Materials Today: Proceedings xxx (xxxx) xxx

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Materials Today: Proceedings

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Development of low cost brake pad material using asbestos free

sugarcane bagasse ash hybrid composites
J. Chandradass a,⇑, M. Amutha Surabhi b, P. Baskara Sethupathi a, P. Jawahar c
a
Centre for Automotive Materials, Department of Automobile Engineering, SRM Institute of Science and Technology, Kancheepuram 603203, India
b
RVS School of Engineering, Dindugal, India
c
Department of Mechanical Engineering, National Institute of Technology, Agartala, Tripura 799046, India

a r t i c l e i n f o a b s t r a c t

Article history: The brake pad material was fabricated using asbestos-free agro-waste sugar cane bagasse ash (SCBA) at
Received 25 November 2020 low cost by a compression molding technique. SCBA in varying proportions (0%, 5%, and 10% weight) was
Received in revised form 23 January 2021 added to the composite mixture containing epoxy resin as a binder. The size of the SCBA particle was
Accepted 28 January 2021
300 mm. The fabricated brake pad was subjected to mechanical, physical, and tribological analyses. The
Available online xxxx
obtained results were compared with conventional asbestos-based brake pad material. The results
showed that the sample having 10% SCBA as filler content has high tensile strength, flexural strength,
Keywords:
density, low water, and oil absorption. Also, the hardness test and impact test results revealed the suit-
SCBA
Asbestos free
ability of SCBA in brake pad material.
Composites Ó 2021 Elsevier Ltd. All rights reserved.
Friction liner Selection and peer-review under responsibility of the scientific committee of the International Confer-
Brake pads ence on Mechanical, Electronics and Computer Engineering 2020: Materials Science.
Tensile strength

1. Introduction
Brake pads and shoes are essential safety devices for stopping a
moving vehicle equipped with a disc brake. Many of these devices
are using brake pad material to resist heat fade and improve the
brake response. Brake pads are the molded form of adhesive mate-
rial with minute shots to have a frictional effect. In 1925 British
Belting and Asbestos Limited (BBA) introduced asbestos-based
material for brake pad materials due to its ability to eliminate
excessive amounts of heat. Asbestos fibres embedded with poly-
meric matrix and other ingredients for brake pads possess good
mechanical and tribological properties and hence are used for
many decades. It was reported that asbestos is a harmful material
for human beings and causes diseases like asbestosis, mesothe-
lioma, and cancers [1,2]. Hence there is a great demand for its
replacement. Some researchers have proposed asbestos-free
organic, semi-metallic, and metallic friction lining material [3–7].
Recently agro-waste-based friction lining material for brake pads
is being evolved in great interest. Some research groups developed
maize husk [8], coconut shell [9], periwinkle shell, i.e., shells from
snails [10], palm kernel shell, an extraction from palm oil [11],
⇑ Corresponding author.
E-mail address: chandraj@srmist.edu.in (J. Chandradass).
banana peel [12] agro-waste based brake pads. Abutu et al. [13]
developed a brake pad using seashell (reinforcement), epoxy resin
(binder), graphite (friction modifier), and aluminum oxide (abra-
sive). The developed brake pads possess a better friction coefficient
value of 0.48, which falls within the class G type of brake pads rec-
ommended for automobile use by the Society of Automobile Engi-
neers (SAE). Singaravelu et al. [14] developed brake friction
composites by varying different cashew friction dust such as fur-
fural modified, boron modified, boron-graphite modified, cardanol
CNSL based without changing the other ingredients. The boron-
graphite modified friction dust-based brake pads show good fade,
wear-resistance, and recovery characteristics. Ruzaidi et al. [15]
reported brake pad fabrication using palm ash and polychlorinated
biphenyl waste. He found increased compressive strength, better
wear resistance, and lower water absorption for higher palm ash
content. Choosri et al. [16] reported the potential use of fly ash
and bagasse ash as secondary abrasives in brake pad production.
He reported that 4 wt% secondary abrasive is required to obtain
optimized properties for brake pad composites. However, to the
best of our knowledge, few reports were available on agro-waste
ash for brake pad composites. In the present study, we have devel-
oped brake pad material using sugar cane bagasse ash agro-waste
at a very low cost. Sugarcane bagasse (SCB) is a waste created after
juice extraction from sugarcane. The Sugarcane waste from sugar

https://doi.org/10.1016/j.matpr.2021.01.877
2214-7853/Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the International Conference on Mechanical, Electronics and Computer Engineering 2020:
Materials Science.

Please cite this article as: J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al., Development of low cost brake pad material using asbestos free
sugarcane bagasse ash hybrid composites, Materials Today: Proceedings, https://doi.org/10.1016/j.matpr.2021.01.877
J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al. Materials Today: Proceedings xxx (xxxx) xxx

factories creates environmental pollution due to direct disposal on Table 2

the open lands [17]. Hence this garbage is collected and used for Physical properties of bagasse ash.

various purposes. There are reports that SCBA can be used as par- S.No Properties Value
tial cement replacement in concrete [18,19]. The sugarcane 1 Density 0.4 kg/m3
bagasse ash (SCBA) is obtained by burning sugarcane bagasse 2 Specific gravity 1.8
and turned into ash. The SCBA gives better thermal efficiency, 3 Mean grain 5.1 mm
and this property is utilized in making brake pad composites. 4 Specific surface area 900 m3/kg
5 Fineness passing 95
The contribution of such property by SCBA provides excellent
brake system performance in the automotive application if appro-
priately optimized. In our research work, three different percent-
ages of SCBA (0%, 5%, and 10%) by weight in the total matrix
mixture are used for optimization. From the tensile strength, flex-
ural strength, density, hardness test, impact test, wear, coefficient
of friction, and water & oil absorption, the optimized percentage
of SCBA is found to be well suited for making brake pad material.

2. Experimental details

2.1. Materials and their functions

Fig. 1. Bagasse ash.
The raw materials used are sugarcane bagasse ash, epoxy resin,
cashew dust, mica, zirconium dioxide, graphite, barium sulphate,
and basalt fibres. Sugarcane Bagasse ash is a by-product obtained
from sugar mills formed after burning sugarcane bagasse, a waste
after sugar juice has been extracted. It is used as a filler material.
The chemical composition and physical properties of bagasse ash
are given in Table 1 and Table 2, respectively. Epoxy resin is
cross-linked compounds either reacted with themselves through
catalytic reactions or with other co-reactions to produce a binder
or hardener reagent. The cashew dust is prepared by making slurry
of phosphorylated cashew nut shell liquid pre-polymer and a
cross-linking agent dissolved in an organic solvent. The slurry is
mined in a miner for 20–30 min at the temperature of 80 °C. It is
used as a friction modifier that helps in increasing the amount of
friction. Mica is used as a filling agent in the brake pad material
and helps improve the strength of the produced material. Zircon
is white crystalline oxide zirconium, and Zirconium dioxide is used Fig. 2. Sigma mixer.

as a substituent abrasive to increase the friction of the material.

Graphite is naturally occurring form of crystalline carbon. It is used Table 3
as lubricant. It helps in improving wet friction. Barium Sulphate is Composition of brake pad material.
a white crystalline solid which is odourless and insoluble in water.
Material Sample A Sample B Sample C
It occurs as a barite mineral. It is used as an abrasive and resistant
Epoxy 23 23 23
to acids and alkalis of the automotive parts. Basalt fibre is used to
Cashew Dust 12 12 12
improve the tensile strength of epoxy-based composites. It also Barium Sulphate 30 25 20
plays a role in the tribological properties of friction composites. Mica 03 03 03
Graphite 10 10 10
Bagasse ash particle 00 05 10
2.2. Preparation of brake pad material Basalt fibre 12 12 12
Zirconium dioxide 10 10 10
The sugar cane bagasse material is collected from a sugar mill. It
is dried in sunlight on a screen surface to reduce the moisture con-
tent and cleaned to remove the impurities. The fibres obtained are
calcined at 600 °C for 3 h for the formation of ash. The obtained
bagasse ash is sieved, and the particulate size of the grain is
300 mm. Fig. 1 shows the bagasse ash. The other above materials

Table 1
Chemical composition of bagasse ash.

S.No Components % Constituents

1 Silica 66.89
2 Alumina 14.59
3 Ferric Oxide 14.59
4 Calcium Oxide 1.92
5 Magnesium Oxide 0.83
6 Sulphur trioxide 0.56
7 Loss of ignition 0.72
Fig. 3. Compression molding machine.

2
J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al.
Fig. 4. Tensile strength of brake pad material at various SCBA content a) 0% b) 5%, and c) 10%.
are stored in transparent jars and cured with SCBA. Thus cured
materials are weighed according to their percentage present in
the composition by an electric balance. Three different composi-
tions of SCBA at 0%, 5%, and 10% by total weight of materials are
used for preparing specimens. The total weight of the materials
in powder form is 1300 g. The composition of the brake pads is
given in Table 3. Then they are mixed in a sigma mixer (Fig. 2) with
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Materials Today: Proceedings xxx (xxxx) xxx
300 g epoxy resin and 30 g hardener (E951) for 30 min. The matrix
mixture is formed and poured into the cavity of 7 mm, which was
preheated up to 165 °C. Then, the compression molding machine is
used to press the material at 100 bar pressure. Fig. 3 shows the
compression molding machine. The pressure is applied for
30 min and left for 2 h 50 min to cool the molded material. Thus
by repeating the above same process, three different sample spec-
J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al.
Fig. 5. Graph plotted between samples and tensile strength.
imens are prepared with SCBA content at 0%, 5%, and 10% for fric-
tion lining material. The ratio of hardener to epoxy resin is 1:10 for
all the compositions. These specimens are kept in a well-aerated
environment for three days before a mechanical test is conducted.
2.3. Characterization of brake pad materials
The various mechanical, physical, and tribological characteriza-
tions are performed for samples having SCBA at 0%, 5%, and 10%.
Intron Tensile Testing Machine is used to determine tensile
strength as per the ASTM D 638 standard. The dimension of the
specimen is 250 mm  20 mm  7 mm. One end of the sample is
gripped in the jaws that are attached to an adjustable crosshead.
The tensile strength test is started by pressing start on the control
unit. The hydraulically operated machine measures the tensile test.
The output is obtained on the computer attached to the machine,
whereas the dimensions are given as input.
Oil and water soaking tests are done by dipping the specimens
in water and automotive engine oil for 48 h. The weights of the
samples are noted before and after immersing to determine the
absorption rate.
A flexural test was conducted on the cured brake pad material
samples in Instron (4301) with a crosshead speed of 1 mm/min
according to ASTM D 790.
The Charpy impact test is done using the apparatus. The speci-
men used for this test has a dimension of 55  10  7 mm as per
the ASTM A370. The specimen is placed horizontally on the appa-
ratus, and a hammer is allowed to swing through the sample.
The scale on the machine indicates the energy absorbed by the
material at the point of breaking.
The density test is carried out on the principle of Archimedes.
First, the weight of a sample is taken in the open air. After dipping
the specimen in water and automotive engine oil again, the weight
is recorded. The difference in weight gives the density of the
sample.
The hardness test is carried on a Rockwell hardness testing
machine. The load applied is 60 Kgf and 1/16 ball intender is used.
The specimen is placed on the workbench, and the intender makes
intend by which the hardness is measured.
The wear test is carried out according to ASTM G-99-05 on a
pin-on-disc machine using brake pad material and EN31 steel as
a disc. The diameter of the pin used is 7.5 mm. The wear behavior
of the wheel hub and the brake pad material and steel disc (En 31
steel). The rpm of the steel disc is 500 rpm. The time initiated in
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Materials Today: Proceedings xxx (xxxx) xxx
this test per sample is 20 min. The track diameter is around a stan-
dardized 60 mm. The load applied on the pin is 7 kgf.
3. Result and discussion
3.1. Tensile test
Tensile strength of the samples containing SCBA at 0%, 5%, and
10% are shown in Fig. 4.
From the graph, the value for tensile strength for sample 1 is
13.066 N/mm2 sample 2 is 14.446 N/mm2, and sample 3 is
25.6595 N/mm2. The obtained tensile strength for all the samples
is shown in Table 4, and the graph is also drawn between the dif-
ferent weight percentages of SCBA and tensile strength. It is seen
from Fig. 5 that the tensile strength is directionally proportional
to the increase in the SCBA% in the friction lining material compo-
sition. Tensile strength increases with an increase in SCBA % due to
increased volume fraction as the fibre load-bearing capacity has
more elastic modulus. The tensile strength of the sample having
10% SCBA as filler content has the maximum tensile strength of
25.6595 MPa, whereas the asbestos-based friction lining material
has a tensile strength of 7 MPa [20].
3.2. Flexural test
The flexural tests are done on all the three samples using uni-
versal testing machine and the values are calculated using the for-
mula given below.
Rf = 3FL/2bd2
where F = bend at given point (N)
L = support span
b = width of beam (mm)
d = depth or thickness of beam (mm)
The Fig. 6a–c shows the results for flexural strength of samples
containing SCBA at 0%, 5%, and 10% respectively.
The flexural strength value for sample 1 is 51.6125 N/mm2 sam-
ple 2 is 56.325 N/mm2 sample 3 is 83.3855 N/mm2. From the
Table 5, we can see that flexural strength increases as the SCBA
content increases. As the modulus of elasticity and strength
increases with increasing filler concentration, they carry out stres-
ses in the loaded material by the way ‘‘elastic matrix - rigid filler,”
resulting in increased flexural strength as bagasse ash content
increases. The sample having 10% SCBA as filler content has the
maximum flexural strength of 83.3858 MPa, whereas the asbestos
based brake pad material flexural strength value is not reported in
the literature.
3.3. Hardness test
The hardness value for samples containing SCBA at 0%, 5%, and
10% are given in Table 6.
The value for sample 1 is 54.4 J sample 2 is 67.26 J, and sample 3
is 55.3 J. The hardness increases up to 5% SCBA and decreases as the
SCBA amount is further increased. The increase in hardness value
may be due to an increase in surface area, which resulted in
increased bonding ability with the resin. The hardness result for
10% SCBA sample is 55.3HRB, but the hardness of an asbestos based
brake pad material is around 101 HRB [21]. However hardness of
SCBA based material is lower than that of asbestos-based brake
pad material.
J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 6. Flexural strength of brake pad material at various SCBA content a) 0% b) 5%, and c) 10%.

3.4. Impact strength test
The impact strength of the samples is measured using Charpy
impact test. All the three samples are tested for the impact
strength. The readings obtained are in joules and is given in
Table 7.
The value for impact strength for sample 1 is 0.009 J sample 2 is
0.02 J, and sample 3 is 0.013 J. The results show that the impact
strength increases up to 5% SCBA and decreases with further
increase in the SCBA%. As filler particles size is smaller, the larger
will be their surface area. Hence increase in crack length leads to
increased energy absorption before fracture. The impact test of

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J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al. Materials Today: Proceedings xxx (xxxx) xxx

Table 4 3.5. Density test

Tensile strength of the samples with different SCBA %.

TEST SAMPLE TENSILE AVERAGE TENSILE The density of all the samples is measured using Archimedes
NUMBER DESCRIPTION STRENGTH STRENTGH (N/mm2) principle. First weight of the samples in air and then weight of
(N/mm2) the sample in water is measured. The formula used for calculating
1. SAMPLE 1 13.556 13.066 density is as follows:
2. (0% SCBA) 12.576
1. SAMPLE 2 14.225 14.446
2. (5%SCBA) 14.667
Density = 1000*(W0 /W0 W1 ) (kg/m3 )
1. SAMPLE 3 26.089 25.6595
2. (10% SCBA) 25.230
The density for the sample 1 is 2122.63 kg/m3; for sample 2 is
2164.75 kg/m3; for sample 3 is 2524.390 kg/m3. From the Table 8,
we can find that the density increases as the filler content
increases. The increase in density was attributable to increased fil-
Table 5
Flexural strength of the samples with different SCBA %. ler particle packing that formed better homogeneity in composite
brake pads. The density of the 10% SCBA sample is 2524 kg/m3.
TEST SAMPLE FLEXURAL AVERAGE FLEXURAL
Compared to asbestos brake pad material having a density of
NUMBER DESCRIPTION STRENGTH STRENGTH (N/mm2)
(N/mm2) 1890 kg/m3 [23], SCBA based material has a higher value. Gener-
ally, a material with lesser density is used because it will have less
1. SAMPLE 1 55.513 51.6125
2. (0% SCBA) 47.712 mass and lightweight. However, the value of 10% SCBA sample is
1. SAMPLE 2 55.032 56.325 suitable for making brake pads.
2. (5% SCBA) 57.438
1. SAMPLE 3 85.328 83.3855
2. (10% SCBA) 81.443 3.6. Absorption test

The absorption tests for samples containing 0%, 5%, and 10%
Table 6 SCBA are carried out by weighing the sample in the air followed
Hardness value of the samples with different SCBA %.
by dipping in water and automotive engine oil for 48 h, and
TEST SAMPLE IMPACT AVERAGE IMPACT absorption percent is calculated. The tabulated absorption percent-
NUMBER DESCRIPTION STRENGTH STRENGTH (JOULES) age in water and oil are shown in Tables 9 and 10, respectively.
(JOULES)
Tables 9 and 10 show that the absorption% decreases with
1. SAMPLE 1 0.007 0.009 increases in bagasse ash content. This decreased oil and water
2. (0% SCBA) 0.011
absorption rate may be due to an increase in interfacial bonding
1. SAMPLE 2 0.022 0.02
2. (5% SCBA) 0.018
between bagasse ash filler and epoxy resin, i.e., binder, leading to
1. SAMPLE 3 6.0 0.013 a decrease in porosity. It has been observed that 10% SCBA has
2. (10% SCBA) 8.0 the least absorption percentage of 0.34% oil, whereas Asbestos
based friction lining material has an oil absorption percentage of
0.30%. Similarly, the absorption % of water is 0.62 for 10% SCBA
Table 7 material, whereas Asbestos based material has 0.90% absorption
The impact strength value of the samples with different SCBA %. [23]. Hence we can infer that the sample of 10% SCBA is better than
TEST SAMPLE IMPACT AVERAGE IMPACT conventional Asbestos based brake pad material.
NUMBER DESCRIPTION STRENGTH STRENGTH (JOULES)
(JOULES)
1. SAMPLE 1 0.007 0.009 3.7. Wear test
2. (0% SCBA) 0.011
1. SAMPLE 2 0.022 0.02 The wear test is carried out on a pin-on-disc machine using
2. (5% SCBA) 0.018 brake pad material as a pin and EN31 steel as a disc. The diameter
1. SAMPLE 3 6.0 0.013
2. (10% SCBA) 8.0
of the pin used is 7.5 mm. The three samples are tested to measure
the wear rate for 20 min. The values of obtained wear test are tab-
ulated in Table 11 for all the sample.
We can infer that sample 3, having 10% SCBA has the highest
wear rate of 125.8725, and sample 1 having 0% SCBA has the least
the sample having 10% SCBA as filler content has impact strength wear rate of 30.5415. Hence, sample 1 is a better friction lining
of 0.02 J/mm2, whereas asbestos-based brake pad material has material because the abrasive release is less. It is well known that
impact strength of 0.11 J/mm2 [21]. However, the literature reveals hardness is inversely proportional to wear resistance. Many
that the commercial brake pad should have impact strength researchers reported a direct relationship between hardness and
between 0.0115 and 0.0154 J/mm2 [22]. wear resistance, which is still under profound debate.

Table 8
Density value of the samples with different SCBA % with soaking in water.

TEST SAMPLE WEIGHT IN AIR (W0) WEIGHT IN WATER (W1) DIFFERENCE IN WEIGHT (W0-W1) DENSITY (kg/
SAMPLE DESCRIPTION (GRAMS) (GRAMS) (GRAMS) m3)
1. SAMPLE 1 (0% SCBA) 10.62 6.22 4.4 2122.63
2. SAMPLE 2 (0% SCBA) 10.59 5.698 4.892 2164.75
3. SAMPLE 3 (10% 12.42 7.5 4.92 2524.390
SCBA)

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J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al. Materials Today: Proceedings xxx (xxxx) xxx

Table 9
Absorption percentage of the samples with different SCBA % soaked in water.

TEST SAMPLE WEIGHT IN AIR (W0) WEIGHT AFTER DIPPED IN WATER (W1) INCREASE IN WEIGHT (W1-W0) ABSORPTION
SAMPLE DESCRIPTION (GRAMS) (GRAMS) (GRAMS) %
1. SAMPLE 1 (0% 29.45 29.892 0.442 1.5
SCBA)
2. SAMPLE 2 (0% 30.76 30.954 0.194 0.63
SCBA)
3. SAMPLE 3 (10% 32.65 32.854 0.204 0.62
SCBA)

Table 10
Absorption percentage of the samples with different SCBA % soaked in automotive engine oil.

TEST SAMPLE WEIGHT IN AIR (W0) WEIGHT AFTER DIPPED IN AUTOMOTIVE ENGINE OIL INCREASE IN WEIGHT (W1-W0) ABSORPTION
SAMPLE DESCRIPTION (GRAMS) (W1) (GRAMS) GRAMS) %
1. SAMPLE 1 (0% 10.62 10.967 0.077 0.72
SCBA)
2. SAMPLE 2 (0% 10.59 10.6356 0.0456 0.43
SCBA)
3. SAMPLE 3 (10% 12.42 12.4633 0.0433 0.34
SCBA)

Table 11
Wear test value of the samples with different SCBA %.

TEST NUMBER SAMPLE DESCRIPTION EQUATION FOR WEAR RATE TIME OF CALCULATION (SECONDS) WEAR (Micron) AVERAGE WEAR (Micron)
1. SAMPLE 1 0.021042 500 25.281 30.5415
2. (0% SCBA) X + 14.76 1000 35.802
1. SAMPLE 2 0.005634 500 88.627 90.0355
2. (5% SCBA) X + 85.81 1000 91.444
1. SAMPLE 3 0.101910 500 100.395 125.8725
2. (10% SCBA) X + 49.44 1000 151.35

Table 12  The density of the sample containing 5% SCBA has the lowest
Co-efficient of friction (COF) and frictional force value of the samples with different density of 2164 kg/m3.
SCBA %.
 The absorption% of automotive oil and water decreases with an
TEST NUMBER SAMPLE DESCRIPTION COF FRICTIONAL FORCE (N) increase in filler content. It is found that 10% SCBA has the least
1. SAMPLE 1 (0% SCBA) 0.331 22.20 absorption percentage of 0.34% and 0.62, respectively.
2. SAMPLE 2 (5% SCBA) 0.43 28.29  The wear resistance of the sample containing 10% SCBA has the
3. SAMPLE 3 (10% SCBA) 0.396 26.71 highest wear rate of 125.8725 mm and sample having 0% SCBA
has the least wear rate of 30.5415 mm.
 The coefficient of friction was found to be high (0.43) for the
3.8. Co-efficient of friction and frictional force test sample containing 5% SCBA.

The coefficient of friction (COF) and frictional force test is con- In the present study bagasse ash produced from the combustion
ducted for samples containing SCBA at 0%, 5%, and 10%, and the val- of the waste produced in sugar industry after the extraction of sug-
ues are given in Table 12. The below COF and frictional force test arcane juice. Hence this filler material is cheaper and also exhibit-
values showed that 5% SCBA shows a higher value because the uni- ing excellent mechanical, absorption, and tribological
form distribution of bagasse ash and epoxy binding leads to better characteristics. This material can be used as candidate filler mate-
hardness value, which gives better COF and frictional force. The rial to prepare brake pad material in brake industry.
highest co-efficient of friction value (0.43) was found for the sam-
ple containing 5% SCBA. This value is comparable to the COF value
(0.4) reported in the literature for asbestos-based brake pad mate-
rial [21]. CRediT authorship contribution statement

4. Conclusion J. Chandradass: Investigation, Methodology, Supervision. M.

Amutha Surabhi: Writing - original draft. P. Baskara Sethupathi:
 Hybrid composites brake pad material using bagasse ash rein- Writing - review & editing. P. Jawahar: Resources, Visualization.
forcement is successfully developed using compression molding
technique.
 The tensile strength and flexural strength of the sample having
10% SCBA as filler content has the maximum value of Declaration of Competing Interest
25.6595 MPa and 83.3858 MPa, respectively.
 Impact test of the sample having 5% SCBA as filler content has The authors declare that they have no known competing finan-
the maximum impact test ie.0.02 J/mm2 cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
7
J. Chandradass, M. Amutha Surabhi, P. Baskara Sethupathi et al. Materials Today: Proceedings xxx (xxxx) xxx

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