1.

CHAPTER

INTRODUCTION

1.1. FLEXIBLE PAVEMENT

Flexible pavements are those, which on the whole have low or negligible flexural strength and
are rather flexible in their structural action under the loads. The flexible pavement layers reflect
the deformation of the lower layers on –to the surface of the layer.

The flexible pavement layers transmit the vertical or compressive stresses to the lower level by
grain to grain transfer through the point of contact in the granular structure. A well compacted
granular structure consisting of strong graded aggregate can transfer the compressive stresses
through a wider area and thus forms a good flexible pavement layer. The load spreading ability
of this layer therefore depends on the type of the material and the mix design factor. The
Bituminous concrete is one of the best flexible pavement layer materials.

1.2. LAYERS OF FLEXIBLE PAVEMENT

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1. Surface course

Surface course is the layer directly in contact with traffic loads and generally contains superior
quality materials. They are usually constructed with dense graded asphalt concrete (AC). The
functions and requirements of this layer are: It provides characteristics such as friction,
smoothness, drainage, etc. Also it will prevent the entrance of excessive quantities of surface
water into the underlying base, sub-base and sub-grade, It must be tough to resist the distortion
under traffic and provide a smooth and skid- resistant riding surface, It must be water proof to
protect the entire base and sub-grade from the weakening effect of water.

2. Binder course

This layer provides the bulk of the asphalt concrete structure. Its chief purpose is to distribute
load to the base course the binder course generally consists of aggregates having less asphalt and
doesn't require quality as high as the surface course, so replacing a part of the surface course by
the binder course results in more economical design.

3. Base course

The base course is the layer of material immediately beneath the surface of binder course and it
provides additional load distribution and contributes to the sub-surface drainage It may be
composed of crushed stone, crushed slag, and other untreated or stabilized materials.

4. Sub-Base course

The sub-base course is the layer of material beneath the base course and the primary functions
are to provide structural support, improve drainage, and reduce the intrusion of fines from the
sub-grade in the pavement structure If the base course is open graded, then the sub-base course
with more fines can serve as a filler between sub-grade and the base course A sub-base course is
not always needed or used. For example, a pavement constructed over a high quality, stiff sub-
grade may not need the additional features offered by a sub-base course. In such situations, sub-
base course may not be provided.

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5. Sub-grade

The top soil or sub-grade is a layer of natural soil prepared to receive the stresses from the layers
above. It is essential that at no time soil sub-grade is overstressed. It should be compacted to the
desirable density, near the optimum moisture content.

1.3. ROAD MATERIALS

There are number of materials use while constructing the road (flexible pavement). Following
are the important materials which is use in constructing the flexible pavement:-

1. Soil

2. Aggregate

3. Bitumen

1. Soil:-

Subgrade soil is an integral part of road pavement structure is to provide the support to the
pavement from beneath. The subgrade soil and its properties are important in the design of
pavement structure.

Properties:-

1. Stability

2. Incompressibility

3. Permanency of strength

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2. Aggregate:-

Aggregate form the measure portion of pavement structure and they form the prime materials use
in pavement construction. These are use in pavement construction in cement concrete,
bituminous concrete and other bituminous construction and also as granular base course
underlying the superior pavement layers.

3. Bitumen:-

Crude petroleum obtained from different places are quite different in their composition. The
portion of bituminous material present in the petroleum may widely differ depending on source.
General types of distillation process are fractional distillation and destructive distillation. In
fractional distillation the various volatile constituents are separated at successively higher
temperature without substantial chemical change.

1.4. PLASTIC COATED AGGREGATE FLEXIBLE PAVEMENT

For the plastic coated aggregate flexible pavement, hot stone aggregate (1700C) is mixed with
waste plastics than we have plastic coated aggregate than hot bitumen (1600C) is mixed than we
have plastic-bitumen aggregate mixture and then mix is used for road laying process. The
aggregate is chosen on the basis of its strength, porosity and moisture absorption capacity as per
IS coding. The bitumen is chosen on the basis of its binding property, penetration value and
viscoelastic property. The aggregate, when coated with plastics improved its quality with respect
to voids, moisture absorption and soundness. The coating of plastic decreases the porosity and
helps to improve the quality of the aggregate and its performance in the flexible pavement. It is
to be noted here that stones with < 2% porosity only allowed by the specification.

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Advantages of dry process

• Plastic is coated over stones - improving surface property of aggregates.

• Coating is easy & temperature required is same as road laying temp.

• Use of waste plastic more than 15% is possible.

• Flexible films of all types of plastics can be used.

• Doubles the binding property of aggregates.

• No new equipment is required.

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• Bitumen bonding is strong than normal.

• The coated aggregates show increased strength.

• As replacing bitumen to 15% higher cost efficiency is possible.

• No degradation of roads even after 5 -6 yrs. after construction.

• Can be practiced in all type of climatic conditions.

• No evolution of any toxic gases as maximum temperature is 180ºC.

Disadvantages of dry process

• The process is applicable to plastic waste material only.

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 2. CHAPTER

OBJECTIVE

The main aim of the project is to design flexible pavement and plastic coated aggregate flexible
pavement and then cost comparison between flexible pavement and plastic coated aggregate
flexible pavement with the help of design calculation on basis’s of OMC and CBR test values.

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 3. CHAPTER

LITERATURE REVIEW

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

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

According to V.S. Punith, (2001), some encouraging results were reported in this study that
there is possibility to improve the performance of bituminous mixes of road pavements. Waste
plastics (polythene carry bags, etc.) on heating soften at around 130°C. Thermos gravimetric
analysis has shown that there is no gas evolution in the temperature range of 130-180°C.
Softened plastics have a binding property. Hence, it can be used as a binder for road
construction. Sundaram & Rojasay (2008) studied the Effective blending technique for the use of
plastic waste into bitumen for road laying and Polymer-bitumen mixtures of different
compositions were prepared and used for carrying out various tests. Verma S.S. (2008)
Concluded those Plastics will increase the melting point of the bitumen. This technology not
only strengthened the road construction but also increased the road life.

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Dr. R.Vasudevan and S. Rajasekaran, (2007) stated that the polymer bitumen blend is a better
binder compared to plain bitumen. Blend has increased Softening point and decreased
Penetration value with a suitable ductility.

Mohd. Imtiyaz (2002) concluded that the mix prepared with modifiers shows:-Higher resistance
to permanent deformation at higher temperature.Sabina et al (2001) studied the comparative
performance of properties of bituminous mixes containing plastic/polymer (PP) (8% and 15% by
wt. of bitumen) with conventional bituminous concrete mix (prepared with 60/70 penetration
grade bitumen). Improvement in properties like Marshall Stability, retained stability, indirect
tensile strength and rutting was observed in Plastic modified bituminous concrete mixes.

The laboratory studies conducted by CRRI (CENTRAL ROAD RESEARCH INSTITUTE

{INDIA}) in utilization of waste plastic bags in bituminous concrete mixes have proved that
these enhance the properties of mix in addition to solving disposal problems. The results
indicated that there was an improvement in strength properties when compared to a conventional
mix. Therefore, the life of pavement surfacing using the waste plastic is expected to increase
substantially in comparison to the use of conventional bituminous mix.

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 4. CHAPTER

TEST FOR DESIGN

For designing of pavement there are various types of test required but the main purpose of
project is to get cost comparison of flexible pavement and P.C.A. flexible pavement, so have
done two tests for designing.

1. OMC (OPTIMUM MOISTURE CONTENT)

2. CBR TEST (CALIFORNIA BEARING RATIO)

3.1 OMC (OPTIMUM MOISTURE CONTENT)

Objective

For determination of the relation between the water content and the dry density of soils using
light compaction.

Reference Standard

IS: 2720(Part 7)-1980- Methods of test for soils: Determination of water content-dry density
relation using light compaction.

Equipment’s & Apparatus

 Cylindrical mould & accessories [volume = 1000cm3]

 Rammer [2.6 kg]
 Balance [1g accuracy]
 Sieves [19mm]
 Mixing tray
 Trowel
 Graduated cylinder [500 ml capacity]
 Metal container

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Preparation sample

Obtain a sufficient quantity (10 kg) of air-dried soil and pulverize it. Take about 5 kg of soil
passing through 19mm sieve in a mixing tray.

Procedure

1. 5 Kg. of soil is taken and the water is added to it to bring its moisture content to about 4
% in coarse grained soils and 8% in case of fine grained soils with the help of graduated
cylinder
2. The mould with base plate attached is weighed to the nearest 1 gm (M1). The extension
collar is to be attached with the mould.
3. Then the moist soil in the mould is compacted in three equal layers, each layer being
given 25 blows from the 2.6 Kg rammer dropped from a height of 310 mm. above the
soil.
4. The extension is removed and the compacted soil is leveled off carefully to the top of the
mould by means of a straight edge.
5. Then the mould and soil is weighed to the nearest 1 gm. (M2).
6. The soil is removed from the mould and a representative soil sample is obtained water
content determination.
7. Steps 3 to 6 are repeated after adding suitable amount of water to the soil in an increasing
order.

Calculation

Bulk density, gm in g/cm3 at each compacted specimen is calculated from the equation.

Where Vm = volume of mould in cm3

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The dry density, gd, in g/cm3, is calculated from the equation.

where w = moisture content of soil in percent.

The dry densities, gd obtained in a series of determinations are plotted against the corresponding
moisture content. A smooth curve is then drawn through the resulting points and the position of
the maximum on this curve is determined.

Report

The maximum dry density in g/cm3 is to be reported to the nearest 0.01 and the optimum
moisture content is to be reported to the nearest 0.5.

Observation and result

PROCTER TEST

WATER CONTENT DRY DENSITY kN/m³

5% 14.44
\

10% 14.67

13.80% 13.65

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 DRY DENSITY kN/m³
14.8
14.6
14.4

DRY DENSITY kN/m³

14.2
14
13.8
13.6
13.4
13.2
13
5% 10% 13.80%
MOISTURE CONTENT %

3.2 CBR TEST (CALIFORNIA BEARING RATIO)

The California bearing ratio (CBR) is a penetration test for evaluation of the mechanical
strength of natural ground, subgrades and basecourses beneath new carriageway construction. It
was developed by the California Department of Transportation before World War II.

Objective

Determination of CBR of soil either in Remoulded condition.

Reference Standards

IS: 2720(Part 16)-1973- Methods of test for soils: Laboratory determination of CBR.

Equipment’s & Apparatus

 Compression machine
 Proving ring, Dial gauge, Timer
 Sampling tube
 Split mould
 Vernier caliper, Balance

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Preparation sample

On remoulded Specimens

The dry density for remoulding should be either the field density or if the subgrade is to be
compacted, at the maximum dry density value obtained from the Proctor Compaction test. If it is
proposed to carry out the CBR test on an unsoaked specimen, the moisture content for
remoulding should be the same as the equilibrium moisture content which the soil is likely to
reach subsequent to the construction of the road. If it is proposed to carry out the CBR test on a
soaked specimen, the moisture content for remoulding should be at the optimum and soaked
under water for 96 hours.

Soil Sample

The material used in the remoulded specimen should all pass through a 19 mm IS sieve.
Allowance for larger material may be made by replacing it by an equal amount of material which
passes a 19 mm sieve but is retained on a 4.75 mm IS sieve. This procedure is not satisfactory if
the size of the soil particles is predominantly greater than 19 mm. The specimen may be
compacted statically or dynamically.

I. Compaction by Static Method

The mass of the wet soil at the required moisture content to give the desired density when
occupying the standard specimen volume in the mould is calculated. A batch of soil is
thoroughly mixed with water to give the required water content. The correct mass of the moist
soil is placed in the mould and compaction obtained by pressing in displacer disc, a filter paper
being placed between the disc & soil.

II. Compaction by Dynamic Method

For dynamic compaction , a representative sample of soil weighing approximately 4.5 kg or

more for fine grained soils and 5.5 kg or more for granular soil shall be taken and mixed
thoroughly with water. If the soil is to be compacted to the maximum dry density at the optimum
water content determined in accordance with light compaction or heavy compaction, the exact
mass of soil required is to be taken and the necessary quantity of water added so that the water

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content of soil sample is equal to the determined optimum water content. The mould with
extension collar attached is clamped to the base plate. The spacer disc is inserted over the base
plate and a disc of coarse filter paper placed on the top of the spacer disc. The soil water mixture
is compacted into the mould in accordance with the methods specified in light compaction test or
heavy compaction test.

Procedure

1. The mould containing the specimen with the base plate in position but the top face
exposed is placed on the lower plate of the testing machine.
2. Surcharge weights, sufficient to produce an intensity of loading equal to the weight of the
base material and pavement is placed on the specimen.
3. To prevent upheaval of soil into the hole of the surcharge weights, 2.5 kg annular weight
is placed on the soil surface prior to seating the penetration plunger after which the
remainder of the surcharge weight is placed.
4. The plunger is to be seated under a load of 4 kg so that full contact is established between
the surface of the specimen and the plunger.
5. The stress and strain gauges are then set to zero. Load is applied to the penetration
plunger so that the penetration is approximately 1.25 mm per minute.
6. Readings of the load are taken at penetrations of 0.0, 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0, 7.5,
10.0 and 12.5 mm.
7. The plunger is then raised and the mould detached from the loading equipment.

Calculation

Load-Penetration curve:

The load penetration curve is plotted taking penetration value on x-axis and Load values on Y-
axis. Corresponding to the penetration value at which the CBR is desired, corrected load value is
taken from the load-penetration curve and the CBR calculated as follows

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California bearing ratio = (PT/PS)x100

Where

PT = Corrected unit (or total) test load corresponding to the chosen penetration curve, and

PS = Unit(or total) standard load for the same depth of penetration as for PS taken from standard
code.

Observation and result

The CBR values are usually calculated for penetration of 2.5 mm and 5 mm. The CBR value is
reported correct to the first decimal place.

CBR READING
Penetration in mm Proving ring reading in no of divisions
I II III

0.5 4 25 5

1 6 30 7

1.5 7 32 9

2 11 38 10

2.5 15 43 13

3 21 46 14

3.5 29 48 15

4 35 52 16

4.5 38 54 17

5 40 56 20

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 5. CHAPTER

DESIGN CALCULATION

CALCULATION OF PAVEMENT THICKNESS

CBR calculation

CBR calculation

Penetration in Proving ring Test load = no Standard load CBR % =test Average
mm reading in no of division x in kg load/standard CBR =(I + II
of divisions value of one load x 100 + III)/3
division in kg
I II III I II III I II III
0.5 4 25 5
1 6 30 7
1.5 7 32 9
2 11 38 10
2.5 15 43 13 37 107 32 1370 3 6 3 4
3 21 46 14
3.5 29 48 15
4 35 52 16
4.5 38 54 17
5 40 56 20 100 140 50 2055 5 7 3 5

Take CBR 5%

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Calculation of design traffic

Available data

1. Design of CBR of Sub-grade soil 5%

2. Design life of pavement 15 year
3. Annual growth rate 7.5% assumed
4. Distribution of commercial vehicle for single lane 0.75 double lane

* ,( ) -
N= * +

N = the cumulative no. of standard axles to be catered for in the design in terms of msa.
A = Initial traffic in the year of completion of construction in terms of no. of CPVD
A= ( )
P = no of commercial vehicle as per last count
x = no of year between the last count and the year of completion of construction
D = lane distribution factor
F = vehicle damage factor
n = design life in year
r = annual growth rate of commercial vehicle
1. Commercial vehicle at last count ‘p’ = 277 CV/Day
2. r = 7.5%
3. x =1
4. A = 298
5. D =1
6. F = 3.5

* ,( ) -
N= * +

7. N = 9.94 msa (say 10 msa)

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Total thickness of pavement for design CBR% 5 and 10 msa = 660mm

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20 | P a g e
According to IRC 37:2001; plate – 1

Total thickness is sub-divided into 3 parts as follow.

1. Bituminous surfacing

a. Wearing coarse = 40mm BC

b. Binder coarse = 70mm DBM

2. Granular base = 250mm WBM

3. Granular sub-base = 300mm

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 6. CHAPTER

ESTIMATION

6.1. ESTIMATION OF FLEXIBLE PAVEMENT

Flexible pavement has 3 main layers to design.

1. Granular sub-base
2. Base coarse
3. Bituminous layers
i) Binder coarse

ii)Wearing coarse

Estimation of flexible pavement for 1000 m length.

Estimation of component of flexible pavement

Component Thickness in Width Length Area Volume m3 Rate Amount
m. m. m. m2 Rs. Rs.

Granular Sub- 0.300 8.1 1000 - 2430 849 2063070

base
Base coarse 0.250 7.5 1000 - 1875 1401 2626875
Prime coat - 7 1000 7000 - 36/sqft. 252000
0.75kg/sqm
Binder coarse 0.070 7 1000 - 490 6250 3062500
Wearing coarse 0.040 7 1000 - 280 8911 2495080
Seal coat - 7 1000 7000 - 65/sqft. 455000
10954525/-
Total amount

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Rates are used from SCHEDULE OF RATES FOR ROAD AND BRIDGE WORKS in force
from 06-06-2016 ENGINEER-IN-CHIEF PUBLIC WORK DEPARTMENT Bhopal.

Material used in component according to

1. Mooram is used in granular sub-base page no. 27(item no 4.1)

2. Wet mix macadam is used in base coarse page no 28(item no. 4.11)
3. 3.4% bitumen, grading 1 aggregate 40mm nominal size page no 31(item no. 5.4)
4. 5.6% 60/70 bitumen is used with grading -2. Page no 32(item no. 5.6)
5. Seal coat as per clause 511 page no 34(item no. 5.10)
2
6. Prime coat at the rate of 0.75kg/m as per clause502 page no 31(item no. 5.1)

6.2. ESTIMATION OF PLASTIC COATED AGGREGATE FLEXIBLE PAVEMENT

For the estimation of P.C.A. flexible pavement we are reducing 10% quantity by weight of
bituminous content in the binder coarse and wearing coarse of flexible pavement with the
shredded waste plastic.

Binder coarse

In binder coarse bitumen content is 3.4% of total volume of material.

Volume of material = 490 m3

3.4% of volume of material = = 16.66 m3

16.66 m3 is required for 490 m3 material.

Weight of bitumen = density of bitumen volume of bitumen

Taking density of bitumen = 1.060 kg/m3

Weight of bitumen = 1.060 16.66 = 17.6596 kg

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Now we replacing 10% shredded waste plastic by weight of bitumen.

Then,

= 1.76596 kg

1.76596 kg bitumen replaced by shredded waste plastic

In term of volume we are replacing

Volume = Weight of bitumen / density of bitumen

Volume = = 1.67 m3

Reduced volume of total material

490 - 1.67 = 488.33 m3

Wearing coarse

In Wearing coarse bitumen content is 5.6% of total volume of material.

Volume of material = 280 m3

3.4% of volume of material = = 15.68 m3

15.68 m3is required for 280 m3material.

Weight of bitumen = density of bitumen volume of bitumen

Taking density of bitumen = 1.060 kg/m3

Weight of bitumen = 1.060 15.68 = 16.620 kg

Now we replacing 10% shredded waste plastic by weight of bitumen.

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 Then,

= 1.662 kg

1.662 kg bitumen replaced by shredded waste plastic

In term of volume we are replacing

Volume = Weight of bitumen / density of bitumen

Volume = = 1.568 m3

Reduced volume of total material

280 - 1.568 = 278.432 m3

Estimation of component of P.C.A. flexible pavement

Volume Volume
Component Thickness Width Length Area m2 m3 after Weight Rate Amount
in m. m. reduction kg Rs. Rs.
m. m3
Granular Sub- 0.300 8.1 1000 - 2430 - - 849 2063070
base
Base coarse 0.250 7.5 1000 - 1875 - - 1401 2626875

Prime coat - 7 1000 7000 - - - 36/sqft. 252000

0.75kg/sqm
Binder coarse 0.070 7 1000 - 490 488.33 - 6250 3052063
Wearing 0.040 7 1000 - 280 278.432 - 8911 2481108
coarse
Seal coat - 7 1000 7000 - - - 65/sqft. 455000

Shredded - - - - - - 3.428 30/kg 102.84

waste plastic
10930219
Total amount /-

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 7. CHAPTER

COST COMPARISON

COST COMPARISON

PAVEMENTS COST

FLEXIBLE PAVEMENT 10954525/-

PLASTIC COATED AGGREGATE FLEXIBLE 10930219/-

PAVEMENT

DIFFERENCE IN COST 24306/-

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 8. CHAPTER

RESULT

 In construction of P.C.A. flexible pavement of 1km length road of two lanes we save the
24306/- Rs.

 Saving of 10% by weight of bitumen

 Value addition waste plastic

 Nil maintenance cost for more than 7 years

 Life of the road – doubled

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