USE OF WASTE PLASTICS IN BITUMINOUS LAYER OF ...

USE OF WASTE PLASTICS IN BITUMINOUS LAYER OF PAVEMENT

A DISSERTATION Submitted in partial fulfillment of the

requirements for the award of the degree of

MASTER OF TECHNOLOGY in

CIVIL ENGINEERING (With Specialization in Transportation 'Engineering)

PANKAJ GUPTA

DEPARTMENT OF CIVIL ENGINEERING INnIAN INSTITUTE OF TECHNOLOGY ROORKEE

ROORKEE - 247 667 (INDIA) JUNE, 2007

CANDIDATE'S DECLARATION

I hereby declare that the work which is being presented in the dissertation entitled

"USE OF WASTE PLASTICS IN BITUMINOUS LAYER OF PAVEMENT" in partial

fulfilment of the requirements for the award of degree of Master of Technology in Civil

Engineering with specialisation in Transportation Engineering, submitted in the

department of Civil Engineering, Indian Institute of Technology Roorkee, Roorkee is an

authentic record of my own work 'carried out from September, 2006 to June, 2007 under the

guidance of Dr. Praveen Kumar, Associate Professor, Transportation Engineering Section,

Department of Civil Engineering, Indian Institute of Technology Roorkee, Roorkee, India.

The matter embodied in this dissertation has not been submitted by me for award of

any other degree or diploma.

Place: Roorkee

Dated: June 2 , 2007

CERTIFICATE This is to certify that the above statement made by the candidate is correct to the best

of our knowledge.

(Dr. Praveen Kumar,) Associate Professor, Transportation Engg. Section, Department of Civil Engineering, Indian Institute of Technology Roorkee Roorkee-247667, India.

1

ACKNOWLEDGEMENT

I wish to express my deep sense of gratitude to Dr. Praveen Kumar, Associate

Professor, Transportation Engineering Section, Department of Civil Engineering, Indian

Institute of Technology Roorkee- for his kind help, timely suggestions and constant.

encouragement throughout the course of this dissertation work. I also wish to express my

sincere thanks to the entire faculty members of Transportation Engineering for extending all

the possible help to me.

I am thankful to staff members of Transportation Engineering Laboratory for their

help and co-operation extended by them during various stages of my work. I am also thankful

to Shri Rajpal Sharma and Shri Jwala Prasad Misra for their help in experimental work.

I also wish to express my profound gratitude to all my family members and well

wishers for the faith imposed in me and without whose patience and blessings this thesis

would not have reached its present form.

A word of thanks also goes out to all my friends who have provided valuable

suggestions and inputs during the various phases of my work.

Dated: June 29, 2007 (PAN J G

ii

ABSTRACT

Today the availability of the waste plastics is enormous, as the plastic materials have

become part and parcel of our daily life due to its economic value, easily availability,

easy processability, light-weight, durability and energy efficiency. Therefore as the

use of plastics is increasing day by day, the amount of waste plastic generation is also

increasing at the same rate. Their present- disposal--is -either--by_land filling or by

incineration. Both the process are not Ecofriendly.

Improper disposal of waste plastics can arise the problems like breast cancer,

reproductive problems in humans and animals and genital abnormalities. Under these

circumstances, an alternative use for the waste plastics is also the need of hour. The

better binding property of plastics in its molten state has helped in finding out a

method of safe disposal of waste plastics, by using them in road laying.

In the present study, the plastic bag is taken as the waste plastic and its effect

on the physical properties of bitumen and on the bituminous mix properties has been

studied. The waste plastic is added to three bituminous mixes (Bituminous Macadam,

Semi Dense Bituminous Concrete, and Bituminous Concrete). The bitumen is heated

to around 140°C and to that the waste plastic (plastic bag) after processing, is added.

Plastic gets melted and mixed with the bitumen. Then this mix is added to aggregates

heated to around 170°C. When mixed with hot bitumen, plastics melt to form an oily

coat over the aggregate. Then various tests like Marshall Test, Indirect Tensile

Strength Test, and Fatigue Test etc. have been conducted on the bitumen-polymer-

aggregate mix.

From the test results it has been found that the mix has Higher Tensile

Strength, Higher Fatigue Strength, lower Penetration Value and higher Marshall

Stability etc. The study concludes that saving in bitumen quantity can be achieved by

using these materials.

111

LIST OF TABLES

Table Description Page No.

2.1 Source of Generation of Waste Plastic 11

2.2 List of Plastic Manufacturing and Recycling Units 16

2.3 List of RoadsLaid -Using Waste. Plastics 22

2.4 Properties of Unmodified and Modified Mixes 30

2.5 Cost-Benefit Analysis of Polymer Modified Binders 33

2.6 Strength Characteristics of Polymer Modified Mixes 34

2.7 Physical Properties of CRM Bitumen 35

2.8 Results of Marshall Test Parameters 35

3.1 Physical Properties of Bitumen 37

3.2 Properties of Coarse Aggregates 38

3.3 Aggregates Grading for Bituminous Macadam 41

3.4 Aggregates Grading for Semi Dense Bituminous Concrete. 41

3.5 Aggregates Grading for Bituminous Concrete 42

3.6 Penetration Values of Bitumen Modified with Waste Plastic 44

3.7 Softening Values of Bitumen Modified with Waste Plastic 44

3.8 Ductility Values of Bitumen Modified with Waste Plastic 45

3.9 Results of Marshall Test of Bituminous Macadam 52

3.10 Results of Marshall Test of Semi Dense Bituminous Concrete 53

3.11 Optimum Binder Contents of Semi Dense Bituminous 54

Concrete (SDBC)

3.12 Results of Marshall Test of Bituminous Concrete(BC) 55

3.13 Optimum Binder Contents of Bituminous Concrete 56.

3.14 Retained Marshall Stability of BC. 56.

3.15 Indirect Tensile Strength of SDBC. 57

3.16 Indirect Tensile Strength of BC. 57

3.17 Fatigue Strength of Semi Dense Bituminous Concrete. 58

3.18 Fatigue Strength of Bituminous Concrete 58

u

LIST OF FIGURES

Fig. Description Page No.

2.1 Pie Chart Showing the Plastic Utilization in Various 9

Sectors

2.2 Pie Chart Showing the House Hold Waste Composition 10

2.3 Littered Plastic Waste in an Open Plot 12

2.4 An Illegally Dumped Refrigerator in an Irrigation Canal 14

2.5 Creep Modulus at 50 and 60°C 30

2.6 Relationship Between the Tensile Stress and Fatigue Life 31

2.7 Relationship Between the Indirect Tensile Strain and 31

Fatigue Life

2.8 Adhesion Strength of Modified Bitumen 32

4.1 Marshall Curves at 0 % Plastic Content (SDBC) 66






4.7 Marshall Curves at 0 % Plastic Content (BC) 72






4.13 Effect of Variation of Plastic Content on Penetration 78

4.14 Effect of Variation of Plastic Content on Softening Point 78

4.15 Effect of Variation of Plastic Content on Ductility 79

4.16 Effect of variation of Plastic Content on Stability (SDBC) 80

4.17 Effect of Variation of Plastic Content on Stability (BC) 80

4.18 Effect of Variation of Plastic Content on Indirect 81

Tensile Strength (SDBC)

4.19 Effect of Variation of Plastic Content on Indirect 81

Tensile Strength (BC)

4.20 Variation of Fatigue Strength with Load at 0 % Waste 82

Plastic (BC)


Plastic (BC)


Plastic (SDBC)


Plastic (SDBC)

•

vii

LIST OF PLATES

Plate No. Description Page No.

3.1 Shredded Plastic Bag 59

3.2 Penetration Test in Progress 59

3.3 Preparation of Marshall Specimen 60

3.4 Marshall Strength-Test in Progress -- 60 - -

3.5 Indirect Tensile Strength Test in Progress 61

3.6 Fatigue Testing in Progress 61

viii

CONTENTS

Chapter Title Page No.

Candidate's declaration i

Acknowledgements ii

Abstract iii

L- ist.of_Tables iv

List of Figures v

List of Plates vi

1. INTRODUCTION 1-5

1.1 General 1

1.2 Use of Waste Plastic in Road Construction 2

1.3 Salient Features of Polymer Waste-Bituminous 3

Mix Road

1.4 Needs of Modified Binders in Road Construction 3

1.5 Objectives and Scope of Study 4

1.6 Organisation of Thesis 5

2. LITERATURE REVIEW 6-36

2.1 Plastics-What are They and How They Behave 6

2.2 Classification of Plastics 6

2.2.1 Organic Polymer 6

2.2.2 Inorganic Polymer 6

2.2.3 Thermoplastic 7

2.2.4 Thermoset 7

2.3 Plastic Fact File 8

2.4 Benefits of Plastics 10

2.5 Source of Generation of Waste Plastics 11

2.6 Litter 11

2.6.1 Source of Litter 12

2.6.2 Effects of Litter 13

2.6.3 What's the Solution? 14

2.7 Methods of Reducing the Waste Plastics 14

3.

0

5.

2.7.1 Recycling of Plastics 15

2.7.2 Reuse of Waste Plastics in Road 21

Construction

2.7.3 List of Road Laid Using Waste PIastics 22

2.8 Studies on Waste Plastics for Road Construction 23-36

EXPERIMENTAL PROGRAMME 37-61

3.1 General 37

3.2 Materials 37

3.2.1 Bitumen 37 3.2.2 Aggregates 38

3.3 Waste Plastic 38

3.4 Test on Bitumen Blended with Plastics 38

3.4.1 Penetration Test 38 3.4.2 Softening Point Test 39 3.4.3 Ductility Test 39

3.5 Tests on Bituminous Mixes 40

3.5.1 Stripping Test 40

3.5.2 Marshall Strength Test 40

3.5.3 Retained Marshall Stability Test 40

3.5.4 Indirect Tensile Strength Test 42

3.5.5 Fatigue Test 43

ANALYSIS AND DISCUSSION OF TEST RESULTS 62-83

4. 1 Penetration Test 62

4.2 Softening Point Test 62

4. 3 Ductility Test 62

4.4 Stripping Test 63

4.5 Marshall Stability Test 63

4. 6 Indirect Tensile Strength Test 64

4. 7 Fatigue Test 64

CONCLUSIONS AND RECCOMENDATIONS 84-85

REFERENCES 86-87

CHAPTER-1

INTRODUCTION

1.1 General

There are several major industries in the country which give rise to

colossal amount of waste materials in the form of by-products, posing serious problems of

disposal as well as causing environmental pollution. Industries have come up in large

numbers to make the country self-sufficient and prosperous during the past four decades. On

the one hand they meet the targeted production of useful materials of various types and on

the other hand they produce a good amount of waste materials like fly ash, Blast Furnace

Slag (BFS), Silica Fumes, Steel tires, Scrap tires and Plastics etc.

These waste materials are generally dumped in the nearby area. With time, the

amount of waste materials dumped starts posing serious problems for their limited space

available for dumping. As a result, there is wastage of many acres of precious land. Having

the harmful and non hygienic impacts on ecological system, these unuseful materials cause

environmental pollution in the air and water of the affected area. Obviously, there will be

inhabitance problems for nearby people and for aquatic animals.

Today disposal of these dumps has become a crying necessity, not only to regain the

vast valuable space occupied by them, but also to reduce the pollution and other hazards.

Therefore to minimize the above problems, many researchers tried to use the waste materials

in road construction. It will not only bring out significant saving in road materials costs but

also help towards tackling the problems of disposal of such waste materials, which tend to be

hazardous in as much as they can cause pollution of both air and water.

Due to high cost of cement concrete roads, preference is usually given to

construction of bituminous roads. Flexible pavements with bituminous surfacing are widely used

in India. Although the proportion of bituminous binder in a road surfacing is much less than that

of aggregate, the quantity and quality of binder have great influence on behavior of bituminous

pavement. An increase in the mad traffic over the last two decades in tams of commercial vehicles and

1

overloading of trucks and significant variation in daily and seasonal temperature of the pavements have

been responsible for early development of distress like raveling, undulations, rutting, cracking, bleeding

and shoving of bituminous surfaces. A factor, which causes further concern in India, is very high and

low pavement temperature in some parts of the country. Under these conditions, flexible pavements

tend to become soft in summer and brittle in winter.

For several years the demand for bitumen has increased tremendously because of rapid

urbanization. The bitumen obtainedfrorn the Indian refineries meets the existing specifications, but does

not provide the desired perfonnance in the field. The premature failure of flexible pavements in India is

mainly occurring due to inability of conventional bituminous mixes to sustain repeated application of

wheel load. On account of increased bitumen demand and non-availability of good quality bitumen fmm

indigenous sources, it is felt imperative to reduce the bitumen consumption. It can be achieved by

enhancing the durability of the existing roads, which will eventually result in reduced maintenance and

renewal operations. The performance of bituminous road surfacing depends upon the properties of the

bitumen. The properties of the bitumen may be modified by using certain modifiers such as polymer,

crumb rubber, sulphur etc.

1.2 Use of Waste Plastics in Road Construction Plastics have become an integral part and parcel of our lives due to its economic value, easy

availability, easy processability, light-weight, durability and energy efficiency, besides other benefits.

Therefore as the use of plastic is increasing day by day, the amount of waste plastics is also increasing at

the same rate. Though the plastics are re-usable and recyclable and hence there should not have been any

problem of disposal of the plastic waste. However, due to our poor littering habits, and inadequate waste

management system, plastic waste disposal continues to be a major problem for the civic authorities

especially in the urban areas. Improper disposal of waste plastics can arise the problems like breast cancer,

reproductive problems in humans and animals, genital abnormalities and even a decline in human sperm

count and quality. So to eliminate the above problems, waste plastics were tried to use in road construction

by many researchers. Tests like Penetration test, Ductility test, Softening point test, etc. were performed on bitumen

and modified bitumen. From the test results they found that modified bitumen shows higher softening

point, lower penetration and better ductility values.

N

Marshall Stability tests, Retained Marshall stability test, Fatigue tests, etc. were conducted on

the bituminous mixes and bituminous mixes blended with plastics. Test results showed that Marshall

stability and the fatigue life of the bituminous mixes increases nearly by 2 times then that of -the

unmodified mixes.

1.3 Salient Features of the Polymer Waste-Bitumen Mix Road: • Road strength is twice stronger than normal roads;

• Resistance towards water stagnation i.e. no potholes are formed;

• Less bleeding during summer;

• Burning of plastic waste could be avoided;

• It doesn't involve any extra machinery;

• Better adhesion between aggregates and binder,

• Higher fatigue life of mixes;

• It doesn't increase cost of road construction; and

• It helps to reduce the consumption of bituminous mix vis-a-vis reduce cost.

• Overall improved performance in extreme climatic conditions and under heavy traffic

conditions.

1.4 Needs of Modified Binders in Road Construction

Investigations in India and abroad have revealed that properties of bitumen and bituminous

mixes can be improved to meet the requirements of the pavement with the incorporation of certain

additives or a blend of additives. These additives are called "Bitumen Modifiers" and the bitumen

treated with these modifiers is known as "Modified Bitumen". Modified bitumen is expected to give 50

to 100 percent higher life to surfacing depending upon the degree of modifications and the type of

additives used. Trial test studies carried out under the aegis of Central Road Research Institute,

NewDelhi, Highway Research Station, Chennai, Rubber Board, Gujarat Engineering Research

Institute, Vadodara and Kerala Public Works Department have shown that the use of modified

bitumen in construction and maintenance of bituminous roads is cost effective, if life cycle cost is

taken into consideration. The choice will thus ultimately be based on life cycle cost of overlays and

renewals for modified bitumen as compared to ordinary bitumen for prevailing traffic and climatic

conditions. With careful selection of modifiers and observing suggested precautions during

3

construction, it is possible to improve the properties of bituminous mixes and enhance the life of the

pavement particularly in areas where high traffic loads are expected.

Bitumen used in road surfacing should have such temperature viscosity characteristics that the

surfacing can resist plastic deformation at high temperatures and brittle cracking at low temperatures.

For many locations in the country, the commercially available bitumen has temperature viscosity

characteristics that are not able to satisfy both the requirements and it results in premature failure of

the bituminous. surfacing If a bituminous mix-used in a surfacing is made somewhat stiffer, it can have

a longer fatigue life and can take traffic loads over a longer period of time. The increase in durability of a

bituminous surfacing will result in economy in consumption of bitumen and other paving materials.

15 Objective and Scope of Study In India and abroad, industries are increasing at a faster rate due to rapid

urbanization. As a result, they produce a vast amount of unuseful materials as by-products

which cause serious problem to disposal and environment. Moreover there has been rapid

development in traffic intensity during last few decades requiring a massive road

development programme. It has been estimated that some 10 lacs more kilometers are

required to be added to the existing roads during the next 5 years. The inputs needed in the

form of quality materials like stone aggregates, bitumen and cement get depleted at a very

fast rate in the construction of new roads and maintenance of existing roads. Therefore,

attempts must be to make use of waste materials in road construction.

The present study has been undertaken with the following objectives:

• To study the effect of utilization of waste plastics on Marshall Stability and Flow

Value of Bituminous Mixes.

• To study the effect of utilization of waste plastics on Indirect Tensile Strength of

Bituminous Mixes at 25°C.

• To study the effect of utilization of Waste Plastics on Fatigue Life of Bituminous

Mixes.

• To evaluate the difference in physical properties of Bitumen by using Waste Plastics.

ru

1.6 Organisation of the Thesis

The present thesis report is documented in five chapters. The first chapter identifies

the problem and defines the scope of the work. The second chapter presents the description of

plastics, its classification and the studies done in the past. In the third chapter the details of the

experimental programme are given.. The fourth chapter presents analysis and discussion of

the test results. The conclusions drawn from this study and recommendations for further work

are given in chapter five.

1

5

There are two groups of plastics: (1). Thermoplastic (2). Thermosets.

2.2.3 Thermoplastic: Thermoplastics are those plastics which gets soften when heated. They

van be easily recycled and used again to manufacture additional products.

• Thermoplastics make up 80% of the plastics produced today.

• Linear polymers (a single linear chain of monomers) and branched polymers (linear

with side chains) are example of thermoplastics. LL

Examples of Thermoplastics include:

Type of Plastic Uses

High density polyethylene(HDPE) Used in piping, automobile fuel tanks,

bottles, toys.

Low density polyethylene(LDPE) Used in plastic bags, cling films, flexible

containers.

Polyethylene terephthalate(PET) Used in bottles, carpets, and food

packaging.

Polypropylene(PP) Used in food containers battery cases, bottle

crates, automotive parts and fibers.

2.2.4 Thermoset: Thermosets are those plastics which can not be heated and if they are

heated, they become hard. Thermosets can not be remoulded like thermoplastics. Thermosets

are valued for their durability and strength.

• Thermosets make up the remaining 20% of plastics produced.

• They are hardened by curing and cannot be re-melted or re-moulded and therefore

difficult to recycle. They are sometimes ground and used as a filler material.

• Cross-linked polymers (two or more chains joined by side chains) are thermosets.

7

Examples of Thermoset:

Type of Plastics Uses

Polyurethane(PU) Used in coatings, finishes, gears, diaphragms,

cushions and car seats.

Epoxy Used- as adhesives,- in sports equipments, electrical and

automotive equipments etc.

Phenolics Used in Ovens, automotive parts, circuit boards etc.

2.3 Plastic Fact File

• It is estimated that 100 million tones of plastics are produced each year.

• More than 20,000 plastic bottles are needed to obtain 1 tonne of plastics.

• The world's annual consumption of plastic material has increased from around 5

million tones in the 1950's to nearly 100 million tones today.

• In India, the consumption of plastic has more than doubled since 1995-96 from about

1.8 million tones to about 5 million tones today.

• We produce and use 20 times more plastics today than we did 50 years ago.

• In U.K, a total of approximately 4.7 million tones of plastics were used in various

economic sectors in 2001.

• Plastic consumption is growing about 4 % every year in western Europe.

• The average European throws away 36 kg of plastics each year.

• Plastic packaging totals 42 % of total consumption and very little of this is recycled.

• One tonne of plastics is equivalent to 20,000 two litter drinks bottles or 120,000

carrier bags.

• Plastics make up around 7 % of the average household dustbin.

ro

Mechanical Medical toysfsports engineering 2% footwear

3% 2% 1 %

other 3%

agriculture 7% Packaging

35%

transport 8%

furnitureihrousewar es 8%

electrical and electronics

8, Building and construction

23%

Fig.2.1: Pie Chart Showing the Plastic Utilization in Various Sectors

0

other combusibles 1 %

garden waste 2

soil and other organics 3% fines 3%

paper and board 18%

kitchen waste 17%

-dense plastic 4%

plastic film 3%

textiles 3%

glass T%

wood 5%

nappies 2% scrap metaVWhite goods misc- non-combustibles

5% metal packaging 3% 5%

Fig.2.2: Pie Chart Showing the Household Waste Composition.

2.4 Benefits of Plastics

The considerable growth in plastic use is due to the beneficial properties of plastics.

They include:

e Light weight than competing materials, reducing fuel consumption during

transportation.

o Extreme durability.

o Extreme versatility and ability to be tailored to meet very specific technical needs.

o Resistance to chemicals, water and impact.

o Good safety and hygiene properties for food packaging.

o Excellent thermal and electrical insulation properties.

o Relatively inexpensive to produce.

10

2.5 Sources of Generation of Waste Plastics

The production and consumption of the plastics is increasing all over the world due to

its benefits. And the generation of waste plastics is also increasing at the same rate which is

causing a major problem to the world. There are various types of sources which are

producing the waste plastics. These sources are classified as below:

Table2.1: Sources of Generation of Waste Plastics

Sources Waste plastics generated

Household • Carry bags

• Bottles

• Containers

• Trash bags

Health and Medicare • Disposable syringes

• Glucose bottles

• Blood and euro bags

• Intravenous tubes

Hotel & Catering • Packaging Items

• Mineral water bottles

• Plastic plates, glasses, spoons.

Air / Rail Travel • Mineral water bottles.

• Plastic plates, glasses, spoons.

• Plastic bags.

These sources are producing waste plastics in huge amount. Improper disposal of waste

plastics can cause the problems like breast cancer, reproductive problems in humans and

animals, genital abnormalities etc.

2.6 Litter Litter can be as small as a sweet wrapper, large as a bag of rubbish or it can mean lots

of items scattered about (Cousteau, 2003). ENCAMS describes litter as "Waste in the wrong

place caused by human agency." In other words, people make litter. Litter is an important

11

environmental issue. It is amazing that 94 % of people identify litter as a major

environmental problem and yet people still litter. Carelessly discarded garbage affects every

member of society: it causes harm to people and animals, damages our waterways, costs us

money and suggests that we do not care for our environment.

Fig.2.3 Littered Plastics Waste in an Open Plot

2.6.1 Sources of litter There are ten primary sources of litter:

• Pedestrians dropping garbage in the street or gutters.

• Motorist discarding garbage out of windows.

• Uncovered loads. Items that are not secure can easily be blown out of the trailers and

cause roadside littering.

• Household refuse disposal and collection.

Animal scavengers and the wind can dislodge unsecured items placed out on the

corner for collection.

• Commercial refuse and disposal. Poorly secured commercial refuse can easily

become litter.

12

• Construction projects. Litter can come from uncontrolled building waste and workers

lunchtime refuse.

• People at leisure.

• Entertainment events. Events create a large amount of litter, which can overflow onto

neighbouring areas when measures to control it are not carefully planned.

• Illegal dumping. - _ --

. Intentional or habitual littering, for reasons such as laziness or acts of rebellion.

2.6.2 Effects of litter

Litter can cause a whole range of problems for everyone in the community.

• Litter discarded in the streets and parks can travel through the storm water system to

our bays and oceans, where it can cause harm to wildlife.

• Litter costs money. Removing litter from the environment costs everyone money.

• Litter is a threat to public health. Litter attracts vermin and is a breeding ground for

bacteria. Items such as broken glasses and syringes can be a health hazard in public

places.

• Litter can be a fire hazard. Accumulation litter and carelessly discarded cigarette butts

are potential fire hazards.

• Litter looks bad. Litter negatively affects the image of places, especially tourist

locations.

• Litter can harm or kill wildlife. Plastic litter can choke or suffocate birds and marine

life. Carelessly discarded containers can trap small mammals.

13

Fig.2.4: An Illegally Dumped Refrigerator Floating in an Irrigation Canal

2.6.3 What's the solution?

There are a number of simple ways to help prevent littering.

• Use garbage cans properly if provided. Make sure that waste is going in the

garbage can, not beside it.

• Pick up garbage, do not flush it away. Sweep paved areas and pick up all the

garbage, rather than hosing it down into gutters and drains. All the garbage in

gutters works its way into the water.

• Always place waste in the most appropriate place.

• Use a reusable cloth bag while shopping, or choose cardboard boxes instead

of plastic bags whenever possible.

2.7 Methods of Reducing the Waste Plastics

There are two ways by which we can reduce the amount of waste plastics to a great

extent

These are:

(1) Recycling of plastics, and

(2) Use of waste plastics in road construction.

14

2.7.1 Recycling of plastics

Recycling of plastics is the process of converting the waste plastics into value-added

fuel products (Bandopadhyay et al, 2004).

2.7.1.1 Plastics for recycling

Not all plastics are recyclable. There are 4 types of plastic which are commonly recycled:

• Polyethylene (PE) - both high density and low density polyethylene.

• Polypropylene (PP)

• Polystyrene (PS)

• Polyvinyl chloride (PVC)

A common problem with the recycling plastics is that plastics are often made up of more than

one kind of polymer or there may be some sort of fibre added to plastic to give added

strength. This can make recovery difficult.

There are basically 4 different ways of recycling of plastics (Zadgaonkar, 1904). These are:

• Primary Recycling- Conversion of waste plastics into products having performance

level comparable to that of original products made from virgin plastics.

• Secondary Recycling- Conversion of waste plastics into products having less

demanding performance than the original material.

• Tertiary Recycling- The process of producing chemicals / fuels / similar products

from waste plastics.

• Quaternary Recycling- The process of recovering energy from waste plastics by

inciration.

Zadgaonkar's invention deals with the Tertiary Recycling. Her work involved- use of post-consumer waste of plastics and other polymeric materials to produce fuel at a cheaper cost.

The process consists of two steps:

(1) Random De-polymerization.

• Loading of waste plastics into the reactor along with the catalyst system.

• Random de-polymerization of the waste plastics.

(2) Fractional Distillation

• Separation of various liquid fuels by virtue of the difference in their boiling points.

15

Name of

SPCBs/UTs

No of No. of

Units Registration

Granted

Comments/Suggestions Sr.

No.

121

Andmans &

Nil Nil

Nicobar

Islands

2.7.1.2 Unique features of the process and product obtained

• All types of plastics wastes can be used (PP, PS, PET, PVC, CD's $ Floppies) can be

used in the process without any cleaning operation.

• Bio-medical plastics can be used.

• About 1 liter of fuel is produced from 1 kg of plastics waste.

• Any possible Dioxin formation is ruled out during the reaction involving PVC waste.

• This is a unique process in which 100 % waste is converted into 100 % value-added

products.

• The process does not create any pollution.

2.7.1.3 Plastic manufacturing and recycling units

Status of number of plastics manufacturing/recycling units and registration granted

is as under (Central Pollution Control Board, 2003):

Table 2.2: List of Plastic Manufacturing and Recycling Units.

Less than 20 micron carry bags are

banned. Littering of plastics

carrybag is banned in public places,

Levy of penalties against the

violators of recycling Norms (vide

Notification dated 30.3.2001).

Mass Awareness Programmes are

organised.

Recycled Plastics Rule published

vide Notification No. 25 dt.

5.5.2000

Lit

it Criteria shall be developed for

other plastics products such as

ropes, sheets, soap case etc.

4 Arunachal

Pradesh

Nil ' Nil

5 Bihar - - j Inventory not completed. Rules

disseminated through Public

Notices

6 Chandigarh 20 - Notified vide Notification no.

............................._....._..............................._ DC/MA/2001/187/dated 14.9.2001

.........._................._..._..... ....._..__ ... _... _......._..... _..... _..........._.... 7 Chhatisgarh 32 11 Inter-state movement of sub-

standard carry bags/materials etc.

~ 8... ___...____._._....~_.__._....._._.._...._..__...._.._.........._.... _.._ .............._.~_

Delhi 1-1-47. 147 Non-biodegradable Act, 2001 has

been brought out to manage

plastics waste

9 Damna &Diu i - - i

and Dadara &

Nagar Haveli

10 Gujarat 3 365 41

11 Goa 16 - Notification has been brought out

and thickness of plastics carry

bagshas been raised to 40 microns

17

........... ..................-_....................................................._......................

{ ..............__............................._.........................................................._..................................-_....._............._............................................_..__........_..._-...._,

regardless of D punch or handle

type

12 Haryana ! Inventory not completed.

Recycled Plastics rule Notified

13 - ..Himachal - - 1.3-- - - -1-0- Recycled -Plastics rule Notified on

Pradesh i 26.11.1998

14 Jharkhand - - Rules disseminated through

Public Notices

15 J & K i - - i Recycled Plastics rule Notified

Kashmir

16 Karnataka 302 Nil Public Notices issued. Fee for 3 3

registration, involvement of

jmunicipality, Reuse of plastics

waste in Roads, Inter-state

3 movement of substandard carry

]

bags/ material etc

17 Kerala 193 10 Recycled Plastics rule Notified.

Govt. of Kerala has formulated

action plan for plastics waste

management.

18 ~

Lakshadweep Nil 3

Nil I Import of carry bags/plastics

i I material for carrying of foodstuff

is prohibited vide Notification

dated 17.7.1998.

19 Madhya 179 83 3 -

Pradesh

20 Maharashtra - - Recycled Plastics rule Notified

21 Mizoram I Nil Nil Mass awareness programmes have

been organised stating _ the i11=-.~

effects of polythene bags.

22 Meghalaya 1 Nil ' Interstate movement of

substandard plastics carries bags,

material.

23 Manipur - - - 3

24 Nagaland 4 4 Less than 20-micron poly carry

bags are prohibited vide

Notification 12.11.2003.

25 Orissa 14 2 District Collectors have to be

strengthened/pursued for strict

vigilance, and provisions of

confiscation/seizure, penal action

should be in Rule

26 Pondicherry 56 i

2 ; Usage of polycarry bags for food 3

f ~

stuff banned . Penal provisions

1 should be made, virgin/Recycled

plastics carry /containers should

not be used for foodstuffs.

27 Punjab - i Vide Order dated 2.11.2000.

Usage of polycarry bags for food

stuff banned

19

28 ................_......._..........._....._.........

Rajasthan { - _.._ _._..............._.

- i Vide Circular No. 1.6.2000.


stuff banned

29

I Sikkim ' - - Usage of polycarry bags for food

stuff banned.- -- _

30 i

Tamil Nadu 588 !

45 Proposed that Govt. of India to

Ievolve plastics waste processing

technologies such as reuse in road

construction etc.

31 Tripura Nil Nil The manufacture, sale,

distribution and use of virgin and I

j 3 recycled plastic bags and

containers are prohibited vide

Direction issued by Tripura SPCB

dated 1.9.2003.

32 Uttar Pradesh - - Inventory not yet completed.


stuff banned

33 Uttaranchal Nil Nil Mass awareness programmes are

organised.

F34 West Bengal - - Draft Plastics Rules Notified.

20

2.7.2 Reuse of waste plastics in road construction

2.7.2.1 Plastic- as binder and modifier

Waste plastics on heating soften around 130-140 degree C. A study using

thermogravimetric analysis has shown that there is no gas evolution in the temperature range

of 130-180 degree C. Moreover the softened plastics have a binding property. Hence, the

molten plastic 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.

2.7.2.2 Process of road laying using polymer-aggregate-bituminous mix The study of using plastic wastes in road construction was performed by Central

Pollution Control Board. The plastic waste (bags, cups, Thermocole) made out of PE, PP

&PS were separated, cleaned if needed and shredded to small pieces. The aggregate was

heated to 170 degree C in the mini hot Mix Plant and the shredded plastic waste was added, it

got softened and coated over the aggregate. Immediately the hot bitumen (160°C) was added

and mixed well. As the polymer and the bitumen were in the molten state, they get mixed and

the blend is formed at the surface of the aggregate. It was observed that addition of plastics

waste up to 10-15 % by weight of bitumen resulted into higher values of softening point and

lower values of penetration, which are appreciable improvements in the properties of the

binder. The mixture was transferred to the road and the road was laid. Then this technique

was extended to Central Mixing Plant too.

21

2.7.3 List of roads laid using waste plastics:

Table2.3: Roads Laid Using the Waste Plastics

Process Blend Date

Composition

TCE Polymer. Blending with -5 % PE 23 March-02

Bitumen

Kovilpatti Polymer Blending with 10 % PE 4 October-02

Metal and the Mixing

with Bitumen

Madurai Polymer Blending with 15 % PE 5 October-02


with Bitumen

Salem Polymer Blending with 10 % PE 1 5th October-02


with Bitumen

Komarapalayam Polymer Blending with 10 % Mixture 15th October-02


with Bitumen

Chennai Polymer Blending with 12 % Mixture 22nd November-02


with Bitumen

Trichy Polymer Blending with 10 % Mixture 10 January-03


with Bitumen

22

Process Blend Date

Composition

Salem Polymer Blending with 10 % Mixture 17th April-03


with Bitumen

Erode Polymer Blending with 10 % Mixture 7th May-03


with Bitumen

Theni Polymer Blending with 10 % Mixture 10th May-03


with Bitumen

Nagercoil Polymer Blending with 10 % Mixture 16th May-03


with Bitumen

Madurai- Polymer Blending with 10 % Mixture -

Kombadi Metal and the Mixing

with Bitumen

2.8 Studies on Waste Plastics for Road Construction

2.8.1 Tar road with plastic waste- A successful experiment in Mumbai

ICPE organized a Technical Presentation to the team of road engineers and the

officials of Solid Waste Management (SWM) of Municipal Corporation of Greater Mumbai

(MCGM) on 8th October, 2004. The MCGM officials were satisfied with the technical

presentation and invited ICPE to co-ordinate and assist MCGM in laying the road, using the

low-end plastics waste. Accordingly a trial was organized for mixing of plastics Waste with

stones and bitumen in MCGM's high speed Central Mixing Plant and to use the mixed

aggregate for the construction /repair work of Tar Road.

23

Accordingly the trial was organized on 6th and 7th December, 2004. It was found that

Waste plastics replaced about 7-8% by weight of the bitumen. Stripping tests conducted after,

the mixing operation proved that the adhesion of the "stone-plastics waste-bitumen

aggregate" was good.

1st Road Laying / Repairing place was at Prabhadevi Road (G-S ward).

- 2° Road Laying /-Repairing-Place-was-Opp.-Poonam- Park, Parsee Lane, Lai- Baugh area (F-

S Ward)

It was observed that Plastic waste could be successfully mixed with stones and bitumen

at the high speed asphalt plant and the condition of the tar road, when laid properly, was

good. Cost of waste plastics was around Rs. 6 per kg vis-a-vis cost of bitumen being around

Rs. 14 per kg. Hence there was a saving in cost of tar road construction. Condition of the

road inspected periodically, was found to be good.

After the successful demonstration of the tar road construction where the addition of

plastics waste was by manual method, the Brihanmumbai Municipal Corporation has now

invited ICPE for a large- scale trial using mechanical dosing device for mixing plastics waste

with the aggregate at their asphalt plant. This asphalt mixture will be used for laying longer

stretches of tar roads across Mumbai.

Dr. R. Vacudewin makffi presentation to MCGM officials

ca

ou

im i; Screening of pkzdcs ite to the teqdzd size

25

:.. . -. -.

I ?

r 4

AN

A.

If

4 - r

Mixing vIrplastles wow with stone

Tor road Jaying In progress

26

--- - -4--- - _____

½ew of the road - 7 days after completion

View of the road - 2 months after completion

27

2.8.2 A study on the possible use of processed plastic waste bags with the bituminous mixes

was carried out at the R.V. College of Engineering Bangalore by a group of B.Tech final year

students (Justo et.at, 2002)). Laboratory studies were carried out at the Centre for

Transportation Engineering of Bangalore University on the possible use of the processed

plastic bags as an additive in bituminous concrete mixes. The material used in this study was

supplied by M/s KK Poly Flex (P) Ltd., Bangalore. The processed plastic was used as an

additive with heated bitumen in different proportions (ranging from zero to 12 % by weight

of bitumen) and mixed well by hand, to obtain the modified bitumen.

The properties of the modified bitumen were compared with ordinary bitumen. It was

observed that the penetration and ductility values of the modified bitumen decreased with the

increase in proportion of the plastic additive, up to 12 % by weight. The softening point of

the modified bitumen increased with the addition of plastic additive, up to 8.0 % by weight.

Studies were carried out on Bituminous Concrete (BC) mixes using 80 / 100 grade bitumen

having average Marshall Stability Value (MSV) of 1100 kg at optimum bitumen content of

5.0 % by weight of the mix. Further studies on BC mixes were carried out using the modified

binder obtained by the addition of varying proportions of processed plastic bags (percentage

by weight of bitumen) with the conventional 80 /100 grade bitumen. The optimum modified

binder content fulfilling the Marshall mix design criteria was found to be 5.0 % by weight of

the mix, consisting of 8.0 % by weight of processed plastic added to the bitumen. The

average MSV of the BC mix using the modified binder was found to be as high as 3312 kg at

this optimum binder content, resulting in about three fold increase in stability of the BC mix,

which contains 4.6 % bitumen plus 8 % processed plastic by weight of bitumen, i.e., 0.4 %

processed plastic by weight of the mix.

In order to evaluate the ability of the BC mix prepared with the above-modified bitumen to

withstand adverse soaking condition under water, Marshall stability tests were conducted

after soaking in water at 60 C° for 24 hours. The average MSV of the BC mix with modified

binder (using 8 % processed plastic by weight of bitumen, as above) was found to increase

by about 2.6 times of the mix with ordinary bitumen. Further laboratory studies carried out

on the BC mixes using this modified binder also indicated note worthy increase in fatigue life

under repeated application of loads.

2.8.3 Kumar et.al. (2005) conducted a study on strength characteristics of polymer

modified mixes. Laboratory investigations were performed on the performance of styrene

butadiene-styrene-(SBS)..and_linear low-density polyethylene (LLDPE) modified binders and

mixes. A 60/70 penetration paving grade bitumen was used for development of various

formulations.

Two polymeric materials representing the families of elastomers- SBS and plastomers-

LLDPE were used to develop polymer modified binders. The polymers were supplied in the

form of powder and pellets. The SBS polymer was obtained from Shell Company and the

LLDPE polymer from the Gas Authority of India Limited, New Delhi.

The Marshall test as per ASTM D 1559 (1889) was used for the determination of the

optimum binder content in the mix. The optimum binder content was found to be 5.3 % by

weight of aggregate for unmodified asphalt mix and 5.4 % by weight of aggregate for the

modified mixes. Other tests like Tensile strength test, Dynamic creep test, Hamburg wheel-

tracking test, fatigue tests, etc. were performed on the bitumen aggregate mix.

From the tests conducted, they found that:

• The Marshall Stability of the SBS and the LLDPE modified mix increased by 44 %

and 25 % respectively as compared to unmodified mix.

• The flow value of the modified mixes was lower than the mix prepared with the

unmodified bitumen.

• The tensile strength was found to be higher for the LLDPE modified mix than for the

SBS modified mix.

W

Table 2.4: Properties of Unmodified and Modified Mixes

Properties Unmodified SBS blend LLDPE blend

Stability,KN 11.6 16.7 14.5

Flow,mm 3.5 3.3 3.1

Air voids, % 4.2 4.7 4.8

Tensile strength,kpa 782 -937 990

Tensile Strength after

Conditioning for 24 hrs,kpa

673 904 924

Tensile strength ratio,% 86 96 93

• There was substantial improvement in the resistance to permanent deformation of the

modified mixes as indicated by a lower accumulated strain, lower creep slope and

higher creep modulus as compared to the unmodified asphalt mix.

30

2•S

10

0 60170 SBS LLDPE

Fig.2.5: Creep Modulus at 50 and 60 0 C.

The fatigue life of SBS and LLDPE asphalt mixes at 25 degree C increased by 4.6

and 2.2 times, respectively at a particular stress level, as compared to unmodified

asphalt mix. The fatigue life of the SBS modified mix was 2.1 times larger than the

LLDPE modified mix.

30

s. ~♦ ti 1.

CA "*

a

1.0E401

1,OE= 0:

HOC

• 60:70 • SB

■ LLDPE Q .60/70 ~►s o LLDPE

+> y o SB

48 ~•

1.OE+014- 10

100 1000 Tau file tres.s O Pa)

Fig.2.6: Relationship between Tensile Stress and Fatigue Life.

r _OE POS

ID 11x0 1t,W I,uttliak `Tensile Strain (micro)

Fig.2.7: Relationship between Indirect Tensile Strain and Fatigue Life.

31

2.8.4 Shukla et al. (1989) have developed a relationship between concentration of

polymers and adhesive strength as shown in Fig. 3.6. Adhesion of bitumen increases from 10 Kg/cm2

to 17, 16 and 16.5 Kg/cm2 by the addition of about 8% aromatic resins, 4% EVA and 6% SBS

respectively. Addition of excessive polymer leads to decrease in adhesion. Hence about 8%

aromatic resins, 4% EVA and 6% SBS are considered as optimum concentration

Fig.2.8: Adhesion Strength of Modified Bitumen.

2.8.5 Panda et al. (1997) have found that stability increases with increasing

Polyethylene (PE). The maximum values of stability are obtained at various values of binders,

such as 5.5% in case of binders having 0%, 2.5% and 5% PE 6% for binder having 7.5% PE and

6.5% for binder having 10% PE. The maximum stability for binder containing 0, 2.5, 7.5 and 10

percent polyethylene is found to be 9.6, 15.6, 16.3, 17.1 and 17.9 KN respectively.

Pavements constructed using modified binders have consistently shown improved strength,

durability and longevity.

32

2.8.6 Banerjee et al. (1995) used novaphalt and reported That the cost increase is about

30% while the extension of useful service life is 50 to 100%. The overall life cycle costs are thus

significantly low.

2.8.7 Jain et al. (1994) conducted cost benefit analysis of road construction using

polymer-modified- binder. Three test sections of 100m- length- and lm width were

considered and life of the pavement with modified binder was taken as 50 percent more than

that of conventional pavement. The cost of overlay requirement for 12 years is shown in

Table 2.5 was computed which indicates that about 33% aggregate, 37% bitumen and 20%

expenditure towards overlay requirement are saved when modified bitumen is used in the

construction.

Table2.5: Cost -Benefit analysis of Polymer Modified Binders

Specification Life (Years) Renewals in Aggregate Bitumen Polymer Cost (Rs) 12 Years (m3) (kg) (Rs.)

PC with 80/100 4 3 99 9000 - 105000 bitumen

PC with SBS 6 2 66 5700 12000 88000 plus bitumen PC with EVA 6 2 66 5580 14700 89200 plus bitumen

2.8.8 Bose and Jain (1989) determined optimum polymer content for each bitumen blends

by Marshall method of mix design. The test results are given in Table2.6.

33

Table2.6: Strength Characteristics of Polymer Modified Mixes

Percent polymer in Marshall stability at 60°C, Kg Flow, mm. Tensile strength at 30 Bitumen °C (Kg/cm2) WithoutPolyrner 750 3.2 1.2 2 Percent low density 910 3.0 1.2 Polyethylene 5 Percent low-density- 960 .3.0 _ 4.8 Polyethylene 10 Percent low density 1030 2.9 2.1 Polyethylene 2 Percent Styrene- 1050 2.9 2.0 butadiene-Styrene 5 Percent Styrene- 1105 2.8 3.5 butadiene-Styrene 10 Percent Styrene- 1215 2.8 4.4 butadiene-Styrene 2 Percent Ethyle 885 2.9 1.3 Vinyl acetate 5 Percent Ethyle 1025 2.8 1.5 Vinyl acetate 10 Percent Ethyle 950 2.8 1.5 Vinyl acetate

2.8.9 Bose and Jain (1997) reported engineering properties of natural rubber modified

bituminous mixes for construction of road surfaces. Results of flexural fatigue test

indicated that fatigue life of natural rubber-bitumen blends with 4% rubber is about five times

higher than neat bitumen mixes. The improvements reported are into softening point, lower

penetration value and improved penetration value and two fold life of overlay. The mix suits

to heavy traffic and coastal climate.

2.8.10 Study conducted at CRRI New Delhi evaluated the performance of bituminous

mixes with and without crumb rubber modifier. The laboratory tests were done on specimens

using 80/100-penetration bitumen, with and without modifier. The results are presented in

Table2.7.

34

Table2.7: Physical Properties of CRM Bitumen

SL No. Properties tested Bitumen without rubber

Bitumen blended with Crum Rubber (10%- 15%)

1. Softening Point C) 44 49-60 2. Penetration 1/10 mm 89 25-55 3. Ductility, cm 75 17.5-30

From the above results, it is clearly seen that with the addition of modifier, bitumen

becomes harder and it's softening point increases.

The results of Marshall Stability tests conducted on bituminous mixes with and without

modifier are given in Table 2.8

Table2.8: Results of Marshall Test Parameters

SL No. Properties tested Bitumen without rubber

Bitumen blended with Crumb Rubber (10% 15%)

1. Bulk Density (gm/cc) 2.4 2.36-2.4 2. Percent Voids 2.0 2.5-3.2 3. Marshall Stability 985 Up to 1330 4. Flow (mm) 3.1 2.5-2.9 5. Stripping (%) 3.0 3.0-5.0

From the above table it is clearly seen that with the addition of the modifier the

stability of the mix ix improved.

2.8.11 Bose and Jain (1984) found that the durability of an asphalt surfacing can be improved

considerably by addition of polymeric materials. Marshall Stability and indirect tensile strength

values of modified mixes were considerably higher than those of unmodified asphalt mixes. The

fatigue lives of the mixes prepared with 5 % EVA or 2 %PE or 5 % SBS increased by 2, 10 and

15 times, respectively, as compared to the mix prepared with. 80/100 bitumen.

35

2.8.1.2 Salab and Suparma (2000) reported that the recycled plastics containing polypropylene

and low density polyethylene can be incorporated in the asphalt surfacing. The modified mixes

had better durability and fatigue life as compared to unmodified asphalt mix.

2.8.13 Brule et al. (1998) reported that the SBS and styrene ethylene butylenes styrene and

styrene butadiene rubber and reacting polymer elvaloy AM increased the resistance of asphalt.

concrete to fatigue cracking, temperature cracking and stripping.

2.8.1.4 Panda and Mazumdar (1999) found that modification of 80/100 grade bitumen with

EVA increases the mix stability; the air voids content and decreases the flow value. They further

evaluated the modification of bitumen with reclaimed polyethylene obtained from carry bags and

found that the fatigue life of the modified mix increased by 2-3 times as compared to unmodified

asphalt mix (Panda and Mazumdar 2002).

36

CHAPTER-3

EXPERIMENTAL PROGRAMME

3.1 General "

The aim of present study was to study the various characteristics of bituminous

mixes using waste plastic. The suitability of waste plastic have been tested for three types of

bituminous mixes i.e. Bituminous Macadam (BM), Semi Dense Bituminous Concrete

(SDBC) and Bituminous Concrete (BC). The gradation of coarse and fine aggregates has

been used confirming to MORTH (2001) specifications. The effect of waste plastic in the

bituminous mixes has been investigated based on the following tests:

(1) Marshall Test

(2) Indirect Tensile Strength Test

(3) Fatigue Test.

3.2 Materials 3.2.1 Bitumen

80/100-grade bitumen was used in the present study. The specific gravity of the

bitumen was found to be 1.01. Physical properties of the bitumen are given in Table 3.1

Table 3.1 Physical Properties of Bitumen

S1. No. Test Test Result

1 Penetration ( 100 gm, 89

5 sec, 25°C)

2 Softening Point (Ring 50

and Ball Method)

(°C)

3 Ductility at 27 C 97

(cm)

37

3.2.2 Aggregates

Coarse aggregates and fine aggregates used in the study were taken from nearby Bed

River. The properties of the aggregates are given in the Table 3.2.

Table 3.2 Properties of Coarse Aggregates

Properties- --- Value- -- - Recommended Value-

(As per MOST)

Aggregate Impact Value (%) 20 < 30

Flakiness Index (%) 15 <25

Aggregate Crushing Value (%) 19 <30

3.3 Waste Plastic: Plastic bag fibers were used as a waste plastic in the study. Specific

Gravity of Plastic Bag fiber was found to be 0.52.

3.4 Test on Bitumen Blended with Plastics

3.4.1 Penetration Test

The penetration of bitumen is defined as the distance in tenth of a millimeter that a

standard needle will penetrate into the bitumen under a load of 100 gm applied for five seconds, at

25 °C. The softer the bitumen, the greater will be the penetration. Penetration test is the most

commonly adopted test on bitumen to grade the material in terms of its hardness. Depending upon

the climatic condition, bitumen of different penetration grades are used, in warmer regions lower

penetration grades are preferred and in colder regions bitumen with higher penetration value is used.

In this test, bitumen is softened to a pouring consistency between 80°C to 110 °C. The

sample material is thoroughly stirred to make it homogeneous and free from air bubbles. The.

sample material is then poured into the container to a depth at least 15 mm more than the

expected penetration. The sample containers are allowed to cool in atmosphere for one hour.

Then it is placed in temperature controlled water bath at a temperature of 25 °C for a period

of one hour. A standard needle is then allowed to penetrate into the surface for 5 seconds under

the correct loading. This is done by means of an instrument known as penetrometer. This test is

standardized by IS: 1203-1978. The test results are given in Table 3.6.

c:

3.4.2 Softening Point Test The softening point is the temperature at which the substance attains a particular

degree of softening under specified conditions of test. The softening point of a bituminous

binder is the temperature at which a disc of the binder softens sufficiently to allow a steel ball,

initially placed on the surface, to fall through the disc and a prescribed distance. It is usually

determined byRing-and Bali test. Softening point essentially is a temperature at which binders

have an equal viscosity. Bitumen with higher softening point may be preferred in warmer place.

In this test, two brass rings are filled with hot bitumen and allowed to cool in air for 30

minutes. The excess bitumen is trimmed and the rings are placed in supports. At this time, the

temperature of water is kept at 5 °C for 15 minutes. The temperature of water is raised at

uniform rate of 5 C. per minute with a controlled heating unit, until the bitumen softens and touches

the bottom plate by sinking of balls. The results of softening point test are given in Table 3.7.

3.4.2 Ductility Test In the flexible pavement construction where bitumen binders are used, it is

important that the binders form ductile thin film around the aggregates. This serves as a

satisfactory binder in improving the physical interlocking of the aggregate bitumen mixes.

Under traffic loads the bituminous pavement layer is subjected to repeated deformation and.

recoveries. The binder material which does not possess sufficient ductility would crack and

thus provide pervious pavement surface. Ductility test is carried out on bitumen to test this

property of binder.

The ductility is expressed as the distance in centimeters to which a standard

briquette of bitumen can be stretched before the thread breaks. The bitumen sample is heated

and poured in the mould assembly placed on a plate. The sample along with the moulds are

cooled in air and then in water bath maintained at 27 °C. The mould assembly containing the

sample is replaced in water bath of the ductility testing machine for 85 to 95 minutes. The

sides of the mould are removed, the clips hooked on the machine and the pointer is adjusted

to zero. The distance up to the point of breaking of the thread is reported in centimeters as

the ductility value. The results of ductility test are given in Table 3.8.

M

3.5 Tests on Bituminous Mixes

3.5.1 Stripping Test

For this test a known quantity of aggregate was taken. Then Bitumen in hot

condition was added to the aggregate. The mix was immersed in water. Then after 24 hours

stripping was found out. Again the test was conducted by adding the plastic fibers in the hot

bitumen.-The-waste-plastic-bitumen-aggregate mix was immersed in water. Stripping was

observed after 24 hours.

3.5.2 Marshall Strength Test

Marshall Test was performed over the bituminous mixes prepared by using the

grading specification as per the MOST specification for the following:

(1) Bituminous Macadam

(2) Semi Dense Bituminous Concrete

(3) Bituminous Concrete ( Dense Graded)

Marshall Stability and flow value for different blends were estimated. For Marshall

Test, optimum binder content was determined using the following criterion.

(i) Bitumen content for maximum stability.

(ii) Bitumen content for maximum unit weight of compacted mix.

(iii) Air voids of 4%.

The aggregate gradation for bituminous macadam, semi dense bituminous concrete

and bituminous concrete as given in Ministry of Road Transport and Highway (MORTH,

2001) and reproduced in Tables 3.3-3.5 was used. Specimens were prepared using a mould of

63.5 mm height and 101.6 mm diameter and 75 blows were given at both sides of specimen.

Before testing, the specimens were kept in hot water at 60° C for 30 minutes. Marshall

Stability values and flow values were recorded from dial gauge readings. Results of Marshall

Tests have been given in Tables 3.9-3.13.

3.5.3 Retained Marshall Stability Test

To determine the water susceptibility of bituminous concrete ( dense graded ) mix,

Marshall stability test was again performed on different specimens having optimum binder

content after keeping the sample at 60° in water bath for 24 hours. The Marshall stability

thus found termed as Retained Marshall Stability. Results of retained Marshall Stability have

been given in Table 3.14-3.15.

Table 3.3 Aggregates Grading for Bituminous Macadam

Sieve Size (mm) Percent Passing by Weight

Recommended Grading Used

265 100 100

19 90-100 97

13.2 56-88 70

4.75 16-36 29

2.36 4-19 8

03 2-10 6

0.075 0-8 -

Table 3.4 Aggregates Grading for Semi Dense Bituminous Concrete


Recommended Grading Used

132 100 100

95 90-100 94

4.75 35-51 46

2.36 24-39 33

1.18 15-30 20

03 9-19 16

0.075 3-8 5

41

Table 3.5 Aggregates Grading for Bituminous Concrete


Recommended (%) Grading Used (%)

19 100 100

132- - - -79100 —89

9.5 70-88 78

4.75 53-71 61

2.36 42-58 49

1.18 34-48 40

0.6 26-38 31

0.3 18-28 22

0.15 12-20 15

0.075 4-10 6

3.5.4 Indirect Tensile Strength Test

Indirect tensile test was used to characterize the bituminous mixes. Tensile

strength was determined on Marshall Specimens cured at room temperature for 24 hours and

then they were kept under water at 25 °C for 2 hours before testing. The test involves loading

a cylindrical specimen with compressive loads that act parallel to and along vertical

diametrical plane. To distribute the load and maintain a constant loading area, the

compressive load was applied through a 12.7 mm wide steel loading strip that was cured at

the interface with the specimen and had a radius equal to that of the specimen.

The Marshall specimens were prepared at optimum binder content. The loading

configuration develops a relatively uniform tensile stress perpendicular to the direction of the

applied load and along the vertical diametrical plane that ultimately causes the specimen to

►,N

fail by splitting or rupturing along the vertical diameter. By measuring the applied load at

failure, the tensile strength (Sr) of the mix is estimated by equation 3.1.

TensileStrength, Sr = DT (3.1)

Where, = Tensile strength in Kg/ cmZ

P = Total load at failure in Kg

H = Height of specimen in cm

D = Diameter of specimen in cm

3.5.5 Fatigue Test

To determine the failure strength of some of the better performing blends based upon

their Marshall stability, fatigue testing was carried out. The test was conducted using third

point loading on a beam of 50 cm length, 10 cm width and 10 cm height in cross section. The

beam specimen was prepared using grading as that for Marshall testing and optimum binder

content. The material was filled in beam mould, and well compacted. It was kept in open air

for 24 hours before testing. The beam was fixed in clamp of suitable size, which prevents the

beam from permanent deformation, and keeps it in right position. Rate of loading was 70

cycles per minute. Loads of 153 kg, 204 kg and 493 kg were applied to the beam specimens.

The testing was continued at room temperature (15-20°C) and the number of cycles to failure

was noted. The failure was considered to have reached when the beam starts cracking. The

results of fatigue test are given in Table 3.18-3.19.

43

Table 3.6 Penetration values of Bitumen Modified with Waste Plastic Fibers

Waste Plastic + Bitumen Penetration, 0.01 mm

( 100 gm, 5 sec, 25°C)

Only Bitumen 95

3 % Plastic + Bitumen 83




Table 3.7 Softening Point Values of Bitumen Modified with Waste Plastic Fibers

Waste Plastic + Bitumen Softening Point

(Ring & Ball Method) ( °C)

Only Bitumen 50





Table 3.8 Ductility Values of Bitumen Modified with Waste Plastic Fibers

Waste Plastic + Bitumen Ductility

( cm)


3 % Plastic +Bitumen 73




3.6 Sample Calculations

At 0 % Plastic Content (Bituminous Macadam)

(1) Bitumen Content = 3.3 %

Gt= 100

= 2.56 -(87.-03./2.7.1)+(9.67 /2.63)+(3.3 /1.01)

Gb = 1198

= 2.41 1198-701

Vv % — 100 (2.56 —2.41) = 5.86

2.56

Vb% = 3.3 2.41

=7.87 1.01

VMA%=V„+Vb=5.86=7.87= 13.73

VFB % = 100 x7.87 = 57.32

13 .37


100 __ Gt = 2.556

(86.94/2.71)+(9.66/2.63)(3.4/1.01). +

Gb= 1196 =2.46 1196-709

Vv% = 100 (2.55 —2.46)

2.55

Vb% = 3.4x 2.46

8.28 1.01

VMA = 12.03

100 x8.28 VFB % = = 68.83

12.03

(3) Bitumen Content = 3.5

100 _ Gt — (86.85/2.71)+(9.65/2.63)+(3.5/1.01)

Gb= 1198 =2.45 1198-708

Vv % = 100 (2.552 — 2.45) = 3.99 2.552

Vb% = 3.5x 2.45 =8.49

1.01

VMA = 12.48

100 x 8.49 VFB % = =68.03

12 .48

At 0 % Plastic (Semi Dense Bitumen Concrete)

(1) Bitumen Content = 5 %

Stability = 920 kg Flow value = 3.6 mm

100 _ Gt = (63.65/2.71)+(26.6/2.63)+(4.75/3.15)+(5/1.01) — 2.50

Gb= 1196 =237 1196-691

Vv % = 100 (2.50 —2.37) = 5.2 2.50

Vb% = 5x 2.37 = 11.73 1.01

VMA % = 16.93

VFB o = 100 x l 1 .73 =69.28 16.93


Stability = 1110 kg Flow value = 3.75

Gt = 100

= 2.48 (63.315/2.71)+(26.46/2.63)+(4.725/3.15)+(5.5/1.01)

Gb = 1198 = 2.39 1198-696

Vv% = 100(2.48 —2.39) =363 2.48

Vb% =5.5x 2.39 =13.01 1.01

VMA % = 16.64

100 x13 .01

VFB % = =78.18 16.64


Stability = 873 Flow value = 4.00

Gt = 100 = 2.46

(62.98/2.71)+(26.32/2.63)+(4.7/3.15)+(6/1.01)

Gb= 1197

=2.38 1197-694

Vv% = 100 (2.46 —2.38) = 3.25 2.46

Vb% = 6x 2.38 = 14.13 1.01

VMA%=17.38

VFB % 100 x14.13 = 81.3 17.38

From graph

(1) B 1 = 5.5 = % of bitumen corresponding to maximum stability

(2) B2 = 5.52 = % of bitumen corresponding to maximum density

(3) B3 = 5.35 = % of bitumen corresponding to 4 % air voids

OptimumBit umenConten t, B = Bl + B2 + B3 = 5.46 %

At 0 % Plastic (Bituminous Concrete)


Stability = 950 kg Flow value = 3.00 mm

Gt= 100 =2.49

(48.45/2.71)+(40.85/2.63)+(5.7/3.15)+(5/1.01)

Gb = 1196 = 2.34 1196-685

Vv % = 100 (2.49 —2.34) = 6.02 2.49

Vb%=5x2.34 11.58

1.01

VMA % = 17.6

100 x11 .58 VFB % =

= 65.80 17.6

(Am 3o .: *-".


Stability = 1150kg Flow value = 3.30 mm

Gt = 100 =2.45

(47.94/2.71)+(40.42/2.63)+(5.64/3.15)+(6/1.01)

Gb= 1194 =2.35

1194-687

Vv%=100(2.45-2.35) =4.08

2.45

Vb%=6x2'35 =13.96 1.01

VMA % = 18.04

100x13.96 VFB % = = 77.38

18.04


Stability = 1060 kg Flow value = 3.95mm

Gt= 100 =2.41

(47.43/2.71)+(39.99/2.63)+(5.58/3.15)+(7/1.01)

1196 Gb _ = 2.32 1196 —680

50

Vb% =7x 2.32 =16.08 1.01

VMA%=19.81

VFB % = 100 x16 .08 = 81.17 19.81

From graph

(4) B 1 = 6.14 = % of bitumen corresponding to maximum stability

(5) B2 = 5.86= % of bitumen corresponding to maximum density

(6) B3 = 6.06 = % of bitumen corresponding to 4 % air voids

OptimumBit umenConten t, B = Bl + B2 + B3 = 6.02 % 3

51

Table 3.9 Results of Marshall Test of Bituminous Macadam

Bitumen

(%)

Waste•

Plastic

(%)

Air

Voids

(%)

Bulk

Density

(gm cm3)

VMA

(%)

VFB

(%)

3.3 - -0 _ 5;86...._- . -. 2.41-.. - ..... 13.73- 57:32

3.4 0 3.75 2.46 12.03 68.83

3.5 . 0 3.99 2.45 12.48 68.03

3.3 3 4.31 2.44 12.27 64.87

3.4 3 2.98 2.47 11.29 73.60

3.5 3 3.23 2.46 11.75 72.51

3.3 6 4.72 2.42 12.89 62.57

3.4 6 3.35 2.45 11.58 71.07

3.5 6 3.59 2.44 12.03 70.16

3.3 9 5.57 2.39 13.35 58.28

3.4 9 3.8 2.43 11.95 68.20

3.5 9 4.00 2.42 12.36 67.64

3.3 12 4.4 2.41 12.27 64.14

3.4 12 3.02 2.44 11.42 71.89

3.5 12 3.42 2.425 11.82 71.06

3.3 15 4.62 2.42 12.64 68.45

3.4 15 3.45 2.46 11.70 74.92

3.5 15 3.7 2.43 12.18 73.2

52

Table 3.10 Results of Marshall Test of Semi Dense Bituminous Concrete

Bitumen

• (%)

Waste

Plastic

M.

Stability

(kg)

Flow

(mm)

Air Voids

(%)

Bulk

Density

(gmcm3 )

VMA

(%)

VFB

(%)

5 - 0 920- 3.60 52 ---2:37 .,.. -16.93 --69.28

5.5 0 1110 3.75 3.63 2.39 16.64 78.18

6 0 873 4.00 3.25 2.38 17.38 81.3

5 3 1250 3.45 4.84 2.36 16.50 70.66

5.5 3 1590 3.62 3.25 2.38 16.19 79.93

6 3 1145 3.95 2.86 2.35 16.91 83.08

5 6 1720 3.20 4.82 2.35 16.41 70.63

5.5 6 2210 3.45 3.06 2.375 15.95 80.81

6 6 1976 3.78 2.88 2.36 16.85 82.91

5 9 2418 2.90 4.69 2.335 16.2 71.05

5.5 9 2840 3.10 2.88 2.36 15.67 81.62

6 9 2670 3.40 2.49 2.35 16.43 84.8

5 12 2090 2.95 4.51 2.33 15.97 71.76

5.5 12 2465 3.18 2.69 2.355 15.43 82.57

6 12 2250 3.50 2.51 2.33 16.25 84.55

5 15 1738 2.98 4.45 2.32 15.93 71.56

5.5 15 2194 3.25 2.53 2.34 15.13 83.48

6 15 1840 3.60 2.44 2.322 16.11 84.85

53

Table 3.11 Optimum Binder Contents of Semi Dense Bituminous Concrete

Waste Plastic

Fiber

(%)

Optimum Binder

Content

(%)

Stability

(kg)

Flow

(mm)

% Air

Voids

(Vv)

Voids Filled With

Bitumen (VFB)

(%)

5.46- - - -1100 - - 3.73 . _ _ 3.7-8 77_

3 5.42 1575 3.58 3.5 77.8

6 5.41 2140 3.39 3.48 78.14

9 5.43 2810 3.05 3.18 80

12 5.37 2392 3.11 3.00 80.69

15 5.36 2128 3.18 2.28 81.25

54

Table 3.12 Marshall Test Results of Bituminous Concrete

Bitumen

• (%)

Waste

Plastic Fiber

(%)

Stability

(kg)

Flow

(mm)

Air Voids

(%)

Bulk Density

(gm/cm 3 )

VMA

(%)

VFB

(%)

5 • 0 950 3.00 _ . - 6.0.2_ -234 17.6 - 65.8

6 0 1150 3.30 4.08 2.35 18.04 77.38

7 0 1060 3.95 3.73 2.32 19.81 81.17

5 3 1495 2.80 5.65 2.34 17.22 67.19

6 3 1730 3.10 3.28 2.36 17.27 81

7 3 1547 3.50 3.17 2.324 19.24 83.52

5 6 2060 2.50 5.28 2.33 16.78 68.53

6 6 2495 2.7 3.10 2.36 16.99 81.74

7 6 2238 3 2.94 2.31 18.87 84.42

5 9 2585 2 4.89 2.33 16.37 70.13

6 9 3160 2.25 2.5 2.34 16.33 84.69

7 9 2890 2.8 2.42 2.33 18.46 85.89

5 12 2100 2.12 4.73 2.315 16.12 70.65

6 12 2752 2.36 2.5 2.33 16.24 84.60

7 12 2460 3.1 2.14 2.29 17.88 86.24

5 15 1830 2.2 4.60 2.30 16.02 70.92

6 15 2370 2.49 2.43 2.31 16.11 85.06

7 15 2010 3.25 2.01 2.275 17.35 86.54

55

Table 3.13 Optimum Binder Content of Bituminous Concrete

Waste Plastic

Fiber

(%)

Optimum

Binder Content

(%)

Stability

(kg)

Flow

(mm)

% Air

Voids

(Vv)

Voids Filled With

Bitumen(VFB)

(%) 0 — -- —I-F55---- - _ 3.3l - .

3 5.89 1724 3.06 3.54 79.48

6 5.83 2441 2.68 3.20 80.02

9 5.80 3094 2.19 2.84 82.3

12 5.76 2640 2.25. 2.98 81.25

15 5.69 2238 2.38 3.08 80.77

Table 3.14 Retained Marshall Stability of Bituminous Concrete

Optimum Binder

Content

(%).

Marshall Stability

(kg)

Average Marshall Stability

(kg)

5.80 2760

2588 5.80 2495

5.80 2510

56

Table 3.15 Indirect Tensile Strength of Semi Dense Bituminous Concrete

Waste Plastic Fiber

(%)

Optimum Binder

Content (%)

Load

(kg)

Indirect Tensile Strength

at25° C(Kg/cm2 )

0 5.46 910 8.98

3 5.42 1163 11.48

6 5.41 1595 15.74

9 5.43 1842 18.17

12 5.37 1484 14.64

15 5.36 1035 10.21

Table 3.16 Indirect Tensile Strength of Bituminous Concrete

Waste Plastic Fiber

(%)

Optimum Binder

Content(%)

Load

(kg)

Indirect Tensile Strength

at25° C(Kg/cm 2 )

0 6.02 1005 9.92

3 5.89 1356 13.38

6 5.83 1610 15.89

9 5.80 1950 19.25

12 5.76 1509 14.90

15 5.69 1250 12.34

57

Table 3.17 Fatigue Strength of Semi Dense Bituminous Concrete

Optimum Binder Content

(%)

Load Applied

(kg)

Number of Cycles for

Failure

5.46 153 1200

-204 810

5.41 493 530

5.43 153 2568

5.37 204 1734

5.36 493 1020

Table 3.18 Fatigue Strength of Bituminous Concrete

Optimum Binder Content

(%)

Load Applied

(kg)

Number of cycles for

failure

6.02 153 1450

5.89 204 975

5.83 493 554

5.80 153 3290

5.76 204 2065

5.69 493 1210

/ - ------e d -; / z

[41

Plate No. 3.1 Shredded Plastic Bag Fibers

Plate No. 3.2 Penetration Test in Progress

59

MARSHALL STABILITY _ n

TESTING MACHINE ..

Plate No. 3.3 Preparation of Marshall Specimen

Plate No. 3.4 Marshall Test in Progress

r1]

Plate No. 3.5 Indirect Tensile Strength Test in Progress

Plate No. 3.6 Fatigue Test in Progress

61

CHAPTER-4

ANALYSIS AND DISCUSSION OF TEST RESULTS

4A Penetration The results of the penetration test are shown in Table 3.6.The variation in the

penetration value of bitumen with waste plastic fiber addition is shown in Fig. 4.12.

The graph shows that the penetration value of bitumen decreases with the addition of

waste plastic fibers. The highest value of penetration is 95 when no waste plastic is

added to bitumen and it is 48 when 12 % plastic is added to bitumen. The decrease in

the penetration value shows that the addition of plastic fibers increases the hardness

of bitumen.

4.2 Softening Point Softening point is the temperature at which the substance attains a particular degree

of softening under specified conditions of test. The softening point of bitumen is

determined by performing ring and ball test. The test results are shown in Table 3.7.

The variation of softening point is shown in Fig. 4.13. The softening point is 50 °C

when there is no addition of waste plastic fibers in bitumen and it increases to 77 ° C

when 12 % waste plastic fibers are added to bitumen. The influence over the

softening point is dependent on the chemical nature of the waste plastic fiber added.

4.3 Ductility The ductility is expressed as the distance in centimeters to which a standard briquette

of bitumen can be stretched before the thread breaks. To find out this property of

bitumen, ductility test is carried out. The test results are shown in table 3.8. The

variation in ductility values is shown in Fig. 4.14. The ductility value is decreased

from 107cros to 31 cros when the percentage of plastic fibers added to bitumen

increases from 0-12 %(By weight of bitumen). The decrease in ductility value may be

due the physical interlocking of the material.

4.4 Stripping

When plastic fiber was not added to bitumen, the stripping was found to be 10

10 % after 24 hours. When plastic fiber was added to the hot bitumen, there was no

stripping when mix checked after 24 hrs. Even after 72 hrs there was no stripping.

4.5 Marshall" Stability

The Marshall Stability is a measure of structural strength of a bituminous mix. Higher

the stability of the mix, greater will be the strength of surfacing. For finding out the

Marshall Stability and other parameters, Marshall specimens were prepared for

Bituminous Macadam (BM), Semi Dense Bituminous Concrete (SDBC) and

Bituminous Concrete (BC) using the bitumen content from 3.3-3.5 % by weight of

total mix for BM, 5-6 % by weight of the total mix for SDBC and 5-7 % by weight of

the total mix for BC. The waste plastic fiber content in the mix is varied from 0-15 %

by weight of bitumen. The specimens were tested after curing at 60 °C in water bath

for 30 minutes. The results of Marshall Test are given in Tables 3.9-3.13. These

results have also been presented in graphical form from Fig. 4.1-4.12 and Fig. 4.15-

4.17.

From the test results, it has have found that

In case of Bituminous Macadam, the samples crumbled when the Marshall specimens

were taken out from water bath after 30 minutes. So the testing of the specimens

could not be performed.

In case of Semi Dense Bituminous Concrete

• Marshall Stability increases from 1100 kg to2810 kg when the plastic fiber

content increases from 0-9 % by weight of the bitumen. Stability is

maximum at 9 % plastic fiber content and afterwards stability decreases. The

increase in the stability is due to the improvements in the physical properties

of bitumen and the coating of the aggregates with the plastic fibers.

63

• The flow value decreases up to 9 % plastic fiber content and after that it

starts increasing.

In case of Bituminous Concrete

• The Marshall Stability increases from 1155 kg to 3094 kg when the

percentage of addition of plastic fiber increases from 09 % by weight of the

bitumen. The maximum stability is obtained at 9 % plastic content and after

wards it starts decreasing.

• The flow value decreases up to 9 % plastic fiber content and after and after

that it starts increasing.

• In case of SDBC and BC, the VFB is slightly exceedingly the standard

value. It can be understood from the fact that some voids are filled by the

plastic fibers also.

4.6 Indirect Tensile Strength

Indirect Tensile Strength tests were carried out on Marshall Specimens made of

SDBC and BC. The specimens were cured at room temperature for 24 hrs and then

kept at 25 °C for 30 minutes. before testing. The Test results are given in Tables 3.15-

3.16.The variations in Tensile strength have been shown in Fig. 4.18-4.19. The

maximum tensile strength is obtained at 9 % plastic fiber added to bitumen in case of

SDBC and BC. At 9 % plastic fiber content the tensile strength increases 1.94 times

in case of SDBC and at 9 % plastic fiber content the strength increases 2.00 times in

case of BC.

4.7 Fatigue Strength

To find out the effect of addition of plastic bag fibers on fatigue strength of

bituminous mixes, fatigue test is conducted. Fatigue test results are shown in Tables

3.17-3.18. These results have also been shown in graphical form from Fig. 4.20-4.23.

From the test results it is find out that with the addition of plastic fibers, the fatigue

life of pavement increases 2.09 times in case of SDBC and 2.2 times in case of BC.

64

E 85

m 80

-- 75

70

LL 65

0 60

4.5 5 5.5 6 6.5 7

Bitumen Content ( %)

1200

Y 1100

1000

900

:es

- 4 E E 3.9

e~ 3.8

3.7 _o iz 3.6

3.5

4.5 5 5.5 6 6.5 4.5


5 5.5 6 6.5 7


2.4

E 2.39 0

2.38

• 2.37

C 2.36

= 2.35

5.5

H 4.5

0

3.5

2.5

4 4.5 5 5.5 6 6.5 7 4 4.5 5 5.5 6 6.5

Bitumen Content (% ) Bitumen Content ( %)

Fig. 4.1: Marshall Curves at 0 % Plastic Content (Semi Dense Bituminous Concrete)

1700 -- 1600

~, 1400 1300 1200

U) 1100- --

1000

4.5 5 5.5 6 6.5


5 5.5 6 6.5 7


d 23.6

L 3.4

E3.8 E

3.2 4.5

4

5.5

4.5 o

a 3.5

2.5

2.4

2.36

2.34

2.32

4 4.5 5 5.5 6 6.5 7

4 4.5 5 5.5 6

6.5



85 80

_ r 75 '-E70 o m 65 > 60

4.5

5 5.5 6 6.5 7



— 3.8 E E

Cu > 3.4

0 u3.2

2500

co 2300 - 2100

1900 cc (I) 1700

1500

4.5

3

6.5 4.5 5 5.5 6 6.5


5 5.5 6 Bitumen Content ( %)

5.5

Q 3.5

2.5

85

~0 80 75

L E 70

o m 65 60

4,5 5 5.5 6 6.5 7


. 2.4 v

E 2.38

2.36

2.34

2.32

4 4.5 5 5.5 6 6.5 7

4 4.5 5 5.5 6 6.;


Bitumen Content (% )


67

5 5.5 6 6.5


3.5 E E33 C)

3.1

0 2.9 Li

2.7 4.5

3000

2800

2600

2400

0- 2200

2000 H- 4.5 5 5.5 6 6.5


2.4 v C.) E 2.38 a) X 2.36

2.34

2.32

2.3

5

:a 4

<3

2 4 4.5 5 5.5 6 6.5 7

4 4.5 5 5.5 6 6



= 90 = "'85 0--80 = w75 vs~70 Gm 65

60 4.5 5 5.5 6 6.5 7



2

2.7 4.5 5

2500 . 2400

2300 2200

N 2100

4.5 5 5.5 6 6.5


3.5 E E33 a>

3.1

a° 2.9

5.5 6 6.5 Bitumen Content ( %)

2.37 2.36 2.35

= 2.34 .a' 2.33

2.32 2.31 2.3

4 4.5 5 5.5 6 6.5

Bitumen Content ( %) 4 4.5 5 5.5 6 6,


90

~v--80 = w75 = u70 -a

3m 65 60

4.5 5 5.5 6 6.5



C"

4.5 5 5.5 6


E 3.7 E

3.5

R 3.3

0 3.1

" 2.9

6.5 4.5

2300

Y 2100

1900

N 1700

1500

5 5.5 6 6.5


ac?

F

U E 2.34

2.33

z 2.32

2.31

D 2.3 4 4.5 5 5.5 6 6.5


4 4.5 5 5.5 6


s 85

0 80 -c-- a~

E75

:2 70

65

M 5 5.5 6 6.5



70

1200

1100

• 1000

M 13 900

800

E 3.7 E . — 3.5

3.3

> 31

2 2.9 U-

2.7

6.5

N

0 4.5

< 3.5

4 5 . 6 7 4 5 6 7

Bitumen Content ( %) Bitumen Content(%)

4 5 6 7

8

4 5 6 7



.. 2.4

E 2.38 C)

2.36

•~ 2.34

2.32

2.3

85

• 80

= 75

U B 70 c om65 60

4 5 6 7 8


Fig. 4.7: Marshall Curves at 0 % Plastic Content (Bituminous Concrete)

71

2.4

E 2.38

2.36

z 2.34

2.32 C

D 2.3 4 5 6 7 8

Bitumen Content ( %) 5 6 7


<3.5

0 5.5

2.5 4

r 90

U E 75

n70 'S m 65 > 60

4 5 6 7 8


2000

1800

1600

1400

1200 4 5 6 7


E3.7 !3.5

3.3 >3.1 229

2.7 2.5

E 4 5 6 7


Fig. 4.8: Marshall Curves at 3% Plastic Content (Bituminous Concrete)

72

E 3.2 E3

> 2.6

02.4 a_

2.2

2 6 7 8_ - -

4 - 5 -

6 7-

Bitumen Content (%) Bitumen Content ( %)

2500

2400 - 2300

2200

2100

2000

5

_ 2.38

E 2.36

2.34

2.32

2.3

0 5.5 e

0 4.5

I-

<3.5

2.5

4 5 6 7 8


4 5 6 7


90

• -'~ 85

q, 75 cn 70 'om 65

60

4 5 6 7 8


Fig. 4.9: Marshall Curves at 6% Plastic Content (Bituminous Concrete)

73

3400

3200

3000

2800 ec N 2600

-2400

2.E

E2.€ B — 2.4 G)

2.2

2

.218 L 1.6 1.4

4 5 6 7 8


4 5 6 7


rc.

E 2.35

2.34

2.33

= 2.32

5 0 0 N 4.5

3.5 a 3

2.5 2

4 5 6 7 8 4 5 6 7

Bitumen Content (% ) Bitumen Content ( %)

90

" 85 0 x--80

LE

a~

70

'o m 65 60

4 5 6 7



74

2.35

a, 2.33

t 2.31

Z 2.29

=2.27

-1 2.25

N 4.5

:a 4 0 3.5

<3

2.5

2

3000

^ 2800

2600

2400

2200

CO 2000

1800

-- 4 ---5 6- - - 7 _-8.


3.2

E3

!2.8 2.8

2.6

3 2.4

22.2 U- 2

1.8

4 5 6 7


4 5 6 7 8

4 5 6 7



- 90

-o--80 as w 75

U. u, 70 3c0 65

60

4 5 6 7 8



75

2500

2300

2100

1900

N 1700

tit 1iII1

E3 E

2.8

2.6

3 2.4

22.2 LL 2

4 56 78


IL]

4

5 6 7


2.35

E 2.33 a)

2.31

•~ 2.29

2.27 C = 2.25

4.8

;4.3 0 3.8

3.3 <2.8

2.3 1.8

4 5 6 7 8

Bitumen Content ( %) 4 5 6 7


9085

-a -- 80 75

LLE 70

'o m 65

60

4 5 6 7 8



W

100 90

E 80 E _0 70

z- 6.0 _ 50 40 30 w 20 10 0

95

83

12, 48

0 3 6 .9 12 15

PLASTIC CONTENT (%)

Fig. 4.13 Effect of Variation of Plastic Fiber Content on Penetration

80

75 12,77

70 v

9,68

65 4 6, 62 a 60 CD

, 57 55

w 50 0,50

O I' 45

40

0 3 6 9 12 15

PLASTIC CONTENT (%)

Fig. 4.14 Effect of Variation of Plastic Fiber Content on Softening Point

77

120

0,106

90

73 60

H C-)

30

43

12, 31

0

0 3 6 9 12 15

PLASTIC CONTENT (%)

Fig. 4.15 Effect of Variation of Plastic Fiber Content on Ductility

3000 10

2500 92 2:o0 14 22128 2128

' 1500 1575

1000 100

500

0 0 3 6 9 12 15 18

Plastic Content ( %)

Fig. 4.16 Effect of Variation of Plastic Fiber Content on Stability (S.D.B.C)

3500

3000

2500 2431 0 2238

2000 1724

1500

1000 ~155

500

0

0 3 6 9 12 15 18


Fig. 4.17 Effect of Variation of Plastic Fiber Content on Stability (Bituminous Concrete)

79

20

16

N~ 12

4

c 0

8.17 15.74

14.64

11.48 10.21

0 3 6 9 12 15 18


Fig. 4.18 Effect of Variation of Plastic Fiber Content on Indirect Tensile Strength (Semi Dense Bituminous Concrete)

= 24

20 9.85

a) ^16 15.89 N 4.9

12 3.38 12.34

8

°' 4 V = 0

0 3 6 9 12 15 18


Fig. 4.19 Effect of Variation of Plastic Fiber Content on Indirect Tensile Strength (Bituminous Concrete)

:1

1600

z 153,1450

' 1200

c~ - A 800

O a 493, 554

0 400 • 0 z

0

0 100 200 300 400 500 600

LOAD APPLIED (kg )

Fig. 4.20 Variation of Fatigue Strength with Load at 0 % Waste Plastic Fibers (Bituminous Concrete)

4000

OZ 153, 3290 p3000

aW, 04 2 2065

O493, 1210

2000

0 1000

0

0 100 200 300 400 500 600

LOAD APPLIED (kg )

Fig. 4.21 Variation of Fatigue Strength with Load at 9 % Waste Plastic Fibers (Bituminous Concrete)

1600

0 1200

1::: 0

153, 1200

slo

493, 530

0 100 200 300 400 500 600

LOAD APPLIED (kg )

Fig. 4.22 Variation of Fatigue Strength with Load at 0 % Waste Plastic Fibers (Semi Dense Bituminous Concrete)

2800

2400 - 2568

2000

4 1734 1600

1200 O 493, 1020 800

400

0

0 100 200 300 400 500 600

LOAD APPLIED (kg)

Fig. 4.23 Variation of Fatigue Strength with Load at 9 % Waste Plastic Fibers (Semi Dense Bituminous Concrete)

82

CHAPTER-5

CONCLUSIONS AND RECOMMENDATIONS 5.1 Conclusions

(i) The penetration value of bitumen reduces considerably by the addition of waste plastic

(Plastic bag fiber-s), The .penetration value of 80/100 grade bitumen reduces from 95 to 48

when the addition of plastic fibers in bitumen increases from 0-12-%0. _ .... .

(ii) The Softening point of the bitumen increases by the addition of plastic fibers to it. The

softening point increases from 50 0 C to 77 0 C when 12 % plastic fiber is added to the neat

bitumen.

(iii) The Ductility value of the bitumen decreases by 70.7 % (from 106cm to 31 cm) when

12 % plastic fibers are added to the neat bitumen.

(iv) No stripping was found when plastic fiber was added to the hot bitumen. This indicates

that the waste plastic-bitumen coated mix has good resistance towards water. This may be

due to (1) Increased binding of the waste-plastic fiber-bitumen blend and (2) Coating of

polymer over the aggregate.

(v) The Marshall Stability of the bituminous mixes increases to a fairly high value with

the addition of waste plastic. The stability increases 2.55 times when 9 % waste plastic is

added in case of Semi Dense Bituminous Concrete ( SDBC ). However after 9 % waste

plastic content the stability decreases. The stability increases 2.68 times when 9 % plastic is

added in case of Bituminous Concrete (BC) and after wards the stability decreases.

Hence it may be inferred on the basis of Marshall Stability Value that the 9 % blend of

waste plastic with bitumen is an optimum percentage for road construction in case of SDBC

and BC.

(vi) The Flow value decreases from 3.73 mm to 3.05 mm in the case of SDBC when 9 %

plastic fibers are added to it and the value decreases from 3.31 mm to 2.19 mm in case of BC

when 9 % plastic fibers are added to it. After wards the flow values are decreasing.

(vii) The Average Retained Marshall Stability is found to be 2.24 times in case of BC.

(viii) The Indirect Tensile Strength of the bituminous mixes increases by the addition of

plastic fiber to it. The values increases 1.91 times when 9 % plastic fibers are added to

bitumen 'incase of-SDBC .and-. the strength increases 2 times when 9 % plastic fibers are

added to bitumen in case on BC. After wards the values are decreasing in both- eases.._.-

(ix) The fatigue strength increases 2.09 times in case of SDBC and 2.2 times in case of BC.

(x) The Bituminous mix properties like Marshall Stability, Indirect Tensile Strength and

Fatigue Strength etc. are increasing for both SDBC and BC. But the increments are more in

case of BC as compared to SDBC.

5.2 Recommendations The present study has been conducted using fibers of plastic bags as waste plastics in

bituminous mixes. But there are a number of other waste plastics whose effects on

bituminous mix properties are required to be studied in order to find out which waste plastic

gives maximum increment in the properties of the mix.

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Bitumen in Road Construction', IRC, New Delhi, 2202.

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Bitumens, pp.35-63.

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