A Project report on

SUSTAINABLE DEVELOPMENT OF ROAD PAVEMENT BY USING

WASTE MATERIALS (RICE HUSK ASH)
Submitted to

SHIVAJI UNIVERSITY, KOLHAPUR

In partial fulfillment of the requirement for the award of degree

BACHELOR OF ENGINEERING IN
CIVIL ENGINEERING
Submitted By,

Mr. DAYANAND SHIVYOGI BADGER 2019086675

Mr. SHUBHAM KRISHNA SUTAR 2019087774

Mr. BABURAO PRAKASH NAIK 2019087776

Mr. VISHNU ASHOK KAMBLE 2019087782

Mr. SAMPAT SUBRAO AMBEWADKAR 2019087950

Under the guidance of

Prof. V.V. SHINDE

DEPARTMENT OF CIVIL ENGINEERING

SANT GAJANAN MAHARAJ COLLEGE OF ENGINEERING, MAHAGAON

Academic Year 2021-22

 SANT GAJANAN MAHARAJ COLLEGE OF ENGINEERING, MAHAGAON

DEPARTMENT OF CIVIL ENGINEERING

CERTIFICATE

Mr. DAYANAND SHIVYOGI BADGER 2019086675

Mr. SHUBHAM KRISHNA SUTAR 2019087774

Mr. BABURAO PRAKASH NAIK 2019087776

Mr. VISHNU ASHOK KAMBLE 2019087782

Mr. SAMPAT SUBRAO AMBEWADKAR 2019087950

This is to certify that of B.E. Civil has successfully carried out the project work on
“SUSTAINBLE DEVELOPMENT OF ROAD PAVEMENT BY USING WASTE
MATERIAL (RICE HUSK ASH)” under my guidance in a satisfactory manner for the
partial fulfillment of Bachelor of Engineering in Civil Engineering as per the rules and
regulations of Shivaji University, Kolhapur. This project work is a record of students
own work carried out by him/her under my supervision and guidance during the
academic year 2020-21

Prof. V.V. SHINDE Prof. A.A. DEWARDE

(Project Guide) (Project coordinator)

Prof. S. N. Sanadi Dr. S. H. Sawant

(HOD) (Principal)
 ACKNOWLEDGEMENT
I wish to express our deep, sincere gratitude to my guide Prof. V.V. SHINDE for her
excellent guidance, encouragement, support, and insightful comments throughout the period
of my project work. Whatever knowledge and experience I have gained during our study
here, I owe it to him.

I would like to extend my deep sense of gratitude to Prof. S. N. Sanadi, Head of the
Department, SGMCOE, Mahagaon for his support throughout the period of my bachelor’s
degree. He has been my pillar of strength during times of downfalls.

I would like to thank our Principal Dr. S. H. Sawant, Principal SGMCOE for
providing all necessary facilities to complete my project work.

My work could have not been completed without the support of our friends, teaching
as well as non-teaching staff of the Civil Engineering department.

I am thankful to Adv. Hon. Annasaheb D. Chavan, Trustee, SGM Group,

Mahagaon, Hon. Dr. Y. A. Chavan and Hon. Dr. S. A. Chavan, Chairman, SGM Group for
giving me the opportunity to carry out my project work.

Finally, I dedicate this work to my parents. I deepest thanks and appreciations are
reserved for all my family members and friends, whose blessings have been my inspiration to
complete this work.

NAME OF PROJECT GROUP STUDENT

1. Mr. DAYANAND SHIVYOGI BADGER 2019086675

2. Mr. SHUBHAM KRISHNA SUTAR 2019087774
3. Mr. BABURAO PRAKASH NAIK 2019087776
4. Mr. VISHNU ASHOK KAMBLE 2019087782
5. Mr. SAMPAT SUBRAO AMBEWADKAR 2019087950
 ABSTRACT
Now-a-days disposal of different wastes produced from different Industries is a great
problem. These materials seen environmental pollution in the nearby locality because many
of them are non-biodegradable.

Traditionally soil, stone aggregate, sand, bitumen, cement etc. are used for road
construction. Natural material being exhaustible in nature, its quantity is declining gradually.
Also, cost of extracting good quality of natural material is increasing.

The project work includes two phases- First is addition of waste material such as Rice
Husk Ash, Plastic, Rubber Tyre in Bitumen binder in various percentages such as
5%,10%,15%, 20% and second is testing of such waste added bitumen called as “Modified
Bitumen” and comparing it with Plain Bitumen.

Methodology involves Primary data Collection, Secondary data collection means

collection of waste materials, Experimental results, etc. Depending upon the results optimum
percentage of waste materials to be used at which strength is maximum is carried out. This
optimum percentage of waste material used in bitumen helps for design of economic
pavement by reducing the quantity the bitumen used.
CHAPTER PARTICULARS PAGE NO.

NO.

CHAPTER 1. INTRODUCTION

1.1 INTRODUCTION OF PROJECT 9

CHAPTER 2. LITERATURE REVIEW 12

CHAPTER 3. PROJECT PROBLEM

3.1 OBJECTIVES 16

3.2 PROBLEM STATEMENT 16

3.3 SIGNIFICANCE OF PROJECT 16

PROBLEM

CHAPTER 4. PROJECT PLANNING 17

CHAPTER 5. DATA ANALYSIS

5.1 LABORATORY TESTING OF 21

MATERIALS

CHAPTER 6. RESULTS AND DISCUSSION 57

CHAPTER 7. CONCLUSION AND FUTURE SCOPE 75

REFERENCES 76

APPENDIX 77

INDEX
 CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION OF PROJECT:
Bituminous mixes are most commonly used in India for road construction. The roads
are expected to perform better as they are experiencing increased volume of traffic, increased
loads and increased variations in daily or seasonal temperature over what has been
experienced in the past. Due to increased loads and high temperature differential which are
typical for Indian condition the conventional bitumen fails to give longer life for pavements.
Addition of modifiers into conventional bitumen results in the improvement of execution
qualities of bituminous mixes used in road construction. So, the utilization of waste material
is one of the methods to reduce the construction cost of road construction, such as waste tyres
crumb rubber, Waste plastic, rice husk ash, and is relied upon to improve the bitumen
properties. For a given aggregate gradation, the optimum binder content is assessed by
fulfilling various mix design parameters. An ideal bituminous mix is relied upon to bring
about a mix which is sufficiently strong, durable and resistive to fatigue and pavement
deformation and in the meantime environment friendly and economical. For a given
aggregate gradation, the optimum binder content is assessed by fulfilling various mix design
parameters. Modified Bitumen is a special category of bitumen which is prepared for
enhancing the properties by mixing with crumb rubber, Waste plastic, rice husk, to make the
material resistant to temperature variations, weathering and high traffic loads. The evolution
of road industry and the tremendous surge in number of vehicles on roads has been a
rationale that has promoted exploiting all viable available resources to build better roads of
prolonged service life. Incorporating unconventional construction material in the road
construction commenced in the 80’s where conventional raw materials such as bitumen,
crushed aggregates, and unbound aggregates mixtures began too scarce. The process of
producing aggregates materials has been causing extreme disruption to the environment and
to the economic owing to the severely depletion the natural resources. Furthermore, the
alarming rate of increased waste production is what underpins the efforts to investigate the
potential incorporation of various by-products in road construction. The most dominant
recycling materials that are in practice at present include plastic wastes, scrap tires, foundry
sand, bottom and fly ashes, oil sand, marble dust, recycled concrete aggregates, reclaimed
asphalt pavement, steel slag. Much research has been conducted in these directions. And still
there are ongoing researches and field studies continue the investigation for better utilization
of these recycled materials. Aside from benefits and promising research recommendations
and practical results obtained from using waste material as substitutions to natural raw
materials, several barriers have road blocked the employment of recycled material by virtue
of environmental concerns and the lack of real field experience with such materials. Certain
recycled material and waste by-products possess considerable salient properties over others
and great benefits would be acquired when characterized properly and incorporated with
some other construction materials. Recycling materials have been reported to be utilized in
different composition in different layers of road structure from the top surfacing layer to the
underneath layers. The processing cost, the engineering properties, the evidence that
demonstrate the viability of the material and its positive impact on the long-term performance
of the road construction works are what characterizes and favors the use of that specific
recycled waste material. It is of the essence to properly understand the behaviour of any
recycled by-products, and investigate the influence on the proposed inclusion with a 138-2
construction material in order to come with a suitable and viable utilization with regards to
type of material and the employed dosage.
The pivotal thrust of utilizing waste materials into road construction field is
diminishing the detrimental repercussions of processing natural materials on the environment,
to alleviate the burden on authorities in both developing and developed countries in providing
landfills and setting provisions for such wastes, and to reaffirm the commitment of the
industry towards better road services and riding quality. Besides, the scarcity of the natural
resources is also an intuitive rationale that underpins utilizations. Several experimental and
research studies have been dedicated to investigating potential incorporating of waste
materials in road construction field. Many pieces of research have proven a success in reusing
and recycling of some compositions of these waste materials in pavement structures and
others are still undergoing comprehensive research studies to further shed the light on what
can be gained from their recycling into pavement constructions. Due to some stringent
knowledge and shortage of funding for in-depth analysis of utilizing some waste materials in
the utmost beneficial way, the waste material is a core problematic issue to governmental
institutions and transportation legislation authorities in several parts of the world.
International cooperation is a key factor in protecting the environment through diminishing
the greenhouse gasses emission and preserving natural resource via exploiting viable recycled
materials into the construction field and giving focus on assessing approaches in employing
such materials. The Non- conventional material is defined as the material that does not
possess the required properties.as per the traditional specifications. With the unending
demand for aggregates material in road construction, the scarcity of accepted quality material
as well as the urge in preserving natural resources, there has become urgent necessity for
inclusion secondary material and waste by-products in road construction field. Several waste
recyclable materials have been incorporated in various projects all over the globe and
displayed the opportunity in not only budgetary saving but also in protecting the
environment. Road responses and long-term performance rely exhaustively on serious of
attributes of the incorporated material in the compositions of the structure, it is an
overarching issue to thoroughly comprehend the behaviour and pattern of these materials and
their transmutation effects when used on its own or assorted with other materials and used in
road pavement structure. It is believed that the responses to the increasingly huge demand on
providing substitutions for natural materials in road construction has been efficiently
responsive and reflected mounds of researches have been dedicated to executing feasibility
studies on using this surrogate material with the consideration of sustainability perspective
for both the environment and the economic.
 CHAPTER 2: LITERATURE REVIEW
Jit Banerjee, Junaid Ahmed Barbhuiya and Pabitra Rajbongshi (2016):
Now-a- days utilization of waste product in construction industry is going on rapidly. One
such types of agro-industrial waste product is Rice Husk Ash (RHA), produced abundantly
in rice mills from the burning of Rice Husk (RH). In this study RHA was utilized in Hot-Mix-
Asphalt (HMA) concrete in two different ways. Firstly, RHA was used in HMA as mineral
filler by partial replacement (1%, 2%, 3% and 4%) of Stone Dust which was used as
conventional filler. Secondly RHA was used to modify the normal bitumen (80/100) by three
different proportions (10%, 20% and 30%) and then these three types of modified bitumen
were used to prepare HMA. Now with these two types of mixes Marshall Tests and Fatigue
Tests were carried out. The mix in which RHA was used as filler (up to 3%) had shown the
similar Marshall stability values as compared to conventional mix but the optimum bitumen
content was increased by addition of more RHA into the mix. Also, the fatigue life shown by
this mix was similar up to the addition of 2 % RHA as filler in comparison with conventional
mix and then the fatigue life was reduced with addition of more RHA. The second type of
mix in which RHA-Modified bitumen was used had shown higher stability values than
conventional mix up to 20% RHA-modification. In this mix the optimum bitumen content
was also reduced with 10% and 20% modified bitumen and it was similar for 30% modified
bitumen. The fatigue life was considerably enhanced by the mixes with 10% and 20%
modified bitumen but it was less for 30% modified bitumen. So, RHA can be effectively
incorporated into asphalt mix as bitumen modifier and also as mineral filler up to certain
limits.

M. A. Shafii, C. Z. Cong1, A. A. Latif, N. M. Rais (2017):

In this study, an attempt has been done to investigate the feasibility of using rice husk to
modify the bitumen. Besides, this study also attempts to investigate the effect of blending
temperature and blending time on modified bitumen using rice husk Physical properties such
as ductility, softening point, penetration and penetration index (PI) of the modified bitumen
were considered to determine the best sewage sludge ash content. From the result, it can be
concluded that rice husk can be utilized to modify bitumen and improve the physical
properties (ductility and penetration) of modify bitumen. 5 percent of rice husk content was
the maximum useful amount that could be added to the prepared rice husk modified bitumen.
The results from the experiment show that, the addition of 5 percent rice husk could increase
the softening point value and reduce ductility and penetration value. These properties can
indicate that the hot mix asphalt using sewage sludge ash -modified bitumen could have more
strength and durability than using non-modified bitumen. The results also show that the
blending temperature and blending time does not have any significant effect on the
rheological properties of modified bitumen. However, it is suggested that the blending
temperature and blending time to be used to prepare rice husk ash modified bitumen were
160 ºC and 30 minutes respectively.

Zhenqiang Han, AiminShaheng Tong, Zhuangzhuang Liu, Jie Gao, Xiaolong Zou,
Dongdong Yuan:

By-products and waste materials have become the main cause of environment contamination.
In this study, Rice Husk Ash (RHA) was used as modifier to improve the high temperature
property of asphalt binder. Bio-oil (BO) was selected as viscosity reducer to enhance the low-
temperature and anti-fatigue properties of RHA Modified Asphalt (RHA-MA). Physical and
rheological indexes were measured to determine the optimal RHA and BO content. The
Scanning Electron Micrographs (SEM) and Energy Dispersive Spectrometer (EDS) analysis
were adopted to reveal the modification mechanism of RHA and BO. Results show that
RHA-MA possessed desirable high-temperature but unsatisfactory low- temperature
performance compared with base asphalt and Limestone Filler Mixed Asphalt (LA).
However, asphalt binder with 1% RHA and 20% BO (RB-MA) obtained ductility (15 °C)
nearly 50% higher and loss modulus approximately 20% lower than those of RHA-MA.
Meanwhile, the softening point is 4.2 °C more and G∗/Sin at all temperatures is higher than
those of BO Modified Asphalt (BA). Furthermore, SEM observation illustrates that BO is
able to reduce RHA agglomeration and increase the uniformity of RHA-MA mix system,
contributing greatly to the excellent comprehensive performance of RB-MA. Consequently,
the joint modification of base asphalt with RHA and BO could obtain desirable high
temperature, low temperature and anti-fatigue performance. Therefore, it is likely that the
development of RB-MA could be helpful to make conventional asphalt qualified for complex
service ambient, as well as improve the recycling rate of agricultural waste to reduce
environmental pollution and reduce the life cycle cost of asphalt pavement.

· Raissa Romastarika, Ramadhansyah Putra Jaya, Haryati Yaacob1, Fadzli Mohamed

Nazri, Agussabti, Ichwana, Dewi Sri Jayanti (2017) publishes the paper on use and effect
of Black Rice Husk Ash on the physical and rheological properties of bitumen. In this study,
black rice husk ash waste was ground using a grinding ball mill for 120 min to form fine
powder. Black rice husk ash was then sieved to less than 75 μm. At the laboratory, black rice
husk ash was mixed with bitumen to replace 2%, 4%, and 6% of the total weight. The
penetration, softening point, dynamic shear rheometer (DSR) and rolling thin film oven
(RTFO) were investigated in this study. Results showed that bitumen became harder, whereas
the rate of penetration decreased when the replacement amount of black rice husk ash
increased. Softening point test of bitumen also revealed an increase. The short-term aging
test revealed that modification of bitumen could relieve the effect of aging. Black rice husk
ash waste added into bitumen improved the performance of bitumen. Therefore, the usage of
black rice husk ash could help improve the performance of road pavement and reduce the
rutting effect.
 CHAPTER 3: PROJECT PROBLEM

3.1 OBJECTIVES:
• To determine relevant index and engineering properties of identified waste materials.

• To identify optimum percentage of waste materials to be used at which strength is

maximum.

• To improve strength and durability of pavement using waste materials.

• To compare the cost and properties of different waste materials mixed with bitumen for
better pavement.

• To provide optimum mix of used waste materials, for better results.

Sustainable Development of Road Pavement by Using Waste Materials (Rice Husk Ash)

3.3 SIGNIFICANCE OF PROJECT PROBLEM:

·Try different percentages of waste materials other than in this study which will enhance
properties and strength.

·Use of different materials replacement as a filler material like eg. Lime.

 CHAPTER 5: METHODLOGY
5.1 MATERIALS USE

A. Rice Husk Ash

B. Bitumen

C. Stone aggregate

A. Rice Husk Ash:

Rice husk is one of the main agricultural residues obtained from the outer covering of rice
grains during the milling process. It constitutes 20% of the 500 million tons of paddy
produced in the world. It’s an agriculture waste so pollution level of this waste is quietly very
low in compare to other wastes. Every year approximately 100 million tons of paddy are
produced in India. This gives around 24 million tons of rice husk and 4.4 million ton of Rise
Husk Ash (RHA). So, every 1000 kgs of paddy milled, about 220 kgs (22%) of rice husk is
produced, and when this husk is burnt in the boilers, about 55 kgs (25%) of RHA is
generated. This RHA generally contains around 80-90 % silica. RHA is a highly pozzolanic
material, contains silica and surface specific area. That’s why many of the field in civil
engineering it’s being used in soil engineering and in highway construction in flexible
pavements as mineral filler. Rice husk is an important by product from the milling process of
paddy rice, with a huge amount being produced worldwide each year. Silica exits abundantly
in rice husk in an amorphous form. Hence, rice husk is a natural and renewable biomass
source for extraction of silica and subsequently for manufacturing value-added, silicon-based
materials. Currently, most rice husk is combusted directly to produce power or electricity
resulting in the production of a large quantity of rice husk ash. Only a small amount of rice
husk is used for extraction of silica in an industrial scale.

PROPRERTIES OF RICE HUSK

5.2 LABORATORY TESTING ON MATERIAL:

A. TESTS ON AGGREGATE:
1. Aggregate impact test

2. Aggregate crushing value test

3. Aggregate abrasion value test

4. Elongation Index

B. TESTS ON BITUMEN:
1. Penetration test

2. Softening point

3. Flash and Fire point

A] TESTS ON AGGREGATE

1. AGGREGATE IMPACT TEST

AIM:

To determine the aggregate impact value of given aggregates.

APPARATUS REQUIRED:

Impact testing machine

cylinder, tamping rod IS Sieve

Weighing balance
THEORY:
The aggregate impact value gives a relative measure of the resistance of an aggregate

to sudden shock or impact, which in some aggregates differs from its resistance to a slow
compressive load.

PROCEDURE:
1. The test sample consists of aggregates passing 12.5mm sieve and retained on 10mmsieve
and dried in an oven for 4 hours at a temperature of 100oC to 110oC

2. The aggregates are filled up to about 1/3 full in the cylindrical measure and tamped 25
times with rounded end of the tamping rod

3. The rest of the cylindrical measure is filled by two layers and each layer being tamped 25
times.

4. The overflow of aggregates in cylindrically measure is cut off by tamping rod using it has a
straight edge.

5. Then the entire aggregate sample in a measuring cylinder is weighed nearing to 0.01gm

6. The aggregates from the cylindrical measure are carefully transferred into the cup

7. Which is firmly fixed in position on the base plate of machine. Then it is tamped 25 times

8. The hammer is raised until its lower face is 38cm above the upper surface of

aggregate in the cup and allowed to fall freely on the aggregates. The test sample is subjected
to a total of 15 such blows each being delivered at an interval of not less than one second.
The crushed aggregate is than removed from the cup and the whole of it is sieved on
2.366mm sieve until no significant amount passes. The fraction passing the sieve is weighed
accurate to 0.1gm. Repeat the above steps with another fresh sample.

9. Let the original weight of the oven dry sample be W1gm and the weight of fraction
passing 2.36mm IS sieve be W2gm. Then aggregate impact value is expressed as the % of
fines formed in terms of the total weight of the sample

OBSERVATION AND CALCULATION:

Aggregate impact = (W2/W1) X 100%

W1 (gms) = Total weight of the aggregate filling the cylindrical metal measures. W2 (gms) =
Weight of aggregate passing through 2.36 mm sieve.
2. AGGREGATE CRUSHING VALUE TEST

AIM:

To determine the crushing value of the road aggregates

APPARATUS:

1.The apparatus of the aggregate crushing value test as per IS: 2386 (Part IV) – 1963consists
of:

2.A 15cm diameter open ended steel cylinder with plunger and base plate, of the general
form.

3.A straight metal stamping rod of circular cross-section 16mm diameter and 45 to 60 cm
long, rounded at one end.

4.A balance of capacity 3k IS Sieves.

5.A compression testing machine capable of applying load up to 40tonnes.

6. Cylindrical measure having internal dia. of 11.5cm & height 18 cm for measuring the
sample.

REFERENCE CODE:

IS: 2386 (Part IV) – 1963 method of test for aggregates for concrete

IS: 383:1970 specification for coarse and fine aggregate from natural source for concrete

IS: 9376:1979 Specification for apparatus for measuring aggregate crushing

value.
 Fig. 5.2Aggregate Crushing Value Apparatus
THEORY:
The aggregate crushing value gives a relative measure of the resistance of an
aggregate to crushing under a gradually applied compressive load. Crushing value is a measure
of the strength of the aggregate. The aggregates should therefore have minimum crushing
value.
PROCEDURE:
The test sample:
It consists of aggregates sized 12.5 mm - 10.0 mm(minimum3kg).
The aggregates should be dried by heating at 1000-1100 C for a period of 4 hours and
cooled.
1. Sieve the material through 12.5 mm and 10.0 mm IS sieve. The aggregates passing
through 12.5 mm sieve and retained on 10.0 mm sieve comprises the test material.
2. The cylinder of the test shall be put in position on the base-plate and the test
sample added in thirds, each third being subjected to 25 strokes with the tamping rod.
3. The surface of the aggregate shall be carefully levelled. The plunger is inserted so that it
rests horizontally on this surface, care being taken to ensure that the plunger does not jam
in the cylinder.
4. The apparatus, with the test sample and plunger in position, shall then be placed between
the plates of the testing machine.
5. The load is applied at a uniform rate as possible so that the total load is reached in 10
minutes. The total load shall be 40 tones.
6. The load shall be released and the whole of the material is removed from the cylinder and
sieved on 2.36mm IS Sieve.
7. The fraction passing the sieve shall be weighed and recorded.
OBSERVATION AND CALCULATION

Trail 1 Trail 2

Total weight of dry sample

taken= W1 gms

Weight of aggregate passing

through 2.36 mm sieve

W2gms

Aggregate crushing =

(W2/W1)*100 (%)

Table 5.1 Observation Table of ACV Test

3. AGGREGATE ABRASION VALUE TEST
AIM:

To determining the abrasion value of coarse aggregate by the use of Los Angeles machine.

APPARATUS:

Los Angeles Machine: It consists of a hollow steel cylinder, closed at both the

ends with an internal diameter of 700 mm and length 500 mm and capable of rotating about
its horizontal axis.

Cast iron or steel balls, approximately 48 mm in diameter and each weighing between 390 to
445 g; 6 to 12 balls are required.

IS sieve. Balance.
The abrasion value of the aggregates is determined in order to determine their Resistance
against wearing. In this the aggregate sample is mixed with abrasive charge consisting
standard balls & rotated in closed inclined cylinders for specific number of revolutions.

PROCEDURE:

1. The test sample shall consist of clean aggregate which has been dried in an oven at 105 to
110°C to substantially constant weight and shall conform to one of the

grading shown in Table 3.22. The grading or grading used shall be those most nearly
representing the aggregate furnished for the work.

2. The test sample and the abrasive charge shall be placed in the Los Angeles abrasion testing
machine and the machine rotated at a speed of 20 to 33 rev/min.

For grading A, B, C and D, the machine shall be rotated for 500 revolutions; for grading E, F
and G, it shall be rotated for 1 000 revolutions.

3. The machine shall be so driven and so counter-balanced as to maintain a substantially

uniform peripheral speed. If an angle is used as the shelf, the

machine shall be rotated in such a direction that the charge is caught on the outside surface of
the angle.

4. At the completion of the test, the material shall be discharged from the machine and a
preliminary separation of the sample made on a sieve coarser than the l.70

mm IS Sieve.

5. The material coarser than the 1.70 mm IS Sieve shall be washed dried in an oven

at 105 to 110°C to a substantially constant weight, and accurately weighed to the nearest
gram.
TABULAR COLUMN:

Specified Abrasive Charge

Table 5.2 Tabular Column of Specified Abrasive Charge

Gradings of Test Samples

Table 5.3 Tabular Column of Gradings of Test Samples

OBSERVATIONS:

Trail 1 Trail 2

Total weight of dry sample

taken= W1 gms

Weight of aggregate passing

through 2.36 mm sieve

W2gms

Aggregate crushing =

(W2/W1)*100 (%)

Table 5.4 Observation Table of AAV Test

5. SHAPE TEST OF COARSE AGGREGATE

AIM:

Determine the Flakiness and elongation index of coarse aggregates.

THEORY:

The particle shape of the aggregate mass is determined by the percentage of flaky and
elongated particles in it. Aggregates which are flaky or elongated are detrimental to higher
workability and stability of mixes.

Shape of crushed aggregates determined by the percentage of flaky and elongated particles.
Shape of gravel determined by its angularity number.

Flaky and elongated aggregate particles tend to break under heavy traffic loads.

Rounded aggregates preferred in cement concrete pavements as more workability at less

water cement ratio.

Angular shape preferred for granular courses/flexible pavement layers due to better
interlocking and hence more stability.

Flakiness Index is the percentage by weight of particles in it, whose least dimension
(Thickness) is less than three-fifths of its mean dimension. The test is not applicable to
particles Smaller than 6.3 mm in size.

Elongation Index is the percentage by weight of particles in it, which’s largest dimension

(Length) is greater than one and four-fifths times its mean dimension. The test is not
applicable to particles smaller than 6.3 mm in size.

APPARATUS:

1. A standard thickness gauge

2. A standard length gauge

3. Tray, a balance of capacity 5 kg, readable and accurate up to 1 gm. 4. IS sieves of sizes
63, 50, 40, 31.5, 25, 20, 16, 12.5, 10 and 6.3 mm.
Fig.5.5 Standard Thickness Gauge

PROCEDURE FOR USING GAUGE FOR FLAKINESS INDEX:

1. The sample is sieved through IS sieve sizes 63, 50, 40, 31.5, 25, 20, 16, 12.5, 10 and

6.3 mm.

2. Minimum 200 pieces of each fraction to be tested are taken and weighed (W1 gm).

3. Separate the flaky material by using the standard thickness gauge.

4. Weigh the flaky material passing the respective gauge to an accuracy of at least 0.1
percent of the test sample.

FLAKINESS INDEX:

The amount of flaky material is weighed to an accuracy of 0.1 percent of the test sample If
W1, W2… We are the total weights of each size of aggregates taken; If X1, X2, X3…….Xi
are the weights of material passing the different thickness gauges then:
 Passing Retained Wt. Of the Thickness Weight of

through on I.S. fraction gauge size, aggregate in

I.S. Sieve, Sieve, consisting of at (0.6 times the each

(mm) (mm) least 200 mean sieve) fraction

passing

pieces (gm.) (mm) thickness

gauge
(gems)

25 20 W1 13.5 X1

20 16 W2 10.8 X2

16 12.5 W3 8.55 X3

12.5 10 W4 6.75 X4

10 6.3 W5 4.89 X5

W total= X total=

Table 5.5Record of Observations (Flakiness Index)

1 2 1 2
Flakiness Index = (X +X +….) / (W + W +…..) X 100
1. PENETRATION TEST
AIM:
To determine the consistency of bituminous material APPARATUS:
Container A flat bottomed cylindrical metallic dish 55 mm in diameter and 35 mm in depth
is required. If the penetration is of the order of 225 or more deeper dish of 70 mm diameter
and 45 mm depth is required.
Needle: A straight, highly polished, cylindrical hard steel rod, as per standard dimensions
Water bath-A water bath maintained at 25±0.10Ccontaining about 10Liters of water. The
sample being immersed to a depth not less of than 100mm from the top & supported on a
performed shell not less than from the bottom of the bath.
Transfer dish or tray: It should provide support to the container and should not rock the
container. It should be of such capacity as to completely immerse the container during the
test.
Penetration apparatus: It should be such that it will allow the needle to penetrate without
much friction and is accurately calibrated to give results in one tenth of a millimetre
Thermometer: Range 0- 440 C and readable up to 0.20C
Time measuring device: With an accuracy ± 0.1 sec

Fig.5.7 Penetrometer
THEORY:
Penetration value is a measurement of hardness or consistency of bituminous material. It is
the vertical distance traversed or penetrated by the point of a standard needle in to the
bituminous material under specific conditions of load, time, and temperature. This distance is
measured in one tenth of a millimetre. This 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 and the fact that they contain
relatively large amount of free carbon.

PROCEDURE:
1. Preparation of test specimen- Soften the material to a pouring consistency at a temperature
not more than 600C for tars and 900C for bitumen’s above the approximate softening point
and stir it thoroughly until it is homogeneous and is free from air bubbles and water. Pour the
melt into the container to a depth at least 10mm in excess of the excepted penetration. Protect
the sample from dust and allow it to cool in an atmosphere at a temp. Between 150C to 300C
for an hour. Then place it along with the transfer dish in the water bath at 250C ±0.10C & aloe
it remains for one to one and half hour. The test is carried out at 250C ±0.10C unless
otherwise stated.
2. Fill the transfer dish water from the water bath to depth sufficient to cover the container
completely. Place the sample in it and put it upon the sand of the penetration apparatus
3. Clean the needle with benzene, dry it load with the weight, the total moving load required
is 100±0.25gms. Including the weight of the needle, carrier, and superimposed weights.
4. Adjust the needle with to make contact with surface if the sample. This may be done by
placing the needle point in contact with its image reflected by the surface of the bituminous
material.
5. Make the pointer of the dial to read zero or note the initial dial reading.
6. Release the needle for exactly 5 sec.
7. Adjust the penetration machine to measure the distance penetrated.
8. Make at least 3 readings at points on the surface of the sample not less than 10mm apart
and not less than 10mm from the side of the dish, after each test return the sample and
transfer dish to the water bath & wash the needle. Clean with benzene& dry it in case of
material of penetration greater than 225,3 determinations on each ofthe 2 identical test
specimens using a separate needle for each determine should be made, leaving the needle in
the sample on completion of each determinations to avoid disturbance of the specimen.
RESULT:
STANDARDS
The Indian Standards Institution has classified paving bitumen available in this country into
the following six categories depending on the penetration values. Grades
designated ‘A’ (such as A 35) are from Assam Petroleum and those designated ‘S’ (such as S
35) are from other sources.

Bitumen A25 A 35 & A 45 & A 65 & A 90 & A 200 &

Grade S 35 S 45 S 65 S 90 S 200

Penetration 20 to 30 30 to 40 40 to 50 60 to 70 80 to 100 175 to 225

Value
3. SOFTENING POINT TEST

AIM:
To determine the softening point of given bituminous material
APPARATUS:
Ring and Ball apparatus, Water bath with stirrer, Thermometer, Glycerine. Steel balls each
of 9.5mm and weight of 2.5±0.08gm.

Fig. 5.9 Ring and Ball Apparatus

THEORY:
The softening point of bitumen or tar is the temperature at which the substance attains a
particular degree of softening. As per IS:334-1982, it is the temperature (in o C) at which a
standard ball passes through a sample of bitumen in a mould and falls through a height of 2.5
cm, when heated under water or glycerine at specified conditions of test. The binder should
have sufficient fluidity before its applications in road uses. The determination of softening
point helps to know the temperature up to which a bituminous binder should be heated for
various road use applications. Softening point is determined by ring and ball apparatus

PROCEDURE:
1. Preparation of test sample: Heat the material to a temperature between 750c to
1000c above its softening point. Stir until it is completely fluid & free from air bubbles and
water if necessary, filter it throws IS sieve 30. Place the rings, previously heated to a
temperature approximating to that of the molten material, on a metal plate which has been
smeared with a mixture in air, level the material in the ring by removing the excess with a
warmed sharp knife.
2. Assemble the apparatus with rings, thermometer& ball guides in position.
3. Fill the bath distilled water to a height of 50mm above the upper surface of the rings.
4. Apply each to the bath & stir the liquid so the temperature rises at a uniform rate of a. 5+0.
50c/minute.
5.As the temperature increases the bituminous material softness & the balls sinks through the
ring, carrying a portion of the material with it.
6. Note down the temperature when any of the steel with bituminous coating touches the
bottom plate.
7. Record the temperature when the second ball also touches the bottom plate.
8. The average of the two readings to the nearest 0.50c is reported as the softening point.
Note: Use Glycerin in place of water if the softening point is expected to be above 800c &
the starting temperature of the test is 350c.
PRECAUTIONS:
1. Distilled water should be used as the heating medium.
2. During the conduct of test the apparatus should not be subjected to vibrations.
3. The bulb of the thermometer should be at about the same level as the rings
STANDARD RESULTS:
Softening point indicates the temperature at which binders possess the viscosity.
Bituminous materials do not have a definite melting point; rather the change of state form
solid to liquid is gradually & over a wide range of temperature. Softening point as particular
significance for materials that are to be used as joint & crack fillers. Higher softening point
ensures that they will not flow during service. In general, the higher the softening point the
lesser the susceptibility. Bitumen with higher softening point may be prepared in warmer
places. The result obtained shall not differ from the mean by more than the following.
 Softening point(0c) Repeatability (0c) Reproducibility(0c)

40-60 1.0 5.5

61-80 1.5 5.5

81-100 2.0 5.5

101-120 2.5 5.5

121-140 3.0 5.5

Table 5.9 Standard Results of Softening Point Test

RESULT:

The ranges of softening point specified by the Indian Standards Institution for various grades
of bitumen are given below.

Bitumen Grades Softening

point, °C

A25&A35 55 to 70

S35 50 to 65

A45, S45&A65 45 to 60

S65 40 to 55

A90&590 35 to 50

A 200 & S 200 30 to 45

Table.5.10Ranges of Softening Point for Various Grades

A denotes bitumen from Assam Petroleum, and ‘S’ denotes bitumen from
sources other than from Assam Petroleum. Also see Table under ‘Application
of penetration test.
4. FLASH AND FIRE POINT TEST

AIM:

To determine the flash and fire point for the given bituminous sample.

APPARATUS:

Open Cup Tester is same as standard Pensky-Marten tester with the

modification that cover of the cup is replaced by a clip which encircles the
upper rim of the cup and carries a test flame

Thermometer

A stove / heating device with provision to adjust the rate of heating.

Fig.5.10 Pensky-Martens Apparatus

THEORY:
The flash point of a material is the lowest temperature at which the application of test flame

causes the vapors from the material momentarily catches fire in the form of a flash under
specified conditions of test.

The fire point is the lowest temperature at which the application of test flame causes the
material to ignite and burn at least for 5s under specified conditions of test.
PROCEDURE:
1. All the parts of the open cup tester and the accessories are cleaned and dried.

2. The cup is filled with the sample of bituminous binder up to the level of the filling mark.

3. The clip supporting the thermometer and test flame is placed in position on the cup.

4. The thermometer is inserted and the open cup tester is set on the stove.

5. The test flame is lighted and adjusted to size 4 mm bead and it is fixed in the vertical axis
of the cup, level with the upper edge of the cup.

6. The bitumen sample in the tester is heated and the rate of heating is adjusted such that the
temperature of the test specimen increases at the rate of 5°C to 6°C per minute.

7. A burning match stick is placed at the binder surface from time to time and the appearance
of flash, if any, is observed.

8. When the flash occurs the first time, the temperature at that instance is recorded as the
flash point.

REPORTING OF RESULTS:
The temperature of the binder when flash first appears at any point on the surface of the
material is noted and recorded as the flash point under open cup flash point test. The

heating is continued at the same rate until the binder itself gets ignited and continues to burn
for five seconds. When it occurs, the temperature of the material is noted and is recorded as

the fire point.

 CHAPTER 6: RESULTS AND DISCUSSION

TESTS ON AGGREGATES

AGGREGATE IMPACT TEST:

Aggregate Impact value – 10.606 %

Discussion-

·As per IS 2386-4 (1963), Recommended Aggregate Impact Test Values are as follows:

Aggregate Impact Value Classification

<20% Exceptionally strong

10-20% Strong

20-30% Satisfactory for road surfacing

>35% Weak for road surfacing

Table.6.1 Recommended AIV Test Values

·Aggregate impact value is 10.606 %

· It is between 10%and 20% hence aggregate is strong for road construction

2. AGGREGATE CRUSHING VALUE TEST:

Aggregate Crushing value – 30.343 %

Discussion-

·As per IS 2386-4 (1963), Recommended Aggregate Crushing Test values are as follows:

Table.6.2Recommended ACV Test Values

Types of road pavement Aggregate crushing value limit

(Flexible Pavement)

Soiling 50

Water bound macadam 40

Bituminous macadam 40

Bituminous surface dressing 30

or thin premix carpet

Dense mix carpet 30

·Aggregate Crushing value is 30.343 %

· It is less than 40% hence aggregate can be used for Soiling, Water bound macadam,
Bituminous macadam.
Fig.6.1Aggregate Crushing Value Test
3. AGGREGATE ABRASION VALUE TEST:
Aggregate Abrasion value – 35 %
Discussion-
·As per IS 2386-4 (1963), Recommended Aggregate Abrasion Test Values are as follows:

Types of Pavement Max. permissible abrasion

value in %

Water bound macadam sub base course 60

WBM base course with bituminous 50

surfacing

Bituminous bound macadam 50

WBM surfacing course 40

Bituminous penetration macadam 40

Bituminous surface dressing cement 35

concrete surface course

Bituminous concrete surface course 30

. SHAPE TEST OF AGGREGATE:
Flakiness Index = 23.96%
Elongation Index =24.25%
Discussion:
· As per IS 2386 (1963) Part I the maximum limit of flakiness Index for Bituminous
Roads is 25%.
· As per IS 2386 (1963) Part I the maximum limit of flakiness Index for Bituminous
Roads is 25%.
· The obtained values are in limits.
A. TESTS ON BITUMEN:
1. PENETRATION TEST

% of Rice Husk Ash added 5% 10% 15% 20%

Average value of penetration (mm) 59 57 54.7 58

Discussion-.
· Penetration value for RISE HUSK ASH added bitumen is in between 60-70 mm
hence the grade of bitumen is VG 30.
3. SOFTENING POINT TEST:

% of Rice Husk Ash added 5% 10% 15% 20%

Softening Point °C 48 50.6 46 51.5

Discussion
· Softening point of RISE HUSK ASH added bitumen is in between 40-55°C hence the
grade of bitumen is VG 30.
FLASH AND FIRE POINT TEST

% of Rice Husk Ash added 5% 10% 15% 20%

Flash Point °C 175 175 175 175

Fire Point °C 180 180 180 180

Discussion-
As per IS: 1209-1978 the permissible limit of flash point is 175o C and Fire point is +5oC of
flash point.
For SSA and RHA the flash point of given sample is 175oC.
For SSA and RHA the fire point of given sample is 180oC

Fig.6.7Flash and Fire Point Test

COST COMPARISON:
1. Consider 1km Road village road of 3.7m Right of way.
2. Density of bitumen required for the bituminous carpet(BC) is 120kg/sq.m
1) Quantity of bitumen required for plain unmodified bitumen for bituminous carpet

=4440kg
2) Quantity of bitumen required for modified bitumen using Sewage sludge Ash or Rice
Husk Ash

=3996kg

Sr. No Details Quantity Rate Per Amount Total

1 Unmodified bitumen 4440 26.63 kg Rs.118237/- Rs.118237/-

2 Modified bitumen 3996 26.63 kg Rs.106413/-

A) Bitumen

3 Total Cost of Rs.110483/- Rs.110483/-

Modified bitumen
(A+B)

Modified bitumen saves an amount of Rs.7754/-than unmodified bitumen for 1km Road
CHAPTER 7 – CONCLUSION AND FUTURE SCOPE
A. CONCLUSION:
From this study we concluded that,
1) The physical properties of polymer modified bitumen has been improved than unmodified
bitumen (like Penetration value, Ductility decreases and Softening Point increases in
modified bitumen).
2) Optimum percentage mix or optimum binder content should be 5.5% for sample bitumen.
3) Marshall Stability Mix Design results shows that, polymer modified bitumen take more
load than unmodified bitumen having some optimum binder content. So, modified bitumen
improve load carrying capacity of bituminous mix,
4) By using waste materials in bitumen it saves the cost of bitumen by 10% and reduces the
waste material load on environment.Waste materials SSA and RHA should be used in
bitumen with replacement of 10% because it gives more strength and stability to bituminous
mix.

B. FUTURE SCOPE:
In present days waste materials are more often to use in road construction. NHAI makes
compulsory in national highways for use of plastic in bituminous roads. So, use of waste
materials are in bituminous roads and concrete pavements is the need of sustainable road
pavement in future.
· Future scope for the study is as following;
· Try different percentages of waste materials other than in this study which will enhance
properties and strength.
· Use of different materials replacement as a filler materials like eg. Lime.
· Finding out new materials other than SSA, RHA which will enhance properties and
strength of bitumen.
· Combination of SSA and RHA in various percentages and finding out optimum percentage
of mix.
REFERENCES:
MORTH 5th Revision 2013.
1) Highway Engineering Text book by S. K. Khanna, C. E. Justo.
2) IS:2386 Part I, III, IV for Testing of Aggregate.
3) IS:6241 for Stripping Value of Aggregate.
4) MS-2 Asphalt Mix Design Methods 7th Edition, 2014.
5) Jit Banerjee, Junaid Ahmed Barbhuiya and Pabitra Rajbongshi , 2016. “The
Effective Ways of Utilization of Rice-Husk-Ash in Hot Mix Asphalt”, Journal of Basic and
Applied Engineering Research , Volume 3, Issue 4; April-June, 2016.
6) Imran M. Khan, Shahid Kabir, Majed A. Alhussain, Feras F. Almansoor , 2016. “Asphalt
Design using Recycled Plastic and Crumb-rubber Waste for Sustainable Pavement
Construction”, Published by Elsevier Ltd. This is an open access article under the CC BY-
NC-ND license.
7) Raissa Romastarika, Ramadhansyah Putra jaya ,2017.” The Effect of Black Rice Husk
Ash on the Rheological Properties of Bitumen”, Faculty of Civil Engineering, Universiti
Teknologi Malaysia, Malaysia.
8) M. A. Shafii ,C. Z. Cong , A. A. Latif , N. M. Rais , 2017. “Polymer Modified Bitumen
Using Sewage Sludge Ash (SSA)”, IJISET-International Journal of Innovative Science,
Engineering & Technology, Vol. 4 Issue 6, June 2017.
9) Ramadhansyah Putra Jaya , Haryati Yaacob , Fadzli Mohamed Nazri , Ichwana Ichwana ,
2017. “Effect of black rice husk ash on the physical and rheological properties of bitumen” ,
International Conference on Applied Physics and Engineering (ICAPE2016) AIP Conf. Proc.
1875, 030012-1–030012-8; doi: 10.1063/1.4998383.