“ANALYSIS OF FLEXIBLE

PAVEMENT
USING WASTE MATERIAL
(PLASTIC WASTE)”

1
 ABSTRACT

In the current era of economic development with such a hefty population, it is required to have a
dense network of road for the smooth transportation of goods & passengers. India, despite having
one of the largest railway network moves mostly on roads. Be it passenger or freight all move on
roads. Nearly 65% of freight and 85% of passenger traffic use roads for their movement. Today
India has 3.34 million km of road network out of which 65579 km is the network of national
highways.

Sr.No. Category of road Length in Km

1. Total road network 3.34 million

2. National Highways 65,569

3. State Highways 1,30,000

4. Major Dist. Road, Ruralroad & Urban road 3.14 million

 India having 3.34 million kilometers of road network is the second largest in the world.

2
  As per present estimate, road network carry nearly 65% of freight and 85% of passenger
traffic.
 Traffic on roads is growing at a rate of 7 to 10% per annum while the vehicle population
growth is of the order of 12% per annum.
 Since the road network is used so extensively in our country, therefore we need road
network which is:
 Long Lasting,
 Durable,
 Strong,
 Reliable,
 Niggle Free,
 Environment Friendly &
 Cost Effective

Roads either have Flexible pavement or have Rigid pavement. To construct & maintain such a
dense network of roads we need heavy amount of raw materials. The conventional roads have
some environmental concerns.

3
 CONTENTS

Sr.No. Particulars Page No.

1 Introduction 2-10
2 What are plastic roads? 11-12
3 Need of study 13-15
4 Concept of plastic roads 16-17
5 Material used 18-34
6 Types of Pavements 35-37
7 Initial Survey and Maps 38-43
8 Guidelines for choice of pavement type 44-54
9 Construction process 55-60
10 Field trials 61-70
11 Cost estimation and economy incorporated 71-75
12 Comparison between ordinary bituminous 76-78
13 Advantages of waste plastic bituminous mix 79-81
14 Disadvantages of plastic roads 82
15 Results and Observations 83-88
16 Waste plastic roads constructed 89-90
17 Conclusion 91-93
18 References 94-96

4
 INTRODUCTION

Now-a-days disposal of different wastes produced from different Industries is a great problem.
These materials pose environmental pollution in the nearby locality because many of them are
non-biodegradable. Traditionally soil, stone aggregates, sand, bitumen, cement etc. are used for
road construction. Natural materials being exhaustible in nature, its quantity is declining
gradually. Also, cost of extracting good quality of natural material is increasing. Concerned
about this, the scientists are looking for alternative materials for highway construction, and
industrial wastes product is one such category. If these materials can be suitably utilized in
highway construction, the pollution and disposal problems may be partly reduced. In the absence
of other outlets, these solid wastes have occupied several acres of land around plants throughout
the country. Keeping in mind the need for bulk use of these solid wastes in India, it was thought
expedient to test these materials and to develop specifications to enhance the use of these
industrial wastes in road making, in which higher economic returns may be possible. The
possible use of these materials should be developed for construction of low volumeroads in
different parts of our country. The necessary specifications should be formulated and attempts
are to be made to maximize the use of solid wastes in different layers of the road pavement. Post
construction pavement performance studies are to be done for these waste materials for
construction oflow volume roads with two-fold benefits: (a) it will help clear valuable land of
huge dumps of wastes; (b) it will also help to preserve the natural reserves of aggregates, thus
protecting the environment. Plastics are user friendly but not eco-friendly as they are non-
biodegradable generally, it is disposed by way of land filling or incineration of materials which
are hazardous. Plastic is versatile material and a friend to common man becomes a problem to
the environment after its use. The better binding property of plastics in its molten state has
helped in finding out a method of safe disposal of waste plastics. Road surface with neat bitumen
can cause bleeding in hot climate, may develop cracks in cold climate, possess fewer loads
bearing capacity and can cause serious damages because of higher axle load in present conditions
due to rapid infrastructure development. Useful life of bituminous overlays has reportedly
declined 7-8 from average life of 5-6 years in the past to about 3-4 years at present as compared
to average pavement life (5-6 years) in abroad. India has to raise transportation system to a

5
higher level both in terms of length and quality. This study presents the use of waste in hot
bituminous mixes to enhance pavement performance, protect environment and provide low cost
roads. Polymer and plastic modified bitumen, often abbreviated as modified bitumen is obtained
with the incorporation of selected thermoplastics and shredded plastic from discarded waste,
natural plastic or any other suitable elastomers in bitumen.

The threat of disposal of plastic will not solve until the practical steps are not initiated at the
ground level. It is possible to improve the performance of bituminous
Mixed used in the surface course of roads.

Studies reported in the use of recycled plastic, mainly polyethylene, in the manufacture of blend
indicated reduced permanent deformation in the form of rutting and reduced cracking and
crazing of the pavement surface. 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. Plastic is a very versatile material. Due to the industrial
revolution, and its large scale production plastic seemed to be a cheaper and effective raw
material.

6
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 a non-biodegradable material and
researchers found that the material can remain on earth for 4500 years without degradation.

Several studies have proven the health hazard caused by improper disposal of plastic waste. The
health hazard includes reproductive problems in human and animal, genital abnormalities etc.
Looking forward the scenario of present life style a
complete ban on the use of plastic can’t be put. Although the waste plastic taking the face of
devil for the present and future generation, we can’t avoid use of plastic but we can
reuse it.

7
 PLASTIC ROAD
The debate on the use and abuse of plastics vis-à-vis environmental protection can
go on, without yielding results until practical steps are initiated at the grass roots level by
everyone who is in a position to do something about it. The plastic wastes could be used in road
construction and the field tests withstood the stress and proved that plastic wastes used after
proper processing as an additive would enhance the life of the road sand also solve
environmental problems. The present
write-up highlights the developments in using plastics waste to make plastic roads.
Plastic is everywhere in today’s lifestyle. It is used for packaging, protecting, serving, and even
disposing of all kinds of consumer goods. With the industrial
revolution, mass production of goods started and plastic seemed to be a cheaper and effective
raw material. Today, every vital sector of the economy starting from agriculture to packaging,
automobile, building construction, communication or infotech has been virtually revolutionized
by the applications of plastics. Use of this non-biodegradable (according to recent studies,
plastics can stay unchanged for as long as 4500 years on earth) product is growing rapidly and
the problem is what to do with plastic-waste. Studies have linked the improper disposal of plastic
to problems as distant as breast cancer, reproductive problems in humans and animals, genital
abnormalities and even a decline in human sperm count and quality. If a ban is put on the use of
plastics on emotional grounds, the real cost would be much higher, the inconvenience much
more, the chances of damage or contamination much greater.
The risks to the family health and safety would increase and, above all the environmental burden
would be manifold. Hence the question is not ‘plastics vs. no plastics’ but it is more concerned
with the judicious use and re-use of plastic-waste.

PLASTIC WASTE
A material that contains one or more organic polymers of large molecular weight,
solid in its finished state and at some state while manufacturing or processing into finished
articles, can be shaped by its flow, is called as ‘Plastic’. 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: thermosets and

8
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. These plastics are polyethylene, polypropylene, polyamide, polyoxymethylene,
polytetrafluorethylene, and polyethylene terephthalate. 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 fibers.
These plastic types are known as phenolic, melamine, unsaturated polyester, epoxy.
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 non-biodegradability it
creates stagnation of water and associated hygiene problems.

SHREDDED PLASTIC PLANT

In order to contain this problem experiments have been carried out whether this 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. Waste plastic such as carry bags, disposable
cups and laminated pouches like chips, pan masala, aluminum foil and packaging material used
for biscuits, chocolates, milk and grocery items can be used for surfacing roads.

9
 COLLECTED PLASTIC WASTE
Use of plastic along with the bitumen in construction of roads not only increases its life and
smoothness but also makes it economically sound and environment friendly.
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 and are found to
perform better compared to those constructed with conventional bitumen.
Further it has been found that such roads were not subjected to stripping when come in contact
with water. Use of higher percentage of plastic waste reduces the need of bitumen by 10%. It
also increases the strength and performance of the road. Plastic increases the melting point of
bitumen and hence mixing can be done in more better and easier way.

WATER GARBAGE
According to Dr. R. Vasudevan, Dean ECA and Professor, Department of Chemistry,
Thiagarajar College of Engineering, Madurai, plastic waste replaces 10% to 15% of bitumen, and
thereby saves approximately Rs.35000 to Rs.45000 per kilometer of a road stretch. Inclusion of
plastic waste in road construction eliminates the plastic shrinkage cracking of road surface and
reduces the drying shrinkage to some extent. The uses of plastic waste helps in substantially
improving the abrasion and slip resistance of flexible pavement and also allows to obtain values
of splitting tensile strength satisfied the beyond 30% by weight of mix.
If the consistent mixing time and mixing temperature are not provided for bitumen– modifier
mix, modified bitumen cannot exhibit good performance in situ, thus premature failures will
occur.

PLASTIC BAGS
Therefore, there are certain recommended mixing time, mixing temperature and modifier content
for all the polymers with a trademark. This all should be taken in mind while missing and laying
of roads is to be done using plastic waste.

10
Plastic road would be a boon for India. In hot and extremely humid climate durable and eco-
friendly plastic roads are of greatest advantages. This will also help in reliving the earth from all
type of plastic waste.

 Disposal of waste plastic is a major problem .It is non-biodegradable & It mainly consists
of low-density polyethylene .
 Burning of these waste plastic bags causes environmental pollution.
 To find its utility in bituminous mixes for road construction , Laboratory performance
studies were conducted on bituminous mixes .
 Laboratory studies proved that waste plastic enhances the property of the mix.
 Improvement in properties of bituminous mix provides the solution for disposal in an
useful way.

PLASTIC CUTTING PLANT

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

11
 WATER GARBAGE

When mixed with hot bitumen, plastics melt to form an oily coat over the aggregate and the
mixture is laid on the road surface like a normal tar road.

 Plastic roads mainly use plastic carry bags, disposable cups and bottles that are collected
from garbage dumps as an important ingredient of the construction material.
 When mixed with hot bitumen, plastics melt to form an oily coat over the aggregate and
the mixture is laid on the road surface like a normal tar road.

PLASTIC WASTE ROAD

WHAT ARE WASTE PLASTIC ROADS?

The roads constructed using waste plastic, popularly known As Plastic Roads are found to
perform better compared to those constructed with conventional bitumen.
1)The Indian Centre for Plastics in the Environment(ICPE) has been promoting the use of plastic
waste to construct asphalt roads.
2) A few trial roads have been paved successfully by combining waste plastic with bitumen.

12
 STUDY OF WASTE PLASTIC and Other MATERIALS
TYPES OF PLASTICS
1. Thermosets.
2. Elastomers.
3. THERMOPLASTICS

WHY USE OF PLASTIC

Polymers have a number of vital properties, which exploited alone or together make a significant and
expanding contribution to construction needs.
1. Durable & corrosion resistant.
2. Good insulation for cold, heat & sound saving energy and reducing noise pollution.
3. It is economical and has a longer life.
4. Maintenance free.
5. Hygienic & problems.
6. Ease of processing/ installation.
7. Light weight.

SPECIFICATION FOR PLASTIC WASTE

Plastic waste use
1. Films (carrybags, cups) up to 60μ thickness. (PE, PP, PS).

2. Hard foams (PS) any thickness.

3. Soft foams (PE&PP) any thickness.

4. Laminated plastic up to 60μ thickness. Plastic waste not use

5. PVC sheet

6. Flux sheets

13
 NEED OF STUDY
1)Disposal of waste plastic is a major problem.
2)It is non-biodegradable.
3)It mainly consists of low-density polyethylene.

WASTE PLASTIC DUMPED ON ROADS

4)To find its utility in bituminous mixes for road construction.
5)Burning of these waste plastic bags causes environmental pollution.
6)Laboratory performance studies were conducted on bituminous mixes.
7)studies proved that waste plastic enhances the property of the mix.
8)Improvement in properties of bituminous mix provides the solution for disposal in an useful
way.

PLASTIC AND FLY ASH

In present study Disposal of waste material (plastic and fly ash) is a major problem. Plastic waste
is a non-biodegradable. Burning of these waste plastic bags causes highly environmental
pollution. It mainly consists of low-density polyethylene. India is highest producer of fly ash in
the present world which is the waste material. To use of waste material in Bituminous Road
construction really impressive job, this material dumped into land leads to wastage of land. In
this study, use of fly ash as a filler material bituminous concrete and waste plastic as coating
material. Find its utility in bituminous mixes for road construction. Improvement in properties of
bituminous mix provides the solution for disposal in a useful way.

14
 PLASTIC ROAD
PROBLEM STATEMENT

The debate on the use and abuse of plastics vis-à-vis environmental protection can go on, without
yielding results until practical steps are initiated at the grassroots level by everyone who is in a
position to do something about it. The plastic wastes could be used in road construction and 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.
The present write-up highlights the developments in using plastics waste to make plastic roads.
The rapid rate of urbanization 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 are unsafe since toxic chemicals leach out into the soil, and under-
ground water and pollute the water bodies. Due to littering habits, inadequate waste management
system / infrastructure, plastic waste disposal continue to be a major problem for the civic
authorities, especially in the urban areas.

15
As stated above, plastic disposal is one of the major problems for developing countries like
India, at a same time India needs a large network of roads
for its smooth economic and social development. Scarcity of bitumen needs a deep thinking to
ensure fast road construction.

GARBAGE

16
 CONCEPT OF UTILISATION OF WASTE PLASTIC

INBITUMINOUS MIXES FOR ROAD CONSTRUCTION-:

 This Concept of Utilization of Waste Plastic in Bituminous Mixes for Road

Construction has been done since 2000 in India.
 AttheinitiativeofM/sK.K.PolyFlexPvt.Ltd.,astudyonthepossibleuseoftheprocessedplasticw
astebagswiththebituminousmixeswascarriedoutattheR.V.CollegeofEngineeringBangalore.

BANGALORE’S KK PROCESS-:
 A group of students of B.E. degree course in Chemical Engineering of this college under
the guidance of the concerned teaching staff carried out their final year project For
studying the possibility of using of the processed plastic bags with bitumen and
bituminous mixes.
 As some encouraging results were reported in this study, M/s K.K. Poly Flex Pvt. Ltd.
Later approached the Centre for Transportation Engineering of Bangalore University with
the request to carry out furtherer’s search studies on the effaces of using the processed
plastic bags with bituminous mixes for Road construction works.

On the basis of physical properties, plastic can be classified as thermoplastic and

thermosetting materials. Thermoplastic materials can be remolded and thermosetting materials
once shaped cannot be softened / remolded by application
of heat. Thermoplastics constitute 80% of total post-consumer plastic waste generated while
Thermoset plastics constitute 20% of total post-consumer plastic waste generated. Some
examples of thermoplastic and thermosetting materials are tabulated below.

2.1 Waste plastics - as binder and modifier: 130°C Thermo gravimetric analysis has shown
that there is no gas evolution in the temperature range of 130-180°C. Moreover the softened
plastics have a binding property. Hence, the molten plastics materials can be used as a binder
and/or they can be mixed with binder like bitumen to enhance their binding property. This may
be a good modifier for the bitumen, used for road construction.

17
2.2 Need

1) Disposal of waste plastic is a major problem.

2) It is non-biodegradable.

3) Burning of these waste plastic bags causes environmental pollution.

4) It mainly consists of low-density polyethylene.

5) To find its utility in bituminous mixes for road construction.

6) Laboratory performance studies were conducted Waste plastics (polythene carry bags, etc.) on
heating soften at around d on bituminous mixes. Laboratory studies proved that waste plastic
enhances the property of the mix.

7) Improvement in properties of bituminous mix provides the solution for disposal in an useful
way.

18
 MATERIAL USED

1) AGGREGATE ·

 Aggregate of 20mm, 10 mm.

 Stone Dust and Lime as Filler

Aggregate constitutes the granular part in bituminous concrete mixtures which

contributes up to 90-95 % of the mixture weight and contributes to most of the load
bearing & strength characteristics of the mixture. Hence, the quality and physical
properties of the aggregates should be controlled to ensure a good pavement. The
properties that aggregates should have to be used in pavement are shown below

1) Aggregates should have minimal plasticity. The presence of clay fines in bituminous mix can
result in problems like swelling and adhesion of bitumen to the rock which may cause stripping
problems. Clay lumps and friable particles should be limited to utmost 1%.

2) Durability or resistance to weathering should be measured by sulphate soundness

testing.

3) The ratio of dust to asphalt cement, by mass should be a maximum of 1.2 & a
minimum of 0.6.

4) It is recommended AASHTO T-209 to be used for determining the maximum

specific gravity of bituminous concrete mixes.

Aggregates are of 2 types. i.e.

A) Coarse Aggregate (CA)

B) Fine Aggregate (FA)
Coarse Aggregate (CA)

19
The aggregates retained on 4.75 mm ARE Sieve is called as coarse aggregates.
Coarse aggregate should be screened crushed rock, angular in shape, free from dust
particles, clay, vegetations and organic matters. They should have following properties.

1) The Los Angeles Abrasion value shall not be more than 25 % (ASTM C131).
2) The weighted average weight loss in magnesium sulphate soundness test shallnot be more
than 18% (AASTHO T 104).
3) Flakiness index shall not be more than 25% (MS 30).
4) The water absorption should not be more than 2% (MS30)
5) The polished stone value should not be less than 40%.
Fine Aggregate (FA)
Fine aggregate should be clean screened quarry dusts. It should be free from clay,
loam, vegetation or organic matter. FA should have the following properties
1) The angularity should not be less than 45% (ASTM C 1252).
2) The methylene blue shall not be more than 10 mg/g (Ohio Department of Transportation
Standard Test Method).
3) The weighted average weight loss in magnesium sulphate soundness test shall
not be more than 20% (AASTHO T 104).
4) The absorption of water, should not be more than 2% (MS30)

20
 AGGREGATES
The grades of aggregates and their quantities to be used for preparing Marshall samples
were used according to the chart given in the MORTH specification.

TABLE – 3.1: GRADATION OF AGGREGATES

SIEVE SIZE % RETAINED
26.5 mm --
19 mm 5
9.5 mm 25
4.75 mm 20
2.36 mm 15
300 μ 23
75 μ 7
Filler (Fly ash) 5

So the aggregates of different grades were sieved through different IS Sieves and they were kept
in different containers with proper marking.

Specific Gravity of Coarse aggregate = 2.7

Specific Gravity of Fine aggregate = 2.6

2) BITUMEN

60/70, 80/100 grade bitumen

Bitumen is used as binders in pavements constructions. Bitumen may be derived from the
residue left by the refinery from naturally occurring asphalt. As per definition given by the
American Society of Testing Materials bitumen has been

21
defined as “Mixtures of hydrocarbons of natural or pyrogenous origin, or combination of both,
frequently accompanied by their non-metallic derivatives, which may be gaseous, liquid, semi-
solid or solid, and which are completely soluble in carbon disulphide.” Bitumen found in natural
state known as asphalt contains large quantities of solid mineral matter.
When petroleum crude is refined in a refinery, they are separated by fractional distillation in the
order of decreasing volatility. On distillation of the residual bituminous residue, straight-run
bitumen is obtained.

This bitumen is known as penetration grade bitumen or steam refined petroleum bitumen.

The grades of bitumen used for pavement construction is known as paving grades and that used
for water proofing of structures is known as industrial grades. The grade of straight run bitumen
is chosen depending upon the climatic conditions of the region in which surface dressing is to be
constructed. In most parts of India 80/100 and 180/200 grade bitumen is used. Heavier grade cut
backs, rapid setting emulsions or heavier grade tars may also be used. The grade of basic
bitumen is altered either by controlled refining or by mixing with diesel oil or other oils.

22
 BITUMAN
For single dressings on WBM base course, quantity of bitumen needed ranges from 17 to 195 kg
per 10 m2 areas and 10 to 12 kg per 10 m2 area in case of renewal of black top surfacing. For
second coat of surface dressing, the quantity of bitumen needed ranges from 10 to 12 kg per 10
m2 area.

Asphalt binder 60/70 and 80/100 are used in this research. The bitumen used should
have the following properties.

a) Grade of bitumen used in the pavements should be selected on the basis of

climatic conditions and their performance in past.

b) It is recommended that the bitumen should be accepted on certification by the

supplier (along with the testing results) and the State project, verification
samples. The procedures for acceptance should provide information, on the
physical properties of the bitumen in timely manner.

c) The physical properties of bitumen used which are very important for pavements
are shown below. Each State should obtain this information (by central
laboratory or supplier tests) and should have specification requirements for each
property except specific gravity.

(a) Penetration at 77° F

(b) Viscosity at 140° F
(c) Viscosity at 275° F
(d) Ductility/Temperature
(e) Specific Gravity
(f) Solubility
(g)Thin Film Oven (TFO)/Rolling TFO; Loss on Heating
(h) Residue Ductility
(i) Residue Viscosity

23
The bitumen used in preparing Marshall samples was of 80/100 penetration grade.
Specific Gravity bitumen = 1.02

Filler
Mineral filler consists of, very fine, inert mineral matter that is added to the hot mix
asphalt, to increase the density and enhance strength of the mixture. These fillers should pass
through 75μm IS Sieve.
The fillers may be cement or fly ash.

The filler material used was fly ash.

Specific gravity of fly ash = 2.2

WASTE PLASTIC:-

Waste plastic in the shredded form.

(PVC is not Used)

Plastic waste use

1. Films (carrybags,cups) up to 60μ thickness. (PE, PP, PS).

2. Hard foams (PS) any thickness.

3. Soft foams (PE&PP) any thickness.

4. Laminated plastic up to 60μ thickness. Plastic waste not use

5. PVC sheet

6. Flux sheets

24
 WASTE PLASTIC IN THE SHREDDED FORM

TEST CONDUCTED ON MATERIALS

1) Bitumen

i. Penetration Test

ii. Ductility Test

iii. Specific gravity Test

iv. Softening Point Test

25
 (Table 1)
Properties Test Result Specification BIS code for Testing
Tested IS:73-2006

Penetration 67 50-70 IS :1203

Test (25
C)
Ductility Test(27 C) 66.2 Min 40 IS:1208

Specific gravity Test 1.02 Min 0.99 IS:1202

Softening point Test 51 Min 47 IS:1205

(Tem.C)

26
2) Aggregate

i. Specific gravity

ii. Water Absorption Test

iii. Impact Value Test

iv. Abrasion Test

v. Crushing value Test

vi. Stripping value Test.

(Table 2)
Properties Tested Test Result MORTH Specification

Specific gravity
Coarse aggregate 2.6 2.5-3.0
Fine aggregate 2.8 2.5-3.0
Water Absorption Test 1.06 Max 2%

Impact Value Test 7.85 Max 24%

Los Angeles abrasion value 20.63 Max 30%

Test

Crushing value Test 10.45

Stripping value Test 98% Min 95%

27
Marshall Mix Design:-

The mix design should aim at an economical blends, with proper gradation of aggregate and
adequate proportion of bitumen so as to fulfil the desired properties of the mix bituminous
concrete is the one of the highest and costliest types of flexible pavement layer used in surface
course the desirable properties of a good bituminous mix are stability, flexibility, skid resistance,
durability, workability.
Marshall Stability test Carrey out find the stability, flow value, air voids, voids fill with bitumen,
density. Finally consist of an OBC, optimum plastic content and using gyratory compactor
prepare performance evolution test sample.

Graduation Requirement Of Aggregate

Grading of aggregate has been carried out before mix design. For this purpose sieve analysis of
aggregate has been done having size 20mm, 6mm and stone dust. Grading requirement of BC for
this study should satisfy the MORTH section 509 Table 500-18 for 19 mm nominal size of
aggregate.

The aggregate has been sieved and final blend of aggregate has to be obtained by Heat and Trial.
Grading requirement of aggregate shown in Table.

28
Grading Requirements of Aggregate (Table3)

29
Source: MORTH section 500 clause 509

VI. Marshall Stability Test:-

This test has been carried out to determine the Optimum Binder content for BC mixes. The properties
incorporate with the test are stability, flow value, Bulk specific gravity, Air voids, Voids filled with
bitumen and Voids in mineral aggregate. Marshall requirement of bituminous mixes shown in Table 4
.The Voids in mineral aggregate must satisfied the requirement as shown in Table 5.

30
Theoretical Specific Gravity
It is the ratio of total weight of sample and sum of volume of each fraction used in the mix.
Gt = W1+W2+W3+W4
W1+W2+W3+W4
G1 G2 G3 G4

Where,
Gt = Theoretical specific gravity
G1 = Sp.gr. of coarse aggregate
W1 = Weight of coarse aggregate in total mix
G2 = Sp.gr. of fine aggregate
W2 = Weight of fine aggregate in total mix
G3 = Sp.gr. of filler material
W3 = Weight of filler material in total mix
G4 = Sp.gr. of bitumen
W4 = Weight of bitumen in total mix

Bulk Density of mix

It is the ratio of weigth in air of sample to difference in weight of sample in air and water and is denoted
by Gm.1
Air Voids
It is the total volume of the small pockets of air between coated aggregate particles throughout a compacted paving
mixture, expressed as percentage of the total volume of the compacted paving mixture.
Vv = Gt - Gm × 100
Gt

Where,
Vv = Air voids (%)
Gt = Theoretical specific gravity
Gm = Bulk density of mix (g/cc)

Voids in Mineral Aggregate

31
It is the volume of inter granular void space between the uncoated aggregate particles of a compacted
paving mixture that includes the air voids and effective bitumen content. VMA is expressed as percentage
of the total volume of the compacted paving mixture.
VMA = Vv + Vb
Where,
Vv= Air voids (%)
Vb= Volume of bitumen

Voids Filled with Bitumen

It is the percentage of VMA that is occupied by the effective bitumen.

VFB = Vb × 100
VMA
Where,
Vb= Volume of bitumen
VMA= Voids in mineral aggregate.

Marshall Requirements of Bituminous concrete

TABLE (4)

32
Source: MORTH section 500 clause 509, Table 500-19

Requirement of Voids in Mineral Aggregate

Table (5)

Source: MORTH section 500 clause 509, Table 500-12

(27)
Determination of Optimum Binder Content Apparatus
Marshall Stability testing machine
Cylindrical mould – 10 cm. diameter and 7.5 cm. height

33
Rammer – 4.5 kg. weight with free fall of 45.7 cm
Compacting Machine
Thermometer
IS Sieves

Procedure:
Take about 1200 gm of aggregate sample from design Gradation and kept in oven until dried. The
aggregate should be heated to 135°C temperature before addition of bitumen.
For BC mix bitumen should be added in the aggregate varying from 5-6% at an increment of 0.5% by
weight of total mix.

Three samples should be prepared for each binder content by compacting 75 blows on both side of sample
in Marshall Compactor After 24 hrs. Sample should be de-molded and noted down the weight of sample
in Air and in water to determine the bulk density of mix.
The sample should be immersed in water bath at 60°C for 40 minutes prior of testing and tested on
Marshall Apparatus which gives the Stability and Flow value for each sample.

At each bitumen content and from the volumetric properties of the mix plot the Graph of followings:
Binder content versus corrected Marshall stability
Binder content versus Flow Value
Binder content versus Air void (Vv) in the total mix
Binder content versus voids filled with Bitumen (VFB)
Binder content versus Unit weight or Bulk Density (Gm)
Optimum Binder Content for mix should be determine by average of this three:
Binder content corresponding to maximum stability
Binder content corresponding to maximum Unit weight or Bulk Density (Gm)
Binder content corresponding to 4.5% Air voids (Vv) in the total mix.

Table (6)

34
Table (7)

35
Studies were carried out on Bituminous mixes using 60/70(VG30) grade bitumen having max value of Marshall
Stability ,density and 4% air voids average at optimum bitumen content of 5.33 % by weight of the mix.

36
Optimum Waste Plastic Content

Plastic contain added to 0% to 1% by increment of 0.25%. Varying percentages of waste plastic

by weight of total mix was added into the heated aggregates.
Marshall specimen with varying Waste plastic content was tested for bulk density and
stabilityFinally Avg. of max Maximum value of stability and 4% of air voids was considered as
criteria for optimum waste plastic Content.

Avg.Optium Waste Plastic Content Value. 0.76%.

%in plastic content

(Table:8)

37
38
 EXPERIMENTAL WORK
General
It involves mainly 2 processes. i.e.

a) Preparation of samples
b) Void analysis
c) Testing

Prior to these experiments, the specific gravity of polythene used was calculated as per the
guidelines provided in ASTM D792-08.

4.1.1 Determination of specific gravity of polythene

The procedure adopted is given below

1) The weight of the polythene in air was measured by a balance. Let it be denoted
by “a”.
2) An immersion vessel full of water was kept below the balance.
3) A piece of iron wire was attached to the balance such that it is suspended about
25 mm above the vessel support.
4) The polythene was then tied with a sink by the iron wire and allowed to
submerge in the vessel and the weight was measured. Let it be denoted as “b”.
5) Then polythene was removed and the weight of the wire and the sink was
measured by submerging them inside water. Let it be denoted as “w”.

The specific gravity is given by

s = a / (a + w - b)

where:
a = apparent mass of specimen, without wire or sinker, in air

39
b = apparent mass of specimen and of sinker completely immersed and of the wire partially
immersed in liquid
w = apparent mass of totally immersed sinker and of partially immersed wire.

From the experiment, it was found that a = 19 gm

b = 24 gm
w = 26 gm

=> s = 19 / (19+26-24) = 19/21 =0.90476

Take s = 0.905.

1. Sample Preparation
2. Marshall Sampling Mould

Mixing Procedure

The mixing of ingredients was done as per the following procedure (STP 204-8).

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

2) This was kept in an oven at temperature 1600C for 2 hours. This is because the
aggregate and bitumen are to be mixed in heated state so preheating is required.

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

4) The required amount of shredded polythene was weighed and kept in a separate
container.
5) The aggregates in the pan were heated on a controlled gas stove for a few

40
minutes maintaining the above temperature.

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

7) Now bitumen (60 gm), i.e. 5% was added to this mix and the whole mix was
stirred uniformly and homogenously. This was continued for 15-20 minutes till
they were properly mixed which was evident from the uniform colour throughout
the mix.

8) Then the mix was transferred to a casting mould.

9) This mix was then compacted by the Marshall Hammer. The specification of this
hammer, the height of release etc. are given in Table – 4.1.

10) 75 no. Of blows were given per each side of the sample so subtotal of 150 no. of
blows was given per sample.

11) Then these samples with moulds were kept separately and marked.

Calculations involved

Total weight of sample = 1200 gm

Optimum Bitumen Content = 5 %
So weight of bitumen = 60 gm
Weight of aggregate + polythene = 1200-60 =1140 gm

The polythene content was varied from 1 to 5 % and for each polythene content, 3
samples were prepared.
The samples were named, the weight of polythene & aggregate for each sample were
calculated and shown in Table – 4.2 below.

41
 CALCULATION INVOLED TABLE

TYPE OF PAVEMENT

ROAD PAVEMENTS
While undertaking construction of new pavements and reconstruction of distressed and damaged
pavements of existing roads, the different options of pavement types to be considered are described
below:-

TYPES OF PAVEMENT

In general there are two types of road rigid pavement roads and flexible pavement roads.
For rigid roads material used is concrete and for flexible roads bitumen is used. In India mostly
the flexible pavement roads are available. And for economical road construction new
techniques, new material is used. The significant variation in daily and seasonal temperature
demand improved road characteristics. Any improvement in the property of the binder is
needed. Bitumen is a useful binder for road construction. Different grades of bitumen like
30/40, 60/70 and 80/ 100 are available on the basis of their penetration values. The steady
increase in high traffic intensity in terms of commercial vehicles, and the significant variation in

42
daily and seasonal temperature demand improved road characteristics. Any improvement in the
property of the binder is the needed.
Today the availability of the waste plastics is enormous, as the plastic materials have become
part and parcel of daily life. They either get mixed with Municipal Solid Waste and/or thrown
over land area. If not recycled, their present disposal is either by land filling or by incineration.
Both the processes have certain impact on the environment. Under this circumstance, an
alternate use for the waste plastics is also the needed..Plastic waste when mixed with hot
bitumen, plastics melt to form an oily coat over the aggregate and the mixture is laid on the road
surface like a normal tar road. In the construction of flexible pavements, bitumen plays the role
of binding the aggregate together by coating over the aggregate. It also helps to improve the
strength of the road. But its resistance towards water is poor. Anti-stripping agents are being
used. A common method to improve the quality of bitumen is by modifying the rheological
properties of bitumen by blending with organic synthetic polymers like rubber and plastics.
Studies on this subject are going on both at national and international level. This Concept of
Utilization of Waste Plastic in Bituminous Mixes for Road Construction has been done since
2000 in India, They can return to the earth as beneficial additives in bitumen roads.
1- Flexible Pavement
2- Rigid Pavement

43
1-FLEXIBLE PAVEMENT

In Flexible Pavements with bituminous surfacing, the different pavement layers such as Granular Sub
Base (GSB), Granular Base (GB), Bituminous Binder Course and Bituminous Surface Course may
be constructed using specification given forward:
1. GSB layer may be constructed using murum/ soil aggregate mix, fulfilling the specified gradation,
liquid-limit and plasticity index values as specified in Clause 401 of MORTH specifications
(5thEdition, 2013) for Road and Bridge Works. However, it is desirable to use non-plastic type of
filler crusher dust so that the GSB layer serves as good drainage layer for the pavement, leading to
better pavement performance.

2. The granular base layer may be constructed using Wet Mix Macadam (WMM) or Crusher Run
Macadam (CRM) or Water Bound Macadam specifications (MoRTH, 5th Edition, 2013)

3. Different types of bituminous binders may be used particularly in the binder and surface courses
Bitumen of different Viscosity Grades, Polymer Modified and Crumb Rubber Modified Bitumen and
Cationic Bitumen Emulsions are the various candidates for binder.
4. Bituminous Binder course may be constructed Dense Bituminous Macadam.

5. Bituminous surface courses may consist of thin layers such as open graded Premix Carpet with
Seat Coat, Mix Seal Surfacing or microsurfacing or graded mixes such as Semi-Dense Bituminous
Concrete, Bituminous Concrete, Mastic Asphalt or Stone Mastic Asphalt surface.

2-RIGID PAVEMENTS.

Rigid or concrete pavement, including pavements with or without dowel bars at contraction joints
continuously reinforced cement concrete pavement, and Steel or fibre reinforced concrete pavement
are preferred under adverse soil types and drainage conditions, Interlocking Cement Concrete Block
Pavement (ICCBP) is considered for special location such as intersection and on the stretches/ areas
of the roads to under which service lines are present.
However, in widening areas of existing flexible pavement, either flexible pavements or ICCBP
pavements may be adopted.
For widening, of existing pavement, one of the pavement types such as

44
Rigid /Flexible/ICCBP may be adopted.

1. Road stretches catering for heavy traffic movement with heavy axial loads of commercial
vehicles/Heavy traffic loads.

2. Road stretches poor/ having poor rub-g roads conditions.

3. Roads with water-logging/drainage/flooding problems.

Use of concrete pavement may be justified on all important roads with heavy traffic and on road
stretches, when there are severe drainage problems water, logging/ flooding frequent problems. The
general guidelines for the choice of pavement type for the
construction of new roads or reconstruction of damaged roads may be summarized below.

2. Pr-cast CC blocks or stone slabs: This is suitable for re-laying of service lines located along the
foot paths there could be differential settlement of the stabs if the lower layers are not properly
designed and constructed, as there is less/no interlocking action between the slabs.

3. Thin CC pavement laid in- site: - This is suitable only if there are no service lines underneath and
there will not be any necessity of digging in future.

Bulk bitumen Lorries with tanks of capacity ranging from 5000 to 15000 litres are used to
transport bulk bitumen.
As per PMC, the bitumen content in a mix should be 4% of weight by total mix for B.M.

The paving bitumen available in India is classified into two categories:

 Paving bitumen from Assam petroleum denoted as A-type and designated as grades A35,
A90, etc.
 Paving bitumen from other sources denoted as S-type and designated as grades S35, S90,
etc.

45
Important properties of bitumen are:
 Viscosity of bitumen should be adequate at the time of mixing and compaction. It is
achieved by heating prior to
mixing and by use of cutbacks and emulsion.
 In presence of water bitumen should not strip off from aggregate.
 Bitumen should be durable in all seasons.
 It should not become too soft during summers and develop cracks during winters.

46
 INITIAL SURVEY AND MAPS

Roughness survey
The surface unevenness of highway pavements refers to the regularity of surface finish both in
longitudinal and transverse directions. Almost in all major highway works executed, control of surface
unevenness has been introduced as a mandatory requirement. The existing standards and tolerances of
surface unevenness are prescribed in IRC special publication 16-2004.

Maximum Permissible Values of Roughness (mm/km) for Road Surface

Type of surface Condition of Road
Surface
Good Average Poor
Surface Dressing <3500 3500-4500 >4500
Open Graded Premix <3000 3000-4000 >4000
Carpet
Mix Seal Surfacing <3000 3000-4000 >4000
Semi Dense <2500 2500-3500 >3500
Bituminous Concrete
Bituminous Concrete <2000 2000-3000 >3000
Cement Concrete <220 2200-3000 >3000
(Source IRC:SP:16-2004 Table 3)

Surface Condition Survey

Pavement condition surveys are generally conducted by any one of the following methods:

(i) Walk survey- associated with or without actual measurement

(ii) Drive survey

In a walk survey, a team of experienced highway engineers walks along the road and makes visual
observations. The actual measurements may also be carried out on a representative and relatively shorter
stretch.

47
In a drive survey, the team travels along the road in a vehicle at a slow speed (say 10 to 15 km/hr) and
records the surface condition by visual observations. The data is recorded at convenient interval (unit
lengths of the stretch) say 200 m, by noting down distress in each interval. In view of time constraints and
large length involved, the visual condition survey method was undertaken by driving in a slow vehicle
moving slowly at a speed of about 10-15 km/hour. During the survey, the following items of distress were
visually recorded for every 200m in terms of percentage of the pavement surface area.

 Cracking
 Raveling
 Pot holes
 Edge breaks

RECONNAISSANCE SURVEY

A reconnaissance survey is defined as “ an examination of all or part of an area accomplished in

sufficient detail to make generalizations about the types and distribution of historic properties
that may be present” within a given project area . Reconnaissance survey represent a type of field
of survey that is often used to gather initial information regarding the presence or absence of
historic properties within a project area.
Reconnaissance survey generally includes limited shovel testing in areas that are likely to
contain archaeological resources.
The result of reconnaissance survey should inform the applicant, agency and the SHPO about the
types of resources that are likely to be found within a project area and the need for additional
survey.
The SHPO recommends that archaeological sites identified during a reconnaissance survey be
tested at an intensive level in order to delineate the boundaries of the site and to make initial
evaluation of the site’s eligibility for the national register of historical places.

48
In South Carolina, reconnaissance survey are most profitably employed in the piedmont region
of the state where soil erosion has created areas of greater surface exposure.
Reconnaissance survey, however, rarely fulfill section 106 requirement for the identification of
historic properties in the coastal plain. It should be emphasized that areas survey at this level of
investigation will require resurvey if additional information is needed about the nature and
distribution of archaeological resources within a given project area.

SURFACE CONDITION SURVEY

49
CONSTRUCTION SURVEY

Construction is one of the largest industries in the world. Surveying plays an extremely
important role in any construction project. Construction surveying can take many forms. It is
used to establish the location and alignment of highways, bridge, building, pipes and other man-
made objects. After large-scale projects are completed, an “built” survey is performed to locate
any modification that were made to the plans during construction.
Highways surveys involve the location of alignment and computation of volumes material that
must be added, removed or moved. It initially requires topographic of the site. For large projects,
photogrammetric methods will be used to develop the
base map. The base map is used by surveyors and other professional to create a base
plan for the project. After the alignment has been established, the quantities of earth that must be
added or removed are computed. This is done using mass diagrams.
Eventually surveyor’s layout the elevation and slope of various subgrades, base, and top coat
materials. The end result is a smooth alignment with smooth transitions from straight to curved
sections allowing for safe public transportation.

BASE MAP SURVEY

The survey for the base map should normally take place before the geological survey, because
the geologist uses the map in the field to plot his data and to determine his position by
identification of topographic details. If aerial photographs are available, the base map need not
be made before the geological survey since the geologist can use the aerial photograph as a
plotting base and later transfer the data to a base map.
However, if possible, the base map should be prepared in advance, even in the case, as the
number of aerial photographs needed to cover an area is generally too large to be handled in the
field. Plane table topography is the method best suited to relatively open country. In the absence
of detailed instructions, the following specifications are generally satisfactory:

50
1. BASE DIRECTIONS
In a triangulation To determine a base direction, take from a known base a side net or a course of
a basic control traverse.

2. LOCAL HORIZONTAL CONTROL

Use plane table traverses run in closed circuits or between known control stations of a higher
order of accuracy or locate plane table stations by graphical triangulation.

51
3. LOCAL VERTICAL CONTROL
Where the terrain is relatively level, carry elevation along traverse by vertical angle or stadia are
measurements, adjusting elevations on closure at a basic control station. For rugged terrain
mapped at one of the larger contour intervals, barometric or trigonometric leveling is suitable. 4.
SIGHTS. Use telescopic alidade.

4. DISTANCE MEASUREMENTS
Use,in general,graphical triangulation to locate points and stations. Certain measurements can be
made most conveniently by pacing or rough taping.

5.CONTOURING
Locate and determine the elevations of controlling points on summits, in valleys and saddles and
at points of marked change of slope. Interpolate and sketch contour in the field, using these
elevations for control.

6.ACCURACY
Distance measurements by stadia should be accurate to 1 part in 500. Side-shot points located by
pacing or other rough measurements should be accurate to within 25 feet. Take sights for
traverse lines or graphical triangulation with care to obtain the maximum accuracy inherent in
the telescope alidade. The error in the elevation of any points, as read from the finished map,
should not exceed one half of the contour interval. Topography may be located more
conveniently in heavily timbered
country by stadia measurements from transit-stadia traverse than by the use of the
plane table, although the time required for plotting will be increased. The specifications listed
above are generally applicable. Read horizontal angles on traverse to 1 minute and horizontal
angle for side shots that will be plotted by protractor to the nearest quarter of a degree. Read
vertical angles for elevations determinations to 1 minutes or use the stadia arc. Keep complete
and carefully prepared stadia notes and sketches to assure correct plotting. When the geologist
indicates that a map of a lower order of accuracy will fulfill his needs, plane table or compass
traverse are suitable. Use of aerial photographs if aerial photographs are available, the geologist
generally uses the instead of a map. The most satisfactory result are obtained from large-scale
photographs, 1:15000 or larger.

52
EARTH MAP
Now lets discuss map and chart projection. This discussion includes the characteristics and
developments of various types of projections. A paper cylinder (without ends) and a paper cone
can be cut along the side and flattened out without distortion. For this reason, the two most
common basics projection methods are the Mercator, in which the earth’s surface is projected
onto a cylinder, and the conic in which the surface is projected onto a plane placed tangent to a
particular point. For a polar gnomonic chart, this point is one of the earth’s geographical poles.

POPULATION MAP
It is a division of human geography. It is the study of the ways in which spatial variations in the
distribution, composition, migration, and growth of populations are related to the nature of
places. Populations geography involve demography in a geographical perspective. It focuses on
the characteristics of populations distributions that change in a spatial context. Example can be
shown through populations density maps. A few types of maps that show the spatial layout of
population are choropleth, isoline and dot maps. Population geography studies:
 Demographic phenomena (nasality, mortality, growth rates, etc) through both space and
time
 Increase or decrease in population numbers
 The movements and mobility of populations
 Occupational structures

The way in which places in turn react to population phenomenon e.g. immigration.
Research topics of other geographic sub-disciplines , such as settlements geography, have also a
population geographic dimension:
 Grouping of people in settlements
 The way from the geographical character of places e.g. settlement patterns.

CUTTING AND FILLING

Cutting and’ filling is the process of moving earth from one place to another to make ground
more level. A ‘cut’ is made when earth is cut from above the desired ground height and a “fill”
is when earth is used to fill a hole to desired ground level. Cutting and filling is a common
technique used to create an even ground surface.

53
TRAFFIC SURVEY
Traffic counting methods Transport planning at all levels requires understanding of actual
conditions. This involves determination of vehicles or pedestrian numbers, vehicle types, vehicle
speeds, vehicle weights as well as more substantial information such as trip length and tip
purpose and trip frequency. The first group of the data dealing with the characteristics of vehicle
or people movement is obtained by undertaking traffic counts. Those related to measuring trips
involving knowledge of origin and destination require more detailed surveys. There is a wide
range of counting methods available. It is useful to distinguish between intrusive and non-
intrusive methods. The former include counting system that involve placing sensors in or on the
roadbed; the latter involve remote observational techniques. In general the intrusive methods are
used most widely because of their relative case of use and because they have been employed for
decades. The only widely used non-intrusive method is manual counting, which enjoys wide
application because of its case. Intrusive methods however, have evolved little over the last
decade, but in the US with federal transport policy emphasis on IT solutions to traffic
management , progress is being made in the development of non-intrusive methods include:

 BENDING PLATE

A weight pad attached to a metal plate embedded in the road to measure axel weight and speed.
It is an inexpensive device and requires alteration to the roadbed.

PNEUMATIC ROAD TUBE

A rubber tube that is placed across the lanes that uses pressure changes to record the number of
axle movements in a counter placed on the side of the road. The drawback is that it has limited
lane coverage, may become displaced, and can be dislodged by snow ploughs.

 PIEZO-ELECTRIC SENSOR A device that is placed in a groove cut into

the roadbed of the lane(s) being counted. This electronic counter can be used to measure
weight and speed. Cutting into the roadbed can affect the integrity of the roadbed and
decrease the life of the pavement.

54
INDUCTIVE LOOP
A wire embedded in the road in a square formation that creates a magnetic field that relays the
information to a counting device at the side of the road. This has a generally short life
expectancy because it can be damaged by heavy vehicles, and is also prone to installation errors.
The major non-intrusive methods include:

 MANUAL OBSERVATION

A very traditional method involving placing observers at specific locations to record vehicle or
pedestrian movements. At its simplest, observers use tally sheets to record, but numbers, on the
other hand there are mechanical and electronic counting boards available that the observer can
punch in each time an event is observed. It can record traffic numbers, type and directions of
travel. Manual counts give rise to safety concerns, either from the traffic itself or the
neighborhoods where the counts are being undertaken.

 PASSIVE AND ACTIVE INFRA-RED

A sensor detecting the presence, speed and type of vehicles by measuring infra-red energy
radiating from the detection area. Typically the devices are mounted overhead on a bridge or
pylon. The major limitation is the performance during inelement weather, and limited lane
coverage.

 PASSIVE MAGNETIC

Magnetic sensors that count vehicle numbers, speed and type are placed under or top of the
roadbed. In operating conditions the sensors have difficulty in differentiating between closely
spaced vehicles.

 MICROWAVE DOPPLER /RADAR

Mounted overhead the devices record moving vehicles and speed. With the exception of radar,
devices they have difficulty in detecting closely spaced vehicles and do not detect stationary
vehicles. They are not affected by weather.

55
 MICROWAVE DOPPLER/RADAR
GUIDELINES FOR CHOICE OF PAVEMENT TYPE

 Road Tar:
This bituminous material is obtained by the destructive distillation of organic matters
such as wood, coal shale etc. In the process of destructive distillation, the carbonation
results in the production of crude tar which is further refined by distillation process.

ROAD TAR

 Cut-back bitumen:
The asphaltic bitumen is very often mixed with comparatively volatile solvents to
improve the workability of the material. The solvent gets evaporated leaving behind the
particles together. This cutback bitumen is classified into slow, medium and rapid curing
depending upon the type of solvent used.

 Emulsions:
An emulsion is a mixture of normally two immiscible liquids. Asphalt gets broken up
into minute globules in water in the presence of the emulsifiers. It improves the
workability of bitumen or asphalt. As a result of emulsification, asphalt is available at
normal temperature in the liquid form.
WASTE PLASTIC:

 Waste plastic in the shredded form

56
 WASTE PLASTIC SHREDDED FORM

PLASTIC MATERIAL

Plastics are usually classified by their chemical structure of the polymer's backbone and side
chains. Some important groups in these classifications are the acrylics, polyesters, silicones,
polyurethanes, and halogenated plastics. Plastics can also be classified by the chemical process
used in their synthesis, such as condensation, polyaddition and cross-linking.

There are two types of plastics: thermoplastics and thermosetting polymers. Thermoplastics are
the plastics that do not undergo chemical change in their composition when heated and can be
molded again and again. Examples include polyethylene, polypropylene, polystyrene, polyvinyl
chloride, and polytetrafluoroethylene (PTFE) In the thermosetting process a chemical reaction
occurs that is irreversible. The vulcanization of rubber is a thermosetting process. Before heating
with sulfur, the polyisoprene is a tacky, slightly runny material, but after vulcanization the
product is rigid and non-tacky.
The properties of plastics are defined chiefly by the organic chemistry of the polymer. such as
hardness, density, and resistance to heat, organic solvents, oxidation and ionizing radiation.

Types of Plastics:-

 PET, polyethylene terephthalate

 HDPE, high-density polyethylene

57
  PVC, polyvinyl chloride
 LDPE, low-density polyethylene
 PP, polypropylene
 PS, polystyrene
 Polyvinyl Acetate(PVA)

Plastics are durable and degrade very slowly; the chemical bonds that make plastic so durable
make it equally resistant to natural processes of degradation. Since the 1950s, one billion tons of
plastic have been discarded and may persist for hundreds or even thousands of years. Perhaps the
biggest environmental threat from plastic comes from nurdles, which are the raw material from
which all plastics are made. They are tiny pre-plastic pellets that kill large numbers of fish and
birds that mistake them for food. Prior to the ban on the use of CFCs in extrusion of polystyrene
(and general use, except in life-critical fire suppression systems; see Montreal Protocol), the
production of polystyrene contributed to the depletion of the ozone layer; however, non-CFCs
are currently used in the extrusion process.
Thermoplastics can be remelted and reused, and thermoset plastics can be ground up and used as
filler, although the purity of the material tends to degrade with each reuse cycle.

a) Polyethylene:
 LDPE (Low Density Poly-Ethylene):
Low density poly-ethylene this plastic waste available in the form of carry bags generally in
stores these plastic bags are very thin and also easily available.
 HDPE (High Density Poly-Ethylene):
Generally High density poly-ethylene type of plastic waste is available in the form of carry bags
and easily available in the market.

b) Polypropylene:
This plastic may be available in the form of carry bags or solid plastic it’s depend upon the use
and need of the industries. It is available in the form of plastic bottles and mat sheets etc.
c) Polystyrene (PS): yoghurt pots, clear egg packs, bottle caps.
d) Foamed Polystyrene: food trays, egg boxes, disposable cups,

58
protective packaging etc
e) Polyvinyl Chloride (PVC): mineral water bottles, credit cards, toys,
pipes and gutters; electrical fittings, furniture, folders and pens; medical
disposables etc.

WASTE PLASTIC SHREDDED FORM

CHARACTERIZATION OF WASTE PLASTICS
1.THERMAL CHARACTERISTICS
The thermal behavior of the polymers namely Polyethylene, Polypropylene and Polystyrene was studied using
Thermo Gravimetry Analyzer TGA-50 and Differential Scanning Calorimeter DSC-60 to find out the
decomposition temperature and the softening point of the polymers .
2. PHYSICAL PROPERTIES
Most of the packing materials* used are made up of PE, PP, PS. These materials were characterized for their
thickness, solubility and softening temperature (Table -2). All these materials can be shredded and used for
road construction.
Common food packaging plastics and their uses:
Polyethylene PET Bottles for soft drinks,
terephthalate films etc.
Polysyrene PS Pots , thermo -Cole,
trays, toys etc.

Introduction to Plastics Science Teaching Resources. American Chemistry Council, Inc.

Retrieved 24 December 2012.

Full name Abbreviation Examples of use

High density polyethylene HDPE Bottles and films

Linear low density Polyethylene LLDPE Film
Polypropylene PP Containers, film
Polyvinylchloride PVC Blister packs and bottles
Polyethylene terephthalate PET Bottles for soft drinks, films etc.

Polysyrene PS Pots , thermo -Cole, trays, toys

etc.

59
CHARACTERISTICS OF PLASTIC COATED AGGREGATE
For the asphalt pavement, stone aggregate with specific characteristics is used for road laying. The aggregate is
chosen on the basis of its strength, porosity and moisture absorption capacity. The aggregate was coated with
waste plastic material by the following process. The waste plastics namely films, cups and foams shredded to
the required size of 2.5mm – 4.36mm. The aggregate is heated to 170oC. The shredded waste plastic was
sprayed over the hot aggregate. Plastics got softened and coated over the aggregate. The extent of coating was
varied by using different percentage of plastics. Higher percentage of plastics was used up to 25% to evaluate
the binding property, whereas lower percentage of plastics like 1% to 5% to evaluate the properties like
moisture absorption and soundness.

BINDING PROPERTIES
The hot plastics coated aggregates was compacted into a block using compacting machine operated
hydraulically and cooled. Then the block was subjected to a compressive test using universal testing machine.

MOISTURE ABSORPTION AASHTO T 96 (2001):

A known quantity of plastics coated aggregate was taken. It was then immersed in water for 24hrs. Then the
aggregate was dried using dry clothes and the weight was determined. The water absorbed by the aggregate
was determined from the weight difference. The test was repeated with plain aggregate for comparison of
results.

SOUNDNESS TEST AASHTO T 96 (2001)

Soundness is mainly to test the stability towards weathering of the aggregates and its chemical resistance. The
plain aggregate when exposed to stagnation of water, the water penetrates easily inside the pores of the
aggregates. Since the water contains dissolved salts, the salt gets crystallized and expands inside the pores
during evaporation resulting in the breaking of the aggregates. The low soundness property directly depends
upon the amount of voids and porosity of the aggregates . This is evaluated by conducting accelerated
weathering test cycle. The average loss in weight of aggregate for 5 cycles should not exceed 12 % when
tested with sodium sulphate. The plain aggregates and PCA were subjected to this test and the results are
tabulated in Table-4 for comparison.

60
AGGREGATE IMPACT TEST( AASHTO T 96 (2001))
It is used to evaluate the toughness of stone or the resistance of the aggregate to fracture under repeated
impacts. The aggregates were subjected to 15 blows with a hammer of weight 14kg and the crushed aggregates
were sieved on 2.26mm sieve. The aggregate impact value is the percentage of fine (passing through the
2.36mm sieve size) to the total weight of the sample. The aggregate impact value should not exceed 30% for
use in wearing course of pavements. Maximum permissible values are 35% for bituminous macadam and 40 %
for water bound macadam. The plastic coated aggregates were subjected to this test and the results are
tabulated in

LOS ANGELES ABRASION TEST AASHTO T 96 (2001)

The principle of Los Angeles abrasion (L.A.R) test is to find the percentage wear due to relative rubbing action
between the aggregate and the steel balls used as abrasive. LAR value should be less than 30% for pavements.
For the L.A. abrasion test, the portion of a plastics coated aggregate sample retained on the 1.70 mm (No. 12)
sieve was placed in a large rotating drum that contains a shelf plate attached to the outer wall. A specified
number of steel spheres were then placed in the machine and the drum was rotated for 500 revolutions at a
speed of 30 - 33 revolutions per minute (rpm). The material was then extracted and separated into material
passing the 1.70 mm (No. 12) sieve and material retained on the 1.70 mm (No. 12) sieve. The retained material
(larger particles) was then weighed and compared to the original sample weight. The difference in weight was
reported as a percent of the original weight and called the percentage loss. LAR value should be less than 30
percent for pavements.

CHARACTERISTICS OF “PCA-BITUMEN MIX”

The hot plastic coated aggregate was mixed with 80/100 bitumen at 1600C. The bitumen polymer coated
aggregate mix was subjected to tests like Stripping test, Bitumen extraction test and Marshall Value
determination test.

2.3.1. STRIPPING (IS: 6241-1971)

Stripping value is the determination of binding strength of the aggregate and the bitumen. It is tested by
immersing bitumen coated aggregate in water for 24hrs at 400C. When bitumen coated aggregate was
immersed in water, the water penetrates into the pore and voids of the stone resulting in the peeling of the
bitumen. This in turn results in the loosening of the aggregate and forming potholes. 200gm of PCA-
bitumen mix was taken and cooled to room temperature and weighed. The mixture was immersed in

61
water bath maintained at 400C for 24hrs. After 24hrs the stripping was observed and the percentage of
stripping was noted and the results are tabulated in Table -5 2.3.2.

BITUMEN EXTRACTION TEST ASTM D2172

The extraction tests were carried out in the following order.
1. Bitumen coated aggregate was treated with TCE and the bitumen was extracted. Here the extraction
was almost complete
2. PCA bitumen mix was first treated with TCE and the bitumen extracted was separated and estimated.
Complete removal of bitumen did not take place
3. So further extraction was carried out using another solvent, namely decaline, which can act as a solvent
to extract plastics also.
4. The PCA bitumen mix obtained from step 2 is then treated with decaline for another 30 minutes and
separated bitumen was estimated.
5. The extraction was again repeated after refluxing the mix for 5 minutes. Further separation took place.
The process was repeated using aggregate, coated with different percentage of plastics. The results are
tabulated (Table-6).

2.3.3. MARSHALL STABILITY ASTM: D 1559 – 1979

Marshall Stability value is the basic study on the stability of the mix with application of load. The
standard mixture was prepared in accordance with IRC specifications . The aggregates were coated with
plastics waste as described earlier. This plastics coated aggregates mix was then mixed with 5% of total
quantity of 80/100 bitumen. The mixture was transferred to the mould. It was compacted with 75 blows
on either side. The specimens (64 mm height and 10.2 mm diameter) were prepared by 1. Varying the
percentage of plastics waste and 2. by varying bitumen quantity. These specimens were tested. The voids
present in the mix also play an important role in deciding the performance of the mix. The following
properties were determined: Voids filled with Mineral Aggregate, Air Voids, Voids filled with bitumen,
Bulk Density, Specific Gravity and Voids in Mix. The results are reported in the Table-8. Marshal
Stability Value is indicative of load withstanding property of the flexible pavement. The minimum value
is fixed as 4KN by IRC with 5% of bitumen and 95% of stone aggregate Table (7 &8).

62
III. DISCUSSION OF RESULTS WASTE PLASTICS CHARACTERIZATION
3.1. THERMAL ANALYSIS

The results obtained from the thermal analysis using DSC and TGA (Table-1) show that polymers namely
PE, PP and 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. This is supported by TGA and DSC graphs shown in Figure1. (Table.1)

3.2. Binding Property

The aggregate coated with higher percentage of plastics was compacted into a block and compacted
blocks showed a compressive strength not less than 12 N/mm2. This shows that the molten plastics have a
good adhesion property. The increase in the values of the compression strength and bending strength
show that the plastics can be used as a binder. Moreover the strength increases with the increase in the
percentage of plastics used for coating. It is also depended on the types of plastics used like PE, PP and
PS (Table-2a). The following is the increasing order of strength of block produced
PS<PE<PP<Laminated films<BOPP. This order is in agreement of the chemical nature of the above
polymers1 Table- 3.

3.3. Aggregate characterization:

It was found that there is significant improvement in the strength properties of the aggregates change to
coated with molten plastics. This is due to the fact that when the plastic was coated over the aggregate,
the aggregate surface is covered with the thin film of polymer. The film of polymer also fills the pores at
the surface and there is no water absorption. Hence there is significant improvement in the general
properties of the aggregate like soundness, abrasion resistance, etc., Moreover, the PCA mixed with
bitumen shows better stripping property.
 Soundness:
Plastics coated aggregate showed no value for soundness. This can be explained as follows. The coating
of plastics fills the pores and voids present at the surface of the aggregate. There is no penetration of
water and there is no salt deposition. Hence there was no disintegration. (Table-4).
 In Los Angeles Abrasion,

63
the hardness of aggregate is measured. Plastics coated aggregates show better resistance to higher wear
and tear load (Table-4). The resistance increases with the increase of coating thickness of the plastics
coated. This is because coating of polymers over aggregate gives better adhesion over the surface
particles. It reduces the roughness of the aggregate and thus resulting in the reduction of abrasion over the
surface of aggregate.

 Impact value

The brittleness of the aggregate is measured as Impact value. Coating of waste polymers over the aggregate
reduces the voids and the air cavities present in the aggregates (Table-4). The film formed helps in preventing
the cracking The toughness of the stones is also increased. Hence, the impact value of the plastics coated
aggregate is lower when compared with the plain aggregate.

IV. PLASTIC COATED AGGREGATE - BITUMEN MIX CHARACTERIZATION

3.4. Extraction Characteristics:

The experimental results of extraction of bitumen (Table- 6) from the PCA - bitumen mix clearly show
explain the bonding nature of the mixture. It was observed that the TCE could remove bitumen almost
from the plain bitumen coated aggregates , whereas in the PCA- bitumen mix the removal of the bitumen
by TCE was a slow process and not all the bitumen was removed. The TCE cannot remove completely all
the bitumen from PCA- bitumen mix. Decaline, an organic solvent remove both bitumen and plastic on
further treatment. Complete removal is possible only by refluxing the PCA -bitumen mix with decaline
for more than 30 minutes. The following observations were made from the results of extraction test. In the
case of PCA bitumen mix, TCE removed only loosely bonded bitumen. It could not remove the bitumen
bonded with the aggregate through the plastics. Decaline (being a solvent to plastic) could remove the
bonded bitumen further. Only after refluxing was complete removal of Bitumen and plastic achieved.
Moreover, when the percentage of coating of plastics was more, the extent of bitumen removal was
correspondingly less. This observation helps to conclude the bonding of bitumen over plastic coated
aggregate is strong

. 3.5. Stripping Value

In the case of polymer coated aggregates (Table-4), the surface is covered by the polymer film and there
are no pores. The molten polymer not only fills the voids of the aggregate and binds the aggregate

64
together but also strongly binds with bitumen forming an organic bonding. Water cannot penetrate over
polymer coated aggregate, hence peeling out of bitumen from the PCA was zero even after 96 hours
(Table-5), thus having better stripping value

3.6.Marshall Stability Value:

Marshall Stability Value (kN), Flow Value (mm) and Marshall quotient (kN/mm) were obtained for plain
aggregate bituminous mixes and polymer coated aggregate bituminous mixes of varied
compositions.(Table 7&8) For an effective asphalt pavement, the flow values should be in the range 2-5
and the ratio of MSV and FV (referred to as Marshall Quotient) should not not more than 500. The results
obtained for the PCA are within this range. Voids filled with bitumen (VFB) are expected to be around
65%. The observed value is around 58%. The reduction is attributed to the reduction in the use of
percentage of bitumen (90%) and the reduction in voids. The data (Table 7 & 8) also suggest that with the
use of plastics waste coated aggregate, the quantity of bitumen needed for a good mix can be reduced by
0.5% of the total weight. This accounts for 10% reduction in the quantity of bitumen needed to be used. It
is a good saving of natural resource. The following observations are made
 The use of PCA increases the MSV of the mix
 As the percentage of the waste plastics coated increases the MSV is also increased
 Higher percentage of plastics (more than 15%) results in lesser compatibility with bitumen and
lesser bonding resulting in lower MSV.
 The use of PP gives higher MSV value than PE
 The foams of PP and PE also gives better MSV results
 The waste plastics available as foams or films can also be used
 The use of optimum percentage of plastics was arrived using mathematical modelling and it is
found to be
 10% of bitumen used.
 The flow value and the voids filled with bitumen are within the tolerance value
 The MSV of PCA - bitumen mix is compared with PMB mix. It was observed that the values of
the PCA bitumen mix are 50% to 60% higher than that of the PMB mix(Table-8), showing that
the binding strength is higher in the case of PCA bitumen mix.

65
3.7. Theoretical Explanation

The shredded plastics on spraying over the hot aggregate melted and spread over the aggregate giving a
thin coating at the surface. When the aggregate temperature is around 1400 C to 160oC the coated plastics
remains in the softened state. Over this, hot bitumen (160oC) is added. The added bitumen spreads over
the aggregate. At this temperature both the coated plastics and bitumen are in the liquid state, capable of
easy diffusion at the inter phase. This process is further helped by the increase in the contact area
(increased surface area). These observations may be explained as follows. Waste polymers namely PE, PP
and PS are hydrocarbons with long chains. The bitumen is a complex mixture of asphaltenes and maltenes
which are also long chain hydro carbon. When bitumen was mixed with plastic coated aggregate a portion
of bitumen diffuse through the plastic layer and binds with aggregate. The plastic layer has already
bonded strongly with aggregate. During this process three dimensional internal cross linked net work
structure results between polymer molecules and bitumen constitutes. Therefore the bond becomes
stronger and the removal of bonded bitumen becomes difficult as explained earlier in section 3.4 The
results of the studies on the extraction of bitumen (Table - 6) by dry process showed that the bonding
between stone aggregate and bitumen is improved due to the presence of polymers. This may be
explained by the following structural models. Using these models the extraction pattern is explained.
A plastic aggregate bitumen interaction model for the Plastics waste coated aggregate bitumen mix
(Not to Scale)

Key: Black- Bitumen; Blue- Polymer; Grey – Aggregate

Aggregate
1. Area of Plastics bonded with aggregate (polymer coating)
2. Area of Bitumen–plastics blend (due to diffusion between molten plastics & hot bitumen)
3. Area of Loosely bonded bitumen with dispersed plastics
4. Area of Plain bitumen layer

66
On the whole, the coating of plastics over the stone aggregate helps bitumen to have a strong bonding at
the surface. Basing on the above observations, the increased value of MSV, nil stripping and improved
strength of road is explained

Reduction of Carbon dioxide Emission:

Littered waste plastics are otherwise burnt along with domestic waste resulting in the production of green
house gases thus aiding global warming. In the Dry process, waste plastics are used as a coating material
by softening the plastic and not by burning. Hence there is no evolution of gases like carbon dioxide. For
a distance of one Kilometer single lane plastic bitumen road, a minimum of one ton of waste plastics is
used. This accounts for a reduction of Carbon Dioxide to a tune of 3 tons. Using this technology we have
laid more than 2500kms of plastic bitumen road at various places in India. This amounts to a prevention
of burning of waste plastics to an extent of 2500tonnes. This means that the process prevented the
formation of Carbon Dioxide to an extent of 7500tonnes. (If this waste plastic is burnt along with MSW,
nearly 2, 50,000tonnes of Carbon Dioxide would have been produced)
Chemical Reaction (7000C)

PE, PP,PS C, CO,CO2 but no Cl2

Use of PE, PP and PS cannot liberate dioxin even on burning (Table-1)

PVC C, CO, CO2 and Cl2 and HCl.

Cu II catalyst
C+O2 +Cl2
300-350 o C
PVC alone on heating may result in dioxin formation (300-3500C) (reverse cooling).

V. FIELD STUDY
4.1. Performance Study:

This work is intended to examine several aspects related to the use of polymer coated aggregate for
strengthening of flexible pavement. The objective of the work is to have functional evaluation and
structural evaluation of polymer coated aggregate flexible pavement. This is achieved by performing the
following specific tasks:

67
4.1.1Non Destructive Test:

a. Structural Evaluation
I. Carrying out structural evaluation of flexible pavement for the strength of the pavement by deflection
measurement using Benkelman beam
II. Measuring the field density of the road using sand pouring cylinder

III. b. Functional Evaluation

IV. Measuring the roughness of the pavement surface using Bump integrator / Merlin
V. Examining the pavement condition of the road (cracks, raveling, potholes, rutting, corrugation edge
break etc) by carrying out visual inspection of road surface
VI. Measuring the resistance offered by the pavement surface against skidding of vehicles using portable
skid resistance tester
VII. Measuring the pavement macro texture for the geometrical deposition of individual aggregates.
Texture depth was measured using sand patch method

4.1.2. Destructive Test:

i. Studying the gradation of the laid road.
ii. Carrying out different tests on recovered bitumen.
iii. Investigation of the properties of Plain aggregate and Polymer modified aggregate

VI. CONSTRUCTION OF THE TEST ROADS

Six sites were chosen (Table -10). Sites 1 to 5 for roads constructed using plastic coated aggregates and
the site 6 road constructed with conventional bituminous mixtures . The above tests were conducted as
per the specification (IRC) and the values were compared with standard values which are given in the
Table-6 as tolerance value. The tests were conducted periodically from Jan 2007 to Dec’12. The average
values are tabulated (Table 9) It is observed from the results that the plastic roads laid since 2002 to 2012
are showing results which are the characteristics of a good road. They are showing better results and
maintain good quality compared to the plain bitumen roads laid in 2002 .Hence it can be concluded that
the plastic tar roads are performing much better than the plain bitumen road. In addition to this, the
physical surface condition survey of the plastic tar road (procedure adopted by Central Road Research
Institute, New Delhi) shows that there is no pot hole formation, cracking, deformation, rutting, raveling

68
and edge flaw. The photos of these roads taken recently are also attached for having a visual exhibition
(Table -10). Hence it can be concluded that the plastic tar roads are having good skid resistance values,
good texture values, good surface evenness, reasonably good strength and field density with least change.
VII. ECONOMY OF THE PROCESS
Based on the experimental evidences and the amount of raw materials used for 25mm Semi Dense
Bituminous Concrete (SDBC- this top layer of the bituminous road. 10M2 SDBC road the following
calculation has been arrived

Material needed Plain bitumen process Plastics coated aggregate (PCA)

80/100 Bitumen 11250Kg 10125Kg

Plastic waste ----- 1125Kg

Cost Rs. 393750 (BIT)Rs.354375+(plastic) Rs.13500 = Rs.

367875

Cost Reduced NIL Rs. 25875.00

Carbon Credit Achieved on 3.5tonnes

avoiding burning of plastics

 Cost Bitumen Approx: 35,000/ton and Waste Plastic : Rs. 12000/tons

 Savings of bitumen = 1 ton
 Use of Plastics waste – (11,25, 000) carry bags (1.125 ton)
 Bitumen needed– 10125kg
 Plastics waste needed – 1125 kg.
 Three kilograms of bitumen were saved and three kilograms of waste plastics were used. The cost
of bitumen is much higher than that of plastics and this process also helps to save the natural
resources. There is no maintenance cost for a minimum period of five years. Hence the process is
cheap and eco friendly.

69
 CONSTRUCTION PROCESS

Waste plastic is ground and made into powder; 3 to 4 % plastics mixed with the bitumen. Plastic
increases the melting point of the bitumen and makes the road retain its flexibility during winters
resulting in its long life. Shredded plastic waste acts as a strong “binding agent” for tar making
the asphalt last long. By mixing plastic with bitumen, the ability of the bitumen to withstand high
temperature increases. The plastic waste is melted and mixed with bitumen in a particular ratio.
Normally, blending takes place when temperature reaches 45.5°C but when plastic is mixed, it
remains stable even at 55°C. The vigorous tests at the laboratory level proved that the
bituminous concrete mixes prepared using the treated bitumen binder fulfilled all the specified
Marshall mix design criteria for surface course of road pavement. There was a substantial
increase in Marshall Stability value of the BC mix, of the order of two to three times higher
value in comparison with the untreated or ordinary bitumen. Another important observation was
that the bituminous mixes prepared using the treated binder could withstand adverse soaking
conditions under water for longer duration.

BASIC PROCESS
1- Segregation:-
Plastic waste collected from various sources must be separated from other waste.Maximum
thickness is 60 microns.

2- Cleaning Process:-
Plastic wastes get cleaned and dried
Fig 3: Cleaning &draying of plastic

3- Shredding process:-
Will be shredded or cut into small piece. The different types of plastic wastes are mixed together

Fig 4: Mixing of plastic

4- Collection process:- Plastic wastes get cleaned and dried

70
 8. CO-PROCESSING OF PLASTIC WASTE MANAGEMENT
8.1 Plastic Waste Management
1)Conventional Technology
 Recycling
 Incineration
 Land filling

2)New Technology
 Plasma Pyrolysis Technology
 Liquid Fuel
 Polymer Blended Bitumen Roads
 Co-processing in Cement Kiln

8.2 POLYMER BLENDED BITUMEN ROAD

The process of road laying using waste plastics is designed and the technique is being implemented
successfully for the construction of flexible roads at various places in India

Fig 5: Polymer Blended Bitumen Road

1. Striping and pothole formation: Bitumen film is often stripped off the aggregate.

2. Leaching: polymer will not leach out of the bitumen layer.

3. Effect of Bleeding: Waste polymer –bitumen blend shows higher softening temperature.

4. Effect of fly ash: It is also observed that the fly ash does not leach from this mixture.

IN SHORT CONSTRUCTION PROCESS OF THE PLASTIC ROADS

Step 1-:Plastics waste (bags ,cups , bottles ) made out of PE,PP and PS cut into a size between
2.36mm and 4.75mm using shredding machine

71
 FINE MIXER
Step 2-:The aggregate mix is heated to 165°c (as per the HRS specification) and transferred to
mixing chamber. Amount of plastic to be added is @8% of bitumen.

MIXER METHOD
STEP3-: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).

72
 MIXING CHAMBER
Step 4-: At the mixing chamber, the shredded plastics waste is to be added. It get coated
uniformly over the aggregate within 30 to 60 seconds, giving an oily look.

AGGREGATE
Step 5-:The plastics waste coated aggregate is mixed with got bitumen and the resulted mix is
used for road construction. The roller used is 8-ton capacity.

BITUMEN AND PLASTIC LIQUID

Step 6-:
The road laying temperature is between 110°c to 120 °c. And the rollers are used have capacity
8-ton generally.

ROAD LAYING
Overall process-:

73
 FIELD TRIALS

There are two type of field trials-:

1. DRY PROCESS
2.WET PROCESS

1.DRY PROCESS-:
 The aggregate is heated to 170°C in the Mini hot Mix Plant .
 Heated aggregates
 The shredded plastic waste is added in equal proportion.
 Adding shredded plastic.

2.Wet Process-:
 Waste plastics by direct mixing with hot bitumen at 160°C.
 Mechanical stirrer is needed.
 Addition of stabilizers and proper cooling.
 Since the wet process require a lot of investment and bigger plants.
 Not commonly used.

Fig 6: Hot bitumen is added

Methods
There are two different processes, namely wet and dry process, to incorporate waste plastic bags
into the bituminous mixes. Field trials have been carried out using wet process and dry process.
Wet process
It is the blending of shredded plastic bags and bitumen prior to the production of modified
bituminous mixes.

74
 WET PROCESS
Figure shows process flow in wet process of bitumen modification in wet process, the chemical
processes that produces binders, are considered to be swelling of the plastic particles from
absorbing some of the more volatile compounds from the bitumen, followed by degradation of
the plastic from devulcanising and polymerization.
The rate of reaction is affected by the following:
• Temperature of the binder (higher temperatures provide a quicker reaction),
• The surface characteristics of the plastic used (rougher surface reacts quicker),
• The size of the waste plastic particles (smaller particles swell quicker but lesser)
• The period, blend is kept at the reaction temperature (longer time, greater reaction).
The main and important process in bitumen modification using wet process is blending of
polymers and bitumen. It requires proper blending technique to ensure a required quality of
blend.

Dry process
Mixing the appropriate quantity of dry shredded waste plastic with hot aggregate prior to
production of bituminous mixes at hot mix plant by varying percentage of plastic by weight of
mix.
(i) Various types of waste plastic are collected, analysed as per their type and sent for storage.
(ii) These segregated wastes are then cleaned and dried to remove impurities from them. Then
cut into a size of 1.18-4.36 mm using shredding machine, (PVC waste should be eliminated).
(iii) The aggregate mix is heated to 165oC (as per the HRS specification) and transferred to
mixing chamber. Similarly the bitumen is to be heated up to a maximum of 160oC (HRS
Specification) to have good binding and to prevent weak bonding. (Monitoring the temperature is
very important).

75
 Fig. 3: Polymer-bitumen mixing assembly

(iv) At the mixing chamber, the shredded plastics waste is to be added over the hot aggregate. It
gets coated uniformly over the aggregate within 30 to 45 secs, giving an look of oily coated
aggregate.
(v) The plastics waste coated aggregate is mixed with hot bitumen at the temperature range
between 150oC-165oC. The resulted mix of temperature range 130oC-140oC is used for road
construction. The road laying temperature is between 110oC-120oC. Using the roller of 8 ton
(min.) capacity.

76
 EXPERIMENTAL

Wet process

Development of initial blends

Selection of appropriate polymers:

Through literature survey for Indian plastic companies and contact with several plastic recyclers in nearby
districts (Amravati, Akola); it was established that there are seven main polymers recycled in India. These
include low and high density polyethylene (LDPE, HDPE) widely used in packaging and plastic bottles;
polypropylene (PP) often used in straws and sweet wrappings; polyvinyl chloride (PVC), used in
plumbing pipes and fittings; polyethylene terephthalate (PET), widely used in water and soft-drink bottles
and acrylonitrile butadiene styrene (ABS), used in electronic devices such as laptops and mobile phones.
It was suspected that some of these materials would be unsuitable for use in manufacturing recycled
polymer modified bitumen. So samples were taken from main three components of waste viz. HDPE,
LDPE, PP and also crumb rubber from rubber waste with a view to incorporating them into the bitumen.
Although the above polymers are available in sufficient quantities so as to be commercially feasible, not
all are suitable for the proposed use. Factors influencing suitability for use with bitumen includes melting
point and density.

Initial evaluation process

The initial evaluation process involved attempting to incorporate the recycled polymers into astraight run
bitumen. The selected bitumen was 60/70 grade bitumen with a softening point of avg. 52.5oCand a
penetration value of avg. 65 dmm. And 80/100 grade bitumen with a softening point of avg.48.5oC and
penetration value of avg. 90 dmm. Of the 7 common recycled polymers available, representative samples
were selected for testing, including: HDPE, LDPE, PP and Crumb rubber.

Preparation of blend
Waste plastic bags of various polymers cited above, were cut into pieces using a shredding machine.
It was sieved and the plastics pieces passing through 4.75 mm sieve and retaining at 2.36 mm sieve were
collected. These samples prepared, were added slowly to hot molten bitumen of temp. around 170-180oC.
All samples were first mixed at low polymer concentrations as follows,

77
• For mixing with 60/70 grade bitumen: Beginning with 2% by weight of the bitumen, further in
the concentrations of 4%, 6%, 8%, 10% and 12%.
• For mixing with 80/100 grade bitumen: Beginning with 1% by weight of the bitumen further inthe
concentrations of 1%, 2%, 3%, 4%, and 5%.
The mixture was stirred well using stirrer for about 20-30 minutes. Blends of different compositions were
prepared.
Material balance
According to Law of conservation of mass Energy can neither be created nor be destroyed, only one form
of energy can be converted to other. In its general form it can be written as –
(Mass flow in the system) = (Mass leaving the system) + (Mass accumulated in the system)
As there is no specific reaction taking place, during blending, between bitumen and polymer, there is no
specific change in terms of mass takes place. Material balance for samples, various types of plastic waste
added to virgin bitumen is given as in Table 4.

Table 4: Material balance of samples with 60/70 grade bitumen for various polymers
S. NO. Base material Additive Blend
Bitumen weight (g) Polymer % weight (g) Gms
1. Grade 60/70 500 ---- 0 ---- 500
2. Grade 60/70 490 HDPE 2 10 500
3. Grade 60/70 480 HDPE 4 20 500
4. Grade 60/70 470 HDPE 6 30 500
5. Grade 60/70 460 HDPE 8 40 500
6. Grade 60/70 450 HDPE 8 40 500
7. Grade 60/70 440LDPE 10 40 500
8. Grade 60/70 490LDPE12 40 500
9. Grade 60/70 480LDPE 2 40 500
10. Grade 60/70 470LDPE4 40 500
11. Grade 60/70 460LDPE6 40 500
12. Grade 60/70 450LDPE 8 40 500
13. Grade 60/70 440LDPE10 40 500
14. Grade 60/70 490PP 12 40 500

78
15. Grade 60/70 480PP 2 40 500
16. Grade 60/70 470 PP 4 40 500
17. Grade 60/70 460 PP 6 40 500
18. Grade 60/70 450 PP 8 40 500
19. Grade 60/70 440 PP 10 40 500
20. Grade 60/70 490 PP 12 40 500
21. Grade 60/70 480 CR 2 40 500
22. Grade 60/70 470 CR 4 40 500
23. Grade 60/70 460 CR 6 40 500
24. Grade 60/70 450 CR 8 40 500
25. Grade 60/70 440 CR 10 40 500

Fig. 4: Methodology adopted for modification of 60/70 pen. Bitumen

As stated earlier, dry process used in asphalting technique of roads is nothing but the coating of plastic
over aggregates which in turn increases the binding property of the aggregates improving the strength of
the Pavement.

79
 Fig. 5: Methodology adopted for modification of 80/100 pen. Bitumen

Preparation of process
Various types of waste plastics collected, segregated, cleaned and shredded in the required size
of 2-4 mm. Aggregates, which are to be used, are taken and graded according to grading limits
using sieve analysis.
Actual process
At first sheared plastic is taken in the quantity of 10% and 15% (by wt of aggregate) then graded
aggregates are heated to 160-170oC. Bitumen is also heated upto a maximum of 160oC.
(HRS Specification) to have good binding and to prevent weak bonding.
At the mixing chamber, the shredded plastics waste is to be added over the hot aggregate. It gets
coated uniformly over the aggregate within 30 to 45 secs, giving an look of oily coated
aggregate. The plastics waste coated aggregate is mixed with hot bitumen at the temperature
range between 150oC-165oC.
Total three samples were to be prepared according to plastic used as follows –
(i) Aggregates coated with base bitumen only.
(ii) Aggregates coated with 10% plastics (% by weight of aggregates)
(iii) Aggregates coated with 15 % plastics (% by weight of aggregates)
The above samples made using dry process are subjected for various tests as: Marshal Stability,
flow value, Sieve analysis, Impact value, water absorption & abrasion value.

80
Preparation of Plastic Waste Material
The use of plastic materials such as carry bags, cups, etc. is constantly increasing. The
consumption of plastics has increased from 4000 tons/annum to 4 million tons/annum and it is
expected to rise 8 million tons/annum during the year 2010. Nearly 50 to 60% of the total
plastics are consumed for packing.

 Waste plastic shredding:

Shredding is the process of cutting the plastic into small sizes between 2.36mm to 4.75mm
with the help of the plastic shredding machine viz. Agglomerater and Scrap Grinder. In
Agglomerater, thin films of poly-ethylene and polypropylene carry bags are shredded and in
Scrap Grinder a solid plastic material are shredded i.e. plastic bottles, drip lines, electric cable
lines etc.

Details of Shredding Machine:

a) Agglomerator:
For shredding of poly-ethylene “Agglomerator” is used. In this process a thin plastic waste carry
bags cut in small pieces with the help of fix and rotator blades this whole process required 20-25
minutes for shredding.

b) Specification of Agglomerator:
Vessels size 600mm dia. X 900mm ht.
Rotatory knives-4.
Fix knives -6.
Ph induction A.C. motor-30hpmake Crompton greaves ATK 222 Model SE/A2 30 HP.
Length of blade-200mm.

81
 PLASTIC WASTE BLENDING MATERIALS

a) Preparation of blend

Polyethylene carry bags are cut into pieces using a shredding machine. They are sieved and the
plastic pieces passing through 4.75mm sieve and retaining at 2.36mm sieve gets collected. These
plastic pieces are added slowly to the hot bitumen of temperature around 170-1800C. The
mixture stirred well using mechanical stirrer for about 20-30 minutes.
Polymer-bitumen mixtures of different compositions can be prepared and used for carrying out
various tests.

b) Characterization of blend

At the time of laboratory testing for characterization of bitumen following Test is adopted:

c) Separation Test (IRC-SP: 53-1999)

Samples of different composition can be subjected to the separation test. Homogeneity can be
obtained approximately up to 1.5% blend. Beyond this composition, the variation of softening
point is much higher for the top and bottom layer of the test samples showing that there is a
separation of polymer from bitumen on standing.

d) Characterization of Plastic Waste-Bitumen Blend for Flexible Pavement

The utility of the plastic waste blended bitumen-aggregate mix for flexible pavement
construction is characterized by studying stripping value and Marshall Stability value of the mix
for the blends having a maximum of 1.5% plastic waste.

82
Preparation of Plastic-Waste Coated Aggregate

The aggregate are heated to around 1700C; the plastic waste shredded to the size varying
between 2.36mm and 4.75mm. This shredded plastic waste is added over hot aggregate with
constant mixing to give a uniform distribution.
The plastic get softened and coated over the aggregate. The hot plastic waste coated aggregates
are mixed with hot bitumen 60/70 or 80/100 grade (1600C).

Figure : Shredding Machine Blade

For shredding of solid plastic waste of poly-propylene ‘scrap grinding machine’ is used. In this
process, a solid plastic waste cut in small pieces with the help of with two rotating and one fixed
blades.

SHREDDING MACHINE BLADE

This whole process gives output in per hour rate. Following are the Specifications of Scrap
Grinder.
 Output 7.5Kg/hr.
 Length of rotor-200mm
 Length of blade-200mm
 No. of blades rotating-2Nos.
 Fixed blade-1No.
 Motor-3HP,900RPM.

83
MIXING PROCEDURE AT HOT MIX PLANT

Plastics waste ( cups, bags ) made out of PE,PP and PS cut into a size between 2.36mm and 4.75mm
using shredding machine, (PVC waste should be eliminated).

2(a). The aggregate mix is heated to 165°C (as per the HRS specification) and transferred to
mixing chamber. 2(b). Similarly the bitumen is to be heated upto a maximum of 160°C (HRS
Specification) to have good binding and to prevent weak bonding. (Monitoring the temperature is
very important).

MIXING PROCEDURE AT HOT MIX PLANT

1. Plastics waste ( cups, bags ) made out of PE,PP and PS cut into a size between 2.36mm and
4.75mm using shredding machine, (PVC waste should be eliminated).
2(a). The aggregate mix is heated to 165°C (as per the HRS specification) and transferred to
mixing chamber.
2(b). Similarly the bitumen is to be heated upto a maximum of 160°C (HRS Specification) to
have good binding and to prevent weak bonding. (Monitoring the temperature is very important).

5.1 FLOW DIAGRAM OF PLASTIC COATED BITUMIN MIX ROAD

84
 MIXING
3. 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.
4. The plastics waste coated aggregate is mixed with got bitumen and the resulted mix is used for
road construction. The road laying temperature is between 110°C to 140°C. The roller used is 8-
ton capacity.

CHARACTERISTICS OF PCA – BITUMEN MIX

1. Marshall stability test: It is observed that the Marshall stability values obtained for were
generally higher than the value obtained for pure bitumen.

OBSERVATIONS
1. Use of PCA increases MSV of the mix.
2. As the percentage of waste plastics coated increases the MSV is also increased.
3. Use of PP gives higher MSV value than PE.
(70)

85
COST ESTIMATION AND ECONOMY INCORPORATED
Cost Estimation
In wet process, we use waste plastic for modification of bitumen, whereas in dry process, waste
plastic is used for coating over aggregates. Waste plastic collection in India is typically a huge
network of man power, engaged at various stages. Thus a separate economy is running there.

On the other hand, we travel a lot by roads than any other means of travelling such as railways,
airways or waterways, as roadways are the most convenient & economical ways of travelling.
But the condition of the roads is decreasing day by day. The cost for up gradation is increasing as
the availability of natural recourses are minimizing. Therefore any techniques for improving
quality of roads parallely saving some of natural resources such as bitumen and aggregates are
needed. Use of this novel technique for up gradation of roads proved to be useful and
economical, saving thousand Crores of rupees. There are tremendous possibilities of road up
gradation in terms of quality and cost effectiveness, as condition and quality of roads are
declining with next day.

In wet process, we use waste plastic for modification of bitumen, whereas in dry process, waste
plastic is used for coating over aggregates. Waste plastic collection in India is typically a huge
network of man power, engaged at various stages. Thus a separate economy is running there.

On the other hand, we travel a lot by roads than any other means of travelling such as railways,
airways or waterways, as roadways are the most convenient & economical ways of travelling.
But the condition of the roads is decreasing day by day. The cost for up gradation is increasing as
the availability of natural recourses are minimizing. Therefore any techniques for improving
quality of roads parallely saving some of natural resources such as bitumen and aggregates are
needed. Use of this novel technique for up gradation of roads proved to be useful and
economical, saving thousand Crores of rupees. There are tremendous possibilities of road up
gradation in terms of quality and cost effectiveness, as condition and quality of roads are
declining with next day.

86
Some of basic information is given below –

 Cost of waste plastics Rs. 7/- per Kg.

 Cost of processing: Rs. 5/- per Kg.
 Total cost of waste plastics: Rs. 12/- per Kg.8

• Optimum percentage of plastic in the blend as per the test results is around 8% (% wt. of
bitumen)
• Generally roads in India are constructed in basic width of 3.0 m, 3.75 m. and 4.0 m.
• Consider 1 Km length road of width 3.75 m. it uses bitumen approx. 21300 Kg. (For newwork)
and 11925 Kg. (For Up gradation).

 Cost of Bitumen per drum (200 Kg):- 8400/- 9

 Cost of Bitumen Per Kg.:- 42.00/-
 Cost of Road (New)/Km including BBM, Carpet and Seal Coat: Rs. 18,95,000/-10

→ Bitumen required for work (approx.): 21,300 Kg. per Km

→ Cost of bitumen in new work per Km.: Rs. 8,95,000/-

→ Waste plastic, co processed with bitumen for PMB (8% by wt.): 1,704 Kg

→ Cost of waste plastic used: Rs. 20,450/-

→ Cost of Bitumen saved (1704Kg. equivalent to plastic used): Rs. 71550/-

→ Total savings per Km.: Rs. 51,100/-

• Cost of Road (Up gradation)/km including Carpet and Seal Coat: Rs. 10, 80,000/-10

→ Bitumen Required for work (approx.): 11925 Kg. per KM.

87
→ Cost of bitumen in repairs (Up gradation) per Km.: Rs. 5,01,000/-

→ Waste plastic, co processed with bitumen for PMB (8% by wt.): 954 Kg.

→ Cost of waste plastic used: Rs. 11450/-

→ Cost of Bitumen saved (954Kg. equivalent to plastic used): Rs.40,050/-

→ Total savings per Km.: Rs.28, 600/-

• Optimum amount of waste plastic used in dry process: 10% (by wt. of aggregates)
• Amount of aggregates used in road construction (1 Km length x 3.75 m width):3750 sqm x
12.5 Kg per sqm (avg.) = 46875 Kg.

→ Therefore Amount of waste plastic used in road (10% by wt.): 4687.5 Kg.

• Total amount of waste plastic used in road construction using both the processes together (i.e.
Combination of wet process & dry process):1704 + 4687.5 =6391.5 Kg

• Total cost of waste plastic used in road using mix process: Rs.76,700/-
• Extra cost for construction of road (Cost of waste plastic used in roadconstruction – Total
savings using modified bitumen): 76,700 – 51,100 = Rs.25,600/- per Km

88
 Table 1: Showing compressive & Bending strength
% of Plastic coating over Compressive Strength (Mpa) Bending strength (Mpa)
aggregate
10% 250 325
20% 270 335
30% 290 350
40% 320 390

According to the findings as the percentage of Plastic Coating over Aggregate increases the
corresponding Compressive and Bending Strength increases.

EARTH WORK IN BANKING OR IN EXCAVATION ROAD IN LAYER

OF 20 INCLUDING REMMERING UP TO 30 mt. LED AND 1.5 mt. LEFT.

S.NO. Particulars of Quantity Rate Ammount

item in work
1. Mistri(Head) 1 Nos 500/day 500.00
2. Mazdoor 20 Nos 300/day 6000.00
3. Coolie 14 Nos 250/day 3500.00
4. Tools & Plants Lumpsum 500.00
Total 10500.00

Total = 10500.00
Add 10% Contractor Profit = 1050.00
Grand Total = 11550.00
Rate Per cub m = 1155.00

89
 COSTING
S.NO. Particulars of item Quantity Rate Cost
of Work

1. Surveying day Belling 1.00 K.m. 3200/km 5000.00

2. Land Acquicition 15000 m2 350000/hect 525000.00

(Permanent) (1.5 hect.)
3. Land Acquicition (1.02 hect.) 85000/hect 86700.00
(Temporary)
4. Earth work cutting & 4548 m3 53.35/m2 242635.80
Filling

MATERIAL
5. Preparation of sub grade 4000m2 0.05/m2 2000.00
6. Soiling coat
I. Stone ballast 150mm 480m3 450/m3 216000.00
Gauge
II. Laying and consolidation 480m3 182.60/m3 87648.00
7. Inner Coat
I. Stone ballst 50mm 350m3 600/m3 210000.00
Gauge
II. Laying of consolidation 350m3 182.60/m3 63910.00
8. Top Coat
I. Stone ballast 40mm 350m3 1000/m3 35000.00
Gauge
II. Laying and consolidation 350m3 182.60/m3 63910.00
9. Berm Dressing 1000m 2000/km 2000.00
10. Painting

90
 I. Painting 1st coat with 3500m2 130.27/m2 455945.00
Road for NOS
II. Painting 2st coat with 3500m2 70.00/m2 242500.00
Asphalt
III. Brick eadging on 1000m 200000/km 200000.00
bothside

Economy incorporated

• A best use of plastic carry bags and scrap bottles, which are really most problematic face of
plastic to common man.

• Expenditure of Government of Maharashtra State only for Repairs of roads under P.W.D. and
Z. P. W. D. reaches over more than Rs. 3500 Crores annually. Out of which Rs. 1700 Crores
approximately are for bitumen only.

• Bruhan Mumbai Municipal Corporation has its biannual budget for bituminous road repairs
more than Rs. 750 Crores.
• The Central Government’s annual allocation of funds towards roads and highways is approx.
55,000 Crores.

• There is huge part of budget, spent on municipal waste management by Central Govt., State
Governments and local authorities from all over India.
• Use of waste plastics in roads give the best results of which today’s world is in need of.
80/100 Bitumen 11250Kg 10125Kg
Plastic waste ----- 1125Kg
Cost Rs. 393750 (BIT)Rs.354375+(plastic)
Rs.13500 = Rs. 367875
Cost Reduced NIL Rs. 25875.00
Carbon Credit Achieved on 3.5tonnes
avoiding burning of plastics

91
  Cost Bitumen Approx: 35,000/ton and Waste Plastic : Rs. 12000/tons
 Savings of bitumen = 1 ton
 Use of Plastics waste – (11,25, 000) carry bags (1.125 ton)
 Bitumen needed– 10125kg
 Plastics waste needed – 1125 kg.

Three kilograms of bitumen were saved and three kilograms of waste plastics were used. The
cost of bitumen is much higher than that of plastics and this process also helps to save the natural
resources. There is no maintenance cost for a minimum period of five years. Hence the process is
cheap and eco friendly.

Environmental benefits

Today, plastic waste treatment is largely hazardous to the environment as most of the plastic is burnt
resulting in toxic gases, being released in the environment. By effectively managing the collection,
separation and processing of plastic waste, the environmental damages can be limited by eliminating the
waste from our streets. We can have international standard roads and pavements, which are litter free.

Municipal solid waste management (MSWM)

Households and other units wrap all garbage into plastic bags and dispose them. The nonbiodegradable
plastic bags acts like a covering on the garbage preventing it from being converted into compost. At
present only 20% of the MSW is converted into compost. This can be considerably increased to 80-85%
and more by systematically managing the plastic waste.
Farming community

One of the foremost areas that would directly benefit is agriculture. At present only 20% of MSW is
converted into compost. This can be converted to 80-85% once the plastic from the MSW is segregated.
Farmers can directly purchase from MSWM if plastic separated and used it instead of costly fertilizers.

National economy
When life of a road is doubled, then the savings that accrue to the national exchequer are in

92
thousands of crores. In addition to the savings accrued at the central level, every state Municipal Solid
Waste Management would save crores of rupees by eliminating the plastic segregation process at its yards
along with huge amount spending on road repairs yearly.

COMPARISON BETWEEN ORDINARY BITUMINOUS

The durability of the roads laid out with shredded plastic waste is much more compared with
roads with asphalt with the ordinary mix. Roads laid with plastic waste mix are found to be better
than the conventional ones. The binding property of plastic makes the road last longer
besides giving added strength to withstand more loads. While a normal 'highway quality' road
lasts four to five years it is claimed that plastic-bitumen roads can last up to 10 years. Rainwater
will not seep through because of the plastic in the tar. So, this technology will result in lesser
road repairs. And as each km of road with an average width requires over two tonnes of
polyblend, using plastic will help reduce non-biodegradable waste.

The cost of plastic road construction may be slightlyhigher compared to the conventional
method. However, this should not deter the adoption of the technology asthe benefits are much
higher than the cost.

Plastic roads would be a boon for India’s hot and extremely humid climate, where temperatures
frequently cross 50°C and torrential rains create havoc, leaving most of the roads with big
potholes. Already, a kilometrelong test-track has been tested in Karnataka using this technology.
The government is keen on encouraging thesetting up of small plants for mixing waste plastic
and bitumen for road construction. It is hoped that in near
future we will have strong, durable and eco-friendly roads which will relieve the earth from all
type of plastic-waste.

1) The durability of the roads laid out with shredded plastic waste is much more compared with
roads with asphalt with the ordinary mix.

2) While a normal 'highway quality' road lasts four to five years it is claimed that plastic-bitumen
roads can last up to 10 years.

93
3) Rainwater will not leach through because of the plastic in the tar.

4) The cost of plastic road construction may be slightly higher compared to the conventional
method.

5) The maintenance cost is low as compared to conventional method.

6) Its initial cost is slightly more as compared to conventional method.

ROADS AND WASTE PLASTIC BITUMINOUS ROADS

S.No. Properties Plastic Road Ordinary Road

1. MARSHALLSTABILITYVALUE MORE LESS

2. BINDING PROPERTY BETTER GOOD

3. SOFTENING POINT LESS MORE

4. PENETRATION VALUE MORE LESS

5. TENSILE STRENGTH HIGH LESS

6. RUTTING LESS MORE

7. STRIPPING(POT HOLES) NO MORE

8. SEEPAGE OF WATER NO YES

9 DURABILITY OF THE ROADS BETTER GOOD

10. COST OF PAVEMENT LESS NORMAL

11. MAINTENANCE COST ALMOST NIL MORE

12. ENVIRONMENT FRIENDLY YES NO

94
COST COMPARISON

Reusing plastic waste to pave roads is an experiment that has been successfully conducted in
many places, such as Kalamassery in Kerala and in Kolkata and Bangalore. The first technology
approach, developed by Bangalore-based K K Plastic Waste Management Limited, entails using
plastic waste along with bitumen – the ingredient conventionally used to make roads
[11]Bangalore city generates nearly 15 tones of waste plastic bags every day. The mixing up of
these waste plastic bags with other degradable organic waste Materials in the garbage of the
urban areas have been the main cause of the problem in handling wastes that are collected in the
city. The Bangalore Municipal Corporation has experimented using a compound made of waste
plastic bags in the construction of roads in 2002. So far, 35kms stretch of road has been laid
using this compound. After 2 years, the roads have not developed cracks, and provide smooth
riding surface displaying much better durability (now extended to 800 Km in Bangaluru city).

i) The cost difference for the roads laid with compound as against without it is Rs. 500 / Cubic
Meter.
ii) Saving of 8% by weight of bitumen
iii) Increase in compressive strength
iv) Indirect tensile strength values increased by 3 times v) Provide smooth riding surface
displaying much better durability
vi) This initiative demonstrates scalability of the project and a win - win situation

Developments

The office of the chief minister, New Delhi has a given a green signal to a private company for
supply of bitumen mixed with plastic which is used for construction of roads.
The company has already constructed a two-km road in Bangalore with bitumen mixed with
plastic.

95
The government of Karnataka was pleased by the success of the experiment and the state chief
minister himself inaugurated the field test of construction 500 m of road in three places in and
around Bangalore with the help of PWD using the innovative technology.

Views
The director of the Central Road Research Institute (CRRI) said that bitumen mixed with plastic
or rubber improves the quality and life of roads.
The deputy director of the CRRI said that polymers mixed with bitumen increased the
construction cost up to six per cent, but increased the longevity of roads manifold.

ADVANTAGE OF WASTE PLASTIC BITUMINOUS MIX

1) Stronger road with increased Marshall Stability Value.
2) Better resistance towards rain water and water stagnation.
3) No stripping and no potholes.
4) Increase binding and better bonding of the mix.
5) Reduction in pores in aggregate and hence less rutting and raveling.
6) No leaching of plastics.
7) No effect of radiation like UV.
8) The strength of the road is increased by 100%.
9) The load withstanding property increases. It helps to satisfy today’s need of
increased road transport.
10) For 1km X 3.75m road, 1 ton of plastic (10 lakh carry bags) is used and 1 ton of
bitumen is saved.
11)Value addition to the waste plastics (cost per kilogram increases from Rs 4 to
Rs12.
12) The cost of road construction is also decreased.
13) The maintenance cost of road is almost nil.
14)Disposal of waste plastic will no longer be a problem.
15) The use of waste plastics on the road has helped to provide better place for burying the
plastic waste without causing disposal problem.

96
 ECO FRIENDLY

BENEFITS OF WASTE PLASTIC ROADS:-

1. Environmental benefits
2. MSWM (Municipal Solid Waste Management)
3. Farming Community
4. National Economy

1.ENVIORNMENT BENEFITS:-

Today, plastic waste treatment is largely hazardous to the environment as most of the plastic is
burnt resulting is toxic gases being released in the environment.
By effectively managing the collection, separation and processing of plastic waste, the
environmental damages can be limited by eliminating the waste from our streets.
We can have international standard roads and pavements which are litter free.

2.MSWM (MUNICIPAL SOLID WASTE MANAGEMENT):-

House holds and other units wrap all garbage into plastic bags and dispose them. The non-
biodegradable plastic bags acts like a covering on the garbage preventing it from being converted
into compost.
At present only 20% of the MSW is converted into compost. This can be considerably increased
to 80-85% and more by systematically managing the plastic waste.

3.FARMING COMMUNITY:-
One of the foremost areas that would directly benefit is agriculture.
At present only 20% of MSW is converted into compost. This can be converted to 80- 85% once
the plastic from the MSW is segregated.
Farmers can directly purchase from MSWM if plastic separated.

97
4.NATIONAL ECONOMY :-

Cumulative benefits to the National Economy –Environmental –Employment generation –

Agricultural efficiency When life of a road is doubled, then the savings that accrue to the
national exchequer are in thousands of crores.
Segregating the plastic from the MSW at the municipal yard involves application of
resources, the cost of which runs into crores of rupees. A substantial amount of this can be saved.
The Central Government’s annual allocation of funds towards roads and highways is approx. 35
thousand crores Lab tests and real time tests have revealed that the life expectancy of a plastic
polymer road as compared to a normal road is at least 100% more In addition to the savings
accrued at the central level, every state Municipal Solid Waste Management would save crores
of rupees by eliminating the plastic segregation process at its yards.

98
 DISADVANTAGE OF WASTE PLASTIC ROAD

1. Cleaning process -:

Toxics present in the co-mingled plastic waste would start leaching.

2. During the road laying process -:

In the presence of chlorine will definitely release noxious HCL gas.

3.After the road laying -:

It is opined that the first rain will trigger leaching. As the plastics will merely form a sticky layer,
(mechanical abrasion).
The components of the road, once it has been laid, are not inert.

DISADVANTAGES OF PLASTIC ROAD

99
 RESULTS AND OBSERVATIONS

Aggregate Impact Value

The coating of plastics improves Aggregate Impact Value, thus improving the quality of the
aggregate. Moreover a
poor quality of aggregate can be made useful by coating with polymers. It helps to improve the
quality of flexible
pavement. This shows that the toughness of the aggregate to face the impacts. Its range should be
less than 10%.

Graph 1: Comparison of Aggregate Impact Value Test Results

Aggregate Crushing Value

The aggregate with lower crushing value indicate a lower crushed fraction under load and would
give a longer service life to the road. Weaker aggregate would get crushed under traffic load. It is
clearly seen from Table- that plastic coated aggregates shows the lower crushing value and
which can be withstand to traffic load more efficiently than the plain
aggregates. The results show that the aggregates are within the range according to ISS. Its range
should be less than
30-35%.

100
Graph 2: Comparison of Aggregate Crushing Value Test Results.

Specific Gravity
The specific gravity of an aggregate is an indirect measure of its strength. The more specific
gravity the more is the strength. The value of specific gravity of plain aggregate is less as
compare to that of plastic coated aggregate. Since aggregates having low specific gravity are
generally weaker than those with higher specific gravity values, the results say that the specific
gravity of the aggregates are increased increasing its strength. Its range should be within 2.5-
3.0%.

Graph 3: Comparison of Specific Gravity Test Results.

Los Angeles Abrasion Value

The repeated movement of the vehicle will produce some wear and tear over the surface of
pavement. This test gives that wear and tear in percentage. Under this study the percentage of
wear and tear values of plastic coated aggregate is found to be in decreasing order with respect to

101
the percentage of plastics. When the Los Angeles abrasion value of plain aggregate value is
compared with the plastic coated aggregates the values are less for coated aggregates. The results
obtained are within the range hence can be used for the construction. Its range should be less
than 35%.

Graph 4: Comparison of Los Angeles Test Results.

Test on bitumen with 7.5% Waste plastic.

102
 DISCUSSION OF RESULTS WASTE PLASTICS CHARACTERIZATION

1. THERMAL ANALYSIS

The results obtained from the thermal analysis using DSC and TGA (Table-1) show that
polymers namely PE, PP and 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. This is supported by TGA and DSC graphs
shown in Figure1.

103
Binding Property
The aggregate coated with higher percentage of plastics was compacted into a block and
compacted blocks showed a compressive strength not less than 12 N/mm2. This shows that the
molten plastics have a good adhesion property. The increase in the values of the compression
strength and bending strength show that the plastics can be used as a binder. Moreover the
strength increases with the increase in the percentage of plastics used for coating. It is also
depended on the types of plastics used like PE, PP and PS (Table-2a). The following is the
increasing order of strength of block produced PS<PE<PP<Laminated films<BOPP. This order
is in agreement of the chemical nature of the above polymers1 .
2. Aggregate characterization:

It was found that there is significant improvement in the strength properties of the aggregates
change to coated with molten plastics. This is due to the fact that when the plastic was coated
over the aggregate, the aggregate surface is covered with the thin film of polymer. The film of
polymer also fills the pores at the surface and there is no water absorption. Hence there is
significant improvement in the general properties of the aggregate like soundness, abrasion
resistance, etc., Moreover, the PCA mixed with bitumen shows better stripping property.
1. Soundness:
Plastics coated aggregate showed no value for soundness. This can be explained as follows. The
coating of plastics fills the pores and voids present at the surface of the aggregate. There is no
penetration of water and there is no salt deposition. Hence there was no disintegration.
In Los Angeles Abrasion, the hardness of aggregate is measured. Plastics coated aggregates
show better resistance to higher wear and tear load (Table-4). The resistance increases with the
increase of coating thickness of the plastics coated. This is because coating of polymers over
aggregate gives better adhesion over the surface particles. It reduces the roughness of the
aggregate and thus resulting in the reduction of abrasion over the surface of aggregate.
2.Impact value.
The brittleness of the aggregate is measured as Impact value. Coating of waste polymers over
the aggregate reduces the voids and the air cavities present in the aggregates (Table-4). The film
formed helps in preventing the cracking The toughness of the stones is also increased. Hence, the
impact value of the plastics coated aggregate is lower when compared with the plain aggregate.

104
PLASTIC COATED AGGREGATE - BITUMEN MIX CHARACTERIZATION
1. Extraction Characteristics:
The experimental results of extraction of bitumen (Table- 6) from the PCA - bitumen
mix clearly show explain the bonding nature of the mixture. It was observed that the TCE
could remove bitumen almost from the plain bitumen coated aggregates , whereas in the
PCA- bitumen mix the removal of the bitumen by TCE was a slow process and not all the
bitumen was removed. The TCE cannot remove completely all the bitumen from PCA-
bitumen mix. Decaline, an organic solvent remove both bitumen and plastic on further
treatment. Complete removal is possible only by refluxing the PCA -bitumen mix with
decaline for more than 30 minutes. The following observations were made from the
results of extraction test. In the case of PCA bitumen mix, TCE removed only loosely
bonded bitumen. It could not remove the bitumen bonded with the aggregate through the
plastics. Decaline (being a solvent to plastic) could remove the bonded bitumen further.
Only after refluxing was complete removal of Bitumen and plastic achieved. Moreover,
when the percentage of coating of plastics was more, the extent of bitumen removal was
correspondingly less. This observation helps to conclude the bonding of bitumen over
plastic coated aggregate is strong.

2. Stripping Value:

In the case of polymer coated aggregates (Table-4), the surface is covered by the polymer film
and there are no pores. The molten polymer not only fills the voids of the aggregate and binds
the aggregate together but also strongly binds with bitumen forming an organic bonding. Water
cannot penetrate over polymer coated aggregate, hence peeling out of bitumen from the PCA
was zero even after 96 hours (Table-5), thus having better stripping value.

3.Marshall Stability Value:

Marshall Stability Value (kN), Flow Value (mm) and Marshall quotient (kN/mm) were obtained
for plain aggregate bituminous mixes and polymer coated aggregate bituminous mixes of varied
compositions.(Table 7&8) For an effective asphalt pavement, the flow values should be in the
range 2-5 and the ratio of MSV and FV (referred to as Marshall Quotient) should not not more

105
than 500. The results obtained for the PCA are within this range. Voids filled with bitumen
(VFB) are expected to be around 65%. The observed value is around 58%. The reduction is
attributed to the reduction in the use of percentage of bitumen (90%) and the reduction in voids.
The data (Table 7 & 8) also suggest that with the use of plastics waste coated aggregate, the
quantity of bitumen needed for a good mix can be reduced by 0.5% of the total weight. This
accounts for 10% reduction in the quantity of bitumen needed to be used. It is a good saving of
natural resource. The following observations are made
 The use of PCA increases the MSV of the mix
 As the percentage of the waste plastics coated increases the MSV is also increased
 Higher percentage of plastics (more than 15%) results in lesser compatibility with
bitumen and lesser bonding resulting in lower MSV.
 The use of PP gives higher MSV value than PE
 The foams of PP and PE also gives better MSV results
 The waste plastics available as foams or films can also be used
 The use of optimum percentage of plastics was arrived using mathematical modelling and
it is found to be 10% of bitumen used.

106
 WASTE PLASTIC ROADS CONSTRUCTED

The Bruhat Bengaluru Mahanagara Palike (BBMP) has used plastic on about 600 km ofroads,
including many thoroughfares and arterial roads.
It uses the plastic blend in at least 25% of the road-laying works, including the present project to
upgrade about 45 roads in the city.
The plastic model was successful on major roads in Bangalore, including -:
 ShankarMuttRoad,
 KHRoad,
 MGRoad(towardsTrinityCircle),
 JCNagarRoad,
 Miller'sRoadandCunninghamRoad,
 Innerringroad,
 RajarajeshwariJunction,
 MysoreBangalorestatehighway.

PuttannaChettyTownHal

ManipalRoad

Banglore-mysorestate Highway

Dollars colony

107
 CONCLUSION

The generation of waste plastics is increasing day by day. The major polymers namely
polyethylene, polypropylene, polystyrene show adhesion property in their molten state
Plastics will increase the melting point of the bitumen. The waste plastic bitumen mix forms
better material for pavement construction as the mix shows higher Marshall Stability value and
suitable Marshall Coefficient. Hence the use of waste plastics for pavement is one of the best
methods for easy disposal of waste plastics.
The use of the innovative technology not only strengthened the road construction but also
increased the road life as well as will help to improve the environment and also creating a source
of income.
Plastic roads would be a boon for India’s hot and extremely humid climate, where temperatures
frequently cross 50°C and torrential rains create havoc, leaving most of the roads with big
potholes. It is hoped that in near future we will have strong, durable and eco-friendly roads
which will relieve the earth from all type of plastic-waste.

 Waste Plastic can be used as coating material in bituminous concrete mixture for road
construction.
 Properties of BC can be further improved by use of waste plastic.
 Use of waste plastic 0.76% by weight of aggregate and3% filler significantly improve the
volumetric properties of bituminous mixes resulting better performance of BC with
plastic waste than control mix(without plastic waste).
 The only problem faced during this project is the shredding of plastics. To overcome this
problem
 the shredding machines used should be easily available
 Plastic will increase the melting point of the bitumen.
 Use of the innovative technology not only strengthened the road construction but also
increased the road life.
 Help to improve the environment.
 Plastic road would be a boon for India’s hot and extremely humid climate where durable
and eco-friendly roads which will relive the earth from all type of plastic waste.

108
  This small investigation not only utilizes beneficially, the waste non-degradable plastics
but also provides us an improved pavement with better strength and longer life period.

In Dry process, the aggregate is modified by coating with polymers and producing a new
modified raw material for flexible pavement. Patent has been obtained for this process (Fig-2).
Coating of polymers on the surface of the aggregate has resulted in many advantages and
ultimately helps to improve the quality of flexible pavement. The coating of plastics over
aggregate also improves the quality of the aggregate. 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 has added more value to the dry process as this process
helps to dispose 80 percentages of the waste polymers usefully by an eco-friendly method. This
has already been accepted by the Central Pollution Control Board, New Delhi.
They have already released a guideline on the technique of the road laying by dry process and its
advantage. By this technique, which is in-situ, waste polymer like carry bags, foam, laminated
sheets, cups are all used for road laying. Moreover, the use of polymers helps to reduce
equivalent quantity of bitumen, thus reducing the cost of the road laying. In a net shell the Dry
Process thus helps to

1. Use higher percentage of plastics waste.

2. Reduce the need of bitumen by around 10%.
3. Increase the strength and performance of the road.
4. Avoid the use of anti stripping agents.
5. Reduce the cost to around Rs. 30000/ km of single lane road as on date.
6. Carry the process in situ.
7. Avoid industrial involvement.
8. Avoid disposal of plastics waste by incineration and land filling.
9. Generate jobs for rag pickers.
10. Add value to plastics waste.
11. Develop a technology, which is eco-friendly.

109
Our studies on the performance of plastic tar road conclusively proves that it is good for heavy
traffic due to better binding , increased strength and better surface condition for a prolonged
period of exposure to variation in climatic changes Above all, the process helps to dispose waste
plastics usefully and easily.

PLASTIC ROAD
Plastics will increase the melting point of the bitumen. Theuse of the innovative technology not
only strengthened the road construction but also increased the road life as well as will help to
improve the environment and also creating a source of income. Plastic roads would be a boon for
India’s hot and extremely humid climate, where temperatures frequently cross 50°C and
torrential rains create havoc, leaving most of the roads with big potholes. It is hoped that in near
future we will have strong, durable and eco-friendly roads which will relieve the earth from all
type of plastic-waste.

110
Evidence of Better Performance of the Plastic Tar Roads-:
1.The performance studies carried out on the roads constructed in TamilNaduindicated
satisfactory performance with good skid resistance, good texture value, stronger and less amount
of progressive unevenness over a period of time.

2.The experimentation carried out by CRRI also indicated better stability value, indicating higher
strength, less flow and more air voids. The use of the innovative technology not only
strengthened the road construction but also increased the road life as well as will help to improve
the environment and also creating a source of income.

CONSTRUCTED ROAD
3.Plastic roads would be a boon for India’s hot and extremely humid climate, leaving most of the
roads with big potholes.

4.It is hoped that in near future we will have strong, durable and eco-friendly roads which will
relieve the earth from all type of plastic-waste .
Hence the use of waste plastics for pavement is one of the best methods for easy disposal of
waste plastics.

Plastic roads,a simple way to make eco-friendly constructions……

111
 REFERENCES

[1] Nabil Mustafa, “ Plastics Waste Management “ Canadian Plastics Institute, Toronto, Ontario,
Canada, Marcel Dekker, Inc 1993.
[2] A support manual for Municipal Solid Wastes, Central Pollution Control Board, July 2003.
[3] S.K.Garg, Environmental Engineering, Vol.II Khanna Publishers, 1999.
[4] R.Vasudevan, S.Rajasekaran, S.Saravanavel, “Reuse of Waste plastics for Road Laying”
Indian Highways, (Journal of Indian Roads Congress) Vol. 34. Issue 7 ,Page No: 5 – 20 July
2006.
[5] Shuler, T.S, Collins J.H., and Kirkpoatrick, J.P, “Polymer Modified Asphalt Properties
Related to asphalt concrete performance”, Asphalt Rheology Relationship to Mixture, ASTM:
STP: 941, O.E, Briscoe Ed ASTM, Philadelphia, 1987.
[6] Zoorab S.E, and Suparma L.B, “Laboratory Design and Performance of Improved
Bituminous Composites Utilizing Recycled Plastics Packaging waste”, Presented at technology
Watch and Innovation in the Construction Industry, Palais Descongres, Brussels, Belgium 5-6,
April 2000, pp. 203-209.
[7] Denning,J.H, and Carswell.j., “ Improvements in rolled Asphalt Surfacing by the Addition of
organic Polymers “, Department of the Environment Department of Transport. Report LR 989.
Transportation Road Research Laboratory (TRRL), Crow throne, 1981.
[8] Salter, R.J., and Rafati-Afshar, F., “Effect of Additives on Bituminous Highway Pavement
Materials Evaluated by the Indirect Tensile Test”, Transportation Research Record 1115, 1987.
pp 183-195.
[9] Dallas, N. Little : AN Additive of Asphalt Additives to Reduce Permanent Deformation and
Cracking in Asphalt Pavements: A brief Synopsis of On going Research”, Proceedings of the
Association of Asphalt Paving Technologists(AAPT), Vol. 55, 1986, pp 314-320.
[10] Walter j. Tappeinier , “ Performance and Economical Advantage of Polymer Modified
Asphalt”, Richard Felisinger, Vienna, Austria 1999.
[11] King, G.N., Muncy, H.W., and Prudhome, J.B., “ Polymer Modification: Binder’s Effect on
Mix Properties”, Proceedings of the Association of Asphalt Paving Technologists(AAPT), Vol.
55 , 1986 pp 519-540.

112
[12] Sunil Bose, and Jain, P.K,” Laboratory Studies on the Use of Organic Polymers in
Improvement of Bituminous Road Surfacing”, Highway Research Bulletin 38, 1989, New Delhi.
[13] Sunil Bose, and Jain, P.K, Sangita, and Arya, I.R., “Characterization of Polymer Modified
Asphalt Binders for Roads and Air Field Surfacing, Polymer Modified Asphalt Binders”, ASTM:
S.T.P:1108, American Society of Testing Materials, Philadelphia, USA, 19923. Pp.331-355.
[14] Mahabir Panda and Mayajit Muzumdar, “Development and Evaluation of a Bituminous
Paving Binder Containing Reclaimed Polyethylene”, Indian Highways, Indian Roads Congress,
New Delhi, Vol. 25(5), 1997.
[15] Punith .V.S. and Dr. Veeraragavan.A “Fatigue characteristics of Recycled Plastics Modified
Bituminous Concrete Mixes”. Highways Research Bulletin, Indian Road Congress, Nov.2004.
[16] Rheological Properties of Bitumen Modified with Polyethylene and Polyethylene Based
Blends, Oscar González Uranga, Department de cynical Technologic de Polymers. Faulted de
Química, Universidad del País Vasco. Spain. 2000.
[17] Dr. R. Vasudevan, S.Rajasekaran & S.Saravanavel, “ Utilization of plastics waste in
construction of flexible pavement” Proceeding of the National Seminar on “ Integrated
Development of Rural & Arterial Road Network for Socio-Economic Growth”Dec.2003. P-II.
243 and Journal of IRC July’2006
[18] Indicative Operational Guidelines on the construction of Polymer – Bitumen roads,
Probes/101/ 2005-2006; Central Pollution Control Board, New Delhi.
[19] Performance Evaluation of polymer coated bitumen built roads; Probes/121/2008-2009;
Central Pollution Control Board, New Delhi.
[20] AASHTO T 96-2001- “Standard Method of Test for Resistance to Degradation of Small-
Size Coarse Aggregate by Abrasion and Impact in the Los Angeles Machine
[21] ASTM D2172 Standard Test Methods for Quantitative Extraction of Bitumen From
Bituminous Paving Mixtures
[22] IRC 82-1982 Tentative Guidelines for Strengthening of Flexible Road Pavements Using
Benkelman Beam Deflection Technique
[23] IS 6241-1971 Method For Test For Determination Of Stripping Value Of Road Aggregate.
[1]. Abdul Hamid Ahmad,“Waste Plastic for Road Construction” Feb 17, 2012 .
[2]. C.E.G. Justo, Dr. A. Veeraragavan Utilisation of Waste Plastic Bags in Bituminous Mix for
Improved Performance of Roads (2002)

113
[3]. 3.Dr. P. K. Jain, “Plastic Waste Modified Bituminous surfacing for rural Roads” Workshop
on Non-Conventional Materials/ Technologies Central Road Research Institute, New Delhi ,18th
February,(2012)
[4]. Dr. R. Vasudevan, S.K. Nigam, R. Velkennedy, A. Ramalinga Chandra Sekar, B.
Sundarakannan “Utilization of Waste Polymers coated Aggregate for Flexible Pavement And
easy Disposal of Waste Polymers” Proceedings of the International Conference on Sustainable
Solid waste Management, Chennai, India. pp. 105-111, 5-7September (2007)
[5]. D S V Prasad, M.Anjan Kumar, G V R Prasada Raju, V . Kondayya “A Study on Flexible
Pavement Performance with Reinforced Fly ash Sub base” International Journal of Earth
Sciences and Engineering 4ISSN 0974-5904, Volume 04, No 06 SPL, October, pp. 403-
408(2011)
[6]. Henning, N. E. (1974). "Evaluation of lignite fly ash as mineral filler in asphaltic concrete."
Report No. Item (2)-73, Twin City Testing and Engineering Laboratory, St. Paul, Minn.
[7]. Jianhong Dia, Zhanliang Liu, “Influence of Fly Ash Substitution for Mineral Powder on
High Temperature Stability of Bituminous Mixture” International Conference on Future Energy,
Environment,andMaterials2012.
[8]. J. Mater. “Coal Ash Utilization In Asphalt Concrete Mixtures” Civ.Eng.11, 295(1999)
[9]. Meor O. Hamzah , and Teoh C. Yi “ effects of Temperature on Resilient Modulus of Dense
Asphalt Mixtures Incorporating Steel Slag Subjected to Short Term Oven Ageing” World
Academy of Science, engineering and Technology 46 , 008
[10]. P Sreejith “Use of plastic waste in Bitumen Roads” Powered by WordPress.com(2010)
[11]. Pada Sabtu, Utilisation Of Waste Plastic In Bituminous Mixes
For.Road.construction,(2010)
[12]. Robin L. Schroeder “The Use of Recycled Materials in Highway Construction” Autumn
1994 Vol. 58 • No. 2
[13]. Rosner. J. C., Chehovits, J. G., and Morris, G. R. (1982). "Fly ash as a mineral filler and
anti strip agent for asphalt concrete." Challenge ofchange-6th Int. Ash Utilization Symp. Proc.,
U.S. Dept. of Energy, Morgan town
[14]. Rokade S “Use of Waste Plastic and Waste Rubber Tyres in Flexible Highway
Pavements”(2012 )International Conference on Future Environment and Energy IPCBEE
vol.28,IACSIT Press, Singapore (2012)

114
[15]. Sangita , Tabrez Alam Khan, Sabina, D.K. Sharma “Effect of waste polymer modifier on
the properties of bituminous concrete mixes” Construction and Building Materials 25 (2011)
3841–3848 (2011)
[16]. Study on the Characterization and Utilization of Waste Plastics- Green Technology” IRC
Highway Research Board Record, IRC Highway Research Board, New Delhi - 110 011,(2008-
2009)
[17]. T. Awwad Mohammad and Sheeb Lina “The Use of Polyethylene in Hot Asphalt
Mixtures”, American Journal of Applied Sciences 4 6 pp-390-396, 2007.
[18]. Vishal Sharma, Satish Chandra and Rajan Choudhary “Characterization of Fly Ash
Bituminous Concrete Mixes” Journal Of Materials In Civil Engineering © Asce / December
2010 / 1209

115