nature and move towards a circular economy.

“Globally, over 8.3 billion tonnes of plastic has been produced since1950, and about
60 per cent of that has ended up in lands or in the natural environment.

India generates 9.46 million tonnes of plastic waste annually, of which 40 per cent,
remains uncollected; 43 per cent is used for packaging, most of which is single-use,”
it said.

3
 The UPC was launched on Thursday by the UN-Environment Program-India,
Confederation of Indian Industry (CII) and WWF-India at CII’s Sustainability
Summit in New Delhi.

Speaking on the occasion, Jamshed Godrej, former president of CII and chairman,
Godrej & Boyce and president, WWF-India highlighted the externalities of plastic and
the challenges it poses to the ecological balance. “UPC will bring together businesses,
government, NGOs and civil society to focus efforts on collaborative approaches and
maximize synergies to un-plastic in a time-bound manner,” Godrej said.

EASING OUT SINGLE-USE PLASTIC

The event was also attended by Amitabh Kant, CEO Niti Aayog, who stressed on the
government’s massive push to remove single-use plastic. India has also announced its
commitment to eliminate single-use plastic by 2022- one of the most ambitious targets
in the world -- across 60 countries that have made commitments to address this issue.
Prime Minister Narendra Modi, in his speech on the Independence Day, reiterated his
call for a “new mass movement” against single-use plastic in the country.

One of the solutions to this problem is to convert the waste plastic into some useful
product. Indian government has already taken an initiative to implement 4R policy i.e.
reuse, reduce, recycle and recover in the form of “Swachh Bharat Abhiyan”.

CONSUMPTION OF PLASTIC WASTE:

For more than 50 years, global production and consumption of plastics have
continued to rise. An estimated 299 million tons of plastics were produced in 2013,
representing a 4 percent increase over 2012, and confirming and upward trend over
the past years. In 2008, our global plastic consumption worldwide has been estimated
at 260 million tons, and, according to a 2012 report by Global Industry Analysts,
plastic consumption is to reach 297.5 million tons by the end of 2015.As of 2018,
about 380 million tonnes of plastic is produced worldwide each year. From the 1950s
up to 2018, an estimated 6.3 billion tonnes of plastic has been produced worldwide, of
which an estimated 9% has been recycled and another 12% has been incinerated. [7]
This large amount of plastic waste enters the environment, with studies suggesting
that the bodies

4
of 90% of seabirds contain plastic debris. In some areas there have been significant
efforts to reduce the prominence of free range plastic pollution, through reducing
plastic consumption, litter clean-up, and promoting plastic recycling Some researchers
suggest that by 2050 there could be more plastic than fish in the oceans by weight.

Table-1: CONSUMPTION OF PLASTIC WASTE

S.NO YEAR CONSUMPTION (in

Tonnes)
1 1996 61000
2 2001 400000
3 2006 700000
4 2011 1350000
5 2013 1740000
6 2016-17 1.6 million
7 2019(updated) 9.46 million

Fig 1(a): waste generated in thousands per year.

5
 Fig 1(b): projection of municipal solid waste in India.

INDIA’S PLASTIC CONSUMPTION SET TO CROSS 20 MILLION

METRIC TONNES BY 2020

However, a 2022 phase-out seems unlikely--India’s annual plastic

consumption is expected to cross 20 million tonnes in 2020.

Between 2010 and 2015, the plastics processing industry grew at a compound annual
growth rate (CAGR) of 10% in volume--from 8.3 million metric tonne per annum
(MMTPA) to 13.4 MMTPA, as per a 2017 study by Federation of Indian Chambers of
Commerce & Industry, an industry lobby. By 2020, it is expected to grow at a CAGR
of around 10.5% to reach 22 MMTPA

In plastic, the packaging sector is growing the fastest, registering a CAGR of 15%
between 2010 and 2015, the study said. An increase in the consumption of plastics
will almost certainly result in a rise in plastic waste.

“A blanket ban doesn’t work unless steps are taken to stop the manufacturing of these
products,” said SK Nigam, additional director and head of urban pollution control,
CPCB.

6
 Fig 1(c): Plastic Waste in Dump yard.
Materials already used for plastic road construction (as per literature survey)
1. Bitumen (60/70, 80/100).
2. Aggregates (<7mm).
3. Plastics (LDPE, PE, PS, PP).

Fig 1(d): Plastic Waste Generated Per Captia.

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Fig 1(e): Top 5 plastic producing states in India as per statistics of 2015-16 (tonnes
per annum).
SALIENT FEATURES OF THE POLYMER-WASTE-BITUMEN MIX
ROAD:

1. Road strength is high when compared with normal roads.

2. Resistance towards stagnation of water i.e. no potholes are formed.
3. Less bleeding during summer.
4. Toxicity should be minimized.
5. It doesn’t include any extra machinery.
6. Reduction in cost of road construction.
7. It helps to reduce the consumption of bituminous mix vis-à-vis reduce
cost.
ADVANTAGES AND DIS ADVANTAGES OF PLASTIC ROADS:

Advantages:
 A lightweight prefabricated construction
 Faster construction and less maintenance time
 Higher quality and a longer lifespan
 Little to no maintenance required. The material is virtually impervious to
conditions such as the weather and weeds.
 The innovation is considerably more sustainable.

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  The goal is to make the Plastic Road out of 100% recycled plastic and to make
it fully reusable. It is perfectly in line with the Cradle to Cradle philosophy
and the principles of the circular economy.
 Double use of space. The hollow space in the design can be used to store water
or as space for cables and pipes.
 The possibility of constant safety and water drainage
 Everything on and around the road can be prefabricated.
 The concept offers opportunities for further innovation. Examples include
solar heated roads, light poles and traffic loop sensors.
 Contribution to the social problem of plastic waste

Disadvantages:

 Toxic present in the co-mingled plastic wastes would start leaching.

 But the presence of chlorine will definitely release HCL gas.
 Pure plastic road requires using compatible plastics because, when melted,
plastics of different types may phase-separate and cause structural
weaknesses, which can lead to premature failure.

Table-1.1 COMPARISION OF PLASTIC ROADS WITH NORMAL

ROADS & CONCRETE ROADS

Properties Plastic roads Normal (tar roads) Concrete

roads roads
Durability Twice than normal Tar roads last for 10 Concrete
roads years roads last
for 40 years
Maintenance Requires very less Requires more Requires less
maintenance maintenance maintenance
Machinery cost No extra cost for Little expensive than Little
machinery plastic roads inexpensive
than normal
tar roads

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Consumption of fuel Fuel consumption is Consumes less fuel Consumes 15-
less 20%
than tar roads

Paving cost Little inexpensive Less Higher than

than normal tar roads that of
tar roads

Potentiality More potential for More potential than Less potential

wear concrete

Repairing cost Less cost More than plastic May be less

roads when
compared with
tar roads
Crack propagation No crack Less crack High crack
propagation propagation propagation

Path-hole Less path hole Path holes are

formulation formulation formed

Life span time Increases May be less Less than

variation plastic
roads
Climatic conditions Rainwater will not May be vehicles Seepages of
like rain, snowfall seep through seep when rain fall, vehicles is
etc.…. because of the and high in
plastic in the tar snowfall is presence concrete
roads.

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 OBJECTIVE:

The objective is primary to reduce plastic waste - bags, bottles. Not all plastic
waste is recycled, as even the recyclable waste is just too much to reuse 100%. But
bituminous roads are continuously being built and can incorporate extremely large
quantities of plastic waste. Saving in cost is a bonus.

Plastic and Bitumen are both petroleum by-products. When shredded

recyclable plastic is added to a bituminous mix (up to 10% of weight of bitumen) it
dissolves completely. It functions in the same way as bitumen. A percentage of
bitumen is saved and thus there is cost saving. 1 kg of bitumen costs Rs. 30.26. while
1 kg of plastic costs Rs. 15. Think of the role of Slag/Fly ash in Cement. Additionally,
it reduces the stripping of bitumen from aggregates when mix is immersed in water.

Main objectives of current project work are:

(i) To coat the aggregates with the waste plastic materials.
(ii) To check the properties of bituminous mix specimen.
(iii)To check the properties of bituminous mix specimen due to coating of
waste plastic materials to compare the properties of bituminous mix
specimen with the properties of coated aggregates.
(iv)To identify the optimum proportion of waste plastic to be added in the
bitumen mix for getting the required strength.
(v) To compare the experimented results with the conventional pavement
details and perform the economic analysis.
(vi)To prepare statistical model for optimum utilisation of plastic waste.

PROBLEM FORMULATION:

The roads made from waste plastic are more durable against extreme weather
conditions like floods and heat as compared to the conventional roads, points a report
by ‘World Economic Forum’.

The use and abuse of plastics vis-à-vis environmental protectionon, without yielding
results until practical steps are initiated at the grassroots level by everyone who is in a

11
position to do something about it. The plastic wastes could be used in road
construction and the field tests withstood.

After proper processing as an additive would enhance the life of the roads and
also solve environmental problems. the present writeup highlights the developments
in using plastics waste to make plastic roads. The rapid a rate of urbanisation and
development has led to increasing plastic waste generation. As plastic is non-
biodegradable in nature, it remains in environment for several years and disposing
plastic wastes at landfill or unsafe since toxic chemicals leach out into the soil, and
underground water and pollute the water bodies due to littering habits , inadequate
waste management system/infrastructure by plastic waste disposal continues to be a
major problem for the civic authorities ,especially in the urban areas.as stated above,
plastic disposal in one of the major problems for developing countries like India , at a
same time India needs a large network of roads it s so much economic and social
development. Scarcity of bitumen needs a deep thinking to ensure fast road
construction. The Indian centre for plastics in environment has been promoting the
use of plastic waste to construct roads

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 2. REVIEW OF LITERATURE SURVEY

This chapter says about earlier researchers, analysis and studies on

plastic roads, its construction, design, methodology, working done by different
people.

REVIEWS OF LITERATUTE:

1. Dr. R. Vasudevan and S. Rajasekaran,[2] (2007) stated that the polymer

bitumen blend is a better binder compared to plain bitumen. Blend has
increased Softening point and decreased Penetration value with a suitable
ductility.

2. Dr. R. Vasudevan,[3] states that the polymer bitumen blend is a better binder
compared to plain bitumen. Blend has increased Softening point and decreased
Penetration value with a suitable ductility. When it used for road construction it
can withstand higher temperature and load. The coating of plastics reduces the
porosity, absorption of moisture and improves soundness. The polymer coated
aggregate bitumen mix forms better material for flexible pavement construction
as the mix shows higher Marshall Stability value and suitable Marshall
Coefficient. Hence the use of waste plastics for flexible pavement is one of the
best methods for easy disposal of waste plastics. Use of plastic bags in road
help in many ways like Easy disposal of waste, better road and prevention of
pollution and so on.

3. Prof C.E.G Justo,[4] states that the addition of 8.0% by weight of proposed
plastic for the preparation of modified bitumen results in a saving of 0.4 %
bitumen by the weight of the mix or about 9.6 kg bitumen per cubic meter(m3)
of BC mix. Modified bitumen improves the stability or strength, life and other
desirable properties of bituminous concrete mix.

4. Miss Apurva J Chavan, [5] “Use of Plastic Waste in Flexible Pavements”.

This has resulted in reducing rutting ravelling and there is no pothole
formation. This helps to have a better binding of bitumen.

13
5. Dr. Hamed M. Jassim and et.al [6] (2014) studied optimum use of plastic
waste to enhance the marshall properties and moisture resistance of hot mix
asphalt. The plastic waste derived from the different types and sizes of bottles
can be utilized to modify the asphalt mixture performance if added to aggregate
with a specific (size, thickness and content). On the basis of experimental
results, it was concluded that adding plastic waste with fine particles size ,thin
thickness and at 15% by weight of total aggregate resulted in improving the
Marshall stability and resistance to water damage, as well as they can
contribute to relieve some of the environmental problems caused by classical
plastic waste disposal means. The use of recycled plastic, in the manufacturing
of hot asphalt mixture indicated to reduced permanent deformation in the form
of rutting and reduced low-temperature cracking of the pavement surfacing.
The field tests withstood the stress and proved that plastic wastes used after
proper processing as an additive would enhance the life of the roads and also
solve environmental problems.

6. Zoorab and Supurma, [7] stated that the use of recycled plastics in plain
bituminous concrete mixes increases its durability and fatigue life. Dense
bituminous macadam with recycled plastics, mainly low-density polyethylene
(LDPE)replacing 30% of 2.36-5mm aggregates reduced the mix density by
16% and showed 250% increase in Marshalls stability.

7. D. N Little, [8] further worked on the effect of plastics on bitumen and found
the resistance to deformation of asphaltic concrete modified with low density
polyethylene (LDPE) was reasonably improved.

8. Studies have showed that the use of recycled polyethylene in bituminous

pavement mixes reduces the permanent deformation in the form of rutting and
the low temperature cracking of pavement surfacing [9].

9. Bindu et al. [10] studied the effects of shredded plastic in stabilizing the stone
mastic asphalt (SMA) mixture flexible pavements.

10. Faris M. J. Najjar [11] studied the effect of using dust on HMA properties. This
paper presents a laboratory investigation about the effects of crushed boulders

14
 dust compared to reference filler (limestone dust) on some properties of HMA
mixture. The experimental work in this study provides a comparison among
two filler types here we used dust of crushed boulders, and Limestone as fillers.
Marshall Specimens are used to determine the Index of retained strength,
compressive strength, stability, plastic flow, and indirect tensile strength. These
specimens are prepared in accordance with the requirements of ASTM D-
1559(Specimen dimensions, D=100.16, H=63.5 mm). The Hot Mixes Asphalt
(HMA) has been prepared with equivalent design criteria. The use of crushed
boulder dust over limestone dust gives more Marshall stiffness value, increases
the resistance to moisture damage by 135% than that of lime stone dust mix .
Crushed dust gives highest compressive test than the mixture of crushed dust
and limestone dust and has higher indirect tensile stiffening values and is more
beneficial economically and easy to produce and handle.

11. Amol S. Bhale [12] state that in recent years , applications of plastic wastes
have been considered in road construction with great interest in many
developing countries.it was concluded that on heating at 100=-160oc , plastics
such as polyethylene and poly propylene and polystyrene, soften and exhibit
good binding properties .blending of softened plastic with bitumen results in a
mixed that is amenable for road laying.in future this will also results in having
strong , durable and eco-friendly roads which will relieve the earth from all
types of plastic waste.

12. R. Satish Kumar et .al, [13] investigated and revealed that the properties of
bitumen can be improved with incorporation of modifiers. The bitumen treated
with these modifiers as modified bitumen. In this study, bitumen of grade VG
30 is selected and improved its properties by the addition of modifiers such as
Low Density Poly Ethylene (LDPE) waste and Pulverized Tyre Waste (PTW).
Results showed that Penetration value of modified bitumen decreases by 6.8%
for PTW and 13.6% for LDPE waste. Softening point value increases by 8.16%
for PTW and 14.28% for LDPE waste. Ductility value has decreased by 39.6%
for PTW and increased by 18.86% for LDPE waste. In Marshall test, the
stability value has increased by 30% for PTW and 28.46% for LDPE waste.
Addition of

15
 the modifier reduced the flow value by 34.69% for PTW and 39.59% for LDPE
waste, which shows that the flow property has increased. Thus, results of this
study concluded that addition of PTW and LDPE waste has improved the
properties of penetration, ductility and softening temperature of the modified
bitumen. As the stiffness of the material is improved, it is capable of taking
high load and increase the resistance and durability of the pavements

13. Afroz sultana.SK et .al,[14] studied the Utilization of Waste Plastic as A

Strength Modifier in Surface Course of Flexible And Rigid Pavements. The
study investigates the potential use of waste plastic as a modifier for asphalt
concrete and cement concrete pavement. Plastic waste, consisting of carry
bags, cups etc. can be used as a coating over aggregate and this coated stone
can be used for road construction. Different ratios of plastic such as
Polypropylene (PP), Low Density Polyethylene (LDPE), and High-Density
Polyethylene (HDPE) by weight of asphalt were blended with 80/100 paving
grade asphalt. By using plastic as a coating over aggregates, the properties of
aggregates are improved. Based on the stability values, the optimum percentage
of plastic is 8%, 6% for plastic coated aggregate samples and polymer modified
bitumen samples respectively for PP type of plastic, and 8% is optimum for
LDPE type of plastic for both plastic coated aggregate and polymer modified
samples. This shows that weak aggregates can be used in construction by using
plastic as a binder material. By adding plastic to the unmodified bitumen, the
rheological properties have been improved. There is an increase in the
softening point and decrease in penetration and ductility values.

14. Akanksha Yadav [15] has stated that the use of polymer coated aggregate is
better than the use of polymer modified bitumen in many aspects. The
aggregate is heated about temperature160oC. After the heating of
aggregate, the hot aggregate is transfer into the mixing chamber. At the
mixing chamber, the shredded plastics waste is to be added. It gets coated
uniformly over the aggregate within 30 to 60 seconds, giving an oily look. The
bitumen is added in hot plastic-coated aggregate at 160oC. It is observed that
Marshall value increases with polyethylene content up to 6% and thereafter
decreases and also

16
 the Marshall Flow value decreases upon addition of polythene i.e. the
resistance to under heavy wheel loads increases.

15. Vatsal Patel et .al, [16] highlighted the urgent need for re-examining and
formulating new guidelines and specifications with regard to the design and
construction of roads in India using plastic wastes. The cost of road
construction is also decreased and the maintenance cost is almost nil. The roads
are found to be stronger with increased Marshall Stability value, better
resistance towards rain water and water stagnation so no stripping and no
potholes, increase binding and better bonding of the mix thus reduction in
pores in aggregate and hence less rutting raveling.

16. Verma S.S.[17] Concluded that Plastics will increase the melting point of the
bitumen. This technology not only strengthened the road construction but also
increased the road life.

By using these literature surveys, it is that some of the complication

that are with plastics. Because for these types of roads we can use or produce excess
of plastics. Again, the problem arises while using plastic. That’s the way we have
entered into the project so we can use only existing plastic for construction of these
roads .so these can reduce the plastic waste as well as cost for road construction. We
are becoming increasingly aware of our daily plastic use and its impact. If we accept
plastic roads as a solution to the plastic crisis, we will be regressing on our path to a
plastic- free society.

17
 3 MATERIALS AND METHODOLOGY

MATERIALS:
The materials that are used in this work are bitumen, aggregates and plastic
materials these are the materials where plastics having excellent resistance
and bitumen is having high binding capacity.

PLASTICS:

As per literature survey Pete is commonly used in construction of plastic roads.But

now we are using the low density poly ethylene because it’s had an extra feature s that
having low melting point and strong in nature.
3.1.1(A)Properties of low density poly ethylene:
1. LDPE Melting point: 105 to 115°C

18
2. Density of LDPE: 0.910–0.940 g/cm3
3. Chemical resistance of LDPE
o Good resistance to alcohols, dilute alkalis and acids.
o Limited resistance to aliphatic and aromatic hydrocarbons, mineral oils,
oxidizing agents and halogenated hydrocarbons.
4. Temperature resistance up to 80°C continuously and 95°C for shorter times.
5. Low cost polymer with good processability.
6. High impact strength at low temperature, good weatherability.
7. Excellent electrical insulating properties.
8. Very low water absorption.
9. FDA compliant.
10. Transparent in thin film form.

Fig 3(a) poly ethylene plastic shredding.

1. Have a binding property hence used as a binder. Can also be mixed with
binder like bitumen to enhance their binding property.
2. Soften at around 130°C.
3. no gas evolution in the temperature range of 130-180°C.

19
BITUMEN:

Bituminous materials or asphalts are extensively used for roadway

construction, primarily because of their excellent binding characteristics and water
proofing properties and relatively low cost. Bituminous materials consist of bitumen
which is a black or dark colored solid or viscous cementitious substances consists
chiefly high molecular weight hydrocarbons derived from distillation of petroleum or
natural asphalt, has adhesive properties, and is soluble in carbon di-sulphide. Tars are
residues from the destructive distillation of organic substances such as coal, wood, or
petroleum and are temperature sensitive than bitumen. Bitumen will be dissolved in
petroleum oils where unlike tar bitumen is the residue or by-product when the crude
petroleum is refined. A wide variety of refinery processes, such as the straight
distillation process, solvent extraction process etc. may be used to produce bitumen of
different consistency and other desirable properties. Depending on the sources and
characteristics of the crude oils and on the properties of bitumen required, more than
one processing method may be employed.

Types of bitumen materials:

 Grade 60/70.
 Grade 80/100.
 Grade 90/115.
 Grade 90/15.
 Viscosity grades such as VG 10, VG 20, VG 30, VG 40.

VG-30 is especially used to construct extra heavy-duty Bitumen pavements that need
to tolerate significant traffic loads. It can be used instead of 60/70 penetration bitumen
grade.

3.1.2(A) Properties of bitumen vg -30:

Stability:
Stability is defined as the resistance of the paving mix to deformation under
traffic load. Two examples of failure are shoving - a transverse rigid deformation
which occurs at areas subject to severe acceleration and grooving - longitudinal
ridging due

20
to channelization of traffic. Stability depend on the inter-particle friction, primarily of
the aggregates and the cohesion offered by the bitumen.

Fig 3(b) Bitumen VG 30 Grade.

Sufficient binder must be available to coat all the particles at the same time
should offer enough liquid friction. However, the stability decreases when the binder
content is high and when the particles are kept apart.

Durability:
Durability is defined as the resistance of the mix against weathering and
abrasive actions and abrasive actions. Weathering causes hardening due to loss of
volatiles in the bitumen. Abrasion is due to wheel loads which causes tensile strains.
Typical examples of failure are pot-holes, - deterioration of pavements locally and
stripping, loss of binder from the aggregates and aggregates are exposed.
Disintegration is minimized by high binder content since they cause the mix to be air
and waterproof and the bitumen film is more resistant to hardening.
Flexibility:
Flexibility is a measure of the level of bending strength needed to counteract traffic
load and prevent cracking of surface. Fracture is the cracks formed on the surface
(hairline-cracks, alligator cracks), main reasons are shrinkage and brittleness of the
binder. Shrinkage cracks are due to volume change in the binder due to aging.
Brittleness is due to repeated bending of the surface due to traffic loads. Higher
bitumen content will give better flexibility and less fracture.

21
Skid Resistance:
It is the resistance of the finished pavement against skidding which depends on
the surface texture and bitumen content. It is an important factor in high speed traffic.
Normally, an open graded coarse surface texture is desirable.

Workability:
Workability is the ease with which the mix can be laid and compacted, and
formed to the required condition and shape. This depends on the gradation of
aggregates, their shape and texture, bitumen content and its type. Angular, flaky, and
elongated aggregates workability. On the other hand, rounded aggregates improve
workability.

(B) Different Forms of Bitumen:

1. Cutback Bitumen: A suitable solvent is mixed to reduce viscosity.

2. Bitumen Emulsion: bitumen is suspended in finely divided condition in
aqueous medium 60% bitumen and 40% water.
3. Bituminous Primers: Mixing of penetration bitumen with petroleum distillate.
Modified Bitumen: Blend of bitumen with waste plastics & or crumb rubber.
 Various Grades of Bitumen used for pavement purpose
Grade: 30/40;
Grade: 60/70;
Grade: 80/100;
Grade vg 30:

The desirable property of bitumen for pavement:

a. Good cohesive and adhesive.
b. binding property.
c. Water repellent property.

22
 d. It is its thermoplastic nature, (stiff when cold liquid when hot), that
makes bitumen so useful.
Drawbacks of Bitumen:
a. Temperature Effect: At high temperature bleeding of road occurs
reducing performance of road.
b. Oxidation Effect: Due to oxidation bitumen may led to cracking &
crazing phenomenon.
c. Water Effect: Due to water, bitumen strips off from the aggregate
forming pothole on roads as being water repellent material. Reducing
life of roads.
d. High Cost – Being petroleum product it costs much higher.

3.13 AGGREGRATES:

Aggregates form the major portion of pavement structure and they form the prime
materials used in pavement construction. Aggregates must bear stresses occurring due
to the wheel loads on the pavement and on the surface course. They also must resist
wear due to abrasive action of traffic. These are used in pavement construction in
cement concrete, bituminous concrete and other bituminous constructions and as
granular base course underlying the superior pavement layers. Therefore, the
properties of the aggregates are of considerable significance to the highway engineer.
Some of the desired properties of these aggregates are strength, durability, toughness,
hardness, etc.

I. Coarse Aggregate:

Those particles that are predominantly retained on the 4.75 mm (No. 4) sieve and
will pass through 3-inch screen, are called coarse aggregate. The course the aggregate,
the more economical the mix. Larger pieces offer less surface area of the particles
than an equivalent volume of small pieces. Use of the largest permissible maximum
size of coarse aggregate permits a reduction in cement and water requirements. Using
aggregates larger than the maximum size of coarse aggregates permitted can result in
interlock and form arches or obstructions within a concrete form. That allows the area
below to become a void, or at best, to become filled with finer particles of sand and
cement only and results in a weakened area.
II. Fine Aggregate

23
 The other type of aggregates are those particles passing the 9.5 mm (3/8 in.) sieve,
almost entirely passing the 4.75 mm (No. 4) sieve, and predominantly retained on the
75 µm (No. 200) sieve are called fine aggregate. For increased workability and for
economy as reflected by use of less cement, the fine aggregate should have a rounded
shape. The purpose of the fine aggregate is to fill the voids in the coarse aggregate and
to act as a workability agent.

3.1.3(A)Properties of aggregates:
Desirable properties

1. Strength:
The aggregates used in top layers are subjected to:
 Stress action due to traffic wheel load,
 Wear and tear,
 crushing. For a high-quality pavement, the aggregates should possess high
resistance to crushing, and to withstand the stresses due to traffic wheel load.

Fig 3(c): Images of aggregates.

24
 2. Hardness:

The aggregates used in the surface course are subjected to constant rubbing or
abrasion due to moving traffic. The aggregates should be hard enough to resist the
abrasive action caused by the movements of traffic. The abrasive action is severe
when steel tyred vehicles moves over the aggregates exposed at the top surface.

3. Toughness:

Resistance of the aggregates to impact is termed as toughness. Aggregates

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

4. Shape of aggregates:

Aggregates which happen to fall in a particular size range may have rounded,
cubical, angular, flaky or elongated particles. It is evident that the flaky and elongated
particles will have less strength and durability when compared with cubical, angular
or rounded particles of the same aggregate. Hence too flaky and too much elongated
aggregates should be avoided as far as possible.

5. Adhesion with bitumen:

The aggregates used in bituminous pavements should have less affinity with water
when compared with bituminous materials, otherwise the bituminous coating on the
aggregate will be stripped off in presence of water.

6. Durability

The property of aggregates to withstand adverse action of weather is called

soundness. The aggregates are subjected to the physical and chemical action of rain
and bottom water, impurities there-in and that of atmosphere, hence it is desirable that
the road aggregates used in the construction should be sound enough to withstand the
weathering action

7. Freedom from deleterious particles

25
 Specifications for aggregates used in bituminous mixes usually require the
aggregates to be clean, tough and durable in nature and free from excess amount of
flat or elongated pieces, dust, clay balls and other objectionable material. Similarly
aggregates used in Portland cement concrete mixes must be clean and free from
deleterious substances such as clay lumps, chert, silt and other organic impurities.

METHODOLOGY:
The methodology that which previous used methods are used earlier they can
be as follows, such methods are:

WET PROCESS:
1. Waste plastic bags collect first.
2. Collected plastic waste sorted as required thickness.
3. Normally polyethylene 60 micron or below is used for the further
process.
4. Generally, less micron plastic is easily mixable in the bitumen at
higher temperature (160-170oc)
5. Collected plastic was cut into fine pieces as far as possible.
6. Then sieve it through 4.75mm sieve and retain on 2.36mm sieve
was collected.
7. First bitumen heated at about 160-170 c temp. which is melting
temperature.
8. Then piece was added into this.
9. At constant temp. mixture was stirred manually for about 20-30min.
10. Polymer bitumen mixture of different composition were prepared & used
for carrying out diff. test i e. Penetration test, ductility test, flash point test
& fire point test, stripping test, ring &ball test and Marshall stability.

DRY PROCESS:

An alternate method innovated to find the effective way of using the higher
percentage of plastic waste in the flexible pavement the aggregate coated with plastic

26
was used as the raw material. The plastic used were the disposed carry bags, films,
and cup etc. with a maximum thickness of 60 microns. Plastic waste can be used as a
coating over aggregate and this coated stone can be used for road construction. The
bitumen was not blended with plastic waste.

(a) Preparation of Plastic-Coated Aggregate:

The aggregate was heated to around 170oc; the plastic waste is shredded to the size
varying between 2.36 and 4.75 mm. this shredded plastic wastes was added over hot
aggregate over mixing to give a uniform distribution. the plastic got softened and
coated over the aggregate. The hot plastic waste coarse aggregate was mixes with
bitumen 60/70 grade bitumen.

Mixing by Mini Hot Mix Plant:

Step-I: plastic waste made from PE, PP and PS cut into a size between 2.36 mm and
4.75 mm using shredding machine.
Step-II: Similarly, the bitumen is to be heated to a maximum of 1600C to have good
binding and to prevent weak bonding. (Monitoring the temperature is very important)
Step-III: At the mixing chamber the shredded plastic waste is to be added to the hot
aggregate. It gets coated uniformly over the aggregate within 30 Secs, giving an oily
look Plastic coated aggregate is obtained.
Step-IV: Hot bitumen is then added over the plastic-coated aggregate and the resulting
mix is used for road construction.

Fig 3(d): Plastics waste (cups, bags) made out of PE, PP and PS cut into a size
between2.36mm and 4.75mm using shredding machine, (PVC waste should be
eliminated).

27
Fig 3(e): The aggregate mix is heated to 165°C (as per the HRS specification) and
transferred to mixing chamber.Similarly, the bitumen is to be heated up to a
maximum of 160°C (HRS Specification) to have good binding and to prevent weak
bonding. (Monitoring the temperature is very important).

Fig 3(f): Shredded plastic is added to the hot mix. The plastic gets softened and
coated over the surface of the aggregate giving an oily look in 30 - 60 sec.

Mixing by Central Mixing Plant (CMP):

The dry process can also be carried out using central mixing plant. The
shredded plastic is added along with the aggregate in the conveyor belt. This is
transferred into the hot cylinder. There aggregate is coated with plastic first and then
with the bitumen. The mixer so prepared is then loaded in the dipper lorry and
transported for road laying. CMP helps to have better control of temperature and
better mixing of this material thus helping to have a uniform coating.

The aggregate mix is heated to 1650c (as per the HRS specification) in central mixing
plant. Similarly, the bitumen is to be heated up to a maximum of 160ºc. The 8% of
waste plastic to the weight of bitumen are added in the conveyor belt or special

28
mechanical device is developed which will spray the plastics inside the chamber to
coat the plastics effectively. Central mixing plant helps to have better control of
temperature and better mixing of this material thus helping to have a uniform coating
and heated bitumen is also sprayed.

Fig 3(g): Flow diagram of plastic roads process.

METHODOLOGY USED IN THIS WORK:

Step1: Collected the waste plastics from dump yards or any public places
Step2: Then clean and dried the plastic waste and then it is shredded into pieces of
between 2.36 and 4.75 mm.
Step3: Then it is heated up to is softening point and also heat bitumen up to its
softening point.
Step4: Mix the bitumen and plastic so that it converts into a harder one called mast
bitumen.

29
Step5: then it is mixed with aggregate of having 6mm size because the aggregates that
are having less than 6mm having stronger compressive strength when it mixes with
plastic and bitumen by using wet process.

shredding and heating of plastic to its melting or sotening

melting
point
or heating
collecting &cleaning of bitumen
of plastic

aggregrates is mixed with wasteplastic bituminous mix

laying of these mix as a road mixing of bitumen and plastic called mas

Fig 3(h): Flow diagram that represents plastic road laying process.

SPECIMEN IMAGES OF PLASTIC ROADS:

Fig 3(i) plastic roads sample image.

30
3.2.7 (a) SPECIMEN DIMENSIONS:
Sample1:10*9 Cm
Sample 2:9*9 Cm.
3.2.7(b)SPECIMEN COMPOSITION:
Aggregates 50% of total mix.
Plastic percentage:8% of bitumen.
Bitumen= 46%.

31
 EXPERIMENTAION

This resulted are obtained after doing experiments in our college laboratory and
results obtained are as per permissible limits.

CHARACTERISTICS OF PLASTIC WASTE:

THERMAL STUDY:
This result obtained from the thermal analysis show that the polymers namely PE, PP,
PS softened easily around 130-140 Deg c without any evolution of gas and around
270 Deg c they decomposed, releasing gases like methane, ethane etc and above 700
Deg
C. They undergo combustion, producing gases like CO and CO2. Hence it is safe to
use molten waste plastics below 100-1500C. Thermal behavior of the polymers
namely PE, PP and PS is shows in table 4.1.1

Table-4.1.1 Thermal Study of Plastic Polymers

polymer Solubil Solubil Softeni Produ Decompos Produ Ignition Produ
ity in ity in ng cts ition in cts temperat cts
water Ept temper report degrees report ure report
a ture ed ed ed
in
degree
s
Poly- Nil Nil 100- No 260-340 CH4C >750 CO,
ethylene 130 gas 2 CO2
H6
Polypro Nil Nil 140- No 270-310 C2H6 >700 CO,
ylene 170 gas CO2
Polystyr Nil Nil 120- No 300-360 C6H6 >700 CO,
ene 150 gas CO2

FLASH POINT AND FIRE POINT TESTING TO A PLASTIC MATERIAL:

Flash point:

32
 Flash point denotes the lowest temperature at which, if a distinct source of
ignition (say spark/fire) were brought in contact with the vapor-air mixture, the vapor
(and the liquid surface in contact with it) catches fire.
Fire point:
Fire point, on the other hand, is the lowest temperature at which, even in the
absence of an ignition source, the mixture (air-vapor and liquid surface) catches fire.

Table-4.1.2 Flash Point and Fire Point of Plastic Polymers

% of polyethylene Polypropylene Polystyrene
polymer Flashpoint Fire point Flash point Fire Flash Fire
in point point point
bitumen

0.25 280 340 320 345 240 300

0.50 290 350 330 340 270 310
0.75 295 300 333 350 280 315
1.00 340 350 342 355 295 320

TESTS ON AGGREGATE MATERIALS:(AS PER LITERATURE

REVIEW)
1. Aggregate impact test
2. Abrasion value.
3. Crushing value.
4. Combined elongation index and Flakiness index.
Table 4.2: physical properties of aggregates
S.no No.of Test Specification Test standard
Parameter tests result Requirement
performed
1 Impact value 3 22.40 Max 30% IS : 2386 (Part
IV) - 1963
2 Abrasion value 3 28.10 Max 40% IS: 2386 (Part
IV) - 1963

33
 3 Crushing value 3 24.30 Max 30% IS: 2386 (Part
IV) - 1963
4 Combined 3 17.20 Max 30% IS: 2386 (Part I)
Elongation - 1963
index and
Flakiness index

TESTINGS ON BITUMEN MATERIAL VG 30:

: Absolute Viscosity at 600c (IS:1206-2):

4.3.1(A)Experimental set up:

Scope:
This standard (part II) covers the method for the calculation of absolute viscosity
of bitumen material of grade VG 30 by vacuum capillary viscometers at any specified
temperature. It is applicable to materials having a viscosity range of 42 to 200000
Poises

Fig 4(a) absolute viscosity setup

34
4.3.1(B)Instrumentation used for absolute viscosity test:
1. Constant Temperature Bath.
2. silicone bath oil (suitable up to 150 0c).
3. Vacuum system.
4. Thermometer.
5. Timing device.

4.3.1(C) EXPERIMENTAL PROCEDURE

1 Preparation of the Sample – Heat the sample to a temperature not more than
60°C for the tars and pitches and not more than 90°C for bitumens above their
softening point . Take about 20 gm of sample into a container and maintain the
temperature of 135 ± 5.5°C stirring in water bath or in thin film oven to allow the
entrapped air to escape.

2 Charging of viscometer -Charge the viscometer by pouring the prepared sample

to within ± 2 mm of flll line E. Place the charged viscometer in an oven or bath
maintained at 135 ± 5.5°C for a period of 10 ± 2 min to allow large air bubbles to
escape .

3 Testing – Maintain the temperature of bath 60˚C ± 0.1°C & keep the charged
viscometer vertical in position into the water. Establish a vacuum of 30 ± 0.05 cm
of mercury in the vacuum system and connect it to the viscometer with the valve
closed. After the completion of 30 ± 5 min kept in bath, open the valve and allow
the asphalt to flow into the viscometer. Measure to within ± 0.5 s the time
required for the leading edge of the meniscus to pass between successive pairs of
timing marks.
4 Test Completion – After the completion of the test, remove the viscometer from
the bath and place it in an inverted position in an oven maintained at 135 ± 5°C to
drained off thoroughly from the viscometer. Clean by rinsing several times with
benzine completely.

4.3.1(D)Calculations:

35
 Viscosity can be calculated by following equation:
Viscosity=k*t.
Where k = Calibration factor in poise per second supplied with the viscometer
tube for the pair of timing marks where the flow time exceeded 60 seconds.
t= flow time, in seconds.
CALCULATION:
Readings take down k=69.p8, t=37.88 sec
V=k*t
V=69.8*37.88=2644.403
Absolute viscosity(v)=2644.403 poises.

Kinematic Viscosity at 135 OC(IS:1206-3):

4.3.2(A) SCOPE:
IS 1206 covers the method for the determination of kinematic viscosity of
paving grade (vg-30). It is applicable to the materials having a viscosity range of 30-
100000 cSt. Kinematic Viscosity of a Newtonian Liquid.
(B) Instruments used for Kinematic Viscosity test:

1 Bath.
2 Timing device.

4.3.2(C) EXPERIMENTAL PROCEDURE:

1. Mount the BS U-tube viscometer in the constant temperature bath keeping tube
L vertical.
2. Pour sample through tube N to a point just above filling mark G, allow the
sample to flow freely through capillary R, taking care that the liquid column
remains unbroken until the lower mark H and then arrest its flow by closing the
timing tube with a cork or rubber stoppering tube L
3. Add more liquid, if necessary to bring the upper meniscus slightly above mark
G. and after allowing the sample to attain bath temperature and any air bubble
to rise to the surface .
4. Gently loosen the stopper allowing the sample to flow until it is approximately
at the lower filling mark H and press back the stopper to arrest flow.

36
 5. Remove the excess sample above filling mark G by inserting the special pipette
until its cork rests on top of the tube N and apply gentle suction until air is
drawn through the upper meniscus shall coincide with mark G.
6. Allow the viscometer to remain in the constant temperature bath for a sufficient
time to ensure that the sample reaches temperature equilibrium. It takes about
30 min at 135°C.
7. After completion of 30 minutes, remove the stopper in the tube N and L
respectively and allow the sample to flow by gravity.
8. Measure to the nearest 0.1 s the time required for the leading edge of the
meniscus to pass from timing mark E to timing mark F.
9. Note down the time.

4.3.2(D)CALCULATIONS:

Formula: kinematic viscosity(cSt)=c*t.

Where C= calibration constant of the viscometer in centistokes per second
T=efflux time in seconds
cSt=c*t.
cSt=0.01050*43600.

kinematic viscosity=457.8 cSt.

FLASH POINT(COC):(IS:1448-69)

The Flash point of a material is the lowest temperature at which vapor of

substance quickly catches fire in the form of flash under definite conditions of the
test. So, at this point fire will not last longer, just a flash will appear for a fraction of
second. The existence of highly volatile and inflammable materials in a particular
grade of bitumen can be indicated by the Flash point.
4.3.3(A): INSTRUMENTS USED IN EXPERIMENTATION:
1. Pensky-Martens closed tester.
2. Thermometer

37
 Fig 4(b): flashpoint apparatus of bitumen:

4.3.3(B) TEST PROCEDURE:

1. Heat the bitumen to above its softening point generally 75 C to 100 C and stir
this softened bitumen thoroughly to remove air bubble
2. Fill the cup with softened bitumen up to the filling mark provided on the cup.
Now place the lid and close the cup.
3. Other accessories like thermometer and flame exposure are suitably fixed in
their respective positions. Now lit up the flame and set of flame to 4mm in
diameter.
4. The bitumen getting heated and preferred rate of heating should be 5 C to 6 C
per minute.
5. Stirring of sample should be simultaneously done along with heating using
stirrer device.
6. The rate of stirring should be approximately 60 revolutions per minute.
7. Observe the thermometer carefully and when the temperature is 17 C below
the actual flash point (175 C) lit up the test flame.
8. The test flame size should be of 4mm diameter and carry it close to the heating
sample.
9. Apply the test flame for every 1 C rise from this point and remember during
application of test flame the stirring should be stopped.
10. When the sample catches the flame and forms Flash, note town the
temperature at that point which is Flash point of the bitumen.

38
 11. Heat the sample further with the same previous rate and apply the test flame
for every 2 C rise when the material catches the fire a burn at least for 5
seconds, note the temperature at this point which is the fire point of the
bitumen.

PENETRATION TEST(IS:1203):

4.3.4(A) PRINCIPLE:
The penetration of a bituminous material is the distance in tenths of a
mm, that a standard needle would penetrate vertically, into a sample of the
material under standard conditions of temperature, load and time.
Penetration value test on bitumen is a measure of hardness or
consistency of bituminous material. An VG-30 grade bitumen indicates that its
penetration value.

Penetration value is the vertical distance traversed or penetrated by the

point of a standard needle into the bituminous material under specific
conditions of load, time and temperature. This distance is measured in one
tenths of a millimetre.

Penetration test is used for evaluating consistency of bitumen. It is not

regarded as suitable for use in connection with the testing of road tar because
of the high surface tension exhibited by these materials.

4.3.4(B) INSTRUMENTS USED IN EXPERIMENTATION:

1. Penetrometer.
2. Water bath.
3. Bath thermometer – Range 0 to 44oC, Graduation 0.2oC.

Fig4(c) :penetration test apparatus

39
(C) TEST PROCEDURE:
1. Soften the bitumen above the softening point (between 75 and 100oC). Stir it
thoroughly to remove air bubbles and water.
2. Pour it into a container to a depth of at least 15mm in excess of the expected
penetration.
3. Cool it at an atmospheric temperature of 15 to 30oC for 90 minutes. Then
place it in a transfer dish in the water bath at 25.0 + 0.1oC for 90 minutes
4. Keep the container on the stand of the penetration apparatus.
5. Adjust the needle to make contact with the surface of the sample
6. Adjust the dial reading to zero.
7. With the help of the timer, release the needle for exactly 5 seconds.
8. Record the dial reading.
9. Repeat the above procedure thrice.

4.3.4(D) OBSERVATIONS:
Actual test temperature= 25oC.
Table 4.3.4 penetration test observation table

Penetration dial reading Test 1 Test 2 Test 3

a) Initial 0 0 0

b) Final 57 59 58

Penetration test value 57 59 58

CALCULATIONS:
penetration test formulaes=a+b+c/3
readings:
A=57.
B=59.
C=58.
Penetration test value: =58dmm.

40
: SOFTENING POINT(R&B) (IS:1205): 4.3.5(A)

PRINCIPLE:

This test is done to determine the softening point of asphaltic bitumen

and fluxed native asphalt, road tar, coal tar pitch and blown type bitumen as
per IS: 1205 – 1978. The principle behind this test is that softening point is the
temperature at which the substance attains a particular degree of softening
under specified condition of the test

Fig 4(d): softening point test apparatus

4.3.5(B) INSTRUMENTS USED IN EXPERIMENTATION:

1. Thermometer
2. Bitumen.
4.3.5(C) TEST PROCEDURE:
1. Sample material is heated to a temperature between 75° and 100°C
above the approximate softening point until it is completely fluid and
is poured in heated rings placed on the metal plate.
2. To avoid sticking of the bitumen to metal plate, coating is done to this
with a solution of glycerine and dextrin.

41
 3. After cooling the rings in air for 30 minutes, the excess bitumen is
trimmed and rings are placed in the support.
4. At this time the temperature of distilled water is kept at 5°C. This
temperature IS maintained for 15 minutes after which the balls are
placed in position.
5. Then the temperature of water is raised at uniform rate of 5°C per
minute with a controlled heating unit, until the bitumen softens and
touches the bottom plate by sinking of balls. At least two observations
are made. For material whose softening point is above 80°C, glycerine
is used for heating medium and the starting temperature is 35°C
instead of 5°C.
4.3.5(D)OBSERVATIONS TABLE:
Table 4.3.5 softening point observation table

Test 1(oc) Test 2(oc)

50.45 50.55
Temperature when the ball
touches bottom, °C
Mean 51

SOLUBILITY IN TRICHLOROETHYLENE:(IS:1216):

The solubility test is used primarily to restrict the amount of coke and/or
mineral matter in bitumen. Because of the simplicity of the test, most methods are
very similar and are to all intents directly comparable. Bitumen is defined (89) as
being soluble in trichloroethylene. Previously it was defined as being soluble in
carbon disulphide but because of the special precautions needed when using this
solvent, it is rarely used. Solubility of the product is depends. The nature of the
product requires the use of very aggressive solvents depends upon the nature of the
insoluble material is washed, dried and weighed. The solubility of modified bitumen
may require the use of a modified method or the use of solvent mixtures to ensure the
total dissolution of both bitumen.
1) Carbon di-sulphide
2) Benzene dichloromethane
3) Trichloroethane
4) Trichloroethylene toluene.

42
 Trichloroethylene is in common usage at present but because of concern over
the toxicity of halogenated hydrocarbons there is pressure to replace it with an
aromatic hydrocarbon such as toluene or xylene. The sample is dissolved in solvent
and filtered through a layer of powdered glass in a sintered crucible. The insoluble
material is washed, dried and weighed. The solubility of modified bitumen may
require the use of a modified method or the use of solvent mixtures to ensure the total
dissolution of both bitumen and polymer additive.

MARSHALLS STABILITY TESTING:

Marshal test is extensively used in routine test programs for the paving jobs. The
stability of the mix is defined as a maximum load carried by a compacted specimen at
a standard test temperature of 600 °C.

The flow is measured as the deformation in units of 0.25 mm between no load and
maximum load carried by the specimen during stability test (flow value may also be
measured by deformation units of 0.1 mm). This test attempts to get the optimum
binder content for the aggregate mix type and traffic intensity.

Fig 4(e) Marshalls stability test apparatus.

43
 MARSHALS STABILITY TEST OBSERVATIONS:

Table 4.3.7 Observation table of Marshalls stability

Marshals stability Test 1 Test 2 Test 3
test results
readings (k.g.s) 983.5 k.g. s 968.9 964.8
1N=kg*9.81 =9.6KN =9.5KN =9.46KN

Table :4.3.7(a) specific gravity table with flow and Marshalls stability

% Bulk Specific Theoretical Maximum Marshalls Flow In

Bitumen Gravity (Gb) Specific Gravity Stability In (Mm)
Content Gm/Cm3 (Gmm)Gm/Cm3 (Kn)

6 2.344 2.569 9.6 3.2

8 2.21 2.327 9.5 3.35
>8 2.204 2.275 9.46 3.4

DEFINITION OF SPECIFIC GRAVITIES:

Bulk Specific Gravity of sample (Gmb) The bulk density of the sample is determined
by weighing the sample in air and in water.

Theoretical specific gravity of the mix (Gt) Theoretical specific gravity Gt is the
specific gravity without considering air voids, and is given by:
Gmm=wa-wa/wa

Air voids percent (AV) It is the total volume of the small pockets of air between the
coated aggregate particles throughout a compacted paving mixture, expressed as a
percent of the bulk volume of the compacted paving mixture. The amount of air voids
in a mixture is extremely important and closely related to stability, durability and

44
 permeability. The following equation represents the percentage of air voids in the
specimen.
Air void mixture= ((gmm-gmb)/gmm) *100

Voids in the Mineral Aggregate (VMA): VMA is the volume of inter granular void
space between the aggregate particles of a compacted paving mixture. It includes the
air voids and the volume of the asphalt not absorbed into the aggregate. VMA
describes the portion of space in a compacted asphalt pavement or specimen which is
not occupied by the aggregate. VMA is expressed as a percentage of the total volume
of the mix Voids Filled with Binder (VFB).

CALCULATIONS:
FORMULAE:
1. Air void mixture= ((gmm-gmb)/gmm) *100.
2. Effective of specific gravity(gse)=ps/((100/gmm)-(pb/gb)).
3. Vma =100-(gmb*ps)/gse
4. Vfb =100*((VMA-AV)/VMA).

Reading 1
Given that Gmm=2.569.
Gmb=2.344.
Ps=93.04.
1. Air void mixture:
=(Gmm-Gmb/Gmm) *100
= (2.569-2.344/2.569) *100
=8.7%.
2. Effective specific gravity (Gse)
= PS/((100/gmm)-(pb/gb)).
=93.04/ ((100/2.569) -(6.96/1.01)).
=2.904.
3. V.M. A
=100-(gmb*ps)/gse.
=100-(2.344*93.04)/2.904
=24.90%.

45
 4. V.F.B =100*((VMA-AV)/VMA).
=100*((24.90-8.7)/24.90).
=65.06%

Reading 2
Given that Gmm=2.327.
Gmb=2.21.
Ps=93.04.
Pb=6.96
1. Air void mixture:
=(Gmm-Gmb/Gmm) *100
= (2.327-2.21/2.327) *100
=5.027%.
2. Effective specific gravity (Gse)
= ps/((100/gmm)-(pb/gb)).
=93.04/ ((100/2.327) -(6.96/1.01)).
=2.5787.
3. V.M. A =100-(gmb*ps)/gse.
=100-(2.21*93.04)/2.5787
=21.12%.
4. V.F.B =100*((VMA-AV)/VMA).
=100*((21.12-5.027)/21.12).
=75.96%
Reading 3
Given that Gmm=2.275.
Gmb=2.204.
Ps=93.04.
1. Air void mixture:
=(Gmm-Gmb/Gmm) *100
= (2.275-2.204/2.275) *100
=3.1208%.
2. Effective specific gravity (Gse)
= PS/((100/gmm)-(pb/gb)).
=93.04/ ((100/2.275) -(6.96/1.01)).

46
 =2.510.
3. V.M.A
=100-(gmb*ps)/gse.
=100-(2.204*93.04)/2.5
=16%.

4. V.F.B =100*((VMA-AV)/VMA).
=100*((16-3.1208)/16).
=80%.
WATER ABSORPTION TEST:
It is observed that absorption of water increases with the increase in the
percentage coating of the plastic over the aggregate showing that the coating of plastic
reduces the voids thereby improving the quality of aggregates.

FIELD STUDY:
Road length of more than 1200 km were laid in Tamil Nadu at different places
using the dry process technique. The roads are exposed to heavy rain, heavy traffic
but are functioning well without potholes and rutting.

47
 5 RESULTS AND DISCUSSIONS
RESULTS:
Physical Properties of Bitumen:
Various tests are conducted on bitumen to assess its consistency, gradation,
viscosity, temperature susceptibility, and safety. There are a number of tests to assess
the properties of bituminous materials. The following tests are usually conducted to
evaluate different properties of bituminous material.
Table 5.1.1 physical properties of bitumen
S. No Name of test Test results units

1.0 Absolute viscosity at 2645 Poises

60 0c
2.0 Kinematic viscosity at 458 cSt
135 oc
3.0 Flash point 271 Degree
Celsius
4.0 Solubility in 99.2 %
trichloroethylene
5.0 Penetration at 25 oc 59.0 dmm

6.0 Softening point 51.0 Degree

Celsius

Marshall’s stability and void analysis test results:

This lab tests are conducted in our college strength of materials lab and all the results
obtained are within the limits. The results which are calculated to estimate the The
flow is measured as the deformation in units of 0.25 mm between no load and
maximum load carried by the specimen during stability test (flow value may also be
measured by deformation units of 0.1 mm).

48
 Table 5.1.2 Marshalls stability and void analysis test table
% Bulk Theoretical Void Analysis Marsha Flo
Bitum Specific Maximum AV V.M. V.F. lls w
en Gravity Specific Gravity A B Stabilit In
Conte (Gb) (Gmm)Gm/Cm3 y In (M
nt Gm/Cm3 (Kn) m)

6 2.344 2.569 8.7 24.9 65.0 9.6 3.2

0 6
8 2.21 2.327 5.025 21.1 75.9 9.5 3.3
2 6 5
>8 2.204 2.275 3.120 16 80 9.46 3.4
8

5.13 Graphs:

marshals stability vs bitumen content

9.65
9.6
9.6

9.55
9.5
9.5
MARSHAL

9.46
9.45

9.4

9.35
6 8 >8
BITUMEN CONTENT

Fig 5.1.3 (A) % bitumen vs Marshalls stability.

49
 air voids vs bitumen content
10
8.7
9
8
7
6
5 5.025
4
AIR

3
3.1208
2
1
0

6 8 >8
BITUMEN CONTENT

Fig 5.1.3 (B) % bitumen vs air voids.

V.F,Bvs bitumen content

90 80
80 75.96
70 65.06
60
50
40
V.F.

30
20
10
0

6 8 >8
BITUMEN CONTENT

Fig 5.1.3 (C) % bitumen vs v.f.b

50
 V.m.abitumen content
30
24.9
25
21.12
20
16
V.M

15

10

0
6 8 >8
BITUMEN CONTENT

Fig 5.1.3 (D) % bitumen vs v.m.a

COMPARISION OF PLASTIC ROADS TEST RESULTS WITH

CONVENTIONAL ROADS
Table 5.2: COMPARISION OF PLASTIC ROADS TEST RESULTS WITH
CONVENTIONAL ROADS
s.no Properties Plastic roads Conventional roads
1 Marshalls More Less
stability
2 Softening point Less more
3 Penetration More Less
value
4 Tensile strength High less
5 flow Increases with No plastic content
plastic in these types of
roads

51
 6 Durability of Better good
roads
7 Air voids Less more

DISCUSSIONS:
The maximum stability was found to be 9,5 KN for the 8% of LDPE plastic
waste content respectively. The addition of waste plastic at 8% increased the stability
value which results in the improvement of toughness of the mix. Subsequently the
flow value of the mix has increased which results in the increase in the workability of
the mix. The excessive air void may result in the cracking due to insufficient bitumen
binders, whereas low air void may produce more plastic flow and result in bitumen
bleeding. The air voids for the 8% of the LDPE plastic waste content was found to be
within the specified limit of minimum 3% to maximum 6%. Also the other properties
like VMA and VFB were found to be well within the limits.

52
 CONCLUSIONS
6.1 CONLUSIONS

Addition of 8% of the plastic waste improved the stability value of the mix
which resulted in the increase in the toughness of the mix. • Due to addition of plastic
waste the flow value increases resulting the improvement in the workability.

. In addition to the improvement of the quality of the road, this technology has
helped to use the waste plastics obtained from domestic and industrial packing
materials. This process is eco-friendly and socially highly relevant and hence one of
the best methods for easy disposal of Waste.

This review intended to find the effective ways to reutilize the hard plastic
waste particles as bitumen modifier for flexible pavements. The use of recycled waste
plastic in pavement asphalt represents a valuable outlet for such materials. Plastics
will increase the melting point of the bitumen. The use of the innovative technology
not only strengthened the road construction but also increased the road life as well
road quality Addition of plastic waste resulted in decrease in the air voids which
reduces the bleeding of bitumen. The volumetric and Marshall properties of the mix
show the acceptable trends and could satisfy the specified limits. The use of waste
plastic in bituminous concrete is safe and sustainable for road construction.

53
 FUTURE SCOPE
FUTURE WORK

As the population increases, the solid waste also increases proportionally. The best
alternative is the usage of waste as construction material assuring a good disposal. As
this method is economic the practice would be on satisfactory extent aiding the future
generations for a good solid waste management. Efficient management of non-
biodegradable waste: Plastic is a harmful and non-biodegradable waste responsible
mainly for land pollution. Utilizing it for road construction will result in its efficient
management Easy process without any new machinery: It is a simple and easy
technique which does not involve any complex or new machinery. Enhanced
durability: The addition of plastic to bitumen will help in improving the strength and
durability of the pavement.

54
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