CHAPTER – 1

INTRODUCTION

1.1 GENERAL

Plastics are user friendly but not eco-friendly as they are non-
biodegradable. Today in INDIA nearly more than 12 million tons of
plastics are used. There visibility has been perceived as a serious problem
and made plastic a target in the management of solid waste. They also have
a very long lifetime and burning of plastics waste under uncontrolled
conditions could also lead to generation of many hazardous air pollutant
(HAPs) depending upon the type of polymers and additives used. Polymer
modified bitumen is emerging as one of the important construction of
flexible pavement. The polymer modified bitumen show better properties
for road construction and plastic waste can find its use in this process and
this can help solving problem of pollution. The better binding property of
plastic in its molten state has helped in finding out a method of safe
disposal of waste plastic. Roads surface with neat bitumen can cause
bleeding in hot climate, may develop cracks in cold climate possess fewer
loads bearing capacity and can cause serious damages because of higher
axial load in present conditions due to rapid infrastructure development.
India has to raise transportation system to a higher level both in terms of
length and quality .The use of waste in hot bituminous mixes too enhance
pavement performance, protect environment and provide low cost roads.

1
1.2 NECESSITY OF THE STUDY

E-Plastic waste replaces 2% to 6% of bitumen, and thereby saves

approximately Rs.15000 to Rs.25000 per kilometer of a road stretch.
Inclusion of plastic waste in road construction eliminates the plastic
shrinkage cracking of road surface and reduces the drying shrinkage to
some extent.
Following are the need of study.
A) Disposal of waste plastic is a major problem.
B) It is non-biodegradable
C) Burning of these waste plastic bags causes environmental pollution.
D) It mainly consists of low-density polyethylene
E) To find its utility in bituminous mixes for road construction
F) Laboratory performance studies were conducted Waste plastics
(polythene carry bags, etc.) on heating soften at around d on bituminous
mixes. Laboratory studies proved that waste plastic enhances the property
of the mix.
G) Improvement in properties of bituminous mix provides the solution for
disposal in a useful way.
1.3 OBJECTIVES
• To check the properties of bituminous mix specimen.
• To check the properties of bituminous mix specimen due to coating
of waste plastic materials.

2
1.4 ADVANTAGES OF PLASTIC ROAD

• Strength of the road increased (Increased Marshall Stability Value).

• Better resistance to water and water stagnation.
• No stripping and have no potholes.
• Increased binding and better bonding of the mix.
• Overall consumption of bitumen decreases.
• Reduction in pores in aggregate and hence less rutting and raveling.
• Better soundness property.
• Maintenance cost of the road is almost nil.
• The Road life period is substantially increased.
• No effect of radiation like UV.

1.5 DISADVANTAGES OF PLASTIC ROAD

• Cleaning process -Toxic present in the co-mingled plastic waste start

leaching.
• During the road laying process- the presence of chlorine will
definitely release noxious gas.

3
 CHAPTER – 2
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 (m3) 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.

4
 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. Thermo 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.

Mohd.Imtiyaz(2002) concluded that the mix prepared with

modifiers shows: Higher resistance to permanent deformation at higher
temperature.

Sabinaetal (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.

Sundaram&Rojasay (2008) studied the Effective blend 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 .

5
 Verma S.S. (2008). Concluded that Plastics will increase the melting
point of the bitumen. This technology not only strengthened the road
construction but also increased the road life.

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.

Ms.Apurva Chavan (2013) says that using plastic waste in mix will
help reduction in need of bitumen by around 10%, increase the strength and
performance of road, avoid use of anti-stripping agent, avoid disposal of
plastic waste by incineration and land filling and ultimately develop a
technology, which is eco-friendly.

Swami et al. (2012) investigated the Use of waste plastic in the

construction of bituminous Road. They concluded that plastic waste
consisting of carry bags, cups and other utilized plastic could be used as a
coating over aggregates and this coated stone could be used for Road
construction.

Sultana et al. (2012) investigated the utilization of waste plastic as a

strength modifier in surface course of flexible and rigid pavements. They
concluded that the potential use of waste plastic as a modifier for asphalt
concrete and cement concrete pavement.

6
 Gawande et al. (2012), Summarized an overview on waste plastic
utilization in asphalting of roads. They reviewed techniques to use plastic
waste for construction purpose of roads and flexible pavements.

Bhageerathy et al. (2014) investigated the use of biomedical plastic

waste in bituminous road construction. They concluded that the Marshall
Stability value of plastic modified mix was found to be 51 percent more
than that for the normal mix which indicates an increase in load carrying
capacity.

7
 CHAPTER – 3
MATERIALS USED

3.1 AGGREGATES

Aggregate plays an important role in pavement construction.

Aggregates influence, to a great extent, the load transfer capability of
pavements. Hence it is essential that they should be thoroughly tested
before using for construction. Not only that aggregates should be strong
and durable, they should also possess proper shape and size to make the
pavement act monolithically.

Aggregate is a granular material, such as sand, gravel, crushed stone,

crushed hydraulic-cement concrete, or iron blast-furnace slag. Those
particles that are predominantly retained on the 4.75 mm (No. 4) sieve are
called coarse aggregate. Those particles passing the 9.5 mm (3/8 in.)
sieve, almost entirely passing the 4.75 mm (No. 4) sieve, are called fine
aggregate. Aggregate size below 4.75 mm is called as Dust.

3.1.1 DESIRABLE PROPERTIES OF ROAD AGGREGATES

• Strength

• Hardness

• Toughness

• Durability

8
 • Shape of aggregates

• Adhesion with bitumen

Strength

• The aggregates to be used in road construction, particularly the

aggregates used in the wearing course of the pavement should be
sufficiently strong/ resistant to crushing to withstand the high
stresses induced due to heavy traffic wheel loads

Hardness

• The aggregates used in the surface course are subjected to constant

rubbing or abrasion due to moving traffic.

Durability

 The aggregates are subjected to physical and chemical actions of

rains and ground water, the impurities in them and that of
atmosphere.

Toughness

 Aggregates in the pavement are also subjected to impact due to

moving wheel loads.

9
Shape of Aggregate

 Aggregates may be rounded, angular, flaky or elongated. Flaky and

elongated particles have less strength than rounded and cubical
particles.

Adhesion with bitumen

 The aggregates in bituminous pavements should have less affinity

with water when compared with bitumen, otherwise the bituminous
coating on the aggregates will be stripped off in presence of water.

3.2 BITUMEN

Bitumen is a black or brown mixture of hydrocarbons obtained by

partial distillation of crude petroleum. It is insoluble in water. It composes
87% carbon, 11% hydrogen and 2% oxygen by weight. It is obtained in
solid or semi-solid state. It is generally used as surface coarse for roads,
roof coverings etc.

3.2.1 TYPES OF BITUMEN

Depending upon the temperature and other factors various types of

bitumen are found and used throughout the world.

Cutback Bitumen

Cut-back bitumen’s are those which are prepared with the addition of
a volatile to reduce the thickness of the binder.

10
Fluxed Bitumen

Fluxed bitumen’s are those bitumen which are prepared by the

addition of relatively nonvolatile oils to reduce the viscosity of the binder.

Modified Bitumen

Modified bituminous binder are those whose properties such as

cohesive strength, adhesive property, elasticity or viscosity have been
modified by the use of one or combined chemical agents

Asphalt

Asphalt is a mixture of aggregates both fine (sand and filler) and

coarse (stone) and a bituminous binder. It typically contains approximately
4-7% of bitumen. Asphalt is primarily used in road construction and its
properties depend upon the type, size and amount of aggregate used in the
mixture, all of which can be adjusted to provide the required properties for
the desired application.

3.2.2 GRADE OF BITUMEN

VG-10 BITUMEN

• VG-10 is widely used in spraying applications such as surface-

dressing and paving in very cold climate in lieu of old 80/100
Penetration grade.
• It is also used to manufacture Bitumen Emulsion and Modified
Bitumen products.

11
VG-20 BITUMEN
• VG-20 is used for paving in cold climate & high altitude
regions.

VG-30 BITUMEN
• VG-30 is primarily used to construct extra heavy duty Bitumen
pavements that need to endure substantial traffic loads.
• It can be used in lieu of 60/70 Penetration grade.

VG-40 BITUMEN
• VG-40 is used in highly stressed areas such as intersections,
near toll booths and truck parking lots in lieu of old 30/40
Penetration grade.
• Due to its higher viscosity, stiffer Bitumen mixes can be
produced to improve resistance to shoving and other problems
associated with higher temperature and heavy traffic loads.

3.2.3 PROPERTIES OF BITUMEN

Bitumen has the following five characteristic properties.

 Bitumen Adheres
 Bitumen is Elastic
 Bitumen is Plastic
 Bitumen Ages
 Bitumen Hardens

12
BITUMEN ADHERES

Bitumen has excellent adhesive qualities provided the conditions are

favorable. However in presence of water the adhesion does create some
problems. Most of the aggregates used in road construction possess a weak
negative charge on the surface. The bitumen aggregate bond is because of a
weak dispersion force. Water is highly polar and hence it gets strongly
attached to the aggregate displacing the bituminous coating.

BITUMEN IS ELASTIC

When one takes a thread of bitumen from a sample and stretches or

elongates it, it has the ability to return to a length close to its original length
eventually. For some bitumen’s this process may take longer than others.
This property is referred to as the elastic character of bitumen.

BITUMEN IS PLASTIC

When temperatures are raised, as well as when a load is applied to

bitumen, the bitumen will flow, but will not return to its original position
when load is removed. This condition is referred to as plastic behavior.
Applying a load means that you put a weight on the bitumen in order to
subject it to stress. This could be in a lab or in the bitumen’s final position
in the road and it is done to assess the bitumen’s reaction to the load.

13
BITUMEN AGES

Aging refers to changes in the properties of bitumen over time,

which is caused by external condition. These changes are visible as cracks
or crumbling areas. When bitumen is exposed to atmospheric conditions,
the bitumen molecules react with oxygen, which results in a change of the
structure and composition of the bitumen. This process of combining with
oxygen, called oxidation, causes the bitumen to become brittle and hard
and to change color from dark brown or black to grey. This change is
usually referred to as oxidative hardening or age hardening. This form of
ageing occurs more frequently in warmer climatic or during warm seasons,
causing older pavements to crack more easily. The condition can also occur
where the surface films of bitumen are thin, or if there has been inadequate
compaction during construction.

BITUMEN HARDENS

Exposure to ultraviolet (UV) rays and the evaporation of volatile

compounds can cause bitumen to harden. A volatile material is a material
that can change in to a gas very quickly. There are two kinds of hardening:

 Physical hardening
 Exudative hardening

Physical hardening occurs when waxy crystals form in the bitumen

structures, or when asphaltenes agglomerates clump together. This
condition can be reversed if the temperature is raised.

14
3.3 PLASTICS

A material that contains one or more organic polymers of large

molecular weight, solid in its finished state and at some state while
manufacturing or processing into finished articles, can be shaped by its
flow.

3.3.1 TYPES OF PLASTICS

Thermoplastics
 Thermoplastics pellets soften when heated and become more fluid as
additional heat is applied.
 This characteristic allows thermoplastics to be remolded and
recycled without negatively affecting the material’s physical
properties.

Thermoset
 Thermoset plastics contain polymers that crosslink together during
the curing process to form an irreversible chemical bond.
 Thermosets ideal for high heat applications such as electronics and
appliances.

3.3.2 E-PLASTICS
This study ensures that reusing of E-plastic as substitute in Road
construction gives technical as well as economic advantages and also the
problem of E-plastic disposal can be solved. In this project We are
replacing 2%, 4%, 6%, 8% of E-plastics modified bitumen instead of

15
normal Bitumen.. The E-plastic used was of discarded monitors,
keyboards, mouse and C.P.U. of computers.

Fig 3.3.2.1 E-Plastic in Powder form

3.3.2.1 PROPERTIES OF E-PLASTIC

– Highly recyclable
– Aesthetically superior
– finishes
– High impact
– resistance
– Remolding/reshaping capabilities
– Chemical resistant
– Hard crystalline or rubbery surface options
– Ecofriendly manufacturing

16
 CHAPTER – 4
METHODOLOGY

SCOPE

LITERATURE

REVIEW

MATERIAL COLLECTION

MATERIAL PROPERTIES

TEST ON MATERIALS
 Aggregates
 Unmodified &
modified Bitumen

RESULT & DISCUSSION

17
 CHAPTER – 5
FIELD TEST & RESULTS

5.1 TEST ON AGGREGATES

Various test can be done in Aggregates as per Standard codes.

Table 5.1 LIST OF IS CODES RELATED TO AGGREGATE

Tests for Aggregates with IS codes

Property of Aggregate Type of Test Test Method

Crushing strength Crushing test IS : 2386 (part 4)

Hardness Los Angeles abrasion test IS : 2386 (Part 5)

Toughness Aggregate impact test IS : 2386 (Part 4)

Shape test (Flakiness and

Shape factors IS : 2386 (Part 1)
Elongation Index)

Specific gravity and Specific gravity test and

IS : 2386 (Part 3)
porosity water absorption test

18
5.1.1 SPECIFIC GRAVITY TEST

The specific gravity of a solid is the ratio of its mass to that of an

equal volume of distilled water at a specified temperature. Because the
aggregates may contain water-permeable voids, so two measures of
specific gravity of aggregates are used:

i. Apparent Specific Gravity

Gapp, is computed on the basis of the net volume of aggregates

i.e the volume excluding water-permeable voids. Thus

Gapp = [(MD/VN)]/W

Where,

MD is the dry mass of the aggregate,

VN is the net volume of the aggregates excluding the volume

of the absorbed matter,

W is the density of water.

ii. Bulk Specific Gravity

Gbulk, is computed on the basis of the total volume of

aggregates including water permeable voids. Thus

Gbulk = [(MD/VB)]/W

Where, VB is the total volume of the aggregates including the

volume of absorbed water.

19
 Table 5.1.1 SPECIFIC GRAVITY TEST

SI.NO DETAIL OF SAMPLES FOR 10mm SIZE

OF AGGREGATE
in gms

1. Weight of specific gravity 0.639

bottle (W1) g

2. Weight of specific gravity 0.841

bottle + soil (W2) g

3. Weight of specific gravity 1.609

bottle + soil+ water (W3) g

4. Weight of specific gravity 1.447

bottle + water(W4) g

5. Result 2.8

Formula = W3 -W1/[(W2-W1)-(W4-W3)]

The specific gravity of aggregates normally used in road

construction ranges from about 2.5 to 2.9 as per IS: 2386 (Part 3).

5.1.2 WATER ABSORPTION TEST

20
 The difference between the apparent and bulk specific gravities is
nothing but the water permeable voids of the aggregates. We can measure
the volume of such voids by weighing the aggregates dry and in
a saturated surface dry condition, with all permeable voids filled with
water. The difference of the above two is MW.

MW is the weight of dry aggregates minus weight of aggregates

saturated surface dry condition. Thus,

Water Absorption = (MW/MD)*100

SAMPLE WEIGHT OF WEIGHT OF WEIGHT OF % OF WATER

SIZE OVEN DRIED SATURATED WATER
ABSORPTION=
SPECIMEN (W1) SPECIMEN ABSORBED
(W3/W2) x 100
g (W2) g
W3= (W2- W1) g

10mm 990gms 982gms 8gms 0.81

Table 5.1.2 WATER ABSORPTION TEST

Water absorption values ranges from 0.1 to about 2.0 percent for
aggregates normally used in road surfacing as per IS: 2386 (Part 3).

21
5.1.3 ABRASION TEST

Abrasion test is carried out to test the hardness property of

aggregates and to decide whether they are suitable for different pavement
construction works. Los Angeles abrasion test is a preferred one for
carrying out the hardness property. The principle of Los Angeles abrasion
test is to find the percentage wear due to relative rubbing action between
the aggregate and steel balls used as abrasive charge.

Table 5.1.4.1 IMPACT TEST

SI.NO DETAIL OF SAMPLES TRAIL:1

1. weight of sample (W1) 5kg

2. weight of sample after abrasion test, 2.656kg

coarser than 1.70mm IS sieve (W2)

3. Percentage wear = ((W1- W2)/W1) x 30.3%

100

A maximum value of 40 percent is allowed for WBM base

course in Indian conditions. For bituminous concrete, a maximum value
of 35 percent is specified as per IS : 2386 (Part 5).

22
5.1.4 IMPACT TEST

The aggregate impact test is carried out to evaluate the resistance to

impact of aggregates. Aggregates passing 12.5 mm sieve and retained on
10 mm sieve is filled in a cylindrical steel cup of internal dia 10.2 mm and
depth 5 cm which is attached to a metal base of impact testing machine.
The material is filled in 3 layers where each layer is tamped for 25 numbers
of blows (see Fig-3). Metal hammer of weight 13.5 to 14 Kg is arranged to
drop with a free fall of 38.0 cm by vertical guides and the test specimen is
subjected to 15 numbers of blows. The crushed aggregate is allowed to
pass through 2.36 mm IS sieve. And the impact value is measured as
percentage of aggregates passing sieve (W2) to the total weight of the
sample (W1).

Table 5.1.4.1 IMPACT TEST

SI.NO DETAIL OF SAMPLES TRAIL:1

1. Total weight of aggregate sample 345

filling the cylinder measure = W1(g)
2. Weight of aggregate passing 280
2.36mm sieve after the test = W2 (g)
3. Weight of aggregate retained 65
2.36mm sieve after the test = W3 (g)
4. Aggregate impact value = (W2/W1) 18.24
x 100 %

23
 Table 5.1.4.2: PERMISSIBLE LIMIT OF IMPACT TEST AS PER
IS : 2386 (Part 4)

PERMISSIBLE LIMIT DESCRIPTION

Lesser than 10% Exceptionally strong

10-20% Strong

20-30% Satisfactory

Greater than 30% Weak

5.1.5 FLAKINESS INDEX

The flakiness index is defined as the percentage by weight of

aggregate particles whose least dimension is less than 0.6 times their mean
size. Flakiness gauge is used for this test.

24
 Table 5.1.5 FLAKINESS INDEX

SI.NO PASSING RETAINED ON THICKNESS WEIGHT OF THE

THROUGH IS IS SIEVE (mm) GAUGE (0.6 AGGREGATE
SIEVE (mm) TIMES OF MEAN) PASSING
mm THROUGH GAUGE
IN (W2) kgs

1. 16 12.5 8.55 0.080

2. 12.5 10 6.75 0.085
3. 10 6.3 4.89 0.034

W2= 0.080+0.085+0.034 =0.199 kgs

Flakiness index = (W2/W1) x 100 = 36.82%

As per code IS : 2386 (Part 1),Flakiness index in excess of 35 to

40% is considered undesirable.

5.1.6 ELONGATION INDEX

The elongation index of an aggregate is defined as the percentage

by weight of particles whose greatest dimension (length) is 1.8 times
their mean dimension. This test is applicable to aggregates larger than 6.3
mm. Elongation gauge is used for this test. However there are no
recognized limits for the elongation index.

25
 Table 5.1.6 ELONGATION INDEX

SI.NO PASSING RETAINED ON LENGTH WEIGHT OF THE

THROUGH IS IS SIEVE (mm) GAUGE (1.8 AGGREGATE
SIEVE (mm) TIMES OF RETAINED
MEAN) mm THROUGH GAUGE
IN (W2) kgs

1. 16 12.5 25.6 0.190

2. 12.5 10 20.6 0.161
3. 10 6.3 14.7 0.028

W2= 0.190+0.161+0.028=0.379 kgs

Elongation index = (W2/W1) x 100 = 38.62%

As per code IS : 2386 (Part 1),Elongation index in excess of 35 to

40% is considered undesirable.

5.1.7 CRUSHING TEST

The aggregate crushing value provides a relative measure of

resistance to crushing under gradually applied crushing load.

26
 Table 5.1.7 CRUSHING TEST

SI.NO DETAIL OF SAMPLES TRAIL:1

1. Total wt of aggregate taken A (kg) 6.5

2. Wt of aggregate passing through 0.682

2.36mm sieve B(kg)
3. Aggregate crushing value (%) = 10.49
B/A x 100

As per code IS : 2386 (part 4) It shall not exceed 30%

5.1.8 SIEVE ANALYSIS

The use of tested, sized, and graded aggregates will assure quality
materials for maintenance and construction of your roads. It is not the only
item one must consider, but in consideration with the other factors that
provide for a good road, well-prepared, sized, and graded aggregates must
be especially emphasized.

Fig 5.1.8 GRADATION TEST

27
 INDIVIDUAL GRADATION FOR 10mm

Table 5.1.8.1 GRADATION TEST OF 10mm.

SIEVE WEIGHT CUMULATIVE CUMULATIVE CUMULATIVE

SIZE RETAINED WEIGHT PERCENTAGE PERCENTAGE
(mm) (gm) RETAINED RETAINED (%) PASSING (%)
(gm)
19.0 60 60 0.6 99.4
13.2 5330 5390 53.9 46.1
9.5 3710 9040 90.4 9.6
4.75 856 4566 45.66 54.34
2.36 - 0 0 100
1.18 - 0 0 100
0.600 - 0 0 100
0.300 - 0 0 100
0.15 - 0 0 100
0.075 - 0 0 100

28
 INDIVIDUAL GRADATION FOR 6mm

Table 5.1.8.2 TABLE FOR GRADATION TEST OF 6mm.

SIEVE WEIGHT CUMULATIVE CUMULATIVE CUMULATIVE

SIZE RETAINED WEIGHT PERCENTAGE PERCENTAGE
(mm) (gm) RETAINED RETAINED (%) PASSING (%)
(gm)
19.0 0 0 0 100
13.2 0 0 0 100
9.5 0 0 0 100
4.75 2830 2830 47.16 52.84
2.36 2235 5065 84.41 15.54
1.18 840 5905 98.42 1.58
0.600 30 5935 98.92 1.08
0.300 10 5945 99.08 0.92
0.15 10 5955 99.4 0.75
0.075 - - - -

29
 INDIVIDUAL GRADATION FOR DUST

Table 5.1.8.3 GRADATION TEST OF DUST.

SIEVE WEIGHT CUMULATIVE CUMULATIVE CUMULATIVE

SIZE RETAINED WEIGHT PERCENTAGE PERCENTAGE
(mm) (gm) RETAINED RETAINED (%) PASSING (%)
(gm)
19.0 0 0 0 100
13.2 0 0 0 100
9.5 0 0 0 100
4.75 0 0 0 100
2.36 20 20 2 98
1.18 120 140 14 86
0.600 150 270 27 73
0.300 290 440 44 56
0.15 240 530 53 47
0.075 80 610 61 39

30
5.2 TEST ON UNMODIFIED BITUMEN

Various test can be done in Bitumen as per Standard codes.

Table 5.2 LIST OF IS CODES RELATED TO BITUMEN

TEST.

Tests for Bitumen with IS codes

Name of Test IS code Number

Penetration Test IS: 1203-1978
Ductility test IS: 1208-1978
Softening Point test IS: 1205-1978

5.2.1 PENETRATION TEST

The penetration value of bitumen is measured by distance in tenths

of mm that a standard needle would penetrate vertically into bitumen
sample under standard conditions of test. By this test we can determine the
hardness or softness value of bitumen.

5.2.1.1 HEATING OF BITUMEN.

31
 5.2.1.2 PENETROMETER APPARATUS.

Table 5.2.1 PENETRATION TEST ON UNMODIFIED BITUMEN.

SI.NO DETAILS TRIAL-1 TRIAL-2 TRIAL-3

1. Initial reading 97 95 95

2. Final reading 146 142 140

3. Average value (146-97) = 49 (142-95) = (140-95) =

47 45
AVERAGE
47

5.2.2 SOFTENING POINT TEST

The softening point is the temperature at which the substance attains a

particular degree of softening under specified condition of tests. Higher
softening point is generally preferred in warm climate, whereas lower the
softening point lower will be preferred in cold climate.

32
 5.2.2 RING AND BALL APPARATUS.

5.2.2 SOFTENING POINT TEST FOR UNMODIUFIED BITUMEN.

Ring Instant Temperature, C Softening

No. Point,
Average C

1 46.4

2 46.9 46.5

5.2.3 DUCTILITY TEST

The property of bitumen which allows it to undergo deformation or

elongation is called ductility of bitumen. The ductility of bitumen is
measured by the distance in Cm (centimeter), to which the bitumen sample
will elongate before breaking when it is pulled by standard specimen at
specified speed and temperature. The distance up to the point of breaking
from the starting point is noted as ductility value of bitumen. The minimum
value should be 75cm.

33
 5.2.3 DUCTILITY TEST.

5.2.3 DUCTILITY TEST FOR UN MODIFIED

BITUMEN.

Mould Ductility reading, Ductility average,

No. cms cms

1
44.5
2 44.5
44.5
3
44.5

34
5.3 E-PLASTIC MODIFIED BITUMEN

To heated the bitumen at

160o C

After to mix E-PLASTICS

(2%,4%,6%) into the bitumen

To proper stirred this mix 1 hour

to maintain at 160o C

After check the properties of

polymer modified bitumen

35
5.3.1 TEST ON E-PLASTIC MODIFIED BITUMEN

5.3.1.1PENETRATION TEST

2% PLASTIC ADDED INTO BITUMEN

Table 5.3.1.1.1 TABLE FOR PENETRATION TEST ON MODIFIED

BITUMEN WITH 2% E-PLASTIC ADDED.
SI.NO DETAILS TRIAL-1 TRIAL-2 TRIAL-3
mm mm mm
1. Initial reading 29 31 39

2. Final reading 77 79 85

3. Average value (77-29) = (79-31) = (85-39) =

49 48 46
AVERAGE 47.6

36
 4% PLASTIC ADDED INTO BITUMEN

Table 5.3.1.1.2 TABLE FOR PENETRATION TEST ON MODIFIED

BITUMEN WITH 4% E-PLASTIC ADDED .
SI.NO DETAILS TRIAL-1 TRIAL-2 TRIAL-3
mm mm mm
1. Initial reading 6 381 394

2. Final reading 49 427 439

3. Average value (49-6) = (427-381) = (439-394) =

43 46 45
AVERAGE 44.6

6% PLASTIC ADDED INTO BITUMEN

Table 5.3.1.1.3 TABLE FOR PENETRATION TEST ON MODIFIED

BITUMEN WITH 6% E-PLASTIC ADDED .
SI.NO DETAILS TRIAL-1 TRIAL-2 TRIAL-3
mm mm mm
1. Initial reading 0 395 0

2. Final reading 43 438 41

3. Average value (43-0) = (438-385) = (41-0) =

43 43 41
AVERAGE 42.34

37
Fig 5.3.1.1 Variations in Penetration Values of Bitumen with Increase
in Percentage of Plastic.

5.3.1.2 SOFTENING POINT TEST

2% PLASTIC ADDED INTO BITUMEN

Table 5.3.1.2.1: SOFTERNING POINT TEST ON MODIFIED

BITUMEN WITH 2% E-PLASTIC ADDED

Ring Instant Temperature, C Softening

No. Point,
Average C

1 50.4

2 50.5 50.45

38
4% PLASTIC ADDED INTO BITUMEN

Table 5.3.1.2.2 SOFTENING POINT TEST ON MODIFIED

BITUMEN WITH 4% E-PLASTIC ADDED

Ring Instant Temperature, C Softening

No. Point,
Average C

1 50.7

2 50.9 50.8

6% PLASTIC ADDED INTO BITUMEN

Table 5.3.1.2.3 SOFTENING POINT TEST ON MODIFIED

BITUMEN WITH 6% E-PLASTIC ADDED

Ring Instant Temperature, C Softening

No. Point,
Average C

1 51.8

2 52.1 51.95

39
Fig 5.3.1.2 Variations in Softening point Values of Bitumen with
Increase in Percentage of Plastics.

40
 Table 5.3.1.2.4 REQUIREMENT FOR PAVING BITUMEN
SI Characteristics Paving Grades Method
No VG10 VG20 VG30 V40 of test ,
Ref to
1. Penetration at 80 60 45 35 IS 1203
25oC, 100g, 5 s,
0.1 mm, Min
2. Absolute 800-1200 1600-2400 2400-3600 3200-4800 IS 1206
viscosity at 60o (Part 2)
C, poises
3. Kinematic 250 300 350 400 IS 1206
viscosity at (Part 3)
135oC, cSt, Min
4. Flash point 220 220 220 220 IS 1448
(Cleveland open [P:69]
cup), o C, Min
5. Solubility in 99.0 99.0 99.0 99.0 IS 1216
trichloroethylen
e, percent, Min
6. Softening point 40 45 47 50 IS 1205
(R &B) ,o C,
Min
7. Tests on residue
from rolling
thin film oven
test: 4.0 4.0 4.0 4.0 IS 1206
(a) Viscosity (Part 2 )
ratio at
60o C, 75 50 40 25 IS 1208
Max
(b) Ductility
at 25o C, cm,
Min

41
5.4 MIX DESIGN TEST

5.4.1 COMBINED GRADATION

The use of tested, sized, and graded aggregates will assure quality materials
for maintenance and construction of your roads. It is not the only item one
must consider, but in consideration with the other factors that provide for a
good road, well-prepared, sized, and graded aggregates must be especially
emphasized.

Fig 5.4.1MIX PROPOTION OF AGGREGATES

42
 Table 5.4.1 COMBINED GRADATION FOR MIX PROPORTIONS
Passing % of average of Three Blended % Passing Specification
individual gradation Limits
Permissible
Sieve 10mm 6mm Dust 22%:35%:43% Specific
Limits
size mid
(JMF)
(mm) value
19 100.00 100.00 100.00 100.00 100 +/-7 100
13.2 62.10 100.00 100.00 91.66 95 +/-6 90-100
9.5 9.60 100.00 100.00 80.11 79 +/-6 70-88
4.75 1.04 52.84 100.00 61.72 62 +/-5 53-71
2.36 0.00 15.59 98.00 47.60 50 +/-4 42-58
1.18 0.00 1.58 86.00 37.53 41 +/-4 34-48
0.600 0.00 1.08 73.00 31.77 32 +/-4 26-38
0.300 0.00 0.92 56.00 24.40 23 +/-3 18-28
0.150 0.00 0.75 37.00 16.17 16 +/-3 12-20
0.075 0.00 0.00 16.50 7.10 7 +/-1.5 4-10

5.4.1.1 DESIGN PROPORTION FOR AGGREGATE WITH

BITUMEN 5%

 10mm – 22%
 6mm – 35%
 Dust – 43%
TOTAL = 100%

43
5.4.2 MARSHAL STABILITY TEST

In marshal stability test, the deformation of specimen of

bituminous mixture is measured when the same load is applied. This test
procedure is used in designing and evaluating bituminous paving mixes.
The marshal stability of mix is defined as a maximum load carried by a
compacted specimen.

5.4.2.1 Quantity of Materials taken for Marshal Stability As per

Design:

 10mm - 250.8 gms

 6mm - 399 gms
 Dust - 490.2 gms
 Bitumen - 60 gms
Total – 1200 gms

Fig 5.4.2.1.1 HEATING OF AGGREGATE.

44
 Fig 5.4.2.1.2 HEATING OF BITUMEN.

Fig 5.4.2.1.3 SPECIMEN FOR MARSHAL STABILITY TEST.

Fig 5.4.2.1.4 AIR WEIGHT OF SPECIMEN.

45
 Fig 5.4.2.1.5 WATER WEIGHT OF SPECIMEN.

Fig 5.4.2.1.6 SATURATED AIR WEIGHT OF SPECIMEN.

46
Fig 5.4.2.1.7 MARSHAL STABILITY TEST APPARATUS.

47
 MARSHAL STABILITY TEST FOR UNMODIFIED BITUMEN

Table 5.4.2.1: MARSHAL STABILITY TEST ON UNMODIFIED

BITUMEN.

Sample Air Water Saturated Volume Density Load Flow Stability

weight weight surface
(cc) (g/cc) (KN) (mm) (kg)
density
(g) (g)
(g)

1 1191.8 688.3 1195.1 504.8 2.359 300 3.9 1140.3

2 1194.7 684.4 1198.4 506.2 2.358 310 3.8 1187.4

3 1198.9 695.1 1200.5 505.4 2.372 317 3.4 1181.6

48
 MARSHAL STABILITY TEST FOR 2% PLASTIC ADDED INTO
BITUMEN

Table 5.4.2.2: MARSHAL STABILITY TEST ON 2% PLASTIC

ADDED INTO BITUMEN.

Sample Air Water Saturated Volume Density Load Flow Stability

weight weight surface
(cc) (g/cc) (KN) (mm) (kg)
density
(g) (g)
(g)

1 1190.8 688.3 1193.1 504.8 2.359 320 3.4 1210.3

2 1193.7 688.4 1194.4 506.2 2.358 327 3.7 1217.4

3 1198.9 695.1 1200.5 505.4 2.372 354 3.3 1221.6

49
 MARSHAL STABILITY TEST FOR 4% PLASTIC ADDED INTO
BITUMEN

Table 5.4.2.3 MARSHAL STABILITY TEST ON 4% PLASTIC

ADDED INTO BITUMEN.

Sample Air Water Saturated Volume Density Load Flow Stability

weight weight surface
(cc) (g/cc) (KN) (mm) (kg)
density
(g) (g)
(g)
1 1190.8 688.3 1193.1 504.8 2.359 330 3.5 1230.3

2 1193.7 688.4 1194.4 506.2 2.358 347 3.8 1237.4

3 1198.9 695.1 1200.5 505.4 2.372 334 3.3 1241.6

50
 MARSHAL STABILITY TEST FOR 6% PLASTIC ADDED INTO
BITUMEN

Table 5.4.2.4 MARSHAL STABILITY TEST ON 6% PLASTIC

ADDED INTO BITUMEN.

Sample Air Water Saturated Volume Density Load Flow Stability

weight weight surface
(cc) (g/cc) (KN) (mm) (kg)
density
(g) (g)
(g)

1 1190.8 688.3 1193.1 504.8 2.359 395 3.2 1240.3

2 1193.7 688.4 1194.4 506.2 2.358 410 3.5 1287.4

3 1198.9 695.1 1200.5 505.4 2.372 440 3.3 1381.6

51
Fig 5.4.2.1.8 Variations in Stability of Bitumen with Increase in
Percentage of Plastic.

52
5.5 COMPARISON OF MODIFIED AND UNMODIFIED
BITUMEN RESULTS
Table 5.5 COMPARISON OF MODIFIED AND UNMODIFIED
BITUMEN RESULTS
S:NO TEST ON UNMODIFIED E-PLASTIC
BITUMEN BITUMEN MODIFIED BITUMEN
2% 4% 6%
1 SOFTENING 46.5 50.4 50.8 51.95
TEST OC
2 PENETRATION 47 47.6 44.6 42.34
TEST mm
3 MARSHAL 1196.7 1216.45 1236.43 1303.1
STABILITY
TEST kg

From above all the results 6% plastic added into bitumen is suitable for
road construction

53
 CHAPTER – 6

COST ANALYSIS

Assuming Cost of E-PLASTIC = Rs 5 per Kg.

Cost of Bitumen per drum (200 Kg) =Rs 10000

Cost of Bitumen per Kg = Rs 50

Cost of bitumen per ton =Rs 50000

Generally roads in India are constructed in basic width of 3.75m, Consider

1 Km length road To lay 1km of road 10 tons of bitumen is required, Cost
of bitumen required per Km = Rs. 5,00,000

Assuming Optimum percentage of plastic as per the test results of

reviewed is around 6 % (by % wt. of bitumen)

 Total quantity of bitumen required = 9.4 tons

 Total quantity of plastic waste required = 600 kg
 Cost of bitumen for 9.4 tons = Rs. 4,70,000
 Cost of plastic waste = Rs. 3000
 Total cost of bitumen and plastic = Rs. 4,73,000
 Total savings =5,00,000 - 4,73,000

= Rs.27,000 per km

54
 CHAPTER – 7

CONCLUSION

It shows that with the increase of waste plastic in bitumen increases

the properties of aggregate and bitumen. Use of waste plastic in flexible
pavements shows good result when compared with conventional flexible
pavements. The optimum use of plastic can be done up to 6%, based on
Marshal Stability test. This has added more value in minimizing the
disposal of plastic waste as an eco-friendly technique. Coating of polymer
on the surface of the aggregate has resulted in many advantages, which
ultimately helps to improve the quality of flexible pavement. Plastic will
increase the melting point of the bitumen. This innovative technology not
only strengthened the road construction but also increased the road life.
Plastic roads would be boon for India’s hot & extremely humid climate,
where temperature frequently cross 50°C.

55
REFERENCE

1. Use of Recycled Material in Road Construction Snehalkarle,

Darshanmodha, Mrs. Mira Shah ISSN 2321 3361 Volume 6 Issue
No. 5 2016 IJESC
2. AN OVERVIEW ON WASTE PLASTIC UTILIZATION IN
ASPHALTING OF ROADS Amit Gawandea,G. Zamarea,V.C.
Rengea, Saurabh Taydea,G. Bharsakaleb JERS/Vol. III/ Issue
II/April-June, 2012/01-05
3. Ministry of Road Transport and High Ways, Manual for construction
and supervision of Bituminous works, New Delhi, November 2001.

4. USE OF PLASTIC IN BITUMINOUS ROAD CONSTRUCTION

Mr. MAHESH M BARADISSN: 0975 – 6744| NOV 14 TO OCT 15
| Volume 3, Issue 2
5. Use of Plastic Waste in Road Construction Shweta.N.Rokdey ,
P.L.Naktod,M.R.Nikhar ISSN 2321 3361 Volume 6 Issue No. 5
2016 IJESC.
6. Effect of Plastic Waste on Properties of Road Aggregate Pratiksha
Singh Rajput , R. K.Yadav IJIRST –International Journal for
Innovative Research in Science & Technology| Volume 2 | Issue 11 |
April 2016
7. Sasane Neha.B , Gaikwad.Harish , Dr. J R Patil , Dr.S.D Khandekar
International Research Journal of Engineering and Technology
(IRJET) Volume: 02 Issue: 03 | June-2015.
8. Use of Waste Plastic in Flexible Pavements-Green Roads Yash
Menaria, Rupal Sankhla Open Journal of Civil Engineering, 2015, 5,
299-311.

56
9.Vasudevan R., Nigam S.K., Velkennedy R.,Ramalinga Chandra Sekar
A., Sundarakannan B.“Utilization of Waste Polymers for
FlexiblePavement and Easy Disposal of Waste Polymers”,International
Conference on Sustainable Solid WasteManagement, 5 - 7, Chennai,
India pp-105-111,2007.

57